Transmision Automatic A Cadilac - Oldsmobile 4T80E
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HYDRA-MATIC
4T80-E CONTENTS INTRODUCTION ..................................................................................... 3 HOW TO USE THIS BOOK ...................................................................... 4 UNDERSTANDING THE GRAPHICS ....................................................... 6 TRANSMISSION CUTAWAY VIEW (FOLDOUT) ....................................... 8 GENERAL DESCRIPTION ....................................................................... 9 PRINCIPLES OF OPERATION ............................................................... 9A MAJOR MECHANICAL COMPONENTS (FOLDOUT) ...................... 10 RANGE REFERENCE CHART ......................................................... 11 TORQUE CONVERTER .................................................................. 12 APPLY COMPONENTS ................................................................. 15 PLANETARY GEAR SETS ............................................................. 27 HYDRAULIC CONTROL COMPONENTS ........................................ 32 ELECTRICAL COMPONENTS ........................................................ 44 POWER FLOW ...................................................................................... 53 COMPLETE HYDRAULIC CIRCUITS ..................................................... 81 LUBRICATION POINTS ....................................................................... 104 BUSHING, BEARING AND WASHER LOCATIONS .............................. 105 SEAL LOCATIONS .............................................................................. 106 ILLUSTRATED PARTS LIST ................................................................ 107 BASIC SPECIFICATIONS .................................................................... 124 PRODUCT DESIGNATION SYSTEM ................................................... 125 GLOSSARY ........................................................................................ 126 ABBREVIATIONS ............................................................................... 128 INDEX ................................................................................................ 129 NOTES ............................................................................................... 131
2
PREFACE The Hydra-matic 4T80-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 4T80-E Technician’s Guide is also intended to assist technicians during the service, diagnosis and repair of this transaxle. However, this book is not intended to be a substitute for other General Motors service publications that are normally used on the job. Since there is a wide range of repair procedures and technical specifications specific to certain vehicles and transaxle models, the proper service publication must be referred to when servicing the Hydra-matic 4T80-E transaxle.
© COPYRIGHT 2000 POWERTRAIN GROUP General Motors Corporation ALL RIGHTS RESERVED
All information contained in this book is based on the latest data available at the time of publication approval. The right is reserved to make product or publication changes, at any time, without notice. No part of any GM Powertrain publication may be reproduced, stored in any retrieval system or transmitted in any form or by any means, including but not limited to electronic, mechanical, photocopying, recording or otherwise, without the prior written permission of Powertrain Group of General Motors Corporation. This includes all text, illustrations, tables and charts.
1
INTRODUCTION The Hydra-matic 4T80-E Technician’s Guide is another Powertrain publication from the Technician’s Guide series of books. The purpose of this publication, as is the case with other Technician’s Guides, is to provide complete information on the theoretical operating characteristics of this transmission. Operational theories of the mechanical, hydraulic and electrical components are presented in a sequential and functional order to better explain their operation as part of the system. In the first section of this book entitled “Principles of Operation”, exacting explanations of the major components and their functions are presented. In every situation possible, text describes component operation during the apply and release cycle as well as situations where it has no effect at all. The descriptive text is then supported by numerous graphic illustrations to further emphasize the operational theories presented. The second major section entitled “Power Flow”, blends the information presented in the “Principles of Operation” section into the complete transmission assembly. The transfer of torque from the engine through the transmission is graphically displayed on a full page while a narrative description is provided on a facing half page. The opposite side of the half page contains the narrative description of the
hydraulic fluid as it applies components or shifts valves in the system. Facing this partial page is a hydraulic schematic that shows the position of valves, ball check valves, etc., as they function in a specific gear range. The third major section of this book displays the “Complete Hydraulic Circuit” for specific gear ranges. 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 4T80-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 4T80-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 4T80-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 53) 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 81) 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 TRANSMISSION (FOLDOUT)
HALF PAGE TEXT FOR EASY REFERENCE TO BOTH PAGES
RANGE REFERENCE CHART
RK g PA nnin u eR
3RD CLUTCH
FORWARD CLUTCH
COAST CLUTCH
LOW ROLLER CLUTCH
SCAVENGE PUMP LEFT SCAVENGE SUCTION
RIGHT SCAVENGE SUCTION
BOOST VALVE
TORQ SIGNAL
EX
MAIN PUMP SUCTION
BOTTOM SUMP
OUTPUT SPEED SENSOR
37
SECONDARY PUMP
SCAVENGE OUTLET UPPER SUMP
REV
LINE
24
TORQ SIGNAL
REVERSE CLUTCH
2ND CLUTCH
SECONDARY LINE
➤
MANUAL SHAFT
PARK (Engine Running) PRIMARY PUMP
p sure mp ou transpum Preses pu to the hen mand ulat rdingents. Wthe defrom accoirem ceeds, fluidr requut ex sure lato outp e presre regu of linpressu the
LINE
TORQUE CONVERTER
2 2a 1d 2b 3a POSSIBLE TORQUE TO INPUT PARKING LOW/REVERSE POWER INTERNAL LOCK GEAR FINAL DRIVE BAND TRANSMITTED PINIONS GEAR AND HUB (833) (13) FROM ROTATES HELD APPLIED VEHICLE (POWER TERMINATES)
1c INPUT CARRIER PINIONS ROTATE
➤
DRIVE SPROCKET
1b INPUT CARRIER ASSEMBLY (700) HELD
SCAVENGE OUTLET
(Engine Running) 1a INPUT SUN GEAR (631) DRIVING
1 POWER FROM TORQUE CONVERTER (1)
PRESSURE REGULATOR VALVE
➤
(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 po p is lator (line ion pum Regu tput miss
PARK
HYDRA-MATIC 4T80-E
gin
En
LUBE 2 26
25
23
LINE
BALL CHECK
LINE
DIFFERENTIAL ASSEMBLY
LINE
CONV FEED
CONV FEED
8
TORQ SIGNAL
REV
TORQ SIG
REV
LINE
PRN
EX
EX
DRIVE
2-3 SOLENOID
PRN 4
36
1-2 SHIFT VALVE 2
2
Figure 53
LO FEED
LOW/REVERSE SERVO
5
EX
EX
4
LINE PRIMARY ACCUM
EX
1-2 SHIFT SOLENOID ON
1-2 SOL
LO & REV BAND APPLY LO & REV BAND REDUCE
5
DRIVE 2ND CL
REV CL
LO & REV BAND REDUCE
EX
42
9
4 BD FD 4TH BD
EX
EX EX
30
B
1-2 SOLENOID
EX
D21
EX
EX
IT
56
LO & REV BAND APPLY
#6
20
1-2 / 3-4 ACC ACCM BOOST
CU
LOW/REVERSE SERVO ASSEMBLY (928-934) APPLIED
8
2-3 SHIFT VALVE
1-2 SOLENOID
EX EX
HY DR PA AUL GE IC 82 CIR
EX 3RD CL
EX LO LO FEED
10
2-3 SOLENOID 16
FILTERED ACTUATOR FD 15
3RD CL
TE
PARKING LOCK PAWL (22) ENGAGED
EX
PRN
PRND4
PRND43
LO D21
D321
DRIVE
TO COOLER CONV APPLY REG APPLY
3RD CL
EX
EX EX
D21Y
TORQ SIGNAL
ACTUATOR FD
SEC 2-3 ACCUM
LE
FORWARD AND COAST CLUTCH HOUSING (801) HELD
D21 COAST CL C CL FEED
EX
EX
LINE
2-3 SHIFT SOLENOID OFF
FILTER (917)
38
LINE
MP
FORWARD CLUTCH SPRAG ASSEMBLY (716) OVERRUNNING
Figure 6
D321
PRESSURE CONTROL SOLENOID
2-3 ACCUM VALVE 33
CO
REVERSE ACCUMULATOR
ACTUATOR FD
REV
FORWARD ACCUMULATOR
3-4 SHIFT VALVE
ACT FD
FILTERED ACTUATOR FEED
EX
1-2 ACCUMULATOR
1
FILTER (338)
28
REV BAND
4TH SERVO
MANUAL VALVE
LINE
3RD CL 4 BD FD D21Y CST CL FD
EX
EX
3-4 ACCUMULATOR
EX
EX
REACTION CARRIER SHELL (633) HELD
COAST CLUTCH HUB (719)
FORWARD SPRAG INPUT OUTER RACE INTERNAL (721) INPUT GEAR INTERNAL (708) GEAR FLANGE (725)
LOW/REVERSE BAND (13) APPLIED
FINAL DRIVE SUN GEAR (121) HELD
➤
2ND SPRAG CLUTCH
DRIVE LINK ASSEMBLY
REV
DRIVE
11
PARKING LOCK GEAR (833) HELD
REACTION PLANETARY GEARSET
OUTPUT SHAFT
P
LINE
ACT FD LMT
LOW/REVERSE SERVO
DRIVEN SPROCKET
1 2 3D NR
TCC SOL
TCC FD LIMIT
EX
EX
TCC FD LIMIT
29
INPUT PLANETARY PINIONS (702)
DRIVEN SPROCKET (415)
INPUT PLANETARY GEARSET
UPPER CONTROL VALVE ASSEMBLY INPUT SPEED SENSOR
35
CONV CL CONTROL
LUBE FITTING
FORWARD SPRAG CLUTCH
SECONDARY PUMP
TCC CONTROL
LINE
EX
27
CC FD LIMIT
PRIMARY PUMP
CONV RELEASE
DRIVE
CONV FEED
FINAL DRIVE SUN GEAR SHAFT (722) HELD
INPUT CARRIER ASSEMBLY (700) HELD
REACTION INTERNAL GEAR (708) INPUT HELD SUN GEAR (631)
REACTION CARRIER ASSEMBLY (623) HELD
INPUT SHAFT AND 3RD CLUTCH HOUSING (604) DRIVING
FINAL DRIVE ASSEMBLY
SCAVENGE PUMP
LINE
TORQ SIGNAL
TFP SWITCH
OUTPUT SHAFT
3
Figure 54
56
57
PAGE NUMBER — FOR REFERENCE TO FLUID FLOW SCHEMATIC
FLUID FLOW SCHEMATIC — (FOLDOUT)
FLUID FLOW THROUGH COMPONENTS (FOLDOUT) RK g PA nnin u eR
gin
En
LUBE
LUBE
TORQUE CONVERTER ASSEMBLY
LUBE
REVERSE CLUTCH ASSEMBLY
DRIVEN SPROCKET SUPPORT (418)
2ND CLUTCH ASSEMBLY
3RD CLUTCH ASSEMBLY
(P) Park l thethe oi (Engine r inPARK leve fromwing: ctor sure follo sele pres the Regthe line to 8): ) Withsition, rected Valve(21essure di pr 56 r 56 po p is lato (line ion 56 56 56 pum Regu tput miss
COOLER LUBE FITTING (3)
FORWARD AND COAST CLUTCH ASSEMBLY
LUBE 2
3RD CL EX
ACT FD
38b
REV CL
3RD CL
D21Y CST CL FD D321
1-2 SOLENOID
D321
EX
EX
PRN REV BAND
EX
COAST CL FEED
D321 D321 47d
47c
EX
4TH BD FD D21Y D21Y COAST CL FEED 51
43b
48b
48
51a
48a
EX
EX 34d
39
COAST CL REVERSE 4TH BAND
REV
REV
EX
PRN
D321
LINE
DRIVE
D21
EX
EX
DRIVE
EX
EX 34g
34a
34
34c
CHANNEL PLATE (900)
FORWARD CLUTCH
36d
53a
LO 2ND CL LEFT SCAVENGE SUCTION
2ND CL
29c
#4
44a
38e
REV CL
28c
REV CL FORWARD CLUTCH
CL U TC H
27h
27f 27e
44b
CHANNEL PLATE (900)
PRIMARY ACCUM
4TH BAND 27c
6 33
44
5
4TH BAND PRIMARY ACCUM
39
27
20
40
27
1
2
(8) 40
32
32
56
32
54
20
1
32
40
5
5
5
16
(3)
40 9
6
5
40
27
20
40
9
33
1
40
6
52
42
1
5
27
20
32
27
39
1
5
54
39
6
5
5
1
5
27 39 33
33
5
5
20
6
40 (8)
32
SEAL (44) (Case/Case Cover)
20
20
1
27 27
39 33
TRANSMISSION CASE (6) (Case Cover Side)
NOTE: 56
56 56
56
38b
56
56
32
56
56
49
56
47 48 32
32
56
56
56
56 56
56
56
40 56
6
34
53
56
12
37
53
53 35
56 56 56 56
2
56
56
43 44 39 56
34 38
38
44
27c 33g 33c
33
22
44b 33b
44a 38d
5
20/38
39
43
11
6m
SLOT
32m
33 56 44 39
56
6k
29a/27h
52 43
44
27
#4 44
52 39 34 34
#1 38
33
33
38
29
47 48 51 43
23 56
48 49 50 34 40 52 52 35 36 52 51
18 56 18
40
19
51
6
47
32 50 34 38
50
47
36
21
50
24 56
20
(917) 40d
36 #8
29
LOWER CONTROL VALVE BODY (903)
32b
33d
44c
40e
#2
56
44
28c
56 28 20 56
52 56
40c
56 56
44
20
6
53
#5 39
17
32
53
37
27
- DUAL PURPOSE PASSAGES HAVE CHANNEL PLATE SIDE PASSAGES LISTED FIRST - EXHAUST FLUID NOT SHOWN
32a
IN
23
17
33
56
56
32
56
23
17 25 32 35
26 37
#7
GASKET
21b/24 21a/23
SLOT
GASKET
29b/27g
6
52
#9 52
24 37
- NON- FUNCTIONAL HOLES HAVE BEEN REMOVED FROM COMPONENT DRAWINGS TO SIMPLIFY TRACING FLUID FLOW.
IN
15
23a 40
29c
29
10
40b 47b 40a 50c 51a
35a 8 53/52 43b 35 36c
INDICATES BOLT HOLES 52
47c
48a 51 43a
9
50b 50d 34 36d/34g 50a 34d 19 47a 18 38 34c 38a 36b 21 16 47 38c/20 50 20a 36a 36 24a
39 33h 14
56
40
49
34a 53
39
38e 38f/34f 38g/34e
21
1
38 20 44
32
56
#6
-
32 7
6
32g
4
53a 52b
44
56
23
21
27 44
39
34
47 24 56
37b 32k/33e
37a
48 32e 32f 48b
36
17a 26a 32h/33f
33
49a
23b 33 17 26/33a
20
37
32
24b
17
37
26
26
17
43
51
56 40
56
38 56 24 23
56
32c
27d 28a/27f
56
27c
27
28b/27e 13
28 20
20b 28
27
39a
39
#3
6
TRANSMISSION CASE (6) (Bottom View)
Figure 80
2
5
42
9
1
40
6
CASE COVER (33) (Case Side)
32
1
5
40
6 32
(40)
6
32
40
5
20
56 36
;; ;;
DRIVEN SPROCKET SUPPORT (418)
5
5
6
5
32
5
39
2
5
1
32
40
20
39
31
GASKET (328) (Spacer Plate/ Case Cover)
55
SEAL (43) (Case Cover/ Driven Sprocket Support)
5
5
54
1
6
33
42
27
40
4
5
5
1
56
1
27 33
2
30
27
6
5
20
36
CASE (6)
82
4
6
40
26
6
41
30 31
5
9
9 27
56
29b
11
8/9
6/32
40
40 42
20
30
4
IN
GASKET
27a
SPACER PLATE (327) (Sec. P.B. & V.B./ Case Cover)
5
42
50
28a 13 28b
27d
6h
5
2
5 33
40
2ND CL
30
SLOT
6d
27b
15
2
#10
56
4TH SERVO BORE
29a 14
FWD ACCUMULATOR
PRIM ACCUM
SPACER PLATE GASKET ASSEMBLY (935)
PRIMARY ACCUM
#2
#3
27g
3-4 ACCUMULATOR
ACCUMULATOR HOUSING (944)
3RD CL 3RD CL
GASKET (326) (V.B./ Spacer Plate)
5
49
33g 33h
RIGHT SCAVENGE SCREEN (52)
#11
23
22 22
22
10
20
6
1
30c/31
30b
30
40
8 10
30
24
6g
46
40
13
40
6
11 22
GASKET
5
5
9
27
32
30a
40g
9
6f
40
10 12
46 45
8
8
31
32
(350)
56
33c 22 33b
REVERSE ACCUMULATOR
IN
27/6
40
42
50
4TH BAND
PRIMARY ACCUM
SPACER PLATE ASSEMBLY (935)
RIGHT SCAVENGE SUCTION
CASE (6)
SEAL (44)
CASE COVER (33)
GASKET (326)
GASKET (328)
3RD CL 3RD CL
LINE
10
SPACER PLATE ASSEMBLY (935)
3-4 ACCUMULATOR 1-2 ACCUMULATOR
1-2 ACCUMULATOR
LEFT SCAVENGE SCREEN (51)
42
40k
ACCUMULATOR HOUSING (944)
42a
40p
40n
40r
40s
31a 30d
31
30b
30
30c
ORIFICED 3RD CL PRIMARY ACCUM
3RD CL
EX EX
LINE
CASE COVER (33)
EX EX
SPACER PLATE (327)
EX
EX
EX
EX
EX
EX EX
EX
EX EX EX EX
30a
27b
6c
40f
27a
21
#1
11c
4
8a
SLOT
GASKET
UPPER CONTROL VALVE BODY (300) (Case Cover Side)
TRANSFER PLATE (956)
N
1
31
30/6
27
42a
28
20b 30d/31a
IN
L
SCAVENGE TUBE (54)
BOTTOM SUMP
LINE SEAL (44)
M
N
20a
6c
33
30
30
31
40h
6b
11b
6
8
11
SLOT
A
42b
U
38
U
8b
6
22
40k 40p/42
40f
2
RR
31
30
13
45
45
32
3
10a
22c
13
45
2
42b/40m
22b
29
15
45
22a
40n
10
5
5
54
30
40
46a
13
27
8a/10b 8d
22d
22
40r
45
6a
8c
11
46
10c
22e
11a
38
IN
5
30
42
20
45c 45b
32d
40s
12
35
45a
34
2
6e
40
40
SLOT
GASKET
40
N
31
40
20
6
27
27 52
13/14
11 13a 15
45d
37
22 22
10 22 42
8
2
42
20
6
9 56 30
56
CLIP
POCKET
2
#11
9
4
6
52
22 56
40
10
10
22f
40
13
6
40
46
46
45
45
(38)
5
22
40
56 56
11
9
12
10
45
45
56
55
8
22
12 56
56
4
6
45
45
10
10 8 52 56 52 42 20 52 52 6 22 20 31 30 56 6 30 52 30 56
G
GASKET (328) CASE COVER (33)
3RD CL
56
56 56
13 15
45
11
45
46 1352 6 52 56
40
22 20
55
SI
GASKET (326) SPACER PLATE (327)
#10
46
40
40
56
40
5
10
56
56
8
56 56
56
2
32
7
45
6
3-
38
4TH BD FD 2ND CL
12 13 10 56
15
10 14 13
15 45 52
40 56
21
22
40
40m
ORIFICED 3RD CL UPPER CONTROL VALVE BODY (300)
33
3RD CL
CHANNEL PLATE (900)
DRIVE 2ND CL
;; ;;; ; ;;; ; ;; ;; ;; ;; ; ;; ;;;; ;;;; ;; ;;;; ;; ;; ;; ;; ;;; ; ;;;; ;;;; ;;;;;; ;;; ;;; ;; ;; ;;; ; ;;;; ;; ;; ;;;; ;;;;;;; ;;;;;;; ;;;;; ;; ;;;; ;; ;; ;; ;; ;; ;; ; ;;;; ;;;;;;; ;;;;;; ;;;;;;; ;;; ;; ;; ;; ;;;;; ; ;; ;;; ;;; ;;;;;; ; ; ;;; ;;;;;;; ;;;;;; ;;;;;;; ;; ;; ;;;;;;; ; ;;;;;;;; ;;; ;; ;;; ;;; ;;;;;;; ;; ;;;;;;;;;;;; ;;; ;;;;;; ;; ;;;;;;; ;;;;;; ;; 14
11
45 56 12
46
56
31
(54)
CC
D2
3RD CL
SLOT IN GASKET
2
LOWER CONTROL VALVE BODY (903) SPACER PLATE ASSEMBLY (935)
37a
RU
42
5
33a
26a 37b
38
3
1-2 / 3-4 ACC ACCM BOOST
30
19
LO 39a
20 26
LO & REV BD APPLY LO & REV BAND REDUCE LOW/ REVERSE SERVO
ER
6d
2-3 SOLENOID
2-3 SOLENOID
24b
#9
V
2-3 ACCUM
PRN 1-2 SHIFT VALVE
24a
O
2-3 ACCUMULATOR
#6 REV
REV
43 52
45
;;; ;;;; ;;; ; ;; ; ;; ;;; ;;; ; ; 40
56
(338)
(343)
(41)
CASE COVER (33) (Sec. P.B. & V.B.Side)
17a 37
37
22c
ORIFICED CUP PLUG (343)
LINE
1-2 SHIFT SOLENOID ON
(40)
23a
E
22b
TORQ SIG
EX
47a 23b
36
PRN
56
56
8
5
47 40a
1-2 SOL
V
ACT FD
52 36c
53
D321 3RD CL D321
D21Y C CL FEED
D21 LO FEED DRIVE LO FEED EX EX LO 1-2 SOLENOID
22
56
32
56
40
O
22a
ACT FD
LINE SEC 2-3 ACCUM SEC 2-3 ACCUM
35a 53
21a 23 15
SLOT IN GASKET
40
GASKET (228) (Secondary P.B./ Spacer Plate)
56 56
11
5
1
35
TORQ SIGNAL
2-3 ACCUM VALVE
4
8
20a
11
9
6
4
11
56
2
5
5
6
A
ACT FD LMT
SLOT IN GASKET
PRIMARY ACCUM
8d
28 20b
56
25
56
15
5
56
4
LINE
35
10a
ACT FD ACT FD
PRESSURE CONTROL SOLENOID
FILTER (338)
CONV FEED
32f 33
32
49
3-
TCC FD LIMIT CONV FEED 3RD CL
TCC FD LIMIT
CC FD LIMIT
6
32m
33
TCC CONTROL
32g
32e
17
H
TCC EX ENABLE
46
56
4
8
6
;;;;;; ; ; ;; ;;;;;; ; ;; ;;;;;; ;;; ; ;;;;;; ;; ;;;;;; ;; 5
17
2-3 SHIFT VALVE 2-3 SOLENOID
40
IN
;;;;;; ;;; ;; ;; ;;;; ;;;;;; ;;; ;; ;; ;;;; ;;;;;; ;;; ;; ;; ;;;; ;; ;;;; ;;;; ;; ;;;; ;; ;; ;;;; ;; ;;;;;; ;;;;;; 15
33f
4T
10
29
REG APPLY
13a
2-3 SHIFT SOLENOID OFF
50c
9
15
(38)
44c
12
32
TCC FD LIMIT
TCC FD LIMIT
45d
FILTER (917)
20a 21 16 21b 24
8
11 22
56
56
32k 33e 32h
REV CL REV REV REV PRN PRND43 COAST CL
D321
50a 50d 50b 20b
27 10b
PRND4
FWD ORIFICE BYPASS VALVE
#5
38d
10c
6m 38g 34e 1 38f 34f 18 38
LEFT SCAVENGE SUCTION
EX
TCC FD LIMIT
TCC EX ENABLE ORIFICED TCC EX ENABLE
ORIFICED 3RD CL PRIMARY ACCUM
EX
ACT FD
TCC SOL
TCC CONTROL
TCC EX ENABLE
PRND43
LINE LINE CON FD TORQ SIGNAL 3RD CL 3RD CL
EX TCC ENABLE EX 13
CONV CL CONTROL
EX
EX
TCC CONTROL
45b
MANUAL VALVE 50
EX
45 46a 45a
13 14 35
REV ORIFICE BYPASS VALVE
DRIVE
LO D21
36
6k
11
REV CL
#7 4 BD FD
EX
1
6e
CONV RELEASE
8
55
40b 11 33d
3-4 SHIFT VALVE D321
P
43a 44 52b
2ND CL
RIGHT SCAVENGE SUCTION
ACT FD
11b
11c
GASKET (326)
TO COOLER LINE REG APPLY
CONV CL REG
45c
1 2 3D NR
UPPER CONTROL VALVE BODY (300)
CONV APPLY
15
32a 49a
#8
36a
6
8
1
SLOT
GASKET
6
7
SECONDARY PUMP BODY (203) (Case Cover Side)
40e
32b
40c
36b
LO
LINE
23
TRANSFER PLATE (956)
32c
39
3RD CL
38c
ACT FD
6f 41 32d 6h 11a
56
11
(216)
1
6
6
40d LOWER CONTROL VALVE BODY (903)
TFP SWITCH 38a
MAIN PUMP SUCTION 12
34
7
4
9
56
56
22
56 56
56 56
56
2
56 56 56 56
4
20 40
FORWARD CLUTCH
REV
PRIMARY ACCUM
6g SLOT IN GASKET
SLOT IN GASKET
56
56
56
56
4TH BAND REV CL REV 3RD CL FORWARD CLUTCH
LUBE 2 LINE LINE
GASKET (328)
GASKET (228)
SPACER PLT (327)
LINE REV LINE
LUBE 2 MAIN PUMP SUCTION LEFT SCAVENGE SUCTION CONV RELEASE
56
56
56
56
52
COAST CL
4TH SERVO
SCAVENGE TUBE (54)
ORIFICED 3RD CL
SLOT IN GASKET
26 8a
SEC LINE
PRIMARY PUMP
FILTER (236)
REG APPLY
24 9
25
BALL CHECK
SCAVENGE PUMP
LEFT SCAVENGE SUCTION
8c 8b SLOT IN GASKET
CON FD
UPPER CONT VB (300)
TO COOLER
SCAVENGE OUTLET
CONV APPLY
LINE LINE
2ND CL
22e
SECONDARY LINE
PRIMARY PUMP BODY (200)
RIGHT SCAVENGE SUCTION LINE
56
4
22d
PRESSURE REGULATOR VALVE
EX
SCAVENGE PUMP BODY (225)
FORWARD CLUTCH
40g 40h CASE COVER (33)
BOOST VALVE
37
SECONDARY PUMP
8
56
22
56
32
56
8
6b
REV
11
56 56 56 56
56
56
56
32
56 56 56
56
56
56
22
11
11
LINE
6a
22f
CONV RELEASE SCAVENGE PUMP COVER (237)
UPPER SUMP
2
LINE TORQ SIGNAL
3RD CL
2
56
56
22
56
56
➤
RIGHT SCAVENGE SUCTION
REV CL
EX EX
TORQ SIGNAL 3RD CL 3RD CL LINE
CONV APPLY
COOLER
3RD CL
REV CL
LUBE
LUBE
SECONDARY PUMP BODY (203)
56 56
;; ;; ;;; ;;; ;;;;; ; ;;
COAST CL LINE PRESSURE TAP (40)
Running)
;; ;;; ; ;;; ;; ;; ; ;; ;; ;;;; ;;; ;;; ;;;
ns p sure mp ou tra pum Preses pu to thWe hen mand ulat rdingents. the defrom accoirem ceeds, fluidr requut ex sure lato 56 6 outp e presre regu 22 of linpressu 40 e th 56
FORWARD/COAST CLUTCH SUPPORT (822)
➤
(Engine Running)
INTAKE & DECREASE CONVERTER & LUBE MAINLINE SOLENOID SIG. ACCUMULATOR ACTUATOR FEED TORQUE SIGNAL
➤
PARK
LOWER CHANNEL PLATE (900) (Case Bottom Side)
Figure 81
SPACER PLATE GASKET ASSEMBLY (935) (Case Bottom to Lower Channel Plate)
ACCUMULATOR HOUSING (944)
FOLDOUT ➤ 83
➤
HALF PAGE TEXT AND LEGEND
COMPLETE ILLUSTRATED PARTS LIST
Figure 1
5
UNDERSTANDING THE GRAPHICS CASE COVER (33) GASKET (228) PUMP ASSEMBLIES (225-203)
SPACER PLATE (327)
CASE ASSEMBLY (6)
SEAL (44)
TORQUE CONVERTER (1)
GASKET (328)
SEAL (43)
FILTER (236)
4TH SERVO ASSEMBLY (524-534)
SPACER PLATE GASKET ASSEMBLY (935)
UPPER CONTROL VALVE BODY (300)
LOWER CONTROL VALVE BODY (903)
ACCUMULATOR HOUSING (944)
TRANSFER PLATE (956) CHANNEL PLATE (900) BOTTOM PAN (59) LEFT SCAVENGER SCREEN (51)
RIGHT SCAVENGER SCREEN (52)
Figure 2
The flow of transmission fluid starts when the scavenge pump gears turn and draw fluid from the bottom pan through two scavenger screens, the scavenge tube, into the upper sump. When the fluid reaches the upper sump, the primary and secondary pumps draw fluid through a filter located behind the side cover before it is routed into the line pressure circuits. This general route for fluid to flow is easily understood by reviewing the illustrations provided in Figure 2. However, fluid may pass between the control valve body, spacer plate, channel plate 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 4T80-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 the 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 LUBE
INTAKE & DECREASE CONVERTER & LUBE MAINLINE SOLENOID SIG. ACCUMULATOR ACTUATOR FEED TORQUE SIGNAL
LUBE
TORQUE CONVERTER ASSEMBLY
LUBE
REVERSE CLUTCH ASSEMBLY
DRIVEN SPROCKET SUPPORT (418)
2ND CLUTCH ASSEMBLY
3RD CLUTCH ASSEMBLY
COOLER LUBE FITTING (3)
FORWARD AND COAST CLUTCH ASSEMBLY
LOWER CHANNEL PLATE SIDE
FORWARD/COAST CLUTCH SUPPORT (822)
LUBE 2
3RD CL EX
ACT FD
EX EX
2-3 ACCUM LINE
6d
3
3RD CL
SLOT IN GASKET
40m
ORIFICED 3RD CL
42b
GASKET (328)
#10
CASE COVER (33)
3RD CL
31
REV CL
3RD CL
D21Y CST CL FD D321
1-2 SOLENOID
D321
EX
THREE DIMENSIONAL
37a
#1
10
28c 29c
#4
4TH BAND
2ND CL
REV CL FORWARD CLUTCH
LOWER CONTROL VALVE BODY SIDE TRANSFER PLATE (956)
SPACER PLATE ASSEMBLY (935)
3-4 ACCUMULATOR 1-2 ACCUMULATOR
33c 22 33b
REVERSE ACCUMULATOR
33g 33h
RIGHT SCAVENGE SCREEN (52)
27h
29a 14
27g
3-4 ACCUMULATOR
FWD ACCUMULATOR
SPACER PLATE GASKET ASSEMBLY (935) CHANNEL PLATE (900)
LINE PRIMARY ACCUM
#3
PRIM ACCUM
ACCUMULATOR HOUSING (944)
27f
29b
LOWER CHANNEL PLATE (900)
LOWER CHANNEL PLATE (900)
28a
13 27e 28b
27d
2ND CL 4TH BAND
PRIMARY ACCUM
#2
TWO DIMENSIONAL
REV BAND
37b
EX
D321 D321
COAST CL FEED
33a
26a
LOW & REV BD APPLY LOW & REV BAND REDUCE LOW/ REVERSE SERVO
47d
7
20 26
47c
48b
48
#9
48a
4TH BD FD D21Y D21Y COAST CL FEED 51
43b
EX 53a
34d
44a
51a
EX
EX
CHANNEL PLATE (900)
BOTTOM SUMP
#11
SEAL (44)
PRN
REV
EX
PRN
EX
EX
EX
34c
LOWER CONTROL VALVE BODY (903) SPACER PLATE ASSEMBLY (935)
4TH BD FD 2ND CL
ACCUMULATOR HOUSING (944)
COAST CL REVERSE 4TH BAND
REV
LINE
PRND43 D21
EX
DRIVE EX 34g
CHANNEL PLATE (900)
FORWARD CLUTCH
2
DRIVE
21
17a 37
2-3 SOLENOID
2-3 SOLENOID 39
SPACER PLATE ASSEMBLY (935)
CASE (6)
SEAL (44)
36
PRN
REV
PRN
5
1-2 SOL
23a
#6
2ND CL
3RD CL 3RD CL
3RD CL
1-2 SHIFT SOLENOID ON
24b
SCAVENGE TUBE (54)
47
47a
REV
1-2 SHIFT VALVE
LOW
49
40a
D21Y C CL FEED
24a
19
32
1-2 ACCUMULATOR
42
40k
SPACER PLATE (327)
EX
53
SPACER/GASKET PLATE ASSEMBLY (935)
32m
17
D321 3RD CL D321
D21 LOW FEED DRIVE LOW FEED EX EX LOW 1-2 SOLENOID
43 52
39a
LEFT SCAVENGE SCREEN (51)
40p
40r
40s
31a
40n
30b
31 30c
32
30d
30a
38
30
40f
33
GASKET (326)
21a 23 15
SLOT IN GASKET
32f 33
23b
42a
UPPER CONTROL VALVE BODY (300)
27a
LINE
EX EX
1-2 / 3-4 ACC ACCM BOOST
52 36c
6
44b
SEC 2-3 ACCUM SEC 2-3 ACCUM
LINE
2-3 ACCUMULATOR
PRIMARY ACCUM
3RD CL
EX
LINE
42
2ND CL
22c
ORIFICED CUP PLUG (343) ORIFICED 3RD CL PRIMARY ACCUM
EX
22b
TORQ SIG
53
38e
ACT FD
3RD CL 3RD CL
EX
EX
22a
ACT FD
2-3 ACCUM VALVE
RIGHT SCAVENGE SUCTION
TORQ SIGNAL
20a CASE COVER (33)
EX EX
EX
LINE
35a
8
20b
LEFT SCAVENGE SUCTION
EX
EX
EX
EX
EX
PRESSURE CONTROL SOLENOID
FILTER (338)
ACT FD LMT
27b
PRIMARY ACCUM
8d
28
CC FD LIMIT CONV FEED
4
32g
32e
2-3 SHIFT VALVE 2-3 SOLENOID
50c
10a
ACT FD ACT FD
2-3 SHIFT SOLENOID OFF
35
LOW
TCC FD LIMIT CONV FEED 3RD CL
GASKET (326)
TCC CONTROL
TCC FD LIMIT
GASKET (328)
TCC EX ENABLE
46
6c
21 16 21b 24 9
CASE COVER (33)
13a
20a
8 10
SPACER PLATE (327)
REG APPLY
30
20b
29
45d
FILTER (917)
34a
10c
TCC FD LIMIT
D321
50a 50d 50b
27 10b
TCC FD LIMIT
#5
34
TCC FD LIMIT
TCC EX ENABLE ORIFICED TCC EX ENABLE
TCC EX ENABLE
SLOT IN GASKET
ACT FD
TCC CONTROL
EX
EX
45b
13 14 35
UPPER CONT VB (300)
EX
EX
TCC ENABLE
EX
33f 12
17
FWD ORIFICE BYPASS VALVE
38g 34e 1 38f 34f 18 38
LEFT SCAVENGE SUCTION
EX
11
TCC SOL
CONV CL CONTROL
6m
PRND4
32k 33e 32h
REV CL REV REV REV PRN PRND43 COAST CL
EX
LINE
CONV RELEASE
TCC CONTROL
45a
13
50 6k 6e
CONV CL REG
45c 45 46a
UPPER CONTROL VALVE BODY (300)
ORIFICED 3RD CL PRIMARY ACCUM
TO COOLER LINE REG APPLY
REV ORIFICE BYPASS VALVE
MANUAL VALVE LOW D21
#7 4 BD FD
LOWER CONTROL VALVE BODY SIDE
44c
3-4 SHIFT VALVE D321
P DRIVE
36
LINE CON FD TORQ SIGNAL 3RD CL 3RD CL
CONV APPLY
15
EX
12
34
1 2 3D NR
D321
1
TWO DIMENSIONAL
40b 11 33d
REV CL
36b
11c
GASKET (326)
#8
36a
36d
11b
3RD CL
38c
MAIN PUMP SUCTION
THREE DIMENSIONAL
32a 49a 40c
38d
11a
39
20 40
LOW
23
ACT FD
32d 6h
32b
LOWER CONTROL VALVE BODY (903)
TFP SWITCH
DRIVE
6f
REV LINE
40d
38b
REV
2ND CL
6g
LUBE 2 MAIN PUMP SUCTION LEFT SCAVENGE SUCTION CONV RELEASE
TRANSFER PLATE (956)
32c 40e
38a
ACT FD
LINE
SLOT IN GASKET
RIGHT SCAVENGE SUCTION
25
PRIMARY ACCUM
CON FD
ORIFICED 3RD CL
SLOT IN GASKET
26 8a
COAST CL 4TH BAND
REV CL REV 3RD CL FORWARD CLUTCH
LUBE 2 LINE LINE
GASKET (328)
GASKET (228)
SPACER PLT (327)
24 9
SEC LINE
PRIMARY PUMP
FILTER (236)
REG APPLY
8c 8b
SLOT IN GASKET
BALL CHECK
SCAVENGE PUMP
LEFT SCAVENGE SUCTION
TORQ SIGNAL 3RD CL 3RD CL LINE
LINE LINE
40g 40h
SECONDARY PUMP
LINE
SCAVENGE OUTLET
TO COOLER
CONV APPLY
RIGHT SCAVENGE SUCTION LINE
FORWARD CLUTCH
4TH SERVO
SCAVENGE TUBE (54)
22d
43a 44 52b
22e
FORWARD CLUTCH
REV
SECONDARY LINE
PRIMARY PUMP BODY (200)
6b
2ND CL
BOOST VALVE
EX
SCAVENGE PUMP BODY (225)
LINE
6a
37
22f
PRESSURE REGULATOR VALVE
SCAVENGE PUMP COVER (237)
3RD CL
REV CL
LINE TORQ SIGNAL
CONV RELEASE
UPPER SUMP
2
CASE COVER (33)
CONV APPLY
COOLER
RIGHT SCAVENGE SUCTION
REV CL
EX EX
SECONDARY PUMP BODY (203)
LOWER CONTROL VALVE BODY ASSEMBLY (903)
3RD CL
REV CL
LUBE
COAST CL LINE PRESSURE TAP (40)
LUBE
27c
4TH BAND PRIMARY ACCUM
THREE DIMENSIONAL
CASE (6)
TWO DIMENSIONAL
GRAPHIC SCHEMATIC REPRESENTATION
SCAVENGE PUMP ASSEMBLY (225)
LOWER CHANNEL PLATE SIDE
SECONDARY PUMP ASSEMBLY (203)
PRIMARY PUMP ASSEMBLY (200)
UPPER CONTROL VALVE BODY ASSEMBLY (300)
ACCUMULATOR HOUSING ASSEMBLY (944) THREE DIMENSIONAL
TWO DIMENSIONAL UPPER CONTROL VALVE BODY SIDE
CASE COVER (33) THREE DIMENSIONAL
THREE DIMENSIONAL
THREE DIMENSIONAL
THREE DIMENSIONAL
SCAVENGE PUMP BODY (225)
PRIMARY PUMP BODY (200)
SECONDARY PUMP BODY (203)
CASE COVER SIDE
TWO DIMENSIONAL
TWO DIMENSIONAL
;
TWO DIMENSIONAL
Figure 3
THREE DIMENSIONAL GASKET (228)
SPACER PLATE (327)
UPPER CONTROL VALVE BODY SIDE GASKET (328)
CASE COVER SPACER PLATE (935)
TWO DIMENSIONAL
FOLDOUT ➤ 7
TWO DIMENSIONAL
GASKET (326)
THREE DIMENSIONAL
TWO DIMENSIONAL
FOLDOUT ➤ 7A
UNDERSTANDING THE GRAPHICS TYPICAL BUSHING AND VALVE
NOTE: NOT ALL VALVES ARE USED WITH A BUSHING
BUSHING SPRING VALVE BORE PLUG
➤
RESTRICTING ORIFICE
➤
VALVE BODY
➤
➤
➤
VALVE BODY
➤
SPACER PLATE
RETAINING PIN
BALL CHECK VALVE
➤
➤
➤
➤
➤
➤
SPRING ASSIST FLUID
➤
➤
➤
➤
➤ ➤
SIGNAL FLUID
➤
➤
➤
➤
APPLY FLUID
APPLY FLUID SEATS THE BALL CHECK VALVE FORCING FLUID THROUGH AN ORIFICE IN THE SPACER PLATE, WHICH CREATES A SLOWER APPLY.
➤
➤
➤
SPACER PLATE
➤
➤
➤
➤ ➤
➤
➤
➤
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 SUCTION CONVERTER & LUBE MAINLINE
TORQUE SIGNAL EXHAUST DIRECTION OF FLOW
➤
B
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
A
B ➤
ACTUATOR FEED LIMIT
➤A
➤
ACCUMULATOR
➤
SOLENOID SIGNAL
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 4T80-E DRIVE SPROCKET
TORQUE CONVERTER
MANUAL SHAFT
2ND CLUTCH
REVERSE CLUTCH
3RD CLUTCH
FORWARD CLUTCH
COAST CLUTCH
LOW ROLLER CLUTCH
OUTPUT SPEED SENSOR
DIFFERENTIAL ASSEMBLY
OUTPUT SHAFT
FINAL DRIVE ASSEMBLY
SCAVENGE PUMP
LUBE FITTING
PRIMARY PUMP
FORWARD SPRAG CLUTCH
SECONDARY PUMP
INPUT PLANETARY GEARSET
UPPER CONTROL VALVE ASSEMBLY
LOW/REVERSE SERVO
INPUT SPEED SENSOR
REACTION PLANETARY GEARSET
DRIVEN SPROCKET
8
OUTPUT SHAFT
DRIVE LINK ASSEMBLY
2ND SPRAG CLUTCH
3-4 ACCUMULATOR
Figure 6
4TH SERVO
1-2 ACCUMULATOR
FORWARD ACCUMULATOR
REVERSE ACCUMULATOR
Figure 7
HYDRA-MATIC 4T80-E CROSS SECTIONAL DRAWING A cross sectional line drawing is typically the standard method for illustrating either an individual mechanical component or a complete transmission 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 4T80-E is a fully automatic, four speed, front wheel drive transmission. It consists primarily of a four-element torque converter, two planetary gear sets, a hydraulic pressurization and control system, friction and mechanical clutches and, a final drive planetary gear set with a differential assembly. 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 two planetary gear sets provide the four forward gear ratios and reverse. Changing gear ratios is fully automatic and is accomplished through the use of a Powertrain Control Module (PCM). The PCM receives and monitors various electronic sensor inputs and uses this information to shift the transmission at the most optimum time.
When the shift solenoid valves inside the transmission are hydraulically activated they send operating gear range information to the PCM. Gear range information is then used by the PCM to apply and release the torque converter clutch. This allows the engine to deliver the maximum fuel efficiency without sacrificing vehicle performance. The hydraulic system primarily consists of three gear type pumps, two control valve bodies, a case cover and a channel plate. The pumps maintain 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 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 sprag clutches and a roller clutch, to deliver five different gear ratios through gear sets. The gear sets then transfer torque through the final drive differential and out to the drive axles.
EXPLANATION OF RANGES
P
R
N
D
D
2
1
Figure 8
The transmission can be operated in any one of the seven different positions shown on the shift quadrant (Figure 8). P – Park position enables the engine to be started while preventing the vehicle from rolling either forward or backward. For safety reasons, the vehicle’s parking brake should be used in addition to the transmission “Park” position. Since the final drive differential and output shaft are mechanically locked to the case through the parking pawl and final drive internal gear, Park position should not be selected until the vehicle has come to a complete stop. R – Reverse enables the vehicle to be operated in a rearward direction. N – Neutral position enables the engine to start and operate without driving the vehicle. If necessary, this position should be selected to restart the engine while the vehicle is moving. D – Overdrive range should be used for all normal driving conditions for maximum efficiency and fuel economy. Overdrive range allows the transmission to operate in each of the four forward gear ratios. Downshifts to a lower gear, or higher gear ratio, are available for safe passing by depressing the accelerator or by manually selecting a lower gear with the shift selector.
The transmission should not be operated in Overdrive when towing a trailer or driving on hilly terrain. Under such conditions that put an extra load on the engine, the transmission should be driven in a lower manual gear selection for maximum efficiency. D – Manual Third can be used for conditions where it may be desirable to use only three gear ratios. These conditions include towing a trailer and driving on hilly terrain as described above. This range is also helpful for engine braking when descending slight grades. If the vehicle is in fourth gear it will immediately shift to third. Automatic shifting is the same as in Overdrive range for first, second and third gears except that the transmission will not shift into fourth gear. 2 – Manual Second adds more performance for congested traffic and hilly terrain. It has the same starting ratio (first gear) as Manual Third but the transmission is prevented from shifting above second gear at normal throttle opening. Thus, Manual Second can be used to retain second gear for acceleration and engine braking as desired. If the transmission is in third or fourth gear when Manual Second is selected it will immediately shift to second gear depending on vehicle speed. 1 – Manual First can be selected at any vehicle speed. If the transmission is in second, third or fourth gear it will immediately shift into first gear when vehicle speed is below approximately 56 km/h (35 mph). This is particularly beneficial for maintaining maximum engine braking when descending steep grades.
FOLDOUT ➤
9
PRINCIPLES OF OPERATION An automatic transmission is the mechanical component of a vehicle that transfers power (torque) from the engine to the wheels. It accomplishes this task by providing a number of forward gear ratios that automatically change as the speed of the vehicle increases. The reason for changing forward gear ratios is to provide the performance and fuel 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, fuel economy becomes the important factor and the transmission will shift into overdrive. At this point output speed is greater than input speed, and, input torque is greater than output torque. Another important function of the automatic transmission is to allow the engine to be started
and run without transferring torque to the wheels. This situation occurs whenever Park (P) or Neutral (N) ranges have 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 4T80-E transmission. When an understanding of these operating principles has been attained, diagnosis of these transmission systems is made easier.
9A
MAJOR MECHANICAL COMPONENTS DRIVE SPROCKET (407)
DRIVE LINK ASSEMBLY (414)
TURBINE SHAFT (410)
SPLINED TO TORQUE CONVERTER ASSEMBLY (1)
TRANSMISSION CASE (6) DRIVEN SPROCKET SUPPORT (418)
2ND SPRAG CLUTCH ASSEMBLY (517)
REVERSE CLUTCH HOUSING AND RACE ASSEMBLY 4TH (500) BAND (523)
INPUT SHAFT AND 3RD CLUTCH HOUSING (604)
3RD CLUTCH HUB (617)
SPLINED TO REACTION CARRIER ASSEMBLY (623) SPLINED TO 3RD CLUTCH HUB (617)
SPLINED TO DRIVEN SPROCKET (415)
SPLINED TO INPUT SUN GEAR (631)
REACTION SUN GEAR AND SHELL ASSEMBLY (620)
DRIVEN SPROCKET (415)
2ND CLUTCH ASSEMBLY (431-435)
SPLINED TO INPUT SHAFT AND 3RD CLUTCH HOUSING ASSEMBLY (604)
INPUT INTERNAL GEAR (708)
INPUT SUN GEAR (631)
REACTION INTERNAL GEAR (708)
INPUT CARRIER ASSEMBLY (700)
INPUT INTERNAL GEAR FLANGE (725)
LOW ROLLER CLUTCH ASSEMBLY (830)
4TH SERVO ASSEMBLY (527-531)
FORWARD SPRAG OUTER RACE (721)
COAST CLUTCH HUB (719)
REACTION CARRIER SHELL (633)
SPLINED TOGETHER
SPLINED TO FINAL DRIVE SUN GEAR (121)
SPLINED TO COAST CLUTCH HUB (719)
SPLINED TO INPUT INTERNAL GEAR FLANGE (725)
FORWARD AND COAST CLUTCH HOUSING (801)
LOW/REVERSE SERVO ASSEMBLY (928-934)
SPLINED TO INPUT SHAFT AND 3RD CLUTCH HOUSING ASSEMBLY (604) SPLINED TOGETHER
OUTPUT SHAFT (57)
10
Figure 9
FINAL DRIVE INTERNAL GEAR (120)
FINAL DRIVE SUN GEAR (121)
PARKING LOCK GEAR (833)
SPLINED TO REACTION CARRIER ASSEMBLY (623)
REACTION CARRIER ASSEMBLY (623)
LOW/REVERSE BAND (13)
FINAL DRIVE SUN GEAR SHAFT (722)
FORWARD CLUTCH SPRAG ASSEMBLY (716)
SPLINED TO REACTION CARRIER SHELL (633)
SPLINED TO FINAL DRIVE SUN GEAR SHAFT (722)
FORWARD/COAST CLUTCH SUPPORT (822)
FINAL DRIVE ASSEMBLY (100-119)
COLOR LEGEND
RANGE REFERENCE CHART
COLOR LEGEND
MAJOR MECHANICAL COMPONENTS
APPLY COMPONENTS
The foldout graphic on page 10 contains a disassembled drawing of the major components used in the Hydra-matic 4T80-E transmission. This drawing, along with the cross sectional illustrations on pages 8 and 8A, shows the major mechanical components and their relationship to each other as a complete assembly. Therefore, color has been used throughout this book to help identify parts that are splined together, rotating at engine speed, held stationary, and so forth. Color differentiation is particularly helpful when using the Power Flow section for understanding the transmission operation.
The Range Reference Chart on page 11, provides another valuable source of information for explaining the overall function of the Hydra-matic 4T80-E transmission. This chart highlights the major apply components that function in a selected gear range, and the specific gear operation within that gear range.
The color legend below provides the “general” guidelines that were followed in assigning specific colors to the major components. However, due to the complexity of this transmission, some colors (such as grey) were used for artistic purposes rather than being restricted to the specific function or location of that component.
AND SOLENOID’S STATE
4T80-E GEAR RATIOS FIRST 2.96 SECOND 1.63 THIRD 1.00 FOURTH 0.68 REVERSE 2.13
Included as part of this chart is the same color reference to each major component that was previously discussed. If a component is active in a specific gear range, a word describing its activity will be listed in the column below that component. The row where the activity occurs corresponds to the appropriate transmission range and gear operation. An abbreviated version of this chart can also be found at the top of the half page of text located in the Power Flow section. This provides for a quick reference when reviewing the mechanical power flow information contained in that section.
Components held stationary in the case or splined to the case. Examples: Driven Sprocket Support (418), Accumulator Housing (944), Valve Bodies. Components that rotate at engine speed. Examples: Torque Converter Assembly (1) and Oil Pump Drive Shaft (2). Components that rotate at turbine speed. Examples: Converter Turbine, Drive Sprocket (407), Driven Sprocket (415) and 3rd Clutch Housing Assembly (604). Components that rotate at transmission output speed. Examples: Differential Carrier (110), Output Shaft (57). Components such as the 2nd Clutch Fiber Plates (435), 2nd Sprag Clutch Outer Race (516). Components such as the Stator in the Torque Converter (1), Reverse Clutch Housing (500). Components such as the Reaction Carrier (623), Final Drive Sun Gear (722).
RANGE
GEAR
1-2 SHIFT SOL
2-3 SHIFT SOL
PARK
N
ON
OFF
REV
R
ON
OFF
NEU
N
ON
OFF
1
ON
OFF
2
OFF
OFF
Accumulators, Servos and Bands.
2ND CLUTCH
3
All seals
2
1
REVERSE CLUTCH
3RD CLUTCH
4TH BAND
FORWARD SPRAG
FORWARD CLUTCH
COAST CLUTCH
LOW/REV. BAND
LOW ROLLER
APPLIED APPLIED
APPLIED APPLIED
APPLIED
HOLDING OVERRUNNING
D
All bearings and bushings.
2ND SPRAG
3
OFF
ON
APPLIED
4
ON
ON
APPLIED
1
ON
OFF
2
OFF
OFF
APPLIED
HOLDING
3
OFF
ON
APPLIED
OVERRUNNING
1
ON
OFF
2
OFF
OFF
APPLIED
HOLDING
3*
OFF
ON
APPLIED
OVERRUNNING
1
ON
OFF
2*
OFF
OFF
APPLIED
HOLDING
3*
OFF
ON
APPLIED
OVERRUNNING
APPLIED APPLIED
APPLIED
APPLIED
APPLIED APPLIED
APPLIED APPLIED
HOLDING
APPLIED
APPLIED
HOLDING
APPLIED
OVERRUNNING
HOLDING
APPLIED
OVERRUNNING
OVERRUNNING
APPLIED
OVERRUNNING
HOLDING
APPLIED
HOLDING
APPLIED
HOLDING
APPLIED
APPLIED
HOLDING
APPLIED
APPLIED
HOLDING
APPLIED
APPLIED
OVERRUNNING
HOLDING
APPLIED
APPLIED
OVERRUNNING
HOLDING
APPLIED
APPLIED
HOLDING
APPLIED
APPLIED
OVERRUNNING
HOLDING
APPLIED
APPLIED
OVERRUNNING
APPLIED
HOLDING
HOLDING OVERRUNNING OVERRUNNING
APPLIED
APPLIED
HOLDING
HOLDING
ON = SOLENOID ENERGIZED OFF = SOLENOID DE-ENERGIZED @ THE SOLENOID’S STATE FOLLOWS A SHIFT PATTERN WHICH DEPENDS UPON VEHICLE SPEED AND THROTTLE POSITION. IT DOES NOT DEPEND UPON THE SELECTED GEAR. * THESE GEARS ARE NOT NORMAL BUT AVAILABLE UNDER SEVERE CONDITIONS.
10A
10B
Figure 10
11
COLOR LEGEND
RANGE REFERENCE CHART
COLOR LEGEND
MAJOR MECHANICAL COMPONENTS
APPLY COMPONENTS
The foldout graphic on page 10 contains a disassembled drawing of the major components used in the Hydra-matic 4T80-E transmission. This drawing, along with the cross sectional illustrations on pages 8 and 8A, shows the major mechanical components and their relationship to each other as a complete assembly. Therefore, color has been used throughout this book to help identify parts that are splined together, rotating at engine speed, held stationary, and so forth. Color differentiation is particularly helpful when using the Power Flow section for understanding the transmission operation.
The Range Reference Chart on page 11, provides another valuable source of information for explaining the overall function of the Hydra-matic 4T80-E transmission. This chart highlights the major apply components that function in a selected gear range, and the specific gear operation within that gear range.
The color legend below provides the “general” guidelines that were followed in assigning specific colors to the major components. However, due to the complexity of this transmission, some colors (such as grey) were used for artistic purposes rather than being restricted to the specific function or location of that component.
AND SOLENOID’S STATE
4T80-E GEAR RATIOS FIRST 2.96 SECOND 1.63 THIRD 1.00 FOURTH 0.68 REVERSE 2.13
Included as part of this chart is the same color reference to each major component that was previously discussed. If a component is active in a specific gear range, a word describing its activity will be listed in the column below that component. The row where the activity occurs corresponds to the appropriate transmission range and gear operation. An abbreviated version of this chart can also be found at the top of the half page of text located in the Power Flow section. This provides for a quick reference when reviewing the mechanical power flow information contained in that section.
Components held stationary in the case or splined to the case. Examples: Driven Sprocket Support (418), Accumulator Housing (944), Valve Bodies. Components that rotate at engine speed. Examples: Torque Converter Assembly (1) and Oil Pump Drive Shaft (2). Components that rotate at turbine speed. Examples: Converter Turbine, Drive Sprocket (407), Driven Sprocket (415) and 3rd Clutch Housing Assembly (604). Components that rotate at transmission output speed. Examples: Differential Carrier (110), Output Shaft (57). Components such as the 2nd Clutch Fiber Plates (435), 2nd Sprag Clutch Outer Race (516). Components such as the Stator in the Torque Converter (1), Reverse Clutch Housing (500). Components such as the Reaction Carrier (623), Final Drive Sun Gear (722).
RANGE
GEAR
1-2 SHIFT SOL
2-3 SHIFT SOL
PARK
N
ON
OFF
REV
R
ON
OFF
NEU
N
ON
OFF
1
ON
OFF
2
OFF
OFF
Accumulators, Servos and Bands.
2ND CLUTCH
3
All seals
2
1
REVERSE CLUTCH
3RD CLUTCH
4TH BAND
FORWARD SPRAG
FORWARD CLUTCH
COAST CLUTCH
LOW/REV. BAND
LOW ROLLER
APPLIED APPLIED
APPLIED APPLIED
APPLIED
HOLDING OVERRUNNING
D
All bearings and bushings.
2ND SPRAG
3
OFF
ON
APPLIED
4
ON
ON
APPLIED
1
ON
OFF
2
OFF
OFF
APPLIED
HOLDING
3
OFF
ON
APPLIED
OVERRUNNING
1
ON
OFF
2
OFF
OFF
APPLIED
HOLDING
3*
OFF
ON
APPLIED
OVERRUNNING
1
ON
OFF
2*
OFF
OFF
APPLIED
HOLDING
3*
OFF
ON
APPLIED
OVERRUNNING
APPLIED APPLIED
APPLIED
APPLIED
APPLIED APPLIED
APPLIED APPLIED
HOLDING
APPLIED
APPLIED
HOLDING
APPLIED
OVERRUNNING
HOLDING
APPLIED
OVERRUNNING
OVERRUNNING
APPLIED
OVERRUNNING
HOLDING
APPLIED
HOLDING
APPLIED
HOLDING
APPLIED
APPLIED
HOLDING
APPLIED
APPLIED
HOLDING
APPLIED
APPLIED
OVERRUNNING
HOLDING
APPLIED
APPLIED
OVERRUNNING
HOLDING
APPLIED
APPLIED
HOLDING
APPLIED
APPLIED
OVERRUNNING
HOLDING
APPLIED
APPLIED
OVERRUNNING
APPLIED
HOLDING
HOLDING OVERRUNNING OVERRUNNING
APPLIED
APPLIED
HOLDING
HOLDING
ON = SOLENOID ENERGIZED OFF = SOLENOID DE-ENERGIZED @ THE SOLENOID’S STATE FOLLOWS A SHIFT PATTERN WHICH DEPENDS UPON VEHICLE SPEED AND THROTTLE POSITION. IT DOES NOT DEPEND UPON THE SELECTED GEAR. * THESE GEARS ARE NOT NORMAL BUT AVAILABLE UNDER SEVERE CONDITIONS.
10A
10B
Figure 10
11
COLOR LEGEND
RANGE REFERENCE CHART
COLOR LEGEND
MAJOR MECHANICAL COMPONENTS
APPLY COMPONENTS
The foldout graphic on page 10 contains a disassembled drawing of the major components used in the Hydra-matic 4T80-E transmission. This drawing, along with the cross sectional illustrations on pages 8 and 8A, shows the major mechanical components and their relationship to each other as a complete assembly. Therefore, color has been used throughout this book to help identify parts that are splined together, rotating at engine speed, held stationary, and so forth. Color differentiation is particularly helpful when using the Power Flow section for understanding the transmission operation.
The Range Reference Chart on page 11, provides another valuable source of information for explaining the overall function of the Hydra-matic 4T80-E transmission. This chart highlights the major apply components that function in a selected gear range, and the specific gear operation within that gear range.
The color legend below provides the “general” guidelines that were followed in assigning specific colors to the major components. However, due to the complexity of this transmission, some colors (such as grey) were used for artistic purposes rather than being restricted to the specific function or location of that component.
AND SOLENOID’S STATE
4T80-E GEAR RATIOS FIRST 2.96 SECOND 1.63 THIRD 1.00 FOURTH 0.68 REVERSE 2.13
Included as part of this chart is the same color reference to each major component that was previously discussed. If a component is active in a specific gear range, a word describing its activity will be listed in the column below that component. The row where the activity occurs corresponds to the appropriate transmission range and gear operation. An abbreviated version of this chart can also be found at the top of the half page of text located in the Power Flow section. This provides for a quick reference when reviewing the mechanical power flow information contained in that section.
Components held stationary in the case or splined to the case. Examples: Driven Sprocket Support (418), Accumulator Housing (944), Valve Bodies. Components that rotate at engine speed. Examples: Torque Converter Assembly (1) and Oil Pump Drive Shaft (2). Components that rotate at turbine speed. Examples: Converter Turbine, Drive Sprocket (407), Driven Sprocket (415) and 3rd Clutch Housing Assembly (604). Components that rotate at transmission output speed. Examples: Differential Carrier (110), Output Shaft (57). Components such as the 2nd Clutch Fiber Plates (435), 2nd Sprag Clutch Outer Race (516). Components such as the Stator in the Torque Converter (1), Reverse Clutch Housing (500). Components such as the Reaction Carrier (623), Final Drive Sun Gear (722).
RANGE
GEAR
1-2 SHIFT SOL
2-3 SHIFT SOL
PARK
N
ON
OFF
REV
R
ON
OFF
NEU
N
ON
OFF
1
ON
OFF
2
OFF
OFF
Accumulators, Servos and Bands.
2ND CLUTCH
3
All seals
2
1
REVERSE CLUTCH
3RD CLUTCH
4TH BAND
FORWARD SPRAG
FORWARD CLUTCH
COAST CLUTCH
LOW/REV. BAND
LOW ROLLER
APPLIED APPLIED
APPLIED APPLIED
APPLIED
HOLDING OVERRUNNING
D
All bearings and bushings.
2ND SPRAG
3
OFF
ON
APPLIED
4
ON
ON
APPLIED
1
ON
OFF
2
OFF
OFF
APPLIED
HOLDING
3
OFF
ON
APPLIED
OVERRUNNING
1
ON
OFF
2
OFF
OFF
APPLIED
HOLDING
3*
OFF
ON
APPLIED
OVERRUNNING
1
ON
OFF
2*
OFF
OFF
APPLIED
HOLDING
3*
OFF
ON
APPLIED
OVERRUNNING
APPLIED APPLIED
APPLIED
APPLIED
APPLIED APPLIED
APPLIED APPLIED
HOLDING
APPLIED
APPLIED
HOLDING
APPLIED
OVERRUNNING
HOLDING
APPLIED
OVERRUNNING
OVERRUNNING
APPLIED
OVERRUNNING
HOLDING
APPLIED
HOLDING
APPLIED
HOLDING
APPLIED
APPLIED
HOLDING
APPLIED
APPLIED
HOLDING
APPLIED
APPLIED
OVERRUNNING
HOLDING
APPLIED
APPLIED
OVERRUNNING
HOLDING
APPLIED
APPLIED
HOLDING
APPLIED
APPLIED
OVERRUNNING
HOLDING
APPLIED
APPLIED
OVERRUNNING
APPLIED
HOLDING
HOLDING OVERRUNNING OVERRUNNING
APPLIED
APPLIED
HOLDING
HOLDING
ON = SOLENOID ENERGIZED OFF = SOLENOID DE-ENERGIZED @ THE SOLENOID’S STATE FOLLOWS A SHIFT PATTERN WHICH DEPENDS UPON VEHICLE SPEED AND THROTTLE POSITION. IT DOES NOT DEPEND UPON THE SELECTED GEAR. * THESE GEARS ARE NOT NORMAL BUT AVAILABLE UNDER SEVERE CONDITIONS.
10A
10B
Figure 10
11
TORQUE CONVERTER THRUST BEARING ASSEMBLY (B)
CONVERTER PUMP ASSEMBLY (A)
THRUST BEARING ASSEMBLY (B)
STATOR ASSEMBLY (C)
PRESSURE PLATE SPRING (E)
DAMPER ASSEMBLY (F) PRESSURE PLATE ASSEMBLY (G)
TURBINE ASSEMBLY (D)
A
• to provide for a smooth conversion of torque from the engine C to the mechanical components of the transmission • to multiply torque from the engine that enables the vehicle DRIVE to achieve additional performance when required SPROCKET SUPPORT • to mechanically operate the transmission oil pumps and (400) scavenge pumps through the pump drive shaft (2) and driven shaft (207) • 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:
CONVERTER HOUSING COVER ASSEMBLY (I)
TORQUE CONVERTER ASSEMBLY (1)
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 (known as the flexplate) so that it will rotate at engine speed, thus providing a hydraulic and mechanical coupling between the engine and the transmission. Some of the major functions of the torque converter are:
TURBINE THRUST SPACER (H)
PUMP SHAFT (2)
D
E H
I
• a converter pump assembly (A) which TURBINE is the driving member SHAFT (410) • a turbine assembly (D) which is the driven or output member • a stator assembly (C) which is the reaction member located between the pump and turbine assemblies B • a pressure plate assembly (G) splined to the turbine assembly to enable direct mechanical drive • a converter housing cover assembly (I) which is welded to the converter pump assembly
F
G
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. 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 COVER 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
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 (F) 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 (C) CONVERTER PUMP ASSEMBLY (A)
TURBINE ASSEMBLY (D)
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
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.
STATOR
STATOR ROTATES FREELY CONVERTER AT COUPLING SPEED
FLUID FLOW FROM TURBINE
CONVERTER MULTIPLYING
STATOR HELD FLUID FLOW REDIRECTED
Figure 13
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 oneway 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.
13
TORQUE CONVERTER RELEASE
When the torque converter clutch is released, fluid is fed into the torque converter by the pump into the converter release fluid passage. The converter release fluid passage is located between the pump shaft (2) and the turbine shaft (410). 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.
TORQUE CONVERTER ASSEMBLY (1) RELEASE FLUID DRIVE SPROCKET SUPPORT (400) RELEASE FLUID
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 goes through the drive sprocket support (400) and into the case cover (33). This fluid now travels to the upper control valve body and on to the oil cooler.
PUMP SHAFT (2)
APPLY FLUID
APPLY
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 solenoid. The TCC solenoid then routes line fluid from the pump to the converter apply passage of the torque converter. The fluid passes between the drive sprocket support and the turbine shaft to a feed hole in the drive sprocket support. Fluid passes through the feed hole in the support and into the torque converter on the apply side of the pressure plate assembly. Converter release fluid is then exhausted out of the torque converter between the turbine shaft and the pump shaft.
TURBINE SHAFT (410) PRESSURE PLATE
TCC RELEASE TORQUE CONVERTER ASSEMBLY (1) PRESSURE PLATE
Apply fluid pressure forces the pressure plate against the torque converter cover to provide a mechanical link between the engine and the turbine. In vehicles equipped with the Electronically Controlled Capacity Clutch (ECCC) system, the pressure plate does not fully lock to the torque converter cover. It is instead precisely controlled to maintain a small amount of slippage between the engine and the turbine, reducing driveline torsional disturbances.
DRIVE SPROCKET SUPPORT (400)
RELEASE FLUID
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).
PUMP SHAFT (2)
APPLY FLUID
For more information on TCC apply and release, see Overdrive Range – Fourth Gear TCC Released and Applied, pages 70-71.
TURBINE SHAFT (410)
APPLY FLUID
No TCC apply can be caused by: • • • • • • • • •
TCC solenoid valve assembly (336) malfunction Converter clutch control valve (317) stuck or binding Converter clutch feed limit valve (312) stuck or binding TCC enable valve (322) stuck or binding Converter clutch regulator valve (318) stuck or binding Spacer plate and gaskets misaligned or incorrect Turbine shaft and or seals damaged or missing Turbine shaft bushing (402) worn or damaged Pressure plate assembly friction material worn or damaged
TCC APPLY SQUARE CUT SEAL ➤ ➤
➤
➤
VISCOUS CONVERTER CLUTCH (VCC) (Some Models)
BODY
The viscous converter clutch performs the same function as the torque converter clutch that was explained in the preceding pages. The primary difference between the torque converter clutch and the viscous converter clutch is the silicone fluid that is sealed between the cover and body of the clutch assembly. The viscous silicone fluid provides a smooth apply of the clutch assembly when it engages with the converter cover and also reduces irregular torque pulses from the engine or road surface. When the viscous clutch is applied, there is constant (but minimal) slippage between the rotor and the body. Despite this slippage, (approximately 40 RPM at 97 km/h, or 60 mph) good fuel economy is attained at highway speeds. (Refer to the Electrical Components section for information on VCC controls.)
14
COVER
➤
➤ ➤
ROTOR
VISCOUS CONVERTER CLUTCH
Figure 14
DOUBLE LIP SEAL WITH GARTER SPRING
APPLY COMPONENTS The Apply Components section is designed to explain the function of the hydraulic and mechanical holding devices used in the Hydra-matic 4T80-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 they apply or release.
BRIEF DESCRIPTION
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 4T80-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 to more clearly understand the hydraulic and mechanical operating principles for this transmission.
MATING OR RELATED COMPONENTS
FUNCTIONAL DESCRIPTION
APPLY COMPONENTS through the support. In the absence fluid pressure, force from the return spr & retainer assembly causes the 2nd cl piston to move away from the clutch pla The piston movement causes the clu plates to lose contact with the backing thereby releasing the 2nd clutch.
DRIVEN SPROCKET SUPPORT (418)
AIR BLEED BALL CHECK VALVE (437) APPLYING APPLIED
APPLY COMPONENTS 2ND SPRAG CLUTCH:
When the 2nd sprag clutch is mechanically locked up it h The 2nd sprag clutch (516-520), located between the d the reaction sun gear and shell assembly (620) through sprocket support (418) and reverse clutch housing and reverse housing. This arrangement directs power flow to t assembly (500), holds the reverse clutch housing whenev reaction carrier assembly in Second gear. transaxle is operating in Second gear.
Clutch not releasing can cause second gear start or no 2-1 downshift and can be caused by: • 1-2 shift valve A and B (919 and 920) stuck or binding. • Debris in lower control valve body (903). Clutch not applying can cause first gear only and can be caused by damaged or malfunctioning second clutch assembly.
2ND SPRAG CLUTCH ASSEMBLY RELEASED:
2ND SPRAG CLUTCH ASSEMBLY HOLDING:
The 2nd clutch assembly (428-435) has fiber plates with nal teeth splined to the 2nd sprag outer race (516), and plates (433) that are splined to the case. The 2nd sprag race is part of the reverse clutch housing and race ass (500), which rotates in the opposite direction of engine ro during First gear operation. When the 2nd clutch applies nal teeth on the 2nd clutch plates hold the 2nd sprag oute stationary. The reverse clutch housing and race assem then prevented from rotating in a direction opposite to e rotation because the sprag elements are forced to wedg tween the inner and outer sprag races.
2ND CLUTCH:
The 2nd clutch assembly (428-43 located between the driven sproc support (418) and the reverse clu housing and race assembly (500) applied whenever the transaxle operating in Overdrive Range Seco Third or Fourth gear. It is also appl in Manual Second Range-Second g and Manual Third Range-Second a Third gear.
EX
WAVED PLATE (431)
DRIVEN SPROCKET SUPPORT (418)
2ND CLUTCH APPLY:
To apply the 2nd clutch, 2nd clutch f is routed into the driven sprocket supp (418), behind the 2nd clutch pis assembly (430). 2nd clutch fluid s the 2nd clutch air bleed checkb (located in the driven sprocket supp which allows any residual air to esc and fluid pressure moves the piston compresses the return spring & retai assembly (428). The piston continue move until the spring & retain assembly compresses the 2nd clu waved plate (431) and holds the ap plate (432), fiber plates (435) and plates (433) against the backing pla When fully applied, the 2nd clu provides power through the planeta gear sets by holding the 2nd sprag ou race (516) through the internal teeth the fiber clutch plates. (The exter teeth on the steel clutch plates are spl into the transaxle case.) T arrangement allows Second gear redirecting power through the reactio
APPLY PLATE (432)
STEEL CLUTCH PLATE (433)
BACKING PLATE (434) FIBER CLUTCH PLATE (435)
3RD CLUTCH FLUID
OVERDRIVE RANGE – SECOND GEAR SPRAG CLUTCH HOLDING
SEAL RING (423)
SPRAG OUTER SPRAG REVERSE CLUTCH HOUSING CLUTCH RACE CLUTCH AND RACE RETAINER (516) ASSEMBLY ASSEMBLY (518) (517) (500)
OUTER RACE (516)
HELD
OIL RING (422)
LUBE PASSAGE
The 2nd sprag clutch assembly releases whenever the 2nd cl releases, or its elements “overrun” (freewheel). An overrunn condition occurs whenever the transaxle operates in Third g (Overdrive Range or Manual Third Range) where the 2nd clu is not used for power flow through the gear sets. While oper ing in Third gear, the reverse clutch housing rotates in direction of engine rotation. When this occurs, the sprag ments are forced to pivot in the opposite direction which dis gages the input sprag inner race from the outer race. The sp elements freewheel when this condition occurs. This also curs during deceleration in Second gear (Overdrive Range Manual Third Range).
HE
SPRAG ASSEMBLY (517)
LD
LOCKING RING (519)
*PREVENTED FROM ROTATING IN CLOCKWISE DIRECTION
(INNER RACE) REVERSE CLUTCH HOUSING AND RACE ASSEMBLY (500)
*SPRAG IS VIEWED FROM THIS DIRECTION
REVERSE CLUTCH FLUID
OVERDRIVE RANGE – THIRD GEAR SPRAG CLUTCH OVERRUNNING
THRUST WASHER (436)
OUTER RACE (516)
SNAP RING (429)
HELD
2ND CLUTCH RELEASE:
The 2nd clutch releases whenever transaxle shifts into First gear, or w the selector lever is moved into the P Reverse, or Neutral ranges. As the 2 clutch releases, 2nd clutch fluid pres between the 2nd clutch piston assem and driven sprocket support exhau 423 422
423
422
430
428
2ND CLUTCH FLUID
429
RETURN SPRING AND RETAINER ASSEMBLY (428)
PISTON ASSEMBLY (430) 436
431
SPRAG ASSEMBLY (517)
432
433
(INNER RACE) REVERSE CLUTCH HOUSING AND RACE ASSEMBLY (500)
434 519
518
OUTER RACE WASHER (520)
2nd sprag clutch damaged can cause no second gear or no third gear.
517
516
520
500
435
16
Figure 16
DISASSEMBLED VIEW
Figure 17
17
CUTAWAY VIEW
Figure 15
15
APPLY COMPONENTS through the support. In the absence of fluid pressure, force from the return spring and retainer assembly causes the 2nd clutch piston to move away from the clutch plates. The piston movement causes the clutch plates to lose contact with the backing plate thereby releasing the 2nd clutch.
DRIVEN SPROCKET SUPPORT (418)
AIR BLEED BALL CHECK VALVE (437) APPLYING APPLIED
Clutch not releasing can cause second gear start or no 2-1 downshift and can be caused by: • 1-2 shift valve A and B (919 and 920) stuck or binding. • Debris in lower control valve body (903). Clutch not applying can cause first gear only and can be caused by damaged or malfunctioning second clutch assembly.
2ND CLUTCH:
The 2nd clutch assembly (428-435), located between the driven sprocket support (418) and the reverse clutch housing and race assembly (500), is applied whenever the transmission is operating in Overdrive Range Second, Third or Fourth gear. It is also applied in Manual Second Range-Second gear and Manual Third Range-Second and Third gear.
EX
WAVED PLATE (431)
DRIVEN SPROCKET SUPPORT (418)
APPLY PLATE (432)
To apply the 2nd clutch, 2nd clutch fluid is routed into the driven sprocket support (418), behind the 2nd clutch piston assembly (430). 2nd clutch fluid seats the 2nd clutch air bleed ball check valve (located in the driven sprocket support which allows any residual air to escape) and fluid pressure moves the piston and compresses the return spring and retainer assembly (428). The piston continues to move until the spring and retainer assembly compresses the 2nd clutch waved plate (431) and holds the apply plate (432), fiber plates (435) and steel plates (433) against the backing plate (434).
SEAL RING (423) OIL RING (422)
LUBE PASSAGE
When fully applied, the 2nd clutch provides power through the planetary gear sets by holding the 2nd sprag outer race (516) through the internal teeth on the fiber clutch plates. (The external teeth on the steel clutch plates are splined into the transmission case.) This arrangement allows Second gear by redirecting power through the reaction carrier.
REVERSE CLUTCH FLUID
THRUST WASHER (436) SNAP RING (429)
2ND CLUTCH RELEASE:
The 2nd clutch releases whenever the transmission shifts into First gear, or when the selector lever is moved into the Park, Reverse, or Neutral ranges. As the 2nd clutch releases, 2nd clutch fluid pressure between the 2nd clutch piston assembly and driven sprocket support exhausts 423 422
423
422
430
2ND CLUTCH FLUID
428
429
RETURN SPRING AND RETAINER ASSEMBLY (428)
PISTON ASSEMBLY (430) 436
431
432
433
435
16
BACKING PLATE (434) FIBER CLUTCH PLATE (435)
3RD CLUTCH FLUID
2ND CLUTCH APPLY:
STEEL CLUTCH PLATE (433)
Figure 16
434
APPLY COMPONENTS 2ND SPRAG CLUTCH:
The 2nd sprag clutch (516-520), located between the driven sprocket support (418) and reverse clutch housing and race assembly (500), holds the reverse clutch housing whenever the transmission is operating in Second gear.
When the 2nd sprag clutch is mechanically locked up it holds the reaction sun gear and shell assembly (620) through the reverse housing. This arrangement directs power flow to the reaction carrier assembly in Second gear.
2ND SPRAG CLUTCH ASSEMBLY HOLDING:
2ND SPRAG CLUTCH ASSEMBLY RELEASED:
The 2nd clutch assembly (428-435) has fiber plates with internal teeth splined to the 2nd sprag outer race (516), and steel plates (433) that are splined to the case. The 2nd sprag inner race is part of the reverse clutch housing and race assembly (500), which rotates in the opposite direction of engine rotation during First gear operation. When the 2nd clutch applies internal teeth on the 2nd clutch plates hold the 2nd sprag outer race stationary. The reverse clutch housing and race assembly is then prevented from rotating in a direction opposite to engine rotation because the sprag elements are forced to wedge between the inner and outer sprag races.
The 2nd sprag clutch assembly releases whenever the 2nd clutch releases, or its elements “overrun” (freewheel). An overrunning condition occurs whenever the transmission operates in Third gear (Overdrive Range or Manual Third Range) where the 2nd clutch is not used for power flow through the gear sets. While operating in Third gear, the reverse clutch housing rotates in the direction of engine rotation. When this occurs, the sprag elements are forced to pivot in the opposite direction which disengages the input sprag inner race from the outer race. The sprag elements freewheel when this condition occurs. This also occurs during deceleration in Second gear (Overdrive Range or Manual Third Range).
OVERDRIVE RANGE – SECOND GEAR OUTER RACE (516)
SPRAG OUTER SPRAG REVERSE CLUTCH CLUTCH RACE CLUTCH HOUSING RETAINER (516) ASSEMBLY AND RACE (518) (517) ASSEMBLY (500)
SPRAG CLUTCH HOLDING
HELD
LD HE
SPRAG ASSEMBLY (517)
LOCKING RING (519)
*PREVENTED FROM ROTATING IN CLOCKWISE DIRECTION
(INNER RACE) REVERSE CLUTCH AND RACE ASSEMBLY (500)
*SPRAG IS VIEWED FROM THIS DIRECTION
OVERDRIVE RANGE – THIRD GEAR OUTER RACE (516)
SPRAG CLUTCH OVERRUNNING
HELD
SPRAG ASSEMBLY (517)
(INNER RACE) REVERSE CLUTCH HOUSING AND RACE ASSEMBLY (500) 519
518
517
OUTER RACE WASHER (520)
2nd sprag clutch damaged can cause no second gear or no third gear.
516
Figure 17
520
500
17
APPLY COMPONENTS As reverse clutch fluid exhausts through the driven sprocket support, the reverse clutch piston ball check valve is forced off its seat by centrifugal force (rotation of the piston). When the ball check valve unseats, residual reverse clutch fluid is forced to the outer perimeter of the piston and exhausts through the ball check valve seat. (If this fluid did not completely exhaust there could be a partial apply, or drag of the reverse clutch plates.)
REVERSE CLUTCH HOUSING (500)
No reverse/slips in reverse could be caused by: • Porosity in the piston. • Excessive clutch plate travel. • Clutch plate snap ring out of grove. • Return spring snap ring out of groove. • Waved apply plate installed incorrectly.
PISTON BALL CHECK VALVE
REVERSE CLUTCH:
The reverse clutch assembly (505-514), located inside the reverse clutch housing and race assembly (500), is applied only when Reverse range is selected through the gear shift selector lever.
APPLIED
RELEASED
EX
WAVED APPLY PLATE (514)
REVERSE CLUTCH APPLY:
To apply the reverse clutch, reverse clutch fluid is routed into the driven sprocket support (418) and follows a passage between the support and support sleeve. Reverse clutch fluid exits the support at a feed hole located between two lands and enters the reverse clutch housing through feed holes located behind the reverse clutch piston assembly (505). Reverse clutch fluid pressure then seats the reverse clutch piston ball check valve, which allows fluid pressure to move the piston and compress the spring and retainer assembly (508). The piston continues to move until the spring and retainer assembly compresses the reverse clutch waved apply plate (514), and holds the steel clutch plates (511) and fiber clutch plates (513) against the selective backing plate (512).
STEEL CLUTCH PLATE (511)
SNAP RING (515)
REVERSE CLUTCH HOUSING (500) SELECTIVE BACKING PLATE (512)
LUBE PASSAGE
FIBER CLUTCH PLATE (513)
REVERSE CLUTCH FLUID
When fully applied, the reverse clutch combines with the low/reverse servo assembly (524-533) and low/reverse band (13) to enable a reverse direction of rotation and power through the gear sets. (See Low/Reverse Servo and Low/Reverse Band description in this section.)
SNAP RING (510) RETAINER (509)
REVERSE CLUTCH RELEASE:
The reverse clutch releases whenever the selector lever is moved into another range and reverse clutch fluid pressure between the housing and reverse clutch piston is forced back through the feed holes into the driven sprocket support. In the absence of fluid pressure, force from the spring and retainer assembly causes the reverse clutch piston to move away from the clutch plates. The piston movement causes the clutch plates to lose contact with the backing plate thereby releasing the reverse clutch.
506
507
505
508
509
SPRING AND RETAINER ASSEMBLY (508)
INNER SEAL (506)
PISTON ASSEMBLY (505)
510
514
OUTER SEAL (507)
511
512
513
18
Figure 18
515
APPLY COMPONENTS 4TH BAND (523)
REVERSE CLUTCH HOUSING AND RACE ASSEMBLY (500)
4TH SERVO RELEASE:
4TH BAND:
The 4th servo releases whenever the transmission shifts out of Fourth gear into a lower gear (excluding Manual Second Range – Second gear). The band releases when 4th band fluid pressure between the servo cover and servo piston is routed up the servo pin and through the case to exhaust from the circuit. Spring force from the spring and retainer assembly moves the 4th servo piston away from the 4th band thereby releasing the band.
The 4th band (523), located inside the case, is wrapped around the reverse clutch housing and race assembly (500) and held in position by the 4th band anchor pin (10). When the band is compressed by the 4th servo pin, it holds the reverse clutch housing and race assembly in order to operate the transmission in fourth gear, or for engine compression braking in Manual Second Range – Second gear.
4TH BAND ANCHOR PIN (10)
4TH BAND (523)
REVERSE CLUTCH HOUSING AND RACE ASSEMBLY (500)
4TH SERVO ASSEMBLY:
The 4th servo assembly (524-533), located near the transmission case cover (33) at the back of the case (6), applies the 4th band (523) in Overdrive Range – Fourth gear or Manual Second Range – Second gear. 4TH SERVO APPLY:
To apply the 4th servo assembly, 4th band fluid is routed through the channel plate (900), case (6) and through a feed hole located in the 4th servo pin (527). 4th band fluid passes through the center of the servo pin and fills the cavity between the servo cover (524) and the servo piston (529). 4th band fluid pressure behind the piston, forces the servo piston and pin to move towards the 4th band. As the servo piston moves it compresses the spring and retainer assembly (533) until the pin travels far enough to compress the 4th band. The band is wrapped around the reverse clutch housing and race assembly and when it is compressed, it holds the housing stationary. When the transmission is operating in Fourth gear and the 4th band is holding the reverse clutch housing, power is directed through the reaction carrier to the input carrier in order to provide an overdrive gear ratio. When the 4th band is applied for engine compression braking in Manual Second Range – Second gear, the band is used to prevent the reverse clutch housing from rotating and overrunning the 2nd sprag clutch.
533
527
4TH BAND FLUID
No servo apply can cause no fourth gear/ slips in fourth gear, and can be caused by servo piston seal (532) damaged or rolled. Harsh servo apply can be caused by spring and retainer assembly (533) broken or missing.
533
532
Figure 19
SERVO PISTON (529)
SERVO PIN (527)
SERVO COVER (524)
CASE (6) SERVO COVER SEAL (525)
529
SERVO PISTON SEAL (532)
531
SPRING AND RETAINER ASSEMBLY (533)
525
524
SNAP RING (531)
534
19
APPLY COMPONENTS 3RD CLUTCH RELEASE: 3RD CLUTCH HOUSING (604)
3RD CLUTCH:
The 3rd clutch assembly (606-613), located inside the 3rd clutch housing (604), is applied whenever the transmission is operating in Overdrive Range – Third or Fourth gear and Manual Third Range – Third gear.
The 3rd clutch releases whenever the transmission downshifts into Second or First gear, or when the selector lever is moved into the Park, Reverse, or Neutral ranges. 3rd clutch fluid pressure between the piston and housing exhausts through the same passages that were used to apply the clutch. In the absence of fluid pressure, force from the spring and retainer assembly causes the 3rd clutch piston to move away from the 3rd clutch apply plate. The piston movement causes the clutch plates to lose contact with the backing plate thereby releasing the 3rd clutch.
3RD CLUTCH APPLY:
3rd clutch apply plate (611) and holds the 3rd clutch fiber plates (610) and steel plates (612) against the 3rd clutch backing plate (613).
PISTON ASSEMBLY (606)
20
607
608
APPLY PLATE (611) FIBER CLUTCH PLATE (610) STEEL CLUTCH PLATE (612) BACKING PLATE (613)
SNAP RING (609) SPRING AND RETAINER ASSEMBLY (607)
3RD CLUTCH FLUID
When fully applied, the 3rd clutch plates force the 3rd clutch housing and 3rd clutch hub (617) to rotate at turbine speed. The 3rd clutch hub is splined into the reaction carrier and combines with the input sun gear (631) to power the gear sets at a 1:1 gear ratio. 606
Clutch not releasing can cause third gear only. Clutch not applying can cause no third gear.
PISTON
To apply the 3rd clutch, 3rd clutch fluid BALL CHECK VALVES (437) is routed into the driven sprocket support APPLIED RELEASED (418) and follows a passage between the support and support sleeve. 3rd clutch fluid exits the support at a feed hole in EX the sleeve, passes between the 3rd clutch shaft and sleeve before entering the 3rd clutch housing behind the 3rd clutch piston (606). 3rd clutch fluid pressure 3RD CLUTCH seats the 3rd clutch piston ball check HOUSING valves which allows fluid pressure to (604) move the piston and compress the spring and retainer assembly (607). The piston continues to move until the it contacts the
437
As 3rd clutch fluid exhausts through the driven sprocket support, the 3rd clutch piston ball check valves are forced off their seats by centrifugal force (rotation of the piston). When the ball check valves unseat, residual 3rd clutch fluid is forced to the outer perimeter of the piston and exhausts through the ball check valve seats. (If this fluid did not completely exhaust there could be a partial apply, or drag of the 3rd clutch plates.)
609
SNAP RING (515)
611
610
Figure 20
612
610
613
515
APPLY COMPONENTS FORWARD SPRAG CLUTCH:
The forward sprag clutch (716-721), located between the input carrier assembly (700) and the coast clutch assembly (812-815), holds, or drives the input internal gear (708) in all forward gear ranges in order to transmit power to the gear sets. The exception is transmission operation in Overdrive Range – Fourth gear when the sprag elements overrun. FORWARD SPRAG CLUTCH ASSEMBLY HOLDING:
The forward clutch assembly (815-821) has fiber clutch plates with internal teeth splined to the forward sprag clutch outer race (721), and steel clutch plates splined to the forward and coast clutch housing (801). The forward sprag inner race (725) is part of the input internal gear assembly which affects input carrier function whenever the forward clutch is applied. When the forward clutch applies, internal teeth on the forward clutch fiber plates and external teeth on the forward clutch steel clutch plates link the forward and coast clutch housing to the forward sprag outer race. If the forward sprag inner race is rotating at a slower speed or tries to rotate in a direction opposite of engine rotation,
the sprag elements wedge between the inner and outer races. The sprag is then mechanically locked up and either holds, or drives the inner race depending on gear range operation. When the forward sprag clutch is mechanically locked up it holds, or drives the input internal gear in order to direct power flow through the gear sets. The one exception is when the transmission operates in Overdrive Range – Fourth gear. FORWARD SPRAG CLUTCH ASSEMBLY RELEASED:
The forward sprag clutch assembly releases whenever the forward clutch releases, or its elements “overrun” (freewheel). An overrunning condition occurs only in Overdrive Range – Fourth gear when the input internal gear (forward sprag inner race) rotates faster than the outer race. The faster rotation of the forward sprag inner race causes the sprag elements to pivot and disengage with the forward sprag outer race. This also occurs sometimes during deceleration. (In this example the forward clutch is still applied and holding the outer race.)
OVERDRIVE RANGE – SECOND GEAR OUTER RACE (721)
INPUT INTERNAL GEAR (708)
SPRAG CLUTCH HOLDING/DRIVING
SPRAG ASSEMBLY (716)
INPUT INTERNAL GEAR FLANGE (725)
SNAP RING (709)
SPRAG ASSEMBLY (716)
(INNER RACE) INPUT INTERNAL GEAR FLANGE (725) SPRAG IS VIEWED FROM THIS DIRECTION
OVERDRIVE RANGE – FOURTH GEAR OUTER RACE (721)
SPRAG CLUTCH OVERRUNNING
SPRAG ASSEMBLY (716)
SNAP RING (717)
THRUST WASHER (713)
(INNER RACE) INPUT INTERNAL GEAR FLANGE (725) 708
725
709
713
OUTER RACE (721)
THRUST WASHER (720)
COAST CLUTCH HUB (719)
If inoperative the forward sprag clutch can cause no forward in any range. 716
Figure 21
721
720
719
717
21
APPLY COMPONENTS contact with the backing plate thereby releasing the forward clutch.
FORWARD AND COAST CLUTCH HOUSING (801)
FORWARD CLUTCH:
The forward clutch assembly (807-819), located inside the forward and coast clutch housing (801), is applied whenever the transmission is operating in any forward range.
As forward clutch fluid exhausts through the forward/coast clutch support, the forward and coast clutch housing ball check valve is forced off its seat by centrifugal force. When the ball check valve unseats, residual forward clutch fluid is forced to the outer perimeter of the piston and exhausts through the ball check valve seat. (If this fluid did not completely exhaust there could be a partial apply, or drag of the forward clutch plates.)
If inoperative the forward clutch can cause no forward in any range.
HOUSING BALL CHECK VALVE (437) APPLIED RELEASED EX
FORWARD CLUTCH APPLY:
To apply the forward clutch, forward clutch fluid is routed into the forward/coast clutch support (822) and follows a passage between the support and an oil transfer sleeve (824). Forward clutch fluid then passes through the support and a feed hole in the forward and coast clutch housing, located behind the forward clutch piston assembly (807). Forward clutch fluid pressure seats the ball check valve (437), located in the forward and coast clutch housing (801), allowing fluid pressure to move the forward clutch piston and forward clutch (apply) ring (811). As the piston moves it compresses the forward clutch release spring assembly (820) until legs on the apply ring contact and hold the forward and coast clutch plates (840), belleville plate (841), fiber plates (817) and steel plates (816) against the backing plate (819).
FORWARD AND COAST CLUTCH HOUSING (801)
SNAP RING (818)
APPLY RING (811)
PISTON ASSEMBLY (807)
FORWARD CLUTCH FLUID
When fully applied, the forward clutch provides power to the planetary gear sets by holding the forward sprag outer race (721) through the internal fiber clutch teeth. (External teeth on the steel clutch plates are splined to the forward and coast clutch housing.) This arrangement allows the forward sprag elements to hold or overrun, depending on gear and range operation.
INNER SEAL (808)
FORWARD CLUTCH RELEASED:
The forward clutch releases whenever the selector lever is moved into Park, Reverse or Neutral ranges and forward clutch fluid between the piston and housing exhausts through the forward/coast clutch support. In the absence of fluid pressure, force from the forward clutch release spring assembly causes the forward clutch piston and apply ring to move away from the clutch plates. The piston movement causes the clutch plates to lose 818
819
817
BACKING FIBER STEEL FORWARD BELLEVILLE PLATE CLUTCH CLUTCH AND COAST PLATE (819) PLATE PLATE CLUTCH (841) (817) (816) PLATE (840)
840
816
22
Figure 22
841
840
811
807
OUTER SEAL (809)
808
809
APPLY COMPONENTS As coast clutch fluid exhausts through the housing and forward/coast clutch support, the piston ball check valve is forced off its seat by centrifugal force. When the ball check valve unseats, residual coast clutch fluid is forced to the outer perimeter of the piston and exhausts through the ball check valve seat. (If this fluid did not completely exhaust there could be a partial apply or drag of the coast clutch plates.)
FORWARD AND COAST CLUTCH HOUSING (801)
If inoperative the coast clutch can cause no engine braking in Manual 1st, Manual 2nd, or Manual 3rd.
COAST CLUTCH: PISTON BALL CHECK VALVE APPLIED RELEASED
The coast clutch assembly (810-820), located inside the forward and coast clutch housing (801), is applied whenever the transmission is operating in a Manual Range (Refer to Range Reference Chart on page 11).
RELEASE SPRING ASSEMBLY (820)
COAST CLUTCH APPLY:
FORWARD AND COAST CLUTCH HOUSING (801)
EX
To apply the coast clutch, coast clutch fluid is routed into the forward/coast clutch support (822) and follows a passage between the support and an oil transfer sleeve (824). Coast clutch fluid then passes through a feed hole in the support and a feed hole in the forward and coast clutch housing. As coast clutch fluid enters the housing, between the coast clutch piston (810) and the forward clutch piston (807), it seats the ball check valve (located in the coast clutch piston) and moves the piston towards the coast clutch (apply) plate (812). The piston moves until it contacts the coast clutch (apply) plate and then forces the coast clutch (fiber) plates (814) and steel plate (813) to compress against the forward and coast clutch plates (840).
COAST CLUTCH APPLY FLUID
When fully applied, the coast clutch combines with the forward clutch assembly to hold the forward sprag inner race/input internal gear (725). This arrangement prevents the forward sprag elements from overrunning and provides engine compression braking in the Manual ranges. COAST CLUTCH RELEASED:
The coast clutch releases whenever the selector lever is moved into Overdrive, Park, Reverse or Neutral ranges and coast clutch fluid pressure between the forward clutch piston (807) and the coast clutch piston (810) exhausts through the forward/coast clutch support. In the absence of fluid pressure, force from the forward clutch release spring assembly (820) causes the coast clutch piston to move away from the clutch plates. The piston movement causes the clutch plates to lose contact with the forward and coast clutch plates thereby releasing the clutch. 814
813
SNAP FORWARD STEEL RING AND COAST CLUTCH (821) CLUTCH PLATE PLATE (813) (840)
814
812
821
Figure 23
820
FIBER CLUTCH PLATE (814)
APPLY PLATE (812)
PISTON ASSEMBLY (810)
810
23
APPLY COMPONENTS FORWARD AND COAST CLUTCH HOUSING (801)
LOW/REVERSE BAND (13)
LOW/REVERSE SERVO ASSEMBLY:
LOW/REVERSE SERVO APPLY:
The low/reverse servo assembly, located in the lower control valve body (903), applies the low/reverse band in Park, Reverse and Neutral ranges, and First gear in all forward ranges.
To apply the low/reverse servo assembly, reverse band fluid is routed through a feed hole in the channel plate (900) to the bottom of the low/reverse servo piston (928). Reverse band fluid pressure fills the cavity between the servo piston and channel plate and forces the servo piston and pin (931) to move towards the low/ reverse band (13). As the low/reverse servo piston moves, it compresses the return spring (901) and cushion spring (934) until the pin travels far enough to compress the low/reverse band. The low/ reverse band is wrapped around the forward and coast clutch housing and when the band compresses, it holds the forward and coast clutch housing stationary.
LOW/REVERSE BAND:
No servo apply can cause no reverse/ slips in reverse, and can be caused by servo piston seals (929, 930) damaged or rolled. Harsh servo apply can be caused by servo cushion spring (934) broken or missing.
932
931
The low/reverse band (13), located inside the case, is wrapped around the forward and coast clutch housing and held in position by the low/reverse band anchor pin. When the band is compressed by the low/reverse servo pin, it holds the forward and coast clutch housing stationary. Note: The band is not the primary holding member in First gear acceleration operation (Refer to low roller clutch, page 25.)
FORWARD AND COAST CLUTCH HOUSING (801)
LOW/REVERSE BAND (13)
When the transmission is operating in Park or Neutral ranges, the low/reverse band is the only component holding the forward and coast clutch housing. The reason for applying the band is to hydraulically and mechanically prepare the transmission for a smooth garage shift (range selection from Park or Neutral into Drive or Reverse). In Manual First Range – First gear, the low/reverse band is applied for engine deceleration braking. LOW/REVERSE SERVO RELEASE:
The low/reverse servo releases, allowing the low/reverse band to release, whenever the transmission shifts into Second, Third or Fourth gears. The band releases when reverse band fluid pressure between the servo piston and channel plate exhausts from the circuit. Spring force from the return spring moves the low/reverse servo piston away from the low/reverse band thereby releasing the band.
903
901 RETAINING RING (932)
933
APPLY PIN (931)
980 934
VALVE BODY (903)
929
SEAL (929)
930
LOW & REVERSE BAND REDUCE FLUID
CUSHION SPRING WASHER (933) CUSHION SPRING (934) CHANNEL PLATE (900)
SEAL (930)
928
902
24
REVERSE BAND FLUID
Figure 24
SERVO PISTON (928)
CUSHION SLEEVE (980)
RETAINING RING (902)
RETURN SPRING (901)
APPLY COMPONENTS FORWARD/COAST CLUTCH SUPPORT (822)
LOW ROLLER CLUTCH:
The low roller clutch assembly is made up of three major components: a cam which is part of the forward/coast clutch support (822), the roller assembly (830), and the inner race which is part of the forward and coast clutch housing (801). The low roller clutch (830), located inside the forward/ coast clutch support, is the main component that holds the forward and coast clutch housing whenever the transmission is operating in First gear (Overdrive or Manual ranges). LOW ROLLER CLUTCH HOLDING:
COAST CLUTCH FLUID
When the transmission is operating in First gear, power flow through the gear sets attempts to rotate the forward and coast clutch housing in the opposite direction of engine rotation. When the housing starts FORWARD to rotate, the rollers are forced to the narrow end of CLUTCH the cam ramps and wedge between the inner race FLUID and ramps. When the rollers are in this position they hold the inner race (forward and reverse clutch housing) stationary and provide power to the gear sets. Throughout First gear operation the low/ OVERDRIVE RANGE – FIRST GEAR
reverse band (13) is also applied and partially assists in holding the forward and reverse clutch housing. If, for any reason, the low roller clutch fails to hold, the low/reverse band will allow the vehicle to move. LOW ROLLER CLUTCH RELEASE:
The low roller clutch releases when the low/reverse band releases and, power flow through the gear sets drives the forward and reverse clutch housing in the same direction as engine rotation. When these two events occur, the low roller clutch “freewheels” because the inner race (part of the forward and coast clutch housing) rotates towards the wide end of the ramps on the cam. The rollers are also forced to the wide end of the ramps thereby allowing the forward and coast clutch housing to rotate freely. Overrunning occurs in the low roller clutch during Second, Third or Fourth gear operation. COOLER RETURN SEAL (828)
CASE (6)
FORWARD/COAST CLUTCH SUPPORT (822)
LOW ROLLER CLUTCH (CAM) HOLDING FORWARD/COAST CLUTCH SUPPORT (822) STATIONARY
LUBE PASSAGE OIL SEAL RING (829)
HELD
LOW ROLLER CLUTCH (830)
COOLER RETURN CONNECTOR (3)
FORWARD AND COAST CLUTCH HOUSING (801)
ROLLER CLUTCH IS VIEWED FROM THIS DIRECTION
OVERDRIVE RANGE – SECOND GEAR LOW ROLLER CLUTCH (CAM) OVERRUNNING FORWARD/COAST CLUTCH SUPPORT (822) STATIONARY
COAST CLUTCH FLUID LOW ROLLER CLUTCH (830)
FORWARD AND COAST CLUTCH HOUSING (801) 801
835
830
829
ROLLER CLUTCH INNER RACE ON FORWARD AND COAST CLUTCH HOUSING (801)
FORWARD CLUTCH FLUID LOW ROLLER CLUTCH ASSEMBLY (830)
822
828
CASE (6) COAST CLUTCH FLUID
FORWARD CLUTCH FLUID
Inoperative low support roller clutch assembly can cause slipping in 1st gear under moderate to heavy acceleration.
Figure 25
25
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26
PLANETARY GEAR SETS PLANETARY GEAR SETS:
Planetary gear sets are commonly used in an automatic transmission and they are the main mechanical devices responsible for automatically changing gear ratios. The physical arrangement of the component parts and their rotation around an axis (center line to the axles) is the primary reason why a planetary gear set was given this name. This arrangement not only provides for a strong and compact transmission component, but it also evenly distributes the energy forces flowing through the gear set. Another benefit gained by this arrangement is that gear clash (a common occurrence with manual transmissions) is eliminated because the gear teeth are always in mesh. General Component Arrangement and Function:
All planetary gear sets contain at least three main components: • a sun gear • a carrier assembly with planet pinion gears, and • an internal gear. One of the main components, the sun gear, is located at the center of the planetary gear set and has planet pinion gears revolving around it. These planet pinion gears have gear teeth that are in constant mesh with the sun gear and an internal ring gear that encompasses the entire gear set. Torque from the engine (input torque) is transferred to the gear set and forces at least one of these components to rotate. Since all three main components are in constant mesh with each other, the remaining components are often forced to rotate as a reaction to the input torque. After input torque passes through a gear set, it changes to a lower or higher torque value known as output torque. Output torque then becomes the force that is transmitted to the vehicle’s drive axles. As stated above, when engine torque is transferred through a gear set, the output torque from the gear set either increases or decreases. If output torque is higher than input torque, then the gear set is operating in reduction (1st, 2nd or Reverse gears). On the other hand, if output torque is lower than input torque, then the gear set is operating in overdrive (4th gear). A third
possible condition also exits and that is when input torque equals output torque. This condition is called direct drive (3rd gear) because neither reduction nor overdrive occurs through the gear set. To achieve these various operating conditions, specific components of the gear set must provide the input torque while other components must be held stationary. Detailed explanations of these gear set functions are provided on pages 28A and 28B. Torque vs Speed:
Another transmission operating condition directly affected by input and output torque through a gear set is the relationship of torque with output speed. As an automatic transmission shifts from 1st to 2nd to 3rd to 4th gear, the overall output torque to the wheels decreases as the speed of the vehicle increases (when input speed and input torque are held constant). Higher output torque and lower output speed is used in 1st gear to provide the necessary power for moving heavy loads. However, once the vehicle is moving and the speed of the vehicle increases, less torque is required to maintain that speed. This arrangement provides for a more efficient operation of the powertrain. Hydra-matic 4T80-E Gear Sets:
The Hydra-matic 4T80-E transmission combines two gear sets that provide five gear ratios (four forward and one reverse) for transferring torque to the drive axles. The five main components used in these gear sets are: • the reaction sun gear and shell assembly (620) • the reaction carrier assembly (623) • the reaction internal gear/input carrier assembly (708/700) • the input sun gear (631) • the input internal gear/input internal gear flange (708/725) Another gear set used in the Hydra-matic 4T80-E transmission is the final drive differential assembly (100-119). Information regarding its purpose and function is discussed on page 30. Gear set failure can cause noise and loss of drive.
INPUT SUN GEAR (631)
REACTION CARRIER ASSEMBLY (623)
REACTION SUN GEAR AND SHELL ASSEMBLY (620)
INPUT CARRIER ASSEMBLY (700)
REACTION INTERNAL GEAR (708)
Figure 26
INPUT INTERNAL GEAR (708)
27
FINAL DRIVE COMPONENTS FINAL DRIVE AND DIFFERENTIAL ASSEMBLIES
The Hydra-matic 4T80-E transmission delivers torque from the engine to the drive axles by using a final drive assembly and differential components. These components, located at the output end of the gear train, perform the same function as the rear axle assembly found in all rear wheel drive vehicles. 57
722
833
121
100-109
120
118
110-117
119 OUTPUT SHAFT (57)
FINAL DRIVE SUN GEAR SHAFT (722)
FINAL DRIVE PLANET PINION (103)
PARKING LOCK GEAR (833)
FINAL DRIVE CARRIER (100)
FINAL DRIVE INTERNAL GEAR (120)
FINAL DRIVE SUN GEAR (121)
Final Drive Assembly:
The final drive assembly is a planetary gear set consisting of: a final drive internal gear (120) splined to the case (6), a final drive sun gear (121) splined to the final drive sun gear shaft (722) and, a final drive/differential assembly (100-119). The final drive planetary gear set operates in reduction at all times at a ratio determined by a relationship of the final drive internal gear (120) to the final drive sun gear (121). In all forward gear ranges, the final drive sun gear shaft (722) drives the final drive sun gear (631) in the same direction as engine rotation. Since the final drive sun gear teeth are in mesh with
30
the final drive planetary pinion gears (103), the planetary pinion gears are driven in the opposite direction as they rotate inside the final drive internal gear (120). This causes the final drive/ differential assembly (100-119) to be driven in the same direction as engine rotation, powering the vehicle forward. The gear ratio of the final drive/differential assembly (100-119) performs the same function as the ring and pinion gears in a rear wheel drive vehicle. It is a fixed ratio that matches a specific engine and vehicle combination in order to meet the performance requirements for all operating conditions.
Figure 29
DIFFERENTIAL COMPONENTS DIFFERENTIAL CARRIER ASSEMBLY:
The final drive/differential assembly (100-119) provides the means for one driving wheel to travel faster than the other when the vehicle is going around corners or curves. The final drive/differential assembly consists of a final drive carrier (100), a differential carrier (110), two differential side gears (112 & 118), two differential pinion gears (116) and, differential pinion shaft (114). One differential side gear (118) is splined to the output shaft (57) that drives the left axle shaft. The right differential side gear (112) is splined to the right drive axle and transfers torque to the right drive axle. The differential pinion gears act as idlers to transfer power from the differential carrier to the differential side gears. The differential pinion gears also balance the power and load between the differential side gears while allowing unequal axle rotation (speeds) when the vehicle is turning.
114 110 113 116
112
118
116 113
A noise condition, usually a hum (under light throttle or turns), will be associated with a final drive/ differential condition. Final drive/differential failure can cause loss of drive.
TURNING
IN
OUTER WHEEL 110% FINAL DRIVE SPEED
OUTPUT SHAFT (57)
R
HEEL TURNS FA RW ST TE ER U O EEL TURNS SL WH OW R E NE
FINAL DRIVE ASSEMBLY (100-119)
RIGHT AXLE SHAFT
DIFFERENCE OF WHEEL TRAVEL AS A VEHICLE MAKES A 180 DEGREE TURN.
When the vehicle is driven in a straight line, the differential pinion gears (116), differential side gears (112 & 118) and differential carrier (110) rotate as a fixed unit. The end result is both axle shafts rotate in the same direction as engine rotation for all forward gear ranges.
INNER WHEEL 90% FINAL DRIVE SPEED
STRAIGHT AHEAD
100% FINAL DRIVE SPEED
FINAL DRIVE ASSEMBLY (100-119)
OUTPUT SHAFT (57) BOTH WHEELS TURNING AT SAME SPEED
RIGHT AXLE SHAFT
ALL PARTS ROTATING AT FINAL DRIVE SPEED
Figure 30
31
PLANETARY GEAR SETS
PLANETARY GEAR SETS
REDUCTION – FIRST GEAR REDUCTION:
INPUT INPUT CARRIER ASSEMBLY SUN (700) GEAR DRIVEN (631) DRIVING
REDUCTION FIRST GEAR
DRIVEN (700)
Planetary gear set reduction may be defined as the difference between a given input speed (RPM) that results in a lower output speed (RPM). Associated with the lower output speed is a higher output torque that enables the vehicle to begin moving. In the Hydra-matic 4T80-E, planetary gear set reduction occurs whenever the transmission is operating in 1st or 2nd gear, as well as in reverse gear.
INPUT INTERNAL GEAR (708) HELD
DRIVING (631)
FIRST GEAR
FINAL DRIVE SUN GEAR SHAFT (722) DRIVEN
HELD (708)
INPUT INTERNAL GEAR FLANGE (725) HELD
Planetary gear set reduction in first gear occurs when engine torque is transferred to the input sun gear (631) and the sun gear becomes the driving member. Torque is then transferred from the input sun gear to the four input planetary pinion gears (702) which rotate inside the input internal gear (708). Since the input internal gear (708) and input internal gear flange (725) are held stationary, the reaction internal gear/input carrier assembly (700) is forced to rotate. (Reaction planetary pinion gears (625) act as idler gears as the reaction internal gear/input carrier assembly rotates.) By using one planetary gear set, the transmission is operating in this mode with a gear reduction of 2.96:1.
REDUCTION – SECOND GEAR REDUCTION SECOND GEAR DRIVEN (700)
DRIVING (631)
HELD (708) (623) DRIVEN
(620) HELD
SECOND GEAR
REACTION SUN GEAR AND SHELL ASSEMBLY (620) HELD
REACTION CARRIER ASSEMBLY (623) DRIVEN
REACTION INTERNAL GEAR (708)
(708/700) DRIVEN
28
INPUT INPUT CARRIER SUN ASSEMBLY (700) GEAR DRIVEN (631) DRIVING
Figure 27
Planetary gear set reduction in second gear occurs when the 2nd clutch applies and the 2nd sprag clutch holds the reaction sun gear and shell assembly (620). With the forward clutch applied, the reaction carrier assembly (623), through the reaction carrier shell (633) and forward clutch housing (801), is held together with input internal gear (708). The reaction carrier will walk around the stationary reaction sun gear and shell assembly (620). The input sun gear (631) is the driving member. Because both planetary gear sets are used, the reaction internal gear and input carrier assembly become the output member. During this mode the transmission reduction through the gear set is 1.63:1.
INPUT INTERNAL GEAR (708)
FINAL DRIVE SUN GEAR SHAFT (722)
INPUT INTERNAL GEAR FLANGE (725)
28A
PLANETARY GEAR SETS
PLANETARY GEAR SETS
DIRECT DRIVE – THIRD GEAR
DIRECT DRIVE: Direct drive may be defined as the operating condition where a given input speed (RPM) equals the output speed by using a 1:1 gear ratio. Direct drive is obtained when any two members of the planetary gear set rotate in the same direction at the same speed and force the third member to rotate at that same speed. In this mode of operation the planetary pinion gears do not rotate on their pins but act as wedges to drive the gear sets as one rotating part. When this occurs, the output speed of the transmission is the same as the input speed from the torque converter turbine. However, output speed will not equal engine speed until the torque converter clutch applies (see torque converter, page 14).
DIRECT DRIVE THIRD GEAR
(700) DRIVEN
(631) DRIVING
REACTION SUN GEAR & SHELL ASSEMBLY (620)
REACTION CARRIER ASSEMBLY (623)
INPUT INPUT CARRIER SUN ASSEMBLY GEAR (700) (631) DRIVEN DRIVING
INPUT INTERNAL GEAR (708) DRIVING
THIRD GEAR
Direct drive occurs in third gear when the 3rd clutch applies and links the input shaft and 3rd clutch housing assembly (604) to the 3rd clutch hub (617). The 3rd clutch plates drive the input internal gear (708) through the 3rd clutch hub (617), reaction carrier assembly (623), reaction carrier shell (633), forward clutch housing (801), and forward sprag clutch assembly (716) while the input sun gear (631) rotates in the same direction and at the same speed. When the gear set through the input carrier assembly (700) is operating in this mode there is no RPM reduction through the gear sets. The transmission is therefore operating in direct drive at a 1:1 gear ratio.
(708/725) DRIVING
FINAL DRIVE SUN GEAR SHAFT (722)
INPUT INTERNAL GEAR FLANGE (725) DRIVING
OVERDRIVE – FOURTH GEAR
OVERDRIVE FOURTH GEAR
OVERDRIVE: Overdrive through a gear set may be defined as the operating condition where a given input speed (RPM) is less than the output speed. This mode of operation allows a vehicle to maintain a relatively high road speed while reducing engine speed for improved fuel economy. However, overdrive does result in lower output torque as compared to the input torque to the planetary gear set.
REACTION INTERNAL GEAR (708)
(623) DRIVING
(620) HELD
REACTION SUN GEAR AND SHELL ASSEMBLY (620) HELD
REACTION CARRIER ASSEMBLY (623) DRIVING
INPUT CARRIER ASSEMBLY (700)
FOURTH GEAR
Overdrive occurs during fourth gear operation when the 4th band (523) applies and holds the reverse clutch housing and race assembly (500). The reaction sun gear and shell assembly (620) is also held because it is tanged into the reverse clutch housing and race assembly. The reaction carrier assembly (623) rotates around the stationary reaction sun gear and shell assembly and its planetary pinions drive the reaction internal gear (708) and input carrier assembly (700). When the planetary gear set is operating in this mode, the transmission is in overdrive at a gear ratio of 0.68:1.
REACTION INTERNAL GEAR (708) DRIVEN
(708/700) DRIVEN
FINAL DRIVE SUN GEAR SHAFT (722) DRIVEN
REVERSE REVERSE DIRECTION OF ROTATION: A reverse direction of rotation through a planetary gear set is simply defined as the direction of rotation opposite to the gear rotation used as input. This mode of operation allows a vehicle to move in a rearward direction as well as operating the gear set in reduction. REVERSE GEAR
The planetary gear sets reverse their direction of rotation when the reverse clutch applies and drives the reverse clutch housing and race assembly (500). The reaction sun gear and shell assembly (620) is therefore the driving member because it is tanged into the reverse clutch housing and race assembly. Since the low/reverse band (13) is also applied, it holds the reaction carrier assembly (623) because it is tanged to the forward clutch housing (801) and the reaction carrier shell (633). The reaction carrier planetary pinion gears are forced to rotate in a direction opposite of engine rotation and drive the reaction internal gear/ input carrier assembly (700) in the same direction. The result is a reverse direction of engine rotation and reduction through the gear sets at a 2.13:1 ratio.
28B
REVERSE
(623) HELD
(620) DRIVING
REACTION SUN GEAR AND SHELL ASSEMBLY (620) DRIVING
REACTION CARRIER ASSEMBLY (623) HELD
INPUT CARRIER ASSEMBLY (700)
REACTION INTERNAL GEAR (708) DRIVEN
(708/700) DRIVEN
Figure 28
FINAL DRIVE SUN GEAR SHAFT (722) DRIVEN
29
HYDRAULIC CONTROL COMPONENTS OIL PUMP ASSEMBLIES The previous sections of this book were used to describe some of the mechanical component operations of the Hydra-matic 4T80-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 ASSEMBLIES
There are three pump assemblies that provide the volume of fluid required to operate the hydraulic control components, fluid transfer and lubrication throughout the transmission. These pumps are called the primary pump assembly, the secondary pump assembly and, the scavenger pump assembly. The primary and secondary pump assemblies are positive displacement internal/ external rotor type pumps that make up the binary (dual capacity)
pump system. These two pumps work together to supply a volume of fluid to the components as the scavenge pump moves fluid from the transmission oil pan (59) to the side cover (29). Scavenge Pump Assembly:
The scavenge pump assembly is an external/external gear type pump made up of a scavenge pump body (225), scavenge pump cover (237), a scavenge pump drive gear (223), and two scavenge pump driven gears (224). When the engine is running, the oil pump drive shaft (2) is driven by the torque converter cover and rotates at engine speed. The other end of the oil pump drive shaft is assembled into the oil pump driven shaft (207) which also rotates at engine speed. The oil pump driven shaft rotates the scavenge pump drive gear (223) which forces the scavenge pump driven gears (224) to rotate.
237
202 201 225 224
223
224 203
200 2 206 205
207
32
Figure 31
HYDRAULIC CONTROL COMPONENTS OIL PUMP ASSEMBLIES As the scavenge external gears rotate, volume is positively displaced, thereby creating a vacuum at the right and left scavenge intake ports. This vacuum allows the higher atmospheric pressure in the transmission oil pan (59) to force fluid through the left and right scavenger case screens (51 & 52). Fluid passing through the left scavenge screen enters the case (6) and is then routed through the transmission case cover (33), the secondary pump body (203), the primary pump body (200) and then to the left scavenge pump driven gear (224). Fluid passing through the right scavenge screen enters the case (6) and then the scavenge tube (54) which routes fluid to the driven sprocket support (418). Right scavenge fluid is then routed through the transmission case cover (33), the secondary pump body (203), the primary pump body (200) and then to the right scavenge pump driven gear (224).
As the drive and driven 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 side cover (29) to force fluid through the main filter (236). Fluid is then routed through the secondary pump body (203) and into the suction side of the secondary pump gears. At the same time fluid is routed through the primary pump body (200) and into the suction side of the primary pump gears. Through the rotation of drive and driven pump gears, the gear teeth carry the transmission fluid beyond the crescent to the pressure side of the pump gears. (The area where the volume of fluid between the gear teeth decreases.) As the gear teeth come together, fluid from the primary pump is forced into the main line pressure circuit while fluid from the secondary pump is forced into the secondary line circuit. Both main line and secondary line pressures are then routed to the pressure regulator valve (211) which controls the variable line pressures.
As the teeth on the drive and driven gears rotate, fluid is forced through the pump and into the scavenge outlet passage. The scavenge outlet circuit routes fluid into the side cover (29) where the transmission operating fluid level is maintained.
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. When the output from both pumps reaches a calibrated maximum, the pressure regulator valve will move 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.
Primary and Secondary Pump Assemblies:
The primary and secondary pump assemblies are two fixed capacity internal/external gear type pumps that supply fluid to the transmission’s hydraulic system. The primary pump assembly is made up of a primary drive gear (201), primary driven gear (202), primary pump body (200) and scavenge pump cover (237). The secondary pump assembly is a larger capacity pump and is made up of a secondary drive gear (205), secondary driven gear (206), secondary pump body (203) and primary pump body (200). When the engine is running, the oil pump drive shaft (2) is driven by the torque converter cover and rotates at engine speed. The other end of the oil pump drive shaft is assembled into the oil pump driven shaft (207) which also rotates at engine speed. The oil pump driven shaft rotates the primary and secondary pump drive gears (202 & 206) which forces the driven gears to rotate.
223
SECONDARY PUMP
PRIMARY PUMP
37
TORQ SIGNAL
202
224
BOOST VALVE
224
Transmission Overheating Loss of drive High or low line pressure
LEFT SCAVENGE SUCTION
RIGHT SCAVENGE SUCTION
201
SECONDARY LINE
LINE
SCAVENGE OUTLET
206
205
EX
MAIN PUMP SUCTION
SCAVENGE OUTLET
LINE
REV
PRESSURE REGULATOR VALVE
SCAVENGE PUMP
Pump Related Diagnostic Tips • • •
24
LUBE 2 26
CONV FEED 25
23
BOTTOM SUMP (Oil Pan 59)
RIGHT SCAVENGE SCREEN (52)
LINE
LINE
LEFT SCAVENGE SCREEN (51)
UPPER SUMP (Side Cover 29)
Figure 32
BALL CHECK
MAIN FILTER (236)
33
HYDRAULIC CONTROL COMPONENTS PRESSURE REGULATION
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
LUBE 2 26
CONV FEED 25
TORQ SIGNAL
EX
REVERSE
24
LUBE 2 26
CONV FEED 25
23
23
LINE
LINE
BALL CHECK (216)
1 2 3D NR
P
LINE
NORMAL PRESSURE
BOOSTED PRESSURE
Figure 33
REV
PRN
DRIVE
D321
LOW D21
REV
EX
PRN
PRND4
PRND43
D321
DRIVE
LOW D21
LINE
PRND4
MANUAL VALVE
MANUAL VALVE
34
P
PRND43
1 2 3D NR
BALL CHECK (216)
REVERSE
24
MAIN PUMP SUCTION
LINE (From Primary Pump)
EX
REV
37
EX
BOOST VALVE
TORQ SIGNAL
BOOST VALVE
• • • •
37
PRESSURE REGULATOR VALVE
SECONDARY LINE (From Secondary Pump)
MAIN PUMP SUCTION
LINE (From Primary Pump)
When demand for the higher volume of fluid decreases, line pressure moves the pressure regulator valve (211) against spring force and torque signal fluid pressure. When the valve moves
When Reverse (R) gear is selected, line pressure is boosted by reverse pressure acting on the pressure regulator boost valve (213). The manual valve (916) opens a port to allow line pressure to enter the reverse circuit. Reverse fluid pressure is routed to the pressure regulator boost valve (213) and combines with torque signal fluid and spring force to move the pressure regulator valve (211) against line fluid pressure. The pressure regulator valve (211) limits the amount of secondary line pressure entering the main pump suction circuit as the secondary cut-off ball (216) unseats. Secondary line pressure enters the (main) line circuit to the manual valve and pressure regulation is maintained as described above.
PRESSURE REGULATOR VALVE
Under operating conditions where the hydraulic system requires more fluid volume and pressure, torque signal fluid increases at the pressure regulator boost valve (213). Fluid pressure combines with the force from the pressure regulator valve spring (212) and moves the pressure regulator valve (211) against line pressure. As the pressure regulator valve moves, a land on the valve reduces secondary line pressure entering the main pump suction circuit. At the same time, the secondary pump cut-off ball (216) unseats and allows secondary line pressure to enter the (main) line circuit that feeds the pressure regulator valve (211) and manual valve (916). These events allow the secondary pump (a larger capacity pump than the primary pump) to maintain pressure in the line circuit.
far enough, secondary line passes through the valve and bleeds into the main pump suction circuit. At the same time, the secondary pump cut-off ball (216) is seated by the (main) line circuit that feeds the pressure regulator valve (211) and the manual valve (916). When these events occur, excess secondary line pressure is bled off while the primary pump maintains the supply of fluid to the hydraulic system.
SECONDARY LINE (From Secondary Pump)
In order for pump output to become pressurized, there needs to be a restriction in the line fluid passage. The main restricting component that controls line pressure is the pressure regulator valve (211) which is located in the secondary pump body (203). Through the binary pump system both the primary pump and the secondary pump provide a constant supply of fluid to the pressure regulator valve. However, secondary pump pressure is only used to supplement (primary) line pressures when fluid demand in the hydraulic system is high. The demand for an increase in capacity occurs during initial engine start up, when the engine is operating at low speed (RPM), during a Park or Neutral to Drive or Reverse gear selection, and during certain full throttle shift maneuvers.
HYDRAULIC CONTROL COMPONENTS VALVES LOCATED IN THE OIL PUMP ASSEMBLY Pressure Regulator Valve Train (211-215):
the pressure regulator boost valve influences the pressure regulator valve position. The pressure regulator valve then responds to the additional forces and this increases line pressures.
Regulates primary and secondary pump feed that passes through the valve into line pressure. The valve adjusts line pressure in response to changes in torque signal and reverse fluid pressure acting on the pressure regulator boost valve (213). The pressure regulator valve also routes secondary line pressure to main pump suction or line circuit depending on system demands.
• • • •
If stuck, missing or binding, the pressure regulator boost valve or spring may cause high or low line pressure. Secondary Pump Cut-off Ball (216):
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
Seats against secondary line pressure when the line fluid volume required to operate the vehicle is at a minimum. When vehicle operating conditions require higher volume to maintain line pressure, the pressure regulator valve (211) blocks secondary line from entering the main pump suction circuit. Secondary line then unseats the ball check valve and is able to enter the line pressure circuit to boost the volume, thereby maintaining line pressure.
Pressure Regulator Boost Valve (213):
Activated by torque signal fluid from the pressure control solenoid (339) and reverse fluid pressure, it assists pressure regulator valve spring (212) force to adjust line pressures. Whenever torque signal pressure increases or reverse gear range is selected,
If stuck or missing, the secondary pump cut-off ball may cause high or low line pressure.
SECONDARY PUMP BODY (203)
RIGHT SCAVENGE SUCTION
LINE
LINE
LINE LINE
BALL CHECK
SECONDARY PUMP SECONDARY LINE
EX
TORQ SIGNAL REV
PRESSURE REGULATOR VALVE
BOOST VALVE
TORQ SIGNAL
LUBE 2
CON FD LINE
CON FD LINE
REV LINE
SEC LINE
REV LINE
LUBE 2 MAIN PUMP SUCTION LEFT SCAVENGE SUCTION CONV RELEASE MAIN PUMP SUCTION
213
216
214 215 217
215
203 211 210 212
Figure 34
35
HYDRAULIC CONTROL COMPONENTS COMPONENTS LOCATED IN THE LOWER CONTROL VALVE BODY Low/Reverse Servo Assembly:
An apply device that is activated by low & reverse band reduce fluid or reverse band fluid pressure (depending on gear range selection – refer to the Apply Components section). Low & reverse band and/or reverse band fluids stroke the low/reverse servo piston (928) during Park, Reverse and Neutral ranges and First Gear operation. The low/reverse servo apply pin (931) compresses the low/reverse band (13) which then holds the forward and coast clutch housing (801).
• • • •
A leak at the low/reverse piston seals, or a stuck or binding low/reverse piston could cause: No reverse or slips in reverse No first gear or slips in first gear No Park Drives in Neutral
#6 Ball Check Valve and Capsule (979 and 905):
A ball type check valve that seats against the low & reverse band reduce circuit during Park, Reverse and Neutral ranges. While in this position the ball check valve allows low & reverse band apply and/or reverse band fluid to stroke the low/reverse servo piston (928). During Overdrive Range and Manual Range First gear operation the ball check valve is seated against the low & reverse band apply passage by low & reverse band reduce pressure. While in this position the ball check valve allows low & reverse band reduce fluid to be routed to the spring side of the low/reverse servo piston (928).
• • • •
If stuck or missing, the #6 ball check valve could cause: No reverse or slips in reverse No first gear or slips in first gear No Park Drives in Neutral
Reverse Orifice Bypass Valve (921):
A spool valve that is controlled by reverse fluid pressure acting against an opposing spring force. When reverse gear range is selected, under moderate to heavy throttle conditions, reverse fluid pressure moves the valve against spring force. When shifted, the valve opens another feed passage through orifice #17 into the reverse clutch circuit. Reverse fluid is then able to provide an additional feed into the reverse clutch circuit for quickly applying and holding the reverse clutch plates. • If stuck, missing or binding, the reverse orifice bypass valve or spring could cause harsh or soft reverse clutch apply. 3-4 Shift Valve (912):
A spool valve that is controlled by 1-2 solenoid fluid pressure acting against an opposing spring force and D321 fluid pressure (in manual gear ranges). When upshifted during a 3-4 shift, 3rd clutch fluid passes through the valve, enters the 4th band feed circuit and applies the 4th band. During Manual Range Third gear operation, D321 fluid holds the valve in the downshifted position allowing D321 fluid to pass through the valve, enter the coast clutch feed circuit and apply the coast clutch. During Manual Range Second gear operation, D21Y fluid also passes through the valve to enter the 4th band feed circuit and applies the 4th band. In Manual Range First gear, 1-2 solenoid fluid holds the valve in the upshifted position which allows D21Y fluid to enter the coast clutch feed circuit. A stuck or binding 3-4 shift valve could cause: • No fourth gear or slips in fourth gear • No third gear • No engine compression braking in manual third gear
36
1-2 SHIFT VALVE TRAIN (909, 918-920) 1-2 Shift Solenoid (SS) Valve (909):
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 solenoid fluid pressure increases. 1-2 solenoid fluid pressure acts 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 solenoid fluid exhausts through the solenoid thereby removing a hydraulic force at the 1-2 and 3-4 shift valves. (See the Electrical Components Section for more detail.) • 1-2 SS valve stuck off or leaking could cause 2nd or 3rd gear only condition. • 1-2 SS valve stuck on could cause 1st and 4th gears only. 1-2 Shift Valve “A” (919):
A spool valve that responds to 1-2 solenoid fluid pressure that opposes 2-3 solenoid fluid pressure and spring force acting on the 1-2 shift valve “B”. (The 1-2 shift valve “A” is linked to the 1-2 shift valve “B” and both valves operate as if they were a one piece valve.) Depending on the transmission gear range operation, PRN fluid is routed through the valve into the low & reverse band apply circuit and/or, low feed enters the low & reverse band reduce circuit. During Third and Fourth gear operation, 2-3 solenoid fluid assists spring force to hold the valve in the upshifted position. 1-2 Shift Valve “B” (920):
A spool valve that responds to 2-3 solenoid fluid pressure and spring force that opposes 1-2 solenoid fluid pressure acting on the 1-2 shift valve “A”. (The 1-2 shift valve “B” is linked to the 1-2 shift valve “A” and both valves operate as if they were a one piece valve.) Depending on the transmission gear range operation, drive fluid is routed through the valve into the 2nd clutch circuit and/or 4th band feed enters the 4th band circuit. • 1-2 shift valve (A and B) stuck in the upshift position could cause no 1st gear. • 1-2 shift valve (A and B) stuck in the downshift position could cause no 2nd or slips in 2nd gear. 2-3 SHIFT VALVE TRAIN (909, 906-908) 2-3 Shift Solenoid (SS) Valve (909):
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 operation. When energized (ON), its exhaust port closes and 2-3 solenoid fluid pressure increases. 2-3 solenoid fluid pressure acts on both the 2-3 shift valve “D” and the 1-2 shift valve “A” to help control the shift valve positioning for the appropriate gear range. When de-energized (OFF), 2-3 solenoid fluid exhausts through the solenoid thereby removing a hydraulic force at the 1-2 and 2-3 shift valves. (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. 2-3 Shift Valve “C” (907):
A spool valve that responds to 2-3 solenoid fluid pressure that opposes 2-3 shift valve spring force acting on the 2-3 shift valve “D”. (The 2-3 shift valve “C” is linked to the 2-3 shift valve “D” and both valves operate as if they were a one piece valve.) Depending on the transmission gear range operation, drive fluid is blocked or routed through the valve into the 3rd clutch circuit and coast clutch feed or D21 fluid is routed into the coast clutch circuit.
HYDRAULIC CONTROL COMPONENTS COMPONENTS LOCATED IN THE LOWER CONTROL VALVE BODY 2-3 Shift Valve “D” (908):
A spool valve that responds to 2-3 shift valve spring force that opposes 2-3 solenoid fluid pressure acting on the 2-3 shift valve “C”. (The 2-3 shift valve “D” is linked to the 2-3 shift valve “C” and both valves operate as if they were a one piece valve.) Depending on the transmission gear and range operation, low fluid is blocked or routed through the valve into the low feed circuit, and D21 fluid is blocked or routed into the D21Y circuit.
• If stuck, missing or binding, the forward orifice bypass valve or spring could cause harsh or soft forward clutch apply. Manual Valve (916):
A spool valve that is mechanically linked to the gear selector lever and is fed line pressure from the pressure regulator valve (211). When a range is selected, the manual valve directs line pressure into the various circuits by opening or closing feed passages. The circuits fed by the manual valve are: Reverse, PRN, PRND4, PRND43, Drive D321, D21 and Low.
• 2-3 shift valve (C and D) stuck in the upshift position could cause 3rd gear or 4th gear only. • 2-3 shift valve (C and D) stuck in the downshift position could cause no 3rd gear. Forward Orifice Bypass Valve (924):
• • • • • • • •
A spool valve that is controlled by drive fluid pressure acting against an opposing spring force. When any drive range is selected under moderate to heavy throttle conditions, drive fluid pressure shifts the valve against spring force. When shifted, the valve opens another feed passage through orifice #18 into the forward clutch circuit. Drive fluid is then able to provide an additional feed into the forward clutch circuit for quickly applying the forward clutch.
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
LOWER CONTROL VALVE BODY (903)
TFP SWITCH
REV
3RD CL 3-4 SHIFT VALVE
REV ORIFICE BYPASS VALVE
REV
FWD ORIFICE BYPASS VALVE
#5
FORWARD CL
1-2 SHIFT SOLENOID ON
EX
LOW & REV BAND REDUCE
#6 REV
REV
EX
EX
EX
1-2 SHIFT VALVE
2-3 SOL
PRN
PRN
EX 2-3 SOL
1-2 SOL
D21Y C CL FEED
D21 LOW FEED DRIVE LOW FEED EX EX LOW 1-2 SOLENOID
2-3 SOLENOID
2-3 SOLENOID
#9
LOW & REV BD APPLY LOW & REV BAND REDUCE LOW/ REVERSE SERVO D321 D321
LOW FEED
EX
D321 3RD CL D321 1-2 SOLENOID
REV CL REV BAND
EX
D21
2-3 SOLENOID
EX LOW 1-2 SOL
REV CL REV REV REV PRN PRND43 COAST CL
2-3 SHIFT VALVE
2-3 SOL D21 LOW FEED
REV
REV
D321 3RD CL D321
EX
ACT FEED
EX
ACT FEED
2-3 SHIFT SOLENOID OFF EX
DRIVE
FILTER (917)
EX
D321
D21
REV CL REV
REV CL REV REV REV PRN PRND43 COAST CL
EX
PRN
PRND43
PRND4
COAST CL FEED
DRIVE
LINE
D321
LINE DRIVE
DRIVE
MANUAL VALVE
1-2 SOLENOID
4 BD FD
DRIVE
LOW D21
#7
D321
P
D321
1 2 3D NR
D21Y CST CL FD D321
#8
LOW
4TH BD FD D21Y D21Y COAST CL FEED
LOW
LOW & REV BAND REDUCE
4TH BD FD 4TH BAND EX
DRIVE 2ND CL
DRIVE
DRIVE
DRIVE
DRIVE
LOWER CONTROL VALVE BODY (903)
REV BAND
Figure 35
37
HYDRAULIC CONTROL COMPONENTS COMPONENTS LOCATED IN THE UPPER CONTROL VALVE BODY Pressure Control (PC) Solenoid Valve (339):
Torque Converter Clutch (TCC) Enable Valve (322):
An electronically controlled pressure regulator that regulates filtered actuator feed pressure entering the torque signal circuit. Torque signal fluid is then routed to the pressure regulator valve (211), the accumulator boost valve (301) and the 2-3 accumulator valve (306) where it is used as a controlling force. (See the Electrical Components section for additional information.)
A relay type spool valve that is controlled by TCC control fluid pressure acting against spring force at the other end of the valve. During TCC apply, the valve allows converter release fluid to exhaust through the valve and blocks TCC feed limit. During TCC off, the valve allows TCC feed limit to push the converter clutch control valve toward the TCC pressure solenoid valve (336).
• A leaking/damaged O-ring or bad electrical connection can cause high or low line pressure.
• If stuck, missing or binding, the TCC enable valve or spring may cause incorrect TCC apply or release.
2-3 Accumulator Assembly (345-351):
Converter Feed Limit Valve (312):
A cushioning device that is actuated by orificed 3rd clutch fluid as the 3rd clutch applies. When orificed 3rd clutch fluid strokes the 2-3 accumulator piston (345), resistance from the 2-3 accumulator piston spring (347) and 2-3 accumulator fluid provide the cushioning effect. (See “Accumulators” in the Hydraulic Control Components section for additional information.)
A spool valve that limits (regulates) converter feed pressure passing through the valve to a maximum of 862 kPa (125 psi). TCC feed limit fluid is then routed to the converter clutch control valve (317) where it enters either the converter release or the “to cooler” circuit (depending on TCC pressure solenoid valve operation).
• A leak at the 2-3 accumulator piston seal or porosity in the upper control valve body or case cover could cause no 3rd gear/slips in 3rd gear. • A stuck 2-3 accumulator piston would cause harsh shifts Torque Converter Clutch (TCC) Pressure Solenoid Valve (336):
An electronically controlled, pulse width modulated solenoid that controls the apply and release rate of the torque converter clutch. The solenoid regulates 3rd clutch fluid into TCC control fluid pressure that is routed to the converter clutch control valve (317), the converter clutch regulator valve (318) and the TCC enable valve (322). (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. Converter Clutch Control Valve (317):
A spool valve that is held in the downshifted position by spring force and TCC exhaust enable fluid pressure when the TCC pressure solenoid valve is OFF. When the TCC pressure solenoid is energized (ON), TCC control fluid shifts the valve against spring force thereby redirecting fluids into the converter apply and “to cooler” circuit. (See the Electrical Components section for additional information.) • 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. Converter Clutch Regulator Valve (318):
A spool valve that is biased by TCC control fluid pressure that opposes spring force at the other end of the valve. When the TCC pressure solenoid valve (336) is activated, the valve regulates line pressure as it passes through the valve and enters the regulated apply circuit.
• • • •
38
If stuck, missing or binding, the converter clutch regulator valve or spring could cause: TCC stuck on in all gears TCC stuck on in 2nd, 3rd and 4th gears harsh TCC apply or release slip, shudder, rough apply or no apply
If stuck, missing or binding, the converter feed limit valve or spring may cause: • Inadequate lubrication • Incorrect TCC apply or release • Converter ballooning Actuator Feed Limit Valve (309):
A spool valve that limits (regulates) line pressure passing through the valve to a maximum of 793 kPa (115 psi). Actuator feed fluid is then routed to the PC solenoid valve and also to orifice #15, orifice #16 and orifice #40 (1-2 solenoid, 2-3 solenoid and Forward Clutch circuits). • If stuck in the exhaust position, the actuator feed limit valve or spring could cause 2nd gear only and low line pressure. 2-3 Accumulator Valve (306):
A spool valve that is biased by torque signal fluid as it regulates line pressure into secondary 2-3 accumulator fluid. Secondary 2-3 accumulator fluid from the valve is then routed to ball check valve #10 and through orifice #32 to the spring side of the 2-3 accumulator piston (345). • If stuck, missing or binding, the 2-3 accumulator valve could cause harsh or soft 2-3 upshifts. 1-2 / 3-4 ACCUMULATOR VALVE TRAIN (301-304B) Accumulator Boost Valve (301):
A spool valve that is biased by torque signal fluid and moves the 1-2 / 3-4 accumulator valve (302) for regulation of line pressure into primary accumulator fluid. When the 3rd clutch is applied, 3rd clutch fluid is routed to the accumulator boost valve to assist torque signal fluid pressure at the valve. (See “Accumulators” in the Hydraulic Control Components section for additional information.) 1-2 / 3-4 Accumulator Valve (302):
A spool valve that regulates line pressure into primary accumulator fluid pressure based on torque signal and 3rd clutch pressure acting on the accumulator boost valve (301). Primary accumulator fluid is then routed to the forward, reverse, 1-2, and 3-4 accumulator pistons. (See “Accumulators” in the Hydraulic Control Components section for additional information.) • If stuck, missing or binding, the 1-2 / 3-4 accumulator valve and accumulator boost valve could cause harsh or soft shifts to Reverse, Overdrive Range – First gear, and 1-2 or 3-4 upshifts.
HYDRAULIC CONTROL COMPONENTS CONV APPLY
TO COOLER
TO COOLER LINE REG APPLY
EX
CONV APPLY
LINE
CONV CL REG
CONV RELEASE
CONV RELEASE
EX
REG APPLY
TCC CONTROL
EX
TCC CONTROL
TCC CONTROL
ACT FD ACT FD
EX
EX
TCC EX ENABLE
TCC FD LIMIT CONV FEED
TCC FD LIMIT CONV FEED 3RD CL
TCC FD LIMIT
TCC EX ENABLE
TCC FD LIMIT TCC FD LIMIT
TCC FD LIMIT
TCC FD LIMIT REG APPLY
TCC FD LIMIT
TCC FD LIMIT
TCC EX ENABLE ORIFICED TCC EX ENABLE
TCC EX ENABLE
LINE
EX
EX
PRESSURE CONTROL SOLENOID
FILTER (338)
CONV FEED
EX
EX
EX
EX
CC FD LIMIT
ACT FD LMT
EX
ACT FD
TORQ SIGNAL TORQ SIGNAL
TORQ SIG ORIFICED CUP PLUG (343)
EX
3RD CL
2-3 ACCUM VALVE
LINE
2-3 ACCUMULATOR
SEC 2-3 ACCUM SEC 2-3 ACCUM
EX EX
2-3 ACCUM LINE
LINE
1-2 / 3-4 ACC ACCM BOOST
3RD CL
EX EX
ORIRICED 3RD CL
3RD CL 3RD CL
3RD CL
2-3 ACCUM
SEC 2-3 ACCUM 2-3 ACCUM
SEC 2-3 ACCUM
SEC 2-3 ACCUM LINE
UPPER CONTROL VALVE BODY (300)
3RD CL
LINE
PRIMARY ACCUM
PRIMARY ACCUM
TORQ SIGNAL
ACT FD
EX
EX
TORQ SIGNAL
ACT FD ACT FD
ORIFICED 3RD CL
EX
TCC ENABLE
REG APPLY
TCC SOL
CONV CL CONTROL
EX
EX
TCC CONTROL
UPPER CONT VB (300)
REG APPLY TCC CONTROL
TCC EX ENABLE TCC ORIFICE EX ENABLE
UPPER CONTROL VALVE BODY (300)
Figure 36
COMPONENTS LOCATED IN THE DRIVEN SPROCKET SUPPORT 3rd Clutch Exhaust Valve Train (424-427):
A spool valve that responds to orificed 3rd clutch fluid acting on one end of the valve and opposing spring force at the other end. During a 2-3 shift, orificed 3rd clutch fluid moves the valve against spring force to allow fluid into the 3rd clutch circuit. 3rd clutch fluid is then routed to the 3rd clutch piston to apply the clutch. During a downshift from Third gear to a lower gear, after most of the pressure is exhausted, spring force moves the valve to the downshifted position and allows 3rd clutch fluid to exhaust at the valve. LUBE 2
ORIFICED 3RD CLUTCH
• If stuck, missing or binding, the 3rd clutch exhaust valve could cause no 3rd gear or a partial apply or drag of the 3rd clutch plates when the clutch releases.
RIGHT SCAVENGE SUCTION
DRIVEN SPROCKET SUPPORT (418)
2ND CLUTCH ASSEMBLY
3RD CLUTCH PRIMARY ACCUMULATOR
LUBE 2
3RD CL
ACTUATOR PRIMARY FEED ACCUMULATOR
2ND CLUTCH
PRIMARY ACC 2ND CL
425
ACT FD ORIFICED 3RD CL PRIMARY ACC
REVERSE CLUTCH
ACT FD
427
REV CL
EX EX
424
3RD CL
REV CL
3RD CL EX
418
REV CL
ACTUATOR FEED
SCAVENGE TUBE (54)
RIGHT SCAVENGE SUCTION
Figure 37
39
HYDRAULIC CONTROL COMPONENTS ACCUMULATORS
An accumulator is a spring-loaded device that is designed to cushion the engagement of a clutch or band with respect to engine torque. The “cushioning” effect created by an accumulator provides for a more pleasing shift feel as the transmission shifts from one gear ratio to another. In the Hydra-matic 4T80-E, shift accumulation occurs during 1-2, 2-3 and 3-4 shifts as well as a Park or Neutral to Drive or Reverse gear engagements. During the apply of a clutch, apply fluid starts to compress the clutch piston return springs and compress the clutch plates. When the clearance between the clutch plates is taken up by piston travel and the clutch begins 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 flow to control pressure and allow for a more gradual apply of the clutch. Without an accumulator in the circuit, the rapid buildup of fluid pressure would cause the clutch to grab quickly and create a harsh shift.
The force of the accumulator spring and pressure in the accumulator circuit are used to control the rate (timing) that apply pressure in the circuit reaches its maximum. Under light throttle conditions, engine torque is at a minimum and the clutches require less force to apply and hold. Under heavy throttle conditions, engine torque is high which requires a greater force to apply and hold the clutch plates. To respond to various operating conditions, the accumulator valves have torque signal fluid acting as a bias at the valves. This arrangement regulates accumulator pressure proportionately to throttle position in order to control shift feel. At a greater throttle position opening, accumulator fluid pressures increase to compensate for higher line pressures and engine torques. The same principle of shift accumulation also applies to Reverse, First and Fourth gear operation where a band or combination of band and clutch is used. As the band is applied it compresses around a drum which causes fluid pressure in the apply circuit to rise rapidly. In addition to the accumulators used in these circuits, each servo assembly contains a cushion spring to assist in shift feel. Refer to the specific accumulator circuit description for a detailed explanation of its operation.
Forward Accumulator Assembly (960-963):
The forward accumulator assembly is located in the accumulator housing (944) and consists of a piston (960), seal (961), pin (962) and spring (963). The forward accumulator assembly is the primary device for controlling the apply feel of the forward clutch during a Park, Reverse or Neutral to Drive range selection.
944
961
Primary accumulator fluid pressure, acting on the spring side of the forward accumulator piston (960), originates at the 1-2/3-4 accumulator valve (302) when line pressure is regulated through the valve. The 1-2/3-4 accumulator valve regulates line pressure into primary accumulator fluid in response to torque signal fluid pressure at the accumulator boost valve (301). Primary accumulator fluid is then routed to end of the 1-2/3-4 accumulator valve through orifice #30. Primary accumulator fluid is also routed to the spring side of the forward accumulator piston (and the spring side of the reverse accumulator piston (946).
960 962 963
964
965
EX EX LINE
PRIM ACC
FWD CL
3RD CL
1-2 / 3-4 ACC ACCM BOOST 30
FORWARD ACCUMULATOR 21
#1
FWD CL PRIMARY ACCUM
40
PRIM ACC (To Reverse Accumulator)
EX EX
TORQ SIG
966
After the transmission has been operating in Park, Reverse or Neutral and a forward range is selected, forward clutch fluid is routed to the #1 ball check valve. Forward clutch fluid unseats the ball check valve and is routed to the forward accumulator piston where it strokes the piston against spring force and primary accumulator fluid pressure. When the forward accumulator piston moves down its bore, primary accumulator fluid is forced back through its circuit to the 1-2/3-4 accumulator valve. Primary accumulator fluid is then regulated to exhaust by torque signal fluid acting on the accumulator boost valve (301). When either Park, Reverse or Neutral range is selected after the transmission has been operating in a drive range, spring force and primary accumulator fluid move the forward accumulator piston. Forward clutch fluid is then forced out of the forward accumulator bore and is routed to the #1 ball check valve where it seats the ball check valve. Forward clutch fluid is then forced through orifice #21 to ball check valve #5 where it unseats the ball check valve. Forward clutch fluid then enters the drive circuit and drive fluid is then routed to the manual valve (916) where it exhausts. • A leak at the forward accumulator piston seal or porosity in the accumulator housing could cause no forward in overdrive range/slips in overdrive range. • A stuck forward accumulator piston would cause harsh forward clutch apply.
Figure 38
HYDRAULIC CONTROL COMPONENTS Reverse Accumulator Assembly (946-949):
The reverse accumulator assembly is located in the accumulator housing (944) and consists of a piston (946), seal (947), pin (948) and spring (949). The reverse accumulator assembly is the primary device for controlling the apply feel of the reverse clutch during a Park, Neutral or Drive to Reverse range selection.
944
As described in the forward accumulator operation, primary accumulator fluid is routed from the 1-2/3-4 accumulator valve through the accumulator housing to the spring side of the reverse accumulator piston. When Reverse range is selected, reverse clutch fluid is routed to the #4 ball check valve. Reverse clutch fluid unseats the ball check valve and is routed to the reverse accumulator piston where it strokes the piston against spring force and primary accumulator fluid pressure. When the reverse accumulator piston moves down its bore, primary accumulator fluid is forced back through its circuit to the 1-2/3-4 accumulator valve. Primary accumulator fluid then exhausts at the 1-2/3-4 accumulator valve based on torque signal fluid pressure acting on the accumulator boost valve (301).
965
964
947
946 948 949
(To Rev Cl Assembly)
966 REV (From Manual Valve)
#6
REV CL 20
REVERSE ACCUMULATOR
22
REV CL
EX EX
TORQ SIG
#4
• A leak at the reverse accumulator piston seal or porosity in the accumulator housing could cause no reverse/slips in reverse.
REV BAND
REV CL
LOW & REV BAND APPLY
12
LOW & REV BAND REDUCE
When either Park, Neutral or a drive range is selected after the transmission has been operating in Reverse, spring force and primary accumulator fluid move the reverse accumulator piston. Reverse clutch fluid is then forced out of the reverse accumulator bore and is routed to ball check valve #4 where it seats the ball check valve. Reverse clutch fluid is then forced through orifice #22 and ball check valve #7 where it unseats the ball check valve. Reverse clutch fluid passes through orifice #6 into the reverse circuit which exhausts fluid at the manual valve (916).
#7
EX EX LINE
• A stuck reverse accumulator piston would cause harsh reverse clutch apply.
3RD CL
1-2 / 3-4 ACC ACCM BOOST 30
FWD ACCUMULATOR
FWD CL
PRIMARY ACCUM
1-2 Accumulator Assembly (968-973):
The 1-2 accumulator assembly is located in the accumulator housing (944) and consists of a piston (968), seal (969), pin (970), inner spring assembly (971) and accumulator spring (973). The 1-2 accumulator assembly, 2nd clutch waved plate and 2nd clutch return spring and retainer assembly (428), are the primary devices for controlling the apply feel of the 2nd clutch. 944
• A leak at the 1-2 accumulator piston seal or porosity in the accumulator housing could cause no 2nd gear/slips in 2nd gear. • A stuck 1-2 accumulator piston would cause harsh shifts.
Figure 39
968
349
969
TORQ SIG
EX EX
1-2 ACCUM
14
#2
2ND CL
EX EX
3RD CL
1-2 / 3-4 ACC ACCM BOOST 30
LINE
During a coastdown, throttle induced or manual shift into first gear, 2nd clutch fluid exhausts at the 1-2 shift valve “B” (920). Primary accumulator fluid from the 1-2/3-4 shift valve seats ball check valve #2 allowing fluid to enter the 1-2 accumulator circuit. 1-2 accumulator fluid is then routed to the spring side of the 1-2 accumulator piston and moves the piston into a first gear position.
970
349
PRIM ACC
As described in the forward and reverse accumulator operation, primary accumulator fluid is routed from the 1-2/3-4 accumulator valve (302) to ball check valve #2. Primary accumulator fluid seats the ball check valve thereby routing fluid through orifice #14 and into the 1-2 accumulator circuit. 1-2 accumulator fluid is then channeled to the spring side of the 1-2 accumulator piston. As the transmission shifts into 2nd gear, 2nd clutch fluid is routed to the 1-2 accumulator piston and strokes the piston against spring force and 1-2 accumulator pressure. When the 1-2 accumulator piston moves down its bore, 1-2 accumulator fluid is forced back through its circuit to ball check valve #2 and unseats the ball check valve. 1-2 accumulator fluid then feeds into the primary accumulator circuit where it exhausts at the 1-2/3-4 accumulator valve based on torque signal fluid pressure acting on the accumulator boost valve (301).
971 973
1-2 ACCUMULATOR
41
HYDRAULIC CONTROL COMPONENTS 2-3 Accumulator Assembly (345-348): 351 345
348 349b
346 347 300
3RD CL
349c
EX
TORQ SIGNAL
33
EX
2-3 ACCUM VALVE
#11 31
38 3
LINE SEC 2-3 ACCUM
ORIFICED 3RD CL
#10 32
2-3 ACCUM
2-3 ACCUMULATOR
The 2-3 accumulator assembly is located in the upper control valve body (300) and consists of a piston (345), seal (346), pin (348) and spring (347). The 2-3 accumulator assembly and the 3rd clutch spring and retainer assembly (607) are the primary devices for controlling the apply feel of the 3rd clutch. 2-3 accumulator fluid pressure originates at the 2-3 accumulator valve as line pressure, regulated by torque signal and spring force, enters the 2-3 accumulator circuit. 2-3 accumulator fluid is then routed to the end of the 2-3 accumulator valve, through orifice #33, and to ball check valve #10. 2-3 accumulator fluid seats the ball check valve to direct fluid through orifice #32 and to the spring side of the 2-3 accumulator piston (345). As the transmission shifts into 3rd gear, 3rd clutch fluid seats the ball check valve #11 to direct fluid through orifice #31. Orificed 3rd clutch fluid is routed to the 2-3 accumulator piston and strokes the piston against spring force and 2-3 accumulator pressure. When the 2-3 accumulator piston moves down its bore, 2-3 accumulator fluid is forced back through its circuit to ball check valve #10 and unseats the ball check valve. 1-2 accumulator fluid is then routed to the 2-3 accumulator valve where fluid exhausts at a rate based on torque signal pressure and spring force. During a coastdown, throttle induced or manual shift into second or first gear, 3rd clutch fluid pressure exhausts at the 2-3 shift valve. In the absence of 3rd clutch pressure, the 2-3 accumulator spring and 2-3 accumulator fluid pressure return the 2-3 accumulator piston to a downshifted position. As the piston moves it forces orificed 3rd clutch fluid out of the piston bore to ball check valve #11 where it unseats the ball check valve. Orificed 3rd clutch fluid passes through orifice #3 and the ball check valve seat where it enters the 3rd clutch circuit and exhausts at the 2-3 shift valve. • A leak at the 2-3 accumulator piston seal or porosity in the accumulator housing could cause no 3rd gear/slips in 3rd gear. • A stuck 2-3 accumulator piston would cause harsh shifts. 3-4 Accumulator Assembly (950, 975-977):
349 975
950
976
977
349
944
EX EX
TRQ SIG
349
13
#3 LINE
EX EX
30
3RD CL
3-4 ACCUM
1-2 / 3-4 ACC ACCM BOOST
PRIMARY ACCUM
4TH BD
42
3-4 ACCUMULATOR
The 3-4 accumulator assembly is located in the accumulator housing (944) and consists of a piston (975), seal (976), pin (977) and spring (950). The 3-4 accumulator assembly and the 4th servo assembly are the primary devices for controlling the apply feel of the 4th band (523) during a 3-4 shift. When the engine is running , 3-4 accumulator fluid at the spring side of the 3-4 accumulator piston, is created by line pressure that is regulated through the 1-2/3-4 accumulator valve (302). The 1-2/3-4 accumulator valve regulates line pressure into primary accumulator fluid in response to torque signal fluid pressure at the accumulator boost valve (301). Primary accumulator fluid is then routed to the end of the of the 1-2/3-4 accumulator valve and to ball check valve #3. Primary fluid seats the ball check valve and fluid is then routed through orifice #13 into the 3-4 accumulator circuit which feeds the spring side of the 3-4 accumulator piston. As the transmission shifts into 4th gear, 4th band fluid is routed to the 4th servo piston and strokes the piston against spring force and holds the 4th band (523). At the same time, 4th band fluid strokes the 3-4 accumulator piston against spring force and 3-4 accumulator fluid pressure. When the 3-4 accumulator piston moves down its bore, 3-4 accumulator fluid is forced back through its circuit to ball check valve #3 and unseats the ball check valve. 3-4 accumulator fluid then enters the primary accumulator circuit which routes fluid to the 1-2/3-4 accumulator valve. Primary accumulator fluid is then routed to the 1-2/3-4 accumulator valve where fluid exhausts at a rate based on torque signal pressure and spring force. During a coastdown, throttle induced or manual shift into third, second or first gear, 4th band fluid exhausts at the 2-3 shift valve “D” (908). As 4th band fluid pressure exhausts, the 4th servo springs return the servo piston to the downshifted position. At the same time, 3-4 accumulator fluid pressure combines with 3-4 accumulator spring force to move the 3-4 accumulator piston to the downshifted position. • A leak at the 3-4 accumulator piston seal or porosity in the accumulator housing could cause no 4th gear/slips in 4th gear. • A stuck 3-4 accumulator piston would cause harsh shifts.
Figure 40
HYDRAULIC CONTROL COMPONENTS #1 FORWARD CLUTCH:
valve, is routed to the spring side of the low/reverse servo piston to reduce some of the force of the reverse band fluid pressure acting on the servo piston. Low & reverse band reduce fluid is then routed to the ball check valve (and seats it against the low & reverse band apply passage) and into the reverse band circuit.
Located in the accumulator housing (944), it is forced by forward clutch fluid off its seat on the spacer plate (935) when the transmission is operating in any drive gear range. When the ball check valve is unseated, forward clutch fluid is routed to the forward accumulator piston (960) and strokes it against spring force and primary accumulator fluid pressure. Whenever Park, Reverse or Neutral ranges are selected after the transmission was operating in a forward range, Drive fluid is open to exhaust at the manual valve (916). Primary accumulator fluid and forward accumulator spring force combine to move the forward accumulator piston causing forward clutch fluid to seat the ball check valve against the spacer plate (935). Forward clutch fluid is then routed through orifice #21 and eventually into the drive circuit (to exhaust at the manual valve).
BALL CHECK VALVES – LOCATION AND FUNCTION FORWARD CL
CASE COVER (33)
21
38d
BALL CHECK VALVES – LOCATION AND FUNCTION
#1
38e
BALL CHECK VALVES – LOCATION AND FUNCTION
FORWARD CL
#7 REVERSE/REVERSE CLUTCH:
Located in the lower control valve body (903), it is forced by reverse fluid to seat on the spacer plate (935) when the transmission is operating in reverse range. Reverse fluid is then routed through orifice #12 where it enters the reverse clutch circuit. The ball check valve is forced off its seat by reverse clutch fluid when the manual valve is moved out of reverse range. The reverse clutch releases and allows reverse clutch fluid to parallel orifice #12 and enter the reverse circuit.
1-2 ACCUM #11
#2 29a
PRIMARY ACCUM
29b 14
#8 LOW:
FORWARD CL #7
#1 #5
#6
ACCUMULATOR HOUSING (944)
42A
• no engine compression braking in manual first could also be a missing or stuck #7 ball check valve.
42B
REVERSE BAND
LOW & REV BAND APPLY
#7 32k
#3
2-3 ACCUM
Understanding the design principle of each ball check valve will help in the diagnosis of hydraulic related conditions. For example:
3
3RD CL
40m 42a
3RD CL
32h
33f 12
#8 31 32
31
#11
#9
33e
ORIFICED 3RD CL
42
• 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.
#5
LOW & REV BAND REDUCE
#8
#11 3RD CLUTCH/ORIFICED 3RD CLUTCH:
#2
34f
FORWARD CL
#4
Located in the case cover (33), it is forced by 3rd clutch fluid to seat against the spacer plate (327) the transmission is operating in Third or Fourth gear ranges. 3rd clutch fluid is then routed through orifice #31 where it enters the orificed 3rd clutch circuit. The ball check valve is forced off its seat by orificed 3rd clutch fluid when the 3rd clutch releases allowing orificed 3rd clutch fluid to pass through orifice #3 and the ball check valve seat and enter the 3rd clutch circuit.
DRIVE
34e 1
38f
40k
A two way seating ball check valve that is located in the lower control valve body (903). During Park, Reverse and Neutral range operation it is forced by low & reverse band apply fluid to seat against the low & reverse band reduce passage. When in this position, low & reverse band apply fluid is routed through the reverse band circuit to the low/reverse servo assembly and strokes the servo piston. When the transmission is operating in first gear (or any forward drive range) low & reverse band apply fluid is routed through the 1-2 shift valve “A” (919) and into the PRN circuit. (PRN fluid is directed to the manual valve (916) where it exhausts.) At the same time, low & reverse band reduce fluid, from the 1-2 shift
REV CL
22
#9
38g
#10 2-3 ACCUMULATOR/SECONDARY 2-3 ACCUMULATOR:
Ball Check Valves Related Diagnostic Tips
#6 LOW & REVERSE BAND APPLY/REDUCE:
REV CL
33b
REV CL
Located in the lower valve body (903), it is forced by drive fluid to seat against the spacer plate (935) when the transmission is operating in a forward range. Drive fluid is then routed through orifice #1 where it enters the forward clutch circuit. The ball check valve is forced off its seat by forward clutch fluid when the forward clutch releases allowing forward clutch fluid to parallel orifice #1 and enter the drive circuit (which exhausts at the manual valve).
#6
REV CL
33c
REV CL
#5 DRIVE/FORWARD CLUTCH:
LOWER CONTROL VALVE BODY(903)
REV
Located in the accumulator housing (944), it is forced by reverse clutch fluid off its seat on the spacer plate (935) when the transmission is operating in Reverse range. The unseated ball check valve allows reverse clutch fluid to parallel orifice #22 and enter the reverse clutch circuit. The ball check valve is forced to seat against the spacer plate (935) whenever a forward range is selected (after the transmission was operating in reverse). Reverse clutch fluid from the reverse accumulator piston is then routed through orifice #22 and eventually exhausts at the manual valve.
#4
COAST CL FEED
#4 REVERSE CLUTCH:
Located in the case cover (33), it is forced by secondary 2-3 accumulator fluid to seat against the spacer plate (327) in all gears except Third and Fourth gear. Secondary 2-3 accumulator fluid is then routed through orifice #32 where it enters the 2-3 accumulator circuit. The ball check valve is forced off its seat when the 3rd clutch applies and the 2-3 accumulator piston moves down its bore. The unseated ball check valve allows 2-3 accumulator fluid to parallel orifice #32 and enter the secondary 2-3 accumulator circuit.
PRIMARY ACCUM
SECONDARY 2-3 ACCUM
#10
36a
LOW 7
48a
Located in the lower control valve body (903), it is forced on its seat on the spacer plate (935) by coast clutch feed pressure during manual range operation (Manual First, Manual Second or Manual Third). The ball check valve is forced off it's seat on the spacer plate (935) when any another gear range is selected after the transmission has been operating in a manual range. When the coast clutch applies, coast clutch feed fluid seats the ball check valve against the spacer plate (935) thereby routing coast clutch feed fluid through orifice #7.
28a 13 28b
48
Located in the accumulator housing (944), it is forced by primary accumulator fluid to seat against the spacer plate (935) when the transmission is operating in Park, Reverse or Neutral ranges, or First or Second gears. Primary accumulator fluid is then routed through orifice #13 where it enters the 3-4 accumulator circuit. The ball check valve is forced off its seat by 3-4 accumulator fluid when the 4th band is applied and the 3-4 accumulator piston (975) moves down its bore. The unseated ball check valve allows 3-4 accumulator fluid to parallel orifice #13 and enter the primary accumulator circuit (which is regulated to exhaust at the 1-2/3-4 accumulator valve).
#3
COAST CL FEED
#9 COAST CLUTCH FEED/ORIFICED COAST CLUTCH FEED:
3-4 ACCUM
48b
#3 PRIMARY ACCUMULATOR/3-4 ACCUMULATOR:
#10
31a
Located in the lower control valve body (903), it is forced by low fluid (drive fluid entering the low circuit through orifice #19) to seat on the spacer plate (935) when the transmission is operating in Overdrive Range, Manual Third Range, or Manual Second Range. This allows drive fluid to enter the low & reverse band apply circuit through the 1-2 shift valve in First gear only. The ball check valve is forced off its seat by low fluid pressure when manual first range is selected. Low fluid pressure from the manual valve unseats the ball check valve and provides the feed into the low fluid circuit.
30d
Located in the accumulator housing (944), it is forced by primary accumulator fluid to seat against the spacer plate (935) when the transmission is operating in Park, Reverse or Neutral ranges, or First gear. Primary accumulator fluid is then routed through orifice #14 where it enters the 1-2 accumulator circuit. The ball check valve is forced off its seat by 1-2 accumulator fluid when the 2nd clutch applies and the 1-2 accumulator piston moves down its bore. The unseated ball check valve allows 1-2 accumulator fluid to parallel orifice #14 and enter the primary accumulator circuit (which is regulated to exhaust at the 1-2/3-4 accumulator valve.
30c
#2 PRIMARY ACCUMULATOR/1-2 ACCUMULATOR:
LOW
36b
3RD CL
Figure 41
43
ELECTRICAL COMPONENTS While the transmission is operating in the fail-safe mode example given, the following operating changes occur: • the pressure control solenoid valve is OFF, allowing line pressure to increase to its maximum pressure in order to prevent clutch or band slippage • the TCC control solenoid valve is OFF, preventing TCC apply • the shift solenoid valves are OFF, allowing the vehicle to be driven in second gear. When both shift solenoid valves are OFF, the transmission will operate in Second gear regardless of the forward gear selected (i.e. Overdrive, 3, 2, or 1). However, the transmission will operate in Reverse, if selected, as well as Park and Neutral. (The fail-safe mode described above is only one of the operating modes associated with this transmission. Refer to the appropriate Service Repair Manual when diagnosing these conditions.) NOTE: This section of the book contains “general” information about electrical components that provide input information to the PCM. Since this “input” information may vary from carline to carline, it is important that the appropriate General Motors Service Manual is used during repair or diagnosis of this transmission.
The Hydra-matic 4T80-E transmission incorporates electronic controls that utilize a powertrain control module (PCM). The PCM gathers vehicle operating information from a variety of sensors and control components located throughout the powertrain (engine and transmission). The PCM then processes this information for proper control of the following: • • •
transmission shift points - through the use of shift solenoids transmission shift feel - by adjusting line pressure through the use of a pressure control solenoid valve Torque converter clutch (TCC) apply and release feel through the use of a TCC control solenoid valve
Electronic control of these transmission operating characteristics provides for consistent and precise shift points based on the operating conditions of both the engine and transmission.
FAIL-SAFE MODE “Fail-safe mode” is an operating condition where the transmission will partially function if a portion of the electronic control system becomes disabled. For example, if the wiring harness becomes disconnected, the PCM commands the fail-safe mode causing some transmission electrical components to “default” to OFF. 7
D
6
4
A
11
2
12
5
C
8
B
10
1
PCM
3
INPUTS INFORMATION SENSORS 1. TRANSMISSION FLUID PRESSURE (TFP) MANUAL VALVE POSITION SWITCH 2. TRANSMISSION INPUT SPEED SENSOR (AT ISS) 3. VEHICLE SPEED SENSOR (VSS) 4. TRANSMISSION FLUID TEMPERATURE (TFT) SENSOR 5. INTERNAL MODE SWITCH (IMS) 6. THROTTLE POSITION (TP) SENSOR 7. ENGINE COOLANT TEMPERATURE (ECT) SENSOR 8. CRANKSHAFT POSITION (CKP) SENSORS 9. TORQUE MANAGEMENT BRAKE SWITCH 10. AIR CONDITIONING (A/C) SWITCH 11. CRUISE CONTROL OPERATION 12. MANIFOLD ABSOLUTE PRESSURE (MAP) SENSOR
44
9
OUTPUTS ELECTRONIC CONTROLLERS
POWERTRAIN CONTROL MODULE (PCM)
ELECTRONICALLY CONTROLLED TRANSMISSION COMPONENTS A. PRESSURE CONTROL (PC) SOLENOID B. 1-2 SHIFT SOLENOID (SS) VALVE C. 2-3 SHIFT SOLENOID (SS) VALVE D. TCC CONTROL SOLENOID VALVE
Figure 42
ELECTRICAL COMPONENTS TWO PIN CONNECTOR
B
DRIVE INDICATOR SWITCH
REVERSE INDICATOR SWITCH
TRANSMISSION FLUID PRESSURE MANUAL VALVE POSITION SWITCH (936)
A
Transmission Fluid Pressure (TFP) Manual Valve Position Switch (936):
The transmission fluid pressure (TFP) manual valve position switch is attached to the lower control valve body and consists of two normally open (N.O.) fluid pressure switches. Drive and reverse 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 and B) in the TFP manual valve position switch two pin connector. This logic is used by the PCM to determine manual valve position and the gear range (P, R, N D , 3, 2, 1) the transmission is operating in. The electrical schematic and table below show the circuitry and logic used at the TFP manual valve position switch and electrical connector to signal the powertrain control module (PCM) which range the gear selector lever is in. Fluid Pressure Switch Operation:
Fluid
Fluid
Seal
➤
Diaphragm
➤
Contact
Body
Seal
Diaphragm
Contact
+
+ Contact Element
Contact
Ground
Contact Element
NO PRESSURE
Contact
Ground
The hydraulic and electrical schematics below are shown in the Manual Third position. The Drive switch is pressurized in Manual Third, thereby closing the switch and allowing current to flow from Pin B to ground. This changes the digital logic at Pin B to a “1” and, with the digital logic at Pin A being “0”, signals the PCM that the transmission is in Manual Third gear range.
PRESSURIZED
FLUID*
RANGE INDICATOR
CIRCUIT+
REV
D4
A
B
Park/Neutral
0
0
0
0
Reverse
1
0
1
0
Overdrive
0
1
0
1
Manual Third
0
1
0
1
Manual Second
0
1
0
1
Manual First
0
1
0
1
A Transmission Fluid Pressure Manual Valve Position Switch Assembly malfunction will set a DTC P1810 and the PCM will command the following default actions: • Maximum line pressure. • Assume D4 shift pattern. • Freeze shift adapts. • TCC on in commanded fourth gear. • The PCM stores DTC P1810 in PCM history.
}
*: 1 = Pressurized 0 = Exhausted
Example: (Manual Third Range)
TFP SWITCH
+: 1 = Grounded (Resistance 50k ohms, 12 volts)
DRIVE
}
REV
Body
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 two electrical pins.
1 2 3D NR
P
SWITCH LOGIC MANUAL THIRD (3) (Engine Running) B
EX
REV
PRN
PRND4
D321
Automatic Transmission Fluid Pressure (TFP) Manual Valve Position Switch
PRND43
MANUAL VALVE
D4 Switch (N.O.)
DRIVE
REV Switch (N.O.)
REV
DRIVE
LOW D21
A
LINE(FROM PUMP)
Figure 43
45
ELECTRICAL COMPONENTS Internal Mode Switch (942)
INTERNAL MODE SWITCH 942
The internal mode switch (IMS) is a sliding contact electrical switch assembly, attached to the lower control valve body, that corresponds to the PRNDL position selected. Each of the PRNDL positions has a unique ground pattern on the four wires from the PCM. The IMS consists of two major components: the housing, which houses the tracks and makes up the stationary contacts and, the insulator assembly, which makes up the moving contacts and is linked to the detent lever. The range detection is accomplished by securing the moving contacts of the IMS to the detent lever. When the driver selects a PRNDL position, the detent lever inside the transmission rotates. This slides the IMS moving contacts, which in return grounds the four wires in a unique pattern for each gear selection corresponding to the PRNDL position selected. The IMS is electrically connected by five wires (the PCM supplies voltage to four and one wire is a common ground) to the transmission pass through connector. The information provided to the PCM by the IMS is used for engine controls as well as determining the transmission shift patterns. The input voltage level at the PCM is high (ignition voltage) when the IMS is open and low when the switch is closed to ground. The state of each input is available for display on the scan tool. The four input parameters represented are Signal A, Signal B, Signal C and Signal P (Parity).
46
If the PCM detects an IMS transitional state between D4 and D3 while the vehicle is in motion, then DTC P1820 sets and the PCM will command the following default actions: • The PCM illuminates the malfunction indicator lamp (MIL) during the second consecutive trip in which the conditions for setting the DTC are met. • The PCM commands maximum line pressure. • The PCM assumes a D4 shift pattern. • The PCM freezes transmission adapt functions. • The PCM records the operating conditions when the conditions for setting the DTC are met. The PCM stores this information as Freeze Frame and Failure Records. • The PCM stores DTC P1820 in PCM history during the second consecutive trip in which the conditions for setting the DTC are met.
If the PCM detects an IMS transitional state between NEUTRAL and D4 while the vehicle is in motion, then DTC P1823 sets and the PCM will command the following default actions: • The PCM illuminates the malfunction indicator lamp (MIL) during the second consecutive trip in which the conditions for setting the DTC are met. • The PCM commands maximum line pressure. • The PCM assumes a D4 shift pattern. • The PCM freezes transmission adapt functions. • The PCM records the operating conditions when the conditions for setting the DTC are met. The PCM stores this information as Freeze Frame and Failure Records. • The PCM stores DTC P1823 in PCM history during the second consecutive trip in which the conditions for setting the DTC are met.
If the PCM detects an IMS transitional state between D2 and D1 while the vehicle is in motion, then DTC P1822 sets and the PCM will command the following default actions: • The PCM illuminates the malfunction indicator lamp (MIL) during the second consecutive trip in which the conditions for setting the DTC are met. • The PCM commands maximum line pressure. • The PCM assumes a D4 shift pattern. • The PCM freezes transmission adapt functions. • The PCM records the operating conditions when the conditions for setting the DTC are met. The PCM stores this information as Freeze Frame and Failure Records. • The PCM stores DTC P1822 in PCM history during the second consecutive trip in which the conditions for setting the DTC are met.
If the PCM detects a combination of IMS inputs that are invalid, then DTC P1825 sets and the PCM will command the following default actions: • The PCM illuminates the malfunction indicator lamp (MIL) during the second consecutive trip in which the conditions for setting the DTC are met. • The PCM commands maximum line pressure. • The PCM assumes a D4 shift pattern. • The PCM freezes transmission adapt functions. • The PCM records the operating conditions when the conditions for setting the DTC are met. The PCM stores this information as Freeze Frame and Failure Records. • The PCM stores DTC P1825 in PCM history during the second consecutive trip in which the conditions for setting the DTC are met.
Figure 44
ELECTRICAL COMPONENTS Automatic Transmission Input (Shaft) Speed (AT ISS) Sensor (14):
ELECTRICAL CONNECTOR
ROTOR
The AT ISS sensor is a variable reluctance magnetic pickup that is mounted to the transmission case. The sensor is positioned next to the drive sprocket and has an air gap of 1.143-2.77 mm (0.045-0.109 in) between the sprocket teeth and the magnetic pickup. The sensor consists of a permanent magnet surrounded by a coil of wire. As the drive sprocket rotates, an alternating current (AC) is induced in the coil from the “teeth” on the drive sprocket passing by the magnetic pickup. Therefore, whenever the engine is running, the AT ISS sensor produces an AC voltage signal proportional to engine speed. This signal is sent to the PCM where it is electronically conditioned to a 5 volt square wave form (see Figure A). The square wave form can then be interpreted as transmission input speed by the PCM through the frequency of square waves in a given time frame. The square waves can be thought of as the drive sprocket teeth. Therefore, the more teeth (or waves) that pass by the magnetic pickup in a given time frame, the faster the engine is running. The square wave form is compared to a fixed clock signal internally within the PCM to determine transmission input speed.
MAGNETIC PICKUP
If the PCM detects an unrealistically large change in data from the AT ISS, DTC P0716 will set and the PCM will command the following default actions: • Illuminate the malfunction indicator lamp (MIL). • Maximum line pressure. • Inhibit TCC engagement. • Calculate input speed from vehicle speed and commanded gear. • DTC P0716 stores in PCM history. If the PCM detects a low input speed while the vehicle and engine speeds are high, DTC P0717 will set and the PCM will command the following default actions: • Illuminate the malfunction indicator lamp (MIL). • Maximum line pressure. • Inhibit TCC engagement. • Calculate input speed from vehicle speed and commanded gear. • DTC P0717 will be stored in PCM history.
TRANSMISSION INPUT SPEED SENSOR
LOW SPEED
HIGH SPEED
OUTPUT VOLTS
5.0
TIME
FIGURE A: CONDITIONED SIGNAL
Vehicle Speed Sensor (VSS) (130):
The vehicle speed sensor (VSS) operates identically to the AT ISS sensor except that it uses a toothed ring pressed onto the differential carrier (110) as the rotor (reluctor). The VSS is mounted to the transmission case extension and has an air gap of 1.143-2.77 mm (0.045-0.109 in) between the teeth and the magnetic pickup. The VSS sensor square wave form is also compared to a fixed clock signal internally within the PCM to determine actual vehicle speed. The PCM uses transmission input and output speeds to help determine line pressure, transmission shift patterns and TCC/VCC apply pressure and timing. This speed sensor information is also used to calculate turbine speed, gear ratios, and TCC slippage for diagnostic purposes.
Sensor resistance should measure between 1300 - 1950 ohms at 20°C (68°F). Output voltage will vary with vehicle speed from a minimum of 0.5 Volts AC at 100 RPM, to more than 100 Volts at 8000 RPM.
ELECTRICAL CONNECTOR
O-RING
ROTOR MAGNETIC PICKUP
TRANSMISSION VEHICLE SPEED SENSOR
If the PCM detects a low vehicle speed and a high transmission input shaft speed while in a drive range, DTC P0502 will set and the PCM will command the following default actions: • Illuminate the malfunction indicator lamp (MIL). • Maximum line pressure. • Freeze transmission adapt functions. • Calculate vehicle speed from the AT ISS and commanded gear. • DTC P0502 stores in PCM history. If the PCM detects a loss of vehicle speed while the vehicle is in motion, DTC P0503 will set and the PCM will command the following default actions: • Illuminate the malfunction indicator lamp (MIL). • Maximum line pressure. • Freeze transmission adapt functions. • Calculate vehicle speed from the AT ISS and commanded gear. • DTC P0503 stores in PCM history.
Figure 45
47
ELECTRICAL COMPONENTS Transmission Fluid Temperature (TFT) Sensor (350):
PROBE
CONNECTOR
The TFT sensor is a negative temperature coefficient thermistor that is attached to the upper control valve body. The TFT sensor provides information to the PCM regarding transmission fluid temperature which is then used to engage or disengage the TCC/ VCC. The sensor receives a 5 volt reference signal from the PCM and when transmission fluid temperature is “cold”, resistance is high. (Voltage measured across pin terminals L and M of the transmission pass-thru connector will also be high.) As the transmission fluid temperature increases, the resistance through the temperature sensor drops and correspondingly the voltage drops. When the fluid temperature increases to approximately 50°C (122°F) the circuitry within the PCM uses a shunt to increase the voltage signal to the sensor as resistance values continue to drop (refer to graph). Again, as the fluid temperature continues to increase, resistance and voltage continue to decrease. The purpose of this design is to provide a finer resolution for precise control of TCC/VCC apply and release; temperature compensation on upshifts, downshifts and garage shifts, line pressure adjustments and PCM default code information. TFT Sensor Hot Mode Operation:
TRANSMISSION FLUID TEMPERATURE SENSOR
The PCM also controls the apply or release of TCC/VCC through “hot mode ON” or “hot mode OFF” (formerly called “super-hot mode”) software programming.
TFT SENSOR VOLTAGE VS. TEMPERATURE
VOLTS
5.12 4.80 SENSOR VOLTAGE 4.48 ABOVE 50° C 4.16 3.84 3.52 3.20 2.88 2.56 2.24 1.92 1.60 1.28 0.96 SENSOR VOLTAGE 0.64 BELOW 40° C 0.32 0.00 -40 -28 -16 -4 7 19 31 43 55 67 79 91 103 115 127 139 151 TEMPERATURE °C NOTE: AN ECM INTERNAL SHUNT WILL COME INTO PLAY AS TEMPERATURE INCREASES BEYOND 50°C. AS TEMPERATURE IS DECREASING, INTERNAL SHUNT COMES OUT AT 40°C. THERE IS A 10° OVERLAP.
If the PCM detects a high transmission fluid temperature for an extended period of time on the TFT sensor circuit, DTC P0218 will set and the PCM will command the following default actions: • TRANSMISSION HOT message displays on the driver information center (DIC). • Freeze transmission adapt functions. • DTC P0218 stores in PCM history.
Hot mode ON (Above 130°C [266°F]) commands the TCC to apply (ON) in 3rd gear at 48 km/h (30 mph) with a 0-10% throttle angle, and in 4th gear at 63 km/h (39 mph) with a 0-10% throttle angle. This reduces transmission temperature by reducing heat generated in the torque converter. It also provides maximum cooling by routing transmission fluid directly to the transmission cooler in the engine radiator. Hot mode OFF (VCC MODELS) (Above 140°C [284°F]) – VCC OFF, inhibits the operation of 4th gear. This is a condition where temperatures are too high for VCC silicone fluid. This operation should allow higher fluid flows through the cooler and converter and less vortex flow in the converter. As both engine and transmission cool off, VCC and 4th are permitted again.
If the PCM detects an intermittent voltage or no voltage change in the TFT sensor circuit, DTC P0711 will set and the PCM will command the following default actions: • Calculate a default transmission fluid temperature based on engine coolant temperature, intake air temperature and engine run time. • DTC P0711 stores in PCM history.
If the PCM detects a continuous short to ground in the TFT sensor circuit, DTC P0712 will set and the PCM will command the following default actions: • Calculate a default transmission fluid temperature based on engine coolant temperature, intake air temperature and engine run time. • DTC P0712 stores in PCM history.
If the PCM detects a continuous open or a short to voltage on the TFT sensor circuit, DTC P0713 will set and the PCM will command the following default actions: • Calculate a default transmission fluid temperature based on engine coolant temperature, intake air temperature and engine run time. • DTC P0713 stores in PCM history.
48
Figure 46
ELECTRICAL COMPONENTS CONNECTOR
PLUNGER
SPRING METERING O-RING BALL
SHIFT SOLENOID VALVES Description:
The Hydra-matic 4T80-E transmission uses two identical, normally open electronic shift solenoid valves (referred to as 1-2 and 2-3) for controlling upshifts and downshifts in all forward ranges. These shift solenoid valves work together in a combination of ON and OFF sequences to control fluid that is routed to the 1-2 shift valve, 2-3 shift valve and 3-4 shift valve. The PCM monitors numerous inputs and determines the appropriate gear range for the vehicle by commanding the solenoid valves either ON or OFF. Fluid pressure is then routed to the shift valves (or exhausted through the solenoid valves) in order to change the position of a valve and hydraulically enable a gear change. The following table shows the solenoid state combination that is required to obtain each range:
FRAME
COIL ASSEMBLY
SOLENOID FLUID
EXHAUST
11
3RD CL 4 BD FD D21Y CST CL FD
SHIFT SOLENOID VALVE (OFF)
8
9
1-2 SOL
D21 COAST CL C CL FEED
10
EX 3RD CL
D21
EX
EX LOW LOW FEED
D321
D21Y
EX
EX
EX
DRIVE
2-3 SOLENOID
FILTERED ACTUATOR FD 15
2-3 SOL
4
36
REV
EX
EX
EX
1-2 SHIFT VALVE 2
11
3RD CL 4 BD FD D21Y CST CL FD
EXAMPLE A: PARK/REVERSE/NEUTRAL/FIRST GEAR
3-4 SHIFT VALVE
10
8
9
1-2 SOL
D21 COAST CL C CL FEED
EX 3RD CL
EX
D21
D21Y
EX LOW LOW FEED
D321 2-3 SHIFT SOLENOID ON
EX
EX
EX
DRIVE
2-3 SOLENOID 16
FILTERED ACTUATOR FD 15
4
REV
EX
EX
EX
1-2 SHIFT VALVE 2
2-3 SOL
PRN
4 BD FD 4TH BD
DRIVE 2ND CL
EX
1-2 SOL
5
LOW FEED
1-2 SOLENOID
1-2 SHIFT SOLENOID OFF
OFF
D Second or Man Second-2nd
OFF
OFF
D Third or Man Third-3rd
OFF
ON
Fourth-4th
ON
ON
The shift solenoid valves are OFF when the PCM opens the path to ground for the solenoid’s electrical circuit. When OFF, the solenoid plunger is forced away from the metering ball by a spring. This action allows 1-2 solenoid (or 2-3) fluid to push past the metering ball to exhaust from a port on the side of the solenoid.
EXAMPLE B: THIRD GEAR
The 1-2 SS valve is located at the end of the 1-2 shift valve (920) and controls the position of the 1-2 and 3-4 shift valves. 1-2 solenoid fluid that is routed to the solenoid is created by filtered actuator feed as it passes through orifice #15. When energized in Park, Reverse, Neutral and First gear, the solenoid blocks 1-2 solenoid fluid from exhausting, thereby creating pressure in the 1-2 solenoid fluid circuit. 1-2 solenoid fluid pressure then holds the 1-2 shift valve against spring force in the downshifted position. At the same time, 1-2 solenoid fluid is routed to the 3-4 shift valve (912) where it holds the valve against spring force in the upshifted position. During Fourth gear operation, 2-3 solenoid fluid pressure combines with spring force and holds the 1-2 shift valve in the upshifted position. When the 1-2 SS valve is de-energized during Second and Third gear operation, 1-2 solenoid fluid exhausts through the solenoid. Spring force acting on the 1-2 shift valve keeps the valve in the upshifted position, and spring force at the 3-4 shift valve keeps the valve in the downshifted position. 2-3 Shift Solenoid (SS) Valve (909):
2-3 SHIFT VALVE
LOW & REV BAND APPLY LOW & REV BAND REDUCE
ON
1-2 Shift Solenoid (SS) Valve (909): PRN
4 BD FD 4TH BD
DRIVE 2ND CL
EX
1-2 SOL
LOW FEED
1-2 SOLENOID
5
OFF
D First or Man First-1st
To energize the shift solenoid valves, the PCM provides a path to ground and completes the solenoid’s electrical circuit. Electrical current passing through the coil assembly in the solenoid creates a magnetic field that magnetizes the solenoid core. The magnetized core repels the plunger which seats the metering ball against the fluid inlet port. Solenoid signal fluid is then blocked by the metering ball thereby creating a fluid pressure in the 1-2 or 2-3 solenoid fluid circuits.
16
1-2 SHIFT SOLENOID ON
2-3 SOLENOID
ON
Shift Solenoid Valves Energized (ON):
2-3 SHIFT VALVE
LOW & REV BAND APPLY LOW & REV BAND REDUCE
1-2 SOLENOID
Shift Solenoid Valves De-energized (OFF):
3-4 SHIFT VALVE
2-3 SHIFT SOLENOID OFF
GEAR Park, Reverse, Neutral
36
The 2-3 SS valve is located at the end of the 2-3 shift valve (908) and controls the position of the 1-2 and 2-3 shift valves. 2-3 solenoid fluid that feeds to the solenoid is created by filtered actuator feed as it passes through orifice #16. When energized in Third and Fourth gear, the solenoid blocks 2-3 solenoid fluid from exhausting thereby creating pressure in the 2-3 solenoid fluid circuit. 2-3 solenoid fluid pressure then holds the 2-3 shift valve against spring force in the upshifted position. At the same time, 2-3 solenoid fluid is routed to the 1-2 shift valve (912) to combine with spring force in holding the valve in the upshifted position. When the 2-3 SS valve is de-energized during Park, Reverse, Neutral, First and Second gear operation, 2-3 solenoid fluid exhausts through the solenoid. Spring force acting on the 2-3 shift valve keeps the valve in the downshifted position while 1-2 shift valve position is dependent upon 1-2 SS valve state. Figure 47
49
ELECTRICAL COMPONENTS O-RING
METERING BALL
O-RING
CENTER POLE
Torque Converter Clutch (TCC) Solenoid Valve (336):
SPOOL HOUSING
The TCC solenoid valve is a normally closed, three-port, 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.
FLOW REGULATION (EXHAUST) COIL ASSEMBLY CONNECTOR
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 80% 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.
PRESSURE PRESSURE SUPPLY CONTROL (FILTERED (TCC CONTROL) 3RD CL)
SPRING
TCC SOLENOID VALVE (OFF)
TCC APPLY RATE
75
C
D
B
E
TCC RELEASE RATE
50 TCC APPLY FLUID PRESSURE
A
25
S
0
There are some operating conditions that prevent or enable TCC apply under various conditions (refer to the Transmission Fluid Temperature sensor description). Also, if the PCM receives a high voltage signal from the brake switch, signalling that the brake pedal is depressed, the PCM immediately releases the TCC. Note: Duty cycles given are for example only. Actual duty cycles will vary depending on vehicle application and vehicle operating conditions.
F
TIME
G
➤
TCC solenoid valve resistance should measure between 10 and 11 ohms when measured at 20°C (68°F). The resistance should measure between 13 and 15 ohms at 100°C (212°F).
TCC APPLY AND RELEASE
If the PCM detects high torque converter slip when the TCC is commanded ON, DTC P0741 will set and the PCM will command the following default actions: • Illuminate the malfunction indicator lamp (MIL). • Inhibit 4th gear if transmission is in hot mode. • DTC P0741 stores in PCM history.
Torque Converter Clutch (TCC) Solenoid Valve Operation:
The TCC 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 solenoid valve that make up the TCC control system. (For more information on system operation see pages 70 and 71 in the Powerflow section).
If the PCM detects a TCC slip from -20 to +150 RPM, when the TCC is commanded OFF, DTC P0742 will set and the PCM will command the following default actions: • Illuminate the malfunction indicator lamp (MIL). • Inhibit TCC engagement. • Freeze transmission adapt functions. • DTC P0742 stores in PCM history. LINE EX
➤
TORQUE CONVERTER ASSEMBLY
➤
➤
REG APPLY
➤
➤ ➤
➤ TCC
➤
➤
➤
➤ ➤
REG APPLY ➤
TCC CONTROL
➤
TO COOLER CONV APPLY
➤
➤
➤
➤
➤
EX ➤ CONV RELEASE
➤
➤
➤ ➤
➤
➤
➤
TCC SOL
➤
➤
EX ON
➤
EX
➤
CONV CL CONTROL
➤
➤ ➤
CONV APPLY
➤
➤ EX
➤
➤
➤
➤
➤
➤
EX
➤
EX
➤
EX
➤
➤ EX ➤
➤
➤ ➤
➤
➤
50
➤
➤
CC FD LIMIT
35
➤
➤ ➤
29
➤
➤
CONV RELEASE
➤
➤
27
CONV FEED
➤
➤
➤ ➤
ORIFICED EX ➤ TCC FD LIMIT
➤
➤
➤ EX ➤
CONTROL
➤ ➤
➤
EX
➤
➤
TCC ENABLE EX
➤
➤
➤
34
EX
CONV CL REG
➤
PERCENT DUTY CYCLE
➤
TCC FULLY APPLIED
100%
➤
HOUSING
TCC FD LIMIT
3RD CL
Figure 48
➤
ELECTRICAL COMPONENTS Pressure Control Solenoid Valve (339):
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. Duty Cycle, Frequency and Current Flow:
TORQUE SIGNAL FLUID
SPOOL VALVE SPRING
EXHAUST VARIABLE ARMATURE SPRING FRAME BLEED ORIFICE
SPOOL VALVE PUSH ROD COIL DAMPER ADJUSTING SPRING RESTRICTOR ASSEMBLY SCREW
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.
FILTERED ACTUATOR FEED FLUID
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
Current
Line Pressure
+ 5%
0.1 Amps
Maximum
+40%
1.1 Amps
Minimum
Pressure control solenoid valve resistance should measure between 3.0 and 8.0 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.
100 CONTROL PRESSURE (PSI)
Approximate Duty Cycle
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 AT ISS sensor and VSS 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 condition will set a DTC P0748 and the PCM will command the following default actions: • SERVICE TRANSMISSION displays on the driver information center (DIC). • Maximum line pressure. • Freeze transmission adapt functions. • DTC P0748 stores in PCM history.
Transmission adapts must be reset whenever the transmission is overhauled or replaced (see appropriate service manual).
Figure 49
51
ELECTRICAL COMPONENTS ELECTRICAL COMPONENTS EXTERNAL TO THE TRANSMISSION Throttle Position (TP) Sensor: The TP sensor is a potentiometer that is mounted on the throttle body and provides the PCM with information on throttle angle. The PCM provides a 5 volt reference signal and a ground to the TP sensor and the sensor returns a signal voltage that changes with throttle angle. At closed throttle (approximately 0°) the TP sensor output signal is low (below 1 volt) and at wide open throttle (approximately 85°) the TP sensor out signal is high (nearly 5 volts). The PCM uses TP information (throttle valve angle) to modify fuel control, TCC/VCC apply or release, and shift patterns. Engine Coolant Temperature (ECT) Sensor: The ECT sensor
is a thermistor (a resistor that changes value based on temperature) mounted to the engine head or in the engine coolant passage, that provides engine coolant temperature information to the PCM. The PCM supplies a 5 volt reference signal and a ground to the sensor and then measures the voltage signal as coolant temperature changes. At cold coolant temperatures, the ECT sensor resistance is high (voltage is approximately 5 volts) while hot coolant temperatures decrease resistance (voltage will be near zero). The PCM uses ECT sensor information for fuel enrichment, ignition control, canister purge control, idle speed control, TCC Enabling and “Closed Loop” fuel control. Crankshaft Position (CKP) Sensors: In terms of transmission
operation, the sensors (2) provide information to the PCM that indicates engine speed. The PCM then uses this input to determine shift patterns and TCC/VCC apply or release.
52
Torque Management Brake Switch: The torque management
brake switch contains two sets of electrical contacts and one vacuum port. The two sets of electrical contacts are normally closed and are referred to as the “TCC Brake” and “Extended Travel Brake Switch” contacts. The TCC brake switch contacts provide ignition voltage to the torque converter clutch when closed (brakes not applied). When the brakes pedal is depressed the switch contacts open and the PCM opens a path to ground for the TCC electrical circuit to release the TCC. Air Conditioning (A/C) Switch: When the A/C 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 to compensate for the additional engine load created by the compressor. Cruise Control Operation: The PCM monitors input signals
from the cruise control switch and other cruise control related sensors in order to alter shift patterns and time limits between 2-3, 3-4, 4-3 and 3-2 shifts. Manifold Absolute Pressure (MAP) Sensor: The MAP sensor
measures changes in the intake manifold pressure which result from engine load and speed changes. These changes are converted to a voltage output which is monitored by the PCM in order to adjust line pressure and shift timing. NOTE: The sensor/switch information presented above is not a complete listing of PCM inputs that may affect transmission operation. 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 4T80-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 4T80-E transmission. If the operating principle of a clutch, band or valve is unclear, refer to the previous sections of this book for individual components descriptions.
RK ng) PA nni u R ine
g
SCAVENGE PUMP LEFT SCAVENGE SUCTION
RIGHT SCAVENGE SUCTION
37
SECONDARY PUMP
PRIMARY PUMP
re utp sm ssu p o tran ump Pre s pumto the hen pmand ulateording nts. Wthe deom accuiremeeeds fluid fr req ut excssure, ulator outpne pre re reg of lipressu the
TORQ SIGNAL
EX
MAIN PUMP SUCTION
BOTTOM SUMP
SCAVENGE OUTLET UPPER SUMP
REV
LINE
24
LUBE 2 26
25
TORQ SIGNAL
2 2a 1d 2b 3a POSSIBLE TORQUE TO INPUT PARKING LOW/REVERSE POWER INTERNAL LOCK GEAR FINAL DRIVE BAND TRANSMITTED PINIONS GEAR AND HUB (833) (13) FROM ROTATES HELD APPLIED VEHICLE (POWER TERMINATES)
1c INPUT CARRIER PINIONS ROTATE
BOOST VALVE
1b INPUT CARRIER ASSEMBLY (700) HELD
PRESSURE REGULATOR VALVE
1a INPUT SUN GEAR (631) DRIVING
PARK (Engine Running)
SECONDARY LINE
1 POWER FROM TORQUE CONVERTER (1)
(P)
LINE
k Par the oil r in the leve from ing: ctorssure follow le e e e s pr the ): Reg8 h th line to Witsition, irected alve(21ssure) po p is d lator Vine pren u pum Reg ut (l issio
(Engine Running)
SCAVENGE OUTLET
n (E
PARK
23
LINE LINE
BALL CHECK
LINE
CONV FEED
CONV FEED
LINE
TORQ SIGNAL
REV
DRIVE
TORQ SIGNAL
TORQ SIG
PRIMARY ACCUM
Figure 50
EX 3RD CL
LINE
EX 2-3 SOLENOID
LOW FEED 4
36
2
EX
1-2 SHIFT VALVE
Figure 54
Figure 53
4 BD FD 4TH BD
REV CL
4
2
REV
LINE
5
EX
UIT
LOW/REVERSE SERVO
LOW & REV BAND APPLY LOW & REV BAND REDUCE 1-2 SHIFT SOLENOID ON
EX
B
42
5
DRIVE 2ND CL
30
LOW & REV BAND REDUCE
1-2 SOL
DR AU GE LIC 82 CIR C
LOW & REV BAND APPLY
#6
20
EX
1-2 / 3-4 ACC ACCM BOOST
EX
HY PA
56
1-2 SOLENOID
EX EX
TE
DRIVE
2-3 SOLENOID FILTERED ACTUATOR FD 15
REV BAND
LOW/REVERSE SERVO ASSEMBLY (928-934) APPLIED
LE
9
16
ACTUATOR FD
3RD CL
FORWARD AND COAST CLUTCH HOUSING (801) HELD
CO
8
EX
EX
38
LINE
MP
10
2-3 SHIFT VALVE
FILTER (917)
SEC 2-3 ACCUM
PARKING LOCK PAWL (22) ENGAGED
EX LOW LOW FEED
D21
D21Y EX
2-3 SHIFT SOLENOID OFF
EX
LINE
PRESSURE CONTROL SOLENOID
PRN
D321
EX
ACTUATOR FD
D21 COAST CL C CL FEED
EX
ACT FD
EX 33
FORWARD CLUTCH SPRAG ASSEMBLY (716) OVERRUNNING
56
28
2-3 ACCUM VALVE
EX
COAST CLUTCH HUB (719)
EX EX
FORWARD SPRAG INPUT OUTER RACE INTERNAL (721) INPUT GEAR INTERNAL (708) GEAR FLANGE (725)
LOW/REVERSE BAND (13) APPLIED
REACTION CARRIER SHELL (633) HELD
EX
DRIVEN SPROCKET (415)
FILTERED ACTUATOR FEED
1-2 SOLENOID
3-4 SHIFT VALVE FILTER (338)
PRN
EX
EX
11
FINAL DRIVE SUN GEAR (121) HELD
REV
LINE
1
LINE
ACT FD LMT
PARKING LOCK GEAR (833) HELD
EX
PRN
PRND4
D321
LOW D21
MANUAL VALVE
3RD CL 4 BD FD D21Y CST CL FD
INPUT PLANETARY PINIONS (702)
P
DRIVE
TCC FD LIMIT
TCC FD LIMIT
EX
EX
EX
CC FD LIMIT
TORQ SIGNAL
TCC SOL
CONV CL CONTROL 29
REV
DRIVE
1 2 3D NR
PRND43
TCC CONTROL
35
3RD CL
CONV RELEASE EX EX
27
TO COOLER CONV APPLY REG APPLY
INPUT CARRIER ASSEMBLY (700) HELD
LINE
REACTION INTERNAL GEAR (708) INPUT HELD SUN GEAR (631)
EX
INPUT SHAFT AND 3RD CLUTCH HOUSING (604) DRIVING
REACTION CARRIER ASSEMBLY (623) HELD
CONV FEED
TFP SWITCH
FINAL DRIVE SUN GEAR SHAFT (722) HELD
3
57
53
MECHANICAL POWERFLOW FROM THE TORQUE CONVERTER TO THE TURBINE SHAFT
MECHANICAL POWERFLOW FROM THE TORQUE CONVERTER TO THE TURBINE SHAFT
(Engine Running)
(Engine Running)
3 FLUID COUPLING DRIVES THE TURBINE 1 POWER FROM THE ENGINE 4 TURBINE SHAFT DRIVEN 2 POWER TO DRIVE OIL PUMP
7 INPUT HOUSING (INPUT AND 3RD CLUTCH) ASSEMBLY ROTATES AT DRIVEN SPROCKET SPEED
The mechanical power flow in the Hydra-matic 4T80-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 (410). The turbine shaft, which is connected to the drive sprocket (407), provides the primary link to the mechanical operation of the transmission. The Hydra-matic 4T80-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 assemblies (200-225), the upper control valve body assembly (300), and the lower control valve body assembly (903) provide for the pressurization and distribution of fluid throughout the transmission. 1 Power from the Engine
Torque from the engine is transferred to the transmission through the engine flywheel which is bolted to the torque converter. 2 Power to Drive the Oil Pump
The oil pump drive shaft (2) is splined to the torque converter cover at one end and to the oil pump driven shaft (207) at the other end. The oil pump driven shaft is splined to the oil pump drive gears (202, 205, 223). Therefore, when the engine is running, the oil drive gears also rotate at engine speed.
5 DRIVE SPROCKET ROTATES AT TURBINE SPEED
3 Fluid Coupling Drives the Turbine
Transmission fluid inside the torque converter assembly (1) creates a fluid coupling which in turn drives the torque converter turbine. 4 Turbine Shaft Driven 6 DRIVE LINK AND DRIVEN SPROCKET ROTATE AT TURBINE SPEED (depending on sprocket ratio)
As the torque converter turbine rotates, the turbine shaft (410), which is splined to the torque converter turbine, is also forced to rotate at turbine speed. 5 Drive Sprocket Rotates at Turbine Speed
The opposite end of the turbine shaft (410) is splined to the drive sprocket (407), which forces the drive sprocket to rotate in the same direction and speed as the torque converter turbine.
TORQUE CONVERTER ASSEMBLY (1) DRIVE SPROCKET (407) DRIVE LINK ASSEMBLY (414)
OIL PUMP DRIVE SHAFT (2)
6 Drive Link and Driven Sprocket Rotate at Turbine Speed
Teeth on the drive sprocket (407) are in mesh with the drive link assembly (414) and the drive link is also in mesh with the teeth on the driven sprocket (415). When the engine is running, all three components will rotate in the same direction and possibly at the same speed depending on drive and driven sprocket ratio (see basic specifications page 124).
SPLINED TO TORQUE CONVERTER TURBINE ASSEMBLY (D)
SPLINED TO CONVERTER HOUSING COVER ASSEMBLY (I)
7 Input Housing Rotates at Driven Sprocket Speed
TURBINE SHAFT (410)
The driven sprocket (415) is splined to the input shaft and 3rd clutch housing assembly (604) and forces the input housing to rotate at driven sprocket speed.
SPLINED TOGETHER SPLINED TO OIL PUMP DRIVEN SHAFT (207)
PUMP ASSEMBLIES (200-225)
54
INPUT SHAFT AND 3RD CLUTCH HOUSING (604)
DRIVEN SPROCKET (415)
Figure 51
NOTE: To minimize the amount of repetitive text, the remaining mechanical power flow descriptions will begin with the input shaft and 3rd clutch housing assembly (604). The transfer of torque from the engine through the torque converter to the input shaft and 3rd clutch housing is identical in all gear ranges.
54A
1 PRESSURE REGULATION
When the gear selector lever is in the Park (P) position and the engine is running, fluid is drawn into the oil pumps and line pressure is directed to the pressure regulator valve.
37
TORQ SIGNAL
MAIN PUMP SUCTION
MAIN PUMP SUCTION LINE
Converter release fluid pressure is routed to the torque converter to keep the TCC released. Fluid leaves the converter in the converter apply fluid circuit and returns to the cooler through the converter clutch control valve.
54B
LINE (to manual valve) BALL CHECK
EX
LINE
EX
1c PRESSURE CONTROL SOLENOID
FILTER (338)
CONV FEED
EX
23
EX EX
2c 2-3 ACCUMULATOR
LINE SEC 2-3 ACCUM SEC 2-3 ACCUM
ORIFICED 3RD CLUTCH
2-3 ACCUM LINE
1-2 ACCUMULATOR LINE
EX EX
LINE
3RD CL
33
42
30
38
2c
2c
LINE
EX EX
3-4 ACCUMULATOR
2b
1-2 / 3-4 ACC ACCM BOOST
REV CL
REVERSE ACCUMULATOR
1-2 ACCUMULATOR
32
#2 14
#10 #3
FORWARD ACCUMULATOR
2a FORWARD CLUTCH
LINE 3-4 ACCUMULATOR
13
PRIM ACCUM
2ND CL
4TH BAND
PRIMARY ACCUM
PRIMARY ACCUM
3 TORQUE CONVERTER
CONV FEED
LINE
3e
3c
EX
34
REG APPLY
CONV CL REG
CONV RELEASE
EX
CONV APPLY REG APPLY
CONV CL CONTROL
EX
3d
TCC EX ENABLE ORIFICED TCC EX ENABLE
TCC EX ENABLE 35
TCC SOL
EX
TCC CONTROL
EX
EX
TCC ENABLE
TCC FD LIMIT
3RD CL 27
TCC FD LIMIT 29
REG APPLY
TCC FD LIMIT CONV FEED
TCC EX ENABLE
EX
TCC CONTROL
EX
CC FD LIMIT
3b
CONV RELEASE
EX
TCC CONTROL
EX
CONV APPLY
CONV RELEASE
TO COOLER
CONV APPLY
3f
3d TCC Enable Valve:
3f Torque Converter:
25
TORQ SIG
Spring force and TCC exhaust enable fluid hold the valve in the release position allowing TCC feed limit fluid to enter the converter release circuit. Converter release fluid is routed to the torque converter. Converter apply fluid from the torque converter also passes through the converter clutch control valve into the “to cooler” circuit.
Line pressure is supplied to the converter clutch regulator valve in preparation for TCC apply.
CON FD
2-3 ACCUM VALVE
Line pressure is routed through the pressure regulator valve and into the converter feed fluid circuit. Converter feed fluid is routed to the converter clutch feed limit valve.
3e Converter Clutch Regulator Valve:
LUBE 2 26
2 SHIFT ACCUMULATION
3 TORQUE CONVERTER (RELEASED POSITION ONLY) 3a Pressure Regulator Valve:
TCC feed limit pressure is routed through the TCC enable valve into the TCC exhaust enable fluid circuit. TCC exhaust enable fluid is routed to the converter control clutch valve to help keep the valve in the release position until TCC apply.
24
TORQ SIGNAL
2c 1-2, 2-3, 3-4, Forward and Reverse Accumulator Assemblies:
3c Converter Clutch Control Valve:
3a
28
1b
Line pressure is regulated into secondary 2-3 accumulator fluid pressure. This regulation is basically controlled by torque signal fluid pressure acting on one end of the valve and orificed secondary 2-3 accumulator fluid on the other end of the valve.
Converter feed pressure is regulated into TCC feed limit fluid pressure. This regulation is basically controlled by spring force acting on one end of the valve and orificed TCC feed limit fluid on the other end of the valve.
1a
LINE
ACT FD
2b 2-3 Accumulator Valve:
3b Converter Clutch Feed Limit Valve:
EX
ACT FD LMT
1c Pressure Control (PC) Solenoid Valve:
Accumulator fluid is routed to each of the accumulator assemblies in preparation for upshifts and downshifts.
LINE
EX
BOTTOM SUMP
SEC LINE
RIGHT SCAVENGE SUCTION
EX
LEFT SCAVENGE SUCTION
REV
TORQ SIGNAL
SCAVENGE PUMP
Line pressure is routed through the valve and into the actuator feed fluid circuit. The valve limits actuator feed fluid pressure to a maximum pressure. Actuator feed fluid is routed to the pressure control solenoid valve, and also feeds the 1-2 solenoid and 2-3 solenoid fluid circuits.
Line pressure is regulated into primary accumulator fluid pressure. This regulation is basically controlled by torque signal fluid pressure acting on one end of the valve and orificed primary accumulator fluid on the other end of the valve.
BOOST VALVE EX
1b Actuator Feed Limit (AFL) Valve:
2 SHIFT ACCUMULATION 2a 1-2/3-4 Accumulator Valve:
SEC LINE
LINE
Regulates pump output (line and secondary line pressures) in response to torque signal fluid pressure acting on the pressure regulator boost valve, spring force, and line pressure acting on the end of the valve. Line pressure is directed to the manual valve, the converter clutch regulator valve, the actuator feed limit valve, the 1-2/3-4 accumulator valve, and the 2-3 accumulator valve. Also, line pressure feeds the converter feed circuit through the pressure regulator valve.
Controlled by the PCM, the PC solenoid valve regulates filtered actuator feed limit fluid pressure into the torque signal fluid circuit.
SECONDARY PUMP
PRESSURE REGULATOR VALVE
UPPER SUMP
1 PRESSURE REGULATION 1a Pressure Regulator Valve:
PRIMARY PUMP
EX
(Engine Running)
COMMON HYDRAULIC FUNCTIONS FOR ALL RANGES SCAVENGE OUTLET
HYDRAULIC POWERFLOW – COMMON FUNCTIONS FOR ALL RANGES
CONV FEED
CONV RELEASE
Figure 52
55
1 POWER FROM TORQUE CONVERTER (1)
1a INPUT SUN GEAR (631) DRIVING
1b INPUT CARRIER ASSEMBLY (700) HELD
PARK
PARK
(Engine Running)
(Engine Running)
2 2a 1d 2b 3a POSSIBLE TORQUE TO INPUT PARKING LOW/REVERSE POWER INTERNAL LOCK GEAR FINAL DRIVE BAND TRANSMITTED PINIONS GEAR AND HUB (833) (13) FROM ROTATES HELD APPLIED VEHICLE (POWER TERMINATES)
1c INPUT CARRIER PINIONS ROTATE
1-2 SHIFT SOL
2-3 SHIFT SOL
ON
OFF
2ND CLUTCH
2ND SPRAG
REVERSE CLUTCH
3RD CLUTCH
4TH BAND
FORWARD FORWARD SPRAG CLUTCH
COAST CLUTCH
LOW/REV. BAND
LOW ROLLER
APPLIED
In Park range, there are three levels of powerflow coexisting. The graphics will follow each flow separately by numerical designation, which relates to the following text. 1 Power from Torque Converter
Power from the torque converter turbine transfers to the driven sprocket (415) which is splined to the input shaft. 1a Input Sun Gear Driving
Power continues from the input shaft and 3rd clutch housing (604) to the input sun gear (631), which then drives the input planetary pinions (702). 1b Input Carrier Assembly Held
The input carrier assembly (700) is held stationary by the final drive sun gear shaft (722) being held by the weight of the vehicle. This forces the input planetary pinions (702) to rotate the opposite direction of the input sun gear (631). 1c Input Carrier Pinions Rotate
The input planetary pinions (702) rotate and force the input internal gear (708) to rotate. 1d Input Internal Gear Rotates/Powerflow Terminates
The input internal gear (708) is splined to the coast clutch hub (719) but, the coast clutch is not applied so powerflow is terminated.
INPUT SHAFT AND 3RD CLUTCH HOUSING (604) DRIVING
REACTION CARRIER ASSEMBLY (623) HELD
REACTION INTERNAL GEAR (708) INPUT HELD SUN GEAR (631)
INPUT CARRIER ASSEMBLY (700) HELD
LOW/REVERSE BAND (13) APPLIED
REACTION CARRIER SHELL (633) HELD
PARKING LOCK GEAR (833) HELD
FINAL DRIVE SUN GEAR (121) HELD
NOTE: If Park is selected while the vehicle is moving, the parking pawl will ratchet in and out of the lugs on the parking gear until the vehicle slows to approximately 5 km/h (3 mph). At that speed the parking gear will engage and stop the vehicle from moving. The vehicle should be completely stopped before selecting Park range or internal damage to the transmission could occur. 3 Preparation for a Shift into Reverse 3a Low/Reverse Band Applied
The low/reverse band (13) is applied and holds the forward and coast clutch housing (801). The forward and coast clutch housing is tanged to one end of the reaction carrier shell (633). The other end of the reaction carrier shell is tanged to the reaction carrier assembly (623) and prevents the carrier from rotating.
PARKING LOCK PAWL (22) ENGAGED
FORWARD CLUTCH SPRAG ASSEMBLY (716) OVERRUNNING
56
Torque from the vehicle travels through the wheels to the differential, into the final drive planetary pinions.
The final drive internal gear is held stationary in the case. The final drive sun gear (121) is held by the parking lock gear (833) which is held by the parking lock pawl (22). Therefore, because two members of the planetary gear set are held stationary, powerflow is terminated.
DRIVEN SPROCKET (415)
FORWARD SPRAG INPUT OUTER RACE INTERNAL (721) INPUT GEAR INTERNAL (708) GEAR FLANGE (725)
2 Torque from the Vehicle Possibly Parked on an Incline (Force of Gravity) 2a Torque from Wheels to Planetary Pinions
2b Parking Gear Locked/Torque Terminated at Final Drive Gear Set
INPUT PLANETARY PINIONS (702)
COAST CLUTCH HUB (719)
FINAL DRIVE SUN GEAR SHAFT (722) HELD
FORWARD AND COAST CLUTCH HOUSING (801) HELD
Figure 53
LOW/REVERSE SERVO ASSEMBLY (928-934) APPLIED
56A
PARK
PARK (Engine Running)
ON
OFF
2ND CLUTCH
2ND SPRAG
REVERSE CLUTCH
3RD CLUTCH
4TH BAND
FORWARD FORWARD SPRAG CLUTCH
(Engine Running) COAST CLUTCH
LOW/REV. BAND
LOW ROLLER 37
SECONDARY PUMP
PRIMARY PUMP
APPLIED
TORQ SIGNAL
2
SCAVENGE PUMP LEFT SCAVENGE SUCTION
1-2 Shift Solenoid (SS) Valve:
Energized by the PCM, the 1-2 shift solenoid valve is ON and blocks 1-2 solenoid fluid from exhausting. 1-2 solenoid fluid is routed to the 1-2 shift valve and the 3-4 shift valve.
RIGHT SCAVENGE SUCTION
LINE
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.
SCAVENGE OUTLET UPPER SUMP
Note: Refer to Shift Solenoid Valves on page 49 for a description of solenoid and shift valve operation. 3
EX
MAIN PUMP SUCTION
BOTTOM SUMP
REV
PRESSURE REGULATOR VALVE
Manual Valve:
SCAVENGE OUTLET
1
SECONDARY LINE
FLUID PRESSURE DIRECTED IN PREPARATION FOR A SHIFT
LINE
24
LUBE 2 26
25
TORQ SIGNAL
2-3 SHIFT SOL
BOOST VALVE
1-2 SHIFT SOL
23
LINE
1-2 Shift Valve:
1-2 solenoid fluid moves the 1-2 shift valve against spring force to allow PRN fluid from the manual valve to enter the low & reverse band apply circuit.
LINE
BALL CHECK
LINE
CONV FEED
CONV FEED TORQ SIGNAL
Low & reverse band apply fluid seats the ball check valve against the low & reverse band reduce circuit and enters the reverse band circuit.
TFP SWITCH
REV
REV
DRIVE
TORQ SIG
56B
EX 3RD CL
EX
EX
LINE
2-3 SOLENOID
LOW FEED
4 BD FD 4TH BD
DRIVE 2ND CL
5
4
36
Figure 54
2
EX
2
EX
1-2 SHIFT VALVE
EX
EX
4
LOW/REVERSE SERVO
1-2 SHIFT SOLENOID ON
1-2 SOL
5
20
EX
LOW & REV BAND REDUCE
#6
LOW & REV BAND APPLY LOW & REV BAND REDUCE
REV
COMPLETE HYDRAULIC CIRCUIT Page 82
LOW & REV BAND APPLY
REV BAND
LINE PRIMARY ACCUM
16
FILTERED ACTUATOR FD 1-2 SOLENOID
3RD CL
42
DRIVE
15
EX EX EX EX
1-2 / 3-4 ACC ACCM BOOST
9
2-3 SOLENOID
ACTUATOR FD
REV CL
EX
FILTER (917) LINE
8
2-3 SHIFT VALVE
2-3 ACCUM VALVE
30
10
EX
EX
TORQ SIGNAL
EX LOW LOW FEED
D21Y D21
EX
LINE
2-3 SHIFT SOLENOID OFF
PRN
D321
PRESSURE CONTROL SOLENOID
38
1-2 SOLENOID
ACTUATOR FD
PRN
ACT FD
FILTERED ACTUATOR FEED EX
EX
EX
28
EX
FILTER (338)
ACT FD LMT
SEC 2-3 ACCUM
REV
3-4 SHIFT VALVE
D21 COAST CL C CL FEED
EX
EX
LINE
3RD CL 4 BD FD D21Y CST CL FD
LINE
1
11
33
EX
PRN
PRND4
D321
MANUAL VALVE LOW D21
TCC FD LIMIT
EX
EX
TCC FD LIMIT
EX
EX
29
CC FD LIMIT
TORQ SIGNAL
TCC SOL
CONV CL CONTROL
P
PRND43
TCC CONTROL
35
1 2 3D NR 3RD CL
CONV RELEASE EX
27
EX
LINE
Reverse band fluid enters the low/reverse servo to apply the low/reverse band.
TO COOLER CONV APPLY REG APPLY
Low/Reverse Servo:
DRIVE
CONV FEED
5
LINE
#6 Ball Check Valve:
DRIVE
4
3
57
REVERSE 1 POWER FROM TORQUE CONVERTER (1)
2 REVERSE CLUTCH APPLIED
4 3 REACTION REACTION SUN GEAR AND SHELL CARRIER ASSEMBLY ASSEMBLY (623) (620) HELD DRIVING
5 REACTION INTERNAL GEAR (708) DRIVEN
REVERSE 4b FORWARD AND COAST CLUTCH HOUSING (801) HELD
4a LOW/REVERSE BAND (13) APPLIED
6 POWER TO FINAL DRIVE ASSEMBLY (100-119)
1-2 SHIFT SOL
2-3 SHIFT SOL
ON
OFF
2ND CLUTCH
2ND SPRAG
REVERSE CLUTCH
3RD CLUTCH
4TH BAND
FORWARD FORWARD SPRAG CLUTCH
APPLIED
COAST CLUTCH
LOW/REV. BAND
LOW ROLLER
APPLIED
In Reverse (R), torque from the engine is multiplied through the torque converter (1), the transmission gear train, the final drive assembly and the output shaft (57) thereby sending power to the vehicle’s drive axles. The planetary gear sets operate in reduction and in a reverse direction of the input torque. The gear ratio for Reverse gear range is 2.13:1. • When the gear selector lever is moved into the Reverse (R) gear range, the parking lock pawl (22) disengages from the parking lock gear (833) allowing the final drive sun gear shaft (722) to rotate. • The manual shaft (16), detent lever (17) and manual valve (916) are also moved into the Reverse gear position in order to channel the transmission fluid. 1
Power from Torque Converter
The driven sprocket (415) is splined to the input shaft and 3rd clutch housing assembly (604) and forces the housing to rotate at driven sprocket speed. 2
Reverse Clutch Applied
The reverse clutch plates (511-514), splined to the input shaft and 3rd clutch housing (604), are applied and force the reverse clutch housing and race assembly (500) to rotate. 3 REACTION INTERNAL GEAR (708) DRIVEN
REACTION CARRIER REACTION ASSEMBLY SUN GEAR AND SHELL (623) ASSEMBLY HELD (620) DRIVING
INPUT CARRIER ASSEMBLY (700)
FINAL DRIVE SUN GEAR SHAFT (722)
Reaction Sun Gear and Shell Driving
The reaction sun gear and shell assembly (620) is tanged to the reverse clutch housing (800) and rotates in the same direction and speed as the input shaft and 3rd clutch housing (604). This drives the reaction carrier planetary pinions. 4
Reaction Carrier Assembly Held 4a Low/Reverse Band Applied
The low/reverse band (13) is applied and prevents the forward and coast clutch housing (801) from rotating. 4b Forward and Coast Clutch Housing Held
The forward and coast clutch housing (801) is tanged to one end of the reaction carrier shell (633), which in turn is tanged to the reaction carrier assembly (623). This prevents the reaction carrier from rotating. Since the reverse clutch is driving the reaction sun gear and shell assembly (620) while the reaction carrier (623) is held, the reaction carrier planet pinion gears (625) are forced to rotate opposite of engine direction.
REVERSE CLUTCH APPLIED
DRIVEN SPROCKET (415)
5
REACTION CARRIER SHELL (633) HELD
FORWARD AND COAST CLUTCH HOUSING (801) HELD
LOW/REVERSE BAND (13) APPLIED
FINAL DRIVE SUN GEAR (121)
The reaction carrier planet pinion gears (625) force the reaction internal gear (708) and input carrier (700) to rotate opposite engine rotation.
FINAL DRIVE INTERNAL GEAR (120) (SPLINED TO CASE)
6
Power to Final Drive Assembly
The input carrier assembly (700), connected to the final drive sun gear (121) through the final drive sun gear shaft (722), forces the final drive sun gear shaft and sun gear to rotate opposite of engine rotation. Torque transfers through the final drive sun gear to the final drive planet pinion gears (103). FINAL DRIVE ASSEMBLY (100-119)
OUTPUT SHAFT (57)
LOW/REVERSE SERVO ASSEMBLY (928-934) APPLIED
58
Reaction Internal Gear Driven
Figure 55
The final drive planet pinion gears (103) rotate inside the final drive internal gear (120), which is held stationary by the case, and transfers torque to the final drive differential gears (112 and 118). The output shaft (57), splined into the differential side gear (118), provides the torque to the left hand drive axle while the right differential side gear (112) transfers torque to the right hand drive axle.
58A
REVERSE
REVERSE LOW ROLLER
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.
REV CL
Reverse fluid at the pressure regulator 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 pressure regulator boost valve also helps determine line pressure in Reverse depending on throttle position and other PCM input signals.
LUBE 2 26
25
BALL CHECK
LINE
REV
LINE
CONV FEED
LINE
TORQ SIGNAL
TFP SWITCH
Reverse fluid unseats the #4 ball check valve, allowing reverse clutch fluid to pass unobstructed to the reverse accumulator and the reverse clutch.
1a
2a
LINE
REV
EX
LOW D21
EX
TORQ SIGNAL
EX
2d #4 Ball Check Valve:
REV
MANUAL VALVE
PRESSURE CONTROL SOLENOID
LINE
Reverse fluid is also routed to the 1-2 shift valve where it stops and is non-functional at this time.
D321
2c 1-2 Shift Valve:
REV
DRIVE
PRN
ACTUATOR FD
1c
REV
ACT FD
P
EX
EX
EX
28
1 2 3 DNR
FILTERED ACTUATOR FEED
PRND4
FILTER (338)
ACT FD LMT
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.
DRIVE
TORQ SIGNAL
LINE
LINE
EX
EX
Reverse fluid seats the #7 ball check valve, forcing reverse fluid through orifice #12 into the reverse clutch fluid circuit.
LINE
17
2-3 SHIFT SOLENOID OFF
LINE
D21Y
10
8
9
1-2 SOLENOID
D321
PRN
REV CL
EX
Reverse clutch fluid is also sent to the reverse accumulator assembly. Reverse clutch fluid moves the reverse accumulator piston against spring force and primary accumulator fluid pressure to cushion the apply of the reverse clutch.
42
REV CL
3RD CL
PRIM ACC
EX EX
30
3-4 SHIFT VALVE
6
12
1-2 / 3-4 ACC ACCM BOOST
3 REVERSE CLUTCH ACCUMULATION 3a Reverse Accumulator:
11
#7
EX EX
REV CL
3b
REV
REV ORIFICE BYPASS VALVE
TORQ SIG
SEC 2-3 ACCUM
39
2b
ACTUATOR FD
3RD CL 4 BD FD D21Y CST CL FD
LINE
Reverse clutch fluid enters the reverse clutch and moves the piston against spring force to apply the reverse clutch plates.
REV
FILTER (917)
38
D21 COAST CL C CL FEED
33
D21
EX
2-3 ACCUM VALVE
2e Reverse Clutch:
DRIVE
REV
EX
EX
2-3 SHIFT VALVE
2-3 SOLENOID
3b 1-2/3-4 Accumulator Valve:
16
REV CL
Primary accumulator fluid is forced back through its circuit to the 1-2/3-4 accumulator valve where it exhausts at a controlled rate.
FILTERED ACTUATOR FD
FWD CL
FWD ACCUMULATOR
1-2 SHIFT SOLENOID ON
5
4
36
1-2 SHIFT VALVE
EX
3a
LOW/REVERSE SERVO
REV BAND
EX
20
PRN
LOW & REV BAND REDUCE
#6
2d
LOW & REV BAND APPLY LOW & REV BAND REDUCE
2-3 SOLENOID
1-2 SOLENOID LOW & REV BAND APPLY
LOW FEED
REV CL
1-2 SOL
REVERSE ACCUMULATOR
22
EX
REV CL
15
#4
58B
24
LINE
2b #7 Ball Check Valve:
COMPLETE HYDRAULIC CIRCUIT Page 84
1b
23
Reverse fluid moves the valve against spring force to allow a quick feed of reverse fluid into the reverse clutch circuit through orifice #17, in addition to orifice #6.
Reverse clutch fluid passes through orifice #20 into the reverse band circuit where it assists in holding the reverse band.
REV
LINE
2 REVERSE CLUTCH APPLIES 2a Reverse Orifice Bypass Valve:
2f Low/Reverse Servo:
EX
2e
REV CL
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.
TORQ SIGNAL
MAIN PUMP SUCTION
1b Pressure Regulator and Boost Valves:
1c Transmission Fluid Pressure (TFP) Manual Valve Position Switch:
37
TORQ SIGNAL
LINE (From Primary Pump)
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.
BOOST VALVE
REVERSE CLUTCH ASSEMBLY
PRESSURE REGULATOR VALVE
APPLIED
PRND43
APPLIED
LOW/REV. BAND
EX 3RD CL
COAST CLUTCH
EX
FORWARD FORWARD SPRAG CLUTCH
2f
2c
EX
4TH BAND
2
EX
3RD CLUTCH
EX LOW LOW FEED
REVERSE CLUTCH
4 BD FD 4TH BD
OFF
2ND SPRAG
DRIVE 2ND CL
ON
2ND CLUTCH
SECONDARY LINE (From Secondary Pump)
2-3 SHIFT SOL
DRIVE
1-2 SHIFT SOL
REV
PRIMARY ACCUM
Figure 56
59
1 POWER FROM TORQUE CONVERTER (1)
1a INPUT SUN GEAR (631) DRIVING
NEUTRAL
NEUTRAL
(Engine Running)
(Engine Running)
1b INPUT CARRIER ASSEMBLY (700) *HELD
1c INPUT CARRIER PINONS ROTATE
1d INPUT INTERNAL GEAR AND HUB ROTATES (POWER TERMINATES)
2a LOW/REVERSE BAND (13) APPLIED
1-2 SHIFT SOL
2-3 SHIFT SOL
ON
OFF
2ND CLUTCH
2ND SPRAG
REVERSE CLUTCH
3RD CLUTCH
4TH BAND
FORWARD FORWARD SPRAG CLUTCH
COAST CLUTCH
LOW/REV. BAND
LOW ROLLER
APPLIED
When the gear selector lever is placed in the Neutral (N) position, the mechanical power flow through the transmission is similar to Park gear range. The primary difference is that the parking pawl (22) is not engaged with the parking gear (833), which allows the final drive sun gear shaft (722) to rotate freely in either direction. Assuming that the vehicle is on level ground, the weight of the vehicle (transferred through the drive axles) holds the final drive sun gear shaft. Under these conditions, power flow through the transmission is the same as in Park. • The manual shaft (16), detent lever (17) and manual valve (916) are moved into the Neutral (N) range position. 1
Power from Torque Converter
Power from the torque converter turbine transfers to the driven sprocket (415) which is splined to the input shaft and 3rd clutch housing (604). 1a Input Sun Gear Driving
Power continues from the input shaft and 3rd clutch housing (604) through the input sun gear shaft to the input sun gear (631), which then drives the input planetary pinions. 1b Input Carrier Assembly Held
INPUT SHAFT AND 3RD CLUTCH HOUSING (604) DRIVING
REACTION CARRIER ASSEMBLY (623) HELD
REACTION INTERNAL GEAR (708) INPUT *HELD SUN GEAR (631)
INPUT CARRIER ASSEMBLY (700) *HELD
FINAL DRIVE SUN GEAR SHAFT (722) *HELD
The input planetary carrier (700) is held stationary by the final drive sun gear shaft (722) being held by the weight of the vehicle. This forces the input planetary pinions (702) to rotate the opposite direction of the input sun gear (631). 1c Input Carrier Pinions Rotate
The input planetary pinions (702) rotate and force the input internal gear (708) and forward clutch sprag inner race (725) to rotate. 1d Input Internal Gear Rotates/Powerflow Terminates
The input internal gear (708) is splined to the coast clutch hub (719) but, the coast clutch is not applied so powerflow is terminated. INPUT PLANET PINION GEARS (702)
DRIVEN SPROCKET (415)
INPUT INTERNAL INPUT GEAR INTERNAL (708) GEAR FLANGE (725)
FORWARD SPRAG OUTER RACE (721)
COAST CLUTCH HUB (719)
LOW/REVERSE BAND (13) APPLIED
REACTION CARRIER SHELL (633) HELD
PARKING LOCK GEAR (833) *HELD
FINAL DRIVE SUN GEAR (121) *HELD
2
Preparation for a Shift (Forward or Reverse) 2a Low/Reverse Band Applied
The low/reverse band (13) is applied and holds the forward and coast clutch housing (801). The forward and coast clutch housing is tanged to one end of the reaction carrier shell (633). The other end of the reaction carrier shell is tanged to the reaction carrier assembly (623) and prevents the carrier from rotating.
NOTE: Whenever adjustments or repairs are being performed and the gear selector lever is in Neutral, it is important that the vehicle’s parking brake is applied and the wheels are blocked. A slight incline will cause the vehicle to roll either forward or backwards potentially causing injury or damage.
PARKING LOCK PAWL (22) DISENGAGED
FORWARD CLUTCH SPRAG ASSEMBLY (716) OVERRUNNING
FORWARD AND COAST CLUTCH HOUSING (801) HELD
LOW/REVERSE SERVO ASSEMBLY (928-934) APPLIED
* HELD BY THE WEIGHT OF THE VEHICLE
60
Figure 57
60A
REVERSE CLUTCH ASSEMBLY
APPLIED
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:
REV CL
1 REVERSE CLUTCH RELEASES 1a Manual Valve:
37
TORQ SIGNAL
EX
MAIN PUMP SUCTION
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.
REV
1h
24
LUBE 2 26
25
LINE
1b
1b Reverse Clutch:
23
Reverse fluid exhausts from the reverse clutch piston and past the manual valve.
LINE LINE
BALL CHECK
LINE
REV CL
CONV FEED
TFP SWITCH
LINE
REV PRND43
D321
EX
DRIVE
LINE
LOW D21
1a
1d
LINE
REV
REV ORIFICE BYPASS VALVE
TORQ SIG
SEC 2-3 ACCUM
39
1c
ACTUATOR FD
11
EX EX
#7
1-2 / 3-4 ACC ACCM BOOST
17
REV CL
D21Y
10
8
9
1-2 SOLENOID
LINE
D21
2-3 SHIFT SOLENOID OFF
EX 3RD CL
D321
EX
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.
42
REV CL
3RD CL
PRIM ACC
EX EX
30
3-4 SHIFT VALVE
6
12
Reverse clutch fluid also exhausts from the reverse accumulator. Primary accumulator fluid moves the reverse accumulator piston into the release position in preparation for another application of the reverse clutch.
PRN
LINE
REV CL
REV
FILTER (917)
38
EX LOW LOW FEED
33
Reverse fluid exhausts from the pressure regulator boost valve, allowing line pressure to return to the normal operating range as in Park and Overdrive gear ranges.
EX
2-3 ACCUM VALVE
1h Pressure Regulator Boost Valve:
60B
MANUAL VALVE
TORQ SIGNAL
EX
The low/reverse servo remains applied but, the holding force is reduced by the exhaust of reverse clutch fluid pressure.
REV
DRIVE
PRESSURE CONTROL SOLENOID
1g Low/Reverse Servo:
COMPLETE HYDRAULIC CIRCUIT Page 86
1e
LINE
ACTUATOR FD
P
REV
ACT FD
1 2 3 DNR
FILTERED ACTUATOR FEED EX
EX
Reverse clutch fluid, exhausting from the reverse accumulator, seats the #4 ball check valve forcing the fluid to exhaust through orifice #22. This helps to control the release of the reverse clutch.
28
EX
1f #4 Ball Check Valve:
EX
FILTER (338)
ACT FD LMT
PRND4
EX
EX
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).
TORQ SIGNAL
LINE
1e Transmission Fluid Pressure (TFP) Manual Valve Position Switch:
DRIVE
Reverse fluid exhausts from the reverse orifice bypass valve, allowing spring force to close the valve.
DRIVE
REV
EX
EX
EX
2-3 SHIFT VALVE
2-3 SOLENOID 16
REV CL
FILTERED ACTUATOR FD 15
FWD CL
LOW FEED 4
36
1-2 SHIFT VALVE
1g
PRIMARY ACCUM
Figure 58
EX
FWD ACCUMULATOR
5
2
EX
2a
1-2 SHIFT LOW/REVERSE SOLENOID ON SERVO
REV BAND
EX
20
4 BD FD 4TH BD
LOW & REV BAND REDUCE
#6
1f
LOW & REV BAND APPLY LOW & REV BAND REDUCE
DRIVE 2ND CL
#4
1-2 SOLENOID LOW & REV BAND APPLY
EX
REV CL
1-2 SOL
REVERSE ACCUMULATOR
22
EX
REV CL
Note: In Park, Reverse and Neutral the shift solenoid valves 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.
LINE
TORQ SIGNAL
1d Reverse Orifice Bypass Valve:
2 SHIFT ACCUMULATION 2a Reverse Accumulator:
REV
1c #7 Ball Check Valve:
Reverse clutch fluid unseats the #7 ball check valve allowing a quick exhaust into the reverse fluid circuit. Reverse fluid then flows through orifice #6 and to the manual valve where it exhausts.
TORQ SIGNAL
LOW ROLLER
2-3 SOLENOID
LOW/REV. BAND
PRN
COAST CLUTCH
REV
FORWARD FORWARD SPRAG CLUTCH
3RD CL 4 BD FD D21Y CST CL FD
4TH BAND
PRN
3RD CLUTCH
D21 COAST CL C CL FEED
REVERSE CLUTCH
BOOST VALVE
OFF
2ND SPRAG
PRESSURE REGULATOR VALVE
ON
2ND CLUTCH
(Engine Running)
LINE (From Primary Pump)
2-3 SHIFT SOL
NEUTRAL SECONDARY LINE (From Secondary Pump)
1-2 SHIFT SOL
NEUTRAL (Engine Running)
REV
61
OVERDRIVE RANGE – FIRST GEAR 1 POWER FROM TORQUE CONVERTER (1)
2 INPUT SUN GEAR (631) DRIVING
4c REACTION CARRIER ASSEMBLY (623) HELD
OVERDRIVE RANGE – FIRST GEAR
4 5b 5a 5 3 4a 4b 6 FORWARD FORWARD FORWARD INPUT INPUT LOW/ LOW ROLLER POWER TO CLUTCH REVERSE CARRIER INTERNAL AND COAST CLUTCH CLUTCH FINAL DRIVE CLUTCH SPRAG APPLIED GEAR ASSEMBLY BAND ASSEMBLY ASSEMBLY HOUSING ASSEMBLY (708) (700) (13) (830) (100-119) (801) (716) HELD DRIVEN APPLIED HOLDING HELD HOLDING
1-2 SHIFT SOL
2-3 SHIFT SOL
ON
OFF
2ND CLUTCH
2ND SPRAG
REVERSE CLUTCH
3RD CLUTCH
4TH BAND
FORWARD FORWARD SPRAG CLUTCH
COAST CLUTCH
HOLDING APPLIED
LOW/REV. BAND
LOW ROLLER
APPLIED HOLDING
In Overdrive Range – First Gear D , torque from the engine is multiplied through the torque converter (1) and transmission gear sets to the drive axles. The planetary gear sets operate in reduction to achieve a first gear starting ratio of 2.96:1. • The manual shaft, detent lever and manual valve are moved into Overdrive – the D range position on the shift quadrant. 1
Power from Torque Converter
The driven sprocket (415) is splined to the input shaft and 3rd clutch housing assembly (604) and forces the input housing to rotate at driven sprocket speed. 2
Input Sun Gear Driving
Power continues from the input shaft and 3rd clutch housing (604) through the input sun gear shaft to the input sun gear (631), which then drives the input carrier planetary pinions. 3
Input Carrier Assembly Driven
The input sun gear (631), in constant mesh with the input carrier planet pinion gears, forces the input carrier assembly (700) to rotate in the same direction as engine rotation. 4
Forward and Coast Clutch Housing Held 4a Low/Reverse Band Applied
The low/reverse band (13) is applied and assists in preventing the forward and coast clutch housing (801) from rotating. INPUT SHAFT AND 3RD CLUTCH HOUSING (604) DRIVING
INPUT CARRIER ASSEMBLY (700) DRIVEN
INPUT SUN GEAR (631) DRIVING
4b Low Roller Clutch Assembly Holding
The low roller clutch assembly (830) is holding and is the main component that prevents the forward and coast clutch housing (801) from rotating.
FINAL DRIVE SUN GEAR SHAFT (722)
4c Reaction Carrier Assembly Held
The forward and coast clutch housing (801) is tanged to one end of the reaction carrier shell (633), which in turn is tanged to the reaction carrier assembly (623). This prevents the reaction carrier from rotating.
DRIVEN SPROCKET (415)
5
Input Internal Gear Held 5a Forward Clutch Applied
The forward clutch plates (816-819), splined to the forward and coast clutch housing (801) and the forward sprag outer race (721), hold the sprag outer race. 5b Forward Clutch Sprag Assembly Holding
With the sprag elements in the holding position, the forward clutch sprag inner race (725) and input internal gear (708) are also held.
FORWARD SPRAG INPUT OUTER RACE INTERNAL (721) GEAR INPUT HELD (708) INTERNAL HELD GEAR FLANGE (725) HELD
FORWARD CLUTCH SPRAG ASSEMBLY (716) HOLDING
62
6
FINAL DRIVE FINAL INTERNAL GEAR (120) LOW ROLLER DRIVE SUN (SPLINED TO CASE) CLUTCH GEAR LOW/REVERSE ASSEMBLY (121) FORWARD (830) BAND AND COAST HOLDING (13) CLUTCH APPLIED HOUSING (801) HELD
FINAL DRIVE ASSEMBLY (100-119) OUTPUT SHAFT (57) LOW/REVERSE SERVO ASSEMBLY (928-934) APPLIED
FORWARD CLUTCH APPLIED
Figure 59
FORWARD/COAST CLUTCH SUPPORT (822) (SPLINED TO CASE)
Power to Final Drive Assembly
The input carrier assembly (700), connected to the final drive sun gear (121) through the final drive sun gear shaft (722), forces the final drive sun gear shaft and sun gear to rotate. Torque transfers through the final drive sun gear to the final drive planet pinion gears (103). The final drive planet pinion gears (103) rotate inside the final drive internal gear (120), which is held stationary by the case, and transfers torque to the final drive differential gears (112, 116 and 118). The output shaft (57), splined into the left differential side gear (118), provides the torque to the left hand drive axle while the right differential side gear (112) transfers torque to the right hand drive axle.
When the differential and final drive carrier (110) rotates, the vehicle begins to move and first gear is achieved. As the speed of the vehicle increases, less torque is required to maintain a constant vehicle speed. In order to provide maximum powertrain efficiency, a lower input to output gear ratio is desirable. This lower gear ratio is automatically achieved when the transmission shifts into second gear.
62A
OVERDRIVE RANGE – FIRST GEAR
OVERDRIVE RANGE – FIRST GEAR 1-2 SHIFT SOL
2-3 SHIFT SOL
ON
OFF
2ND CLUTCH
2ND SPRAG
REVERSE CLUTCH
3RD CLUTCH
4TH BAND
FORWARD FORWARD SPRAG CLUTCH
COAST CLUTCH
HOLDING APPLIED
LOW/REV. BAND
LOW ROLLER
FORWARD AND COAST CLUTCH ASSEMBLY
APPLIED HOLDING
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. 1 MANUAL VALVE
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.
FORWARD CLUTCH
2d
2 FORWARD CLUTCH APPLIES 2a Forward Orifice Bypass Valve:
Drive fluid moves the valve against spring force to allow a quick feed of drive fluid into the forward clutch circuit through orifice #18, in addition to orifice #1. 2b #5 Ball Check Valve:
Drive fluid seats the #5 ball check valve, forcing drive fluid through orifice #1 into the forward clutch fluid circuit.
Forward clutch fluid unseats the #1 ball check valve, allowing forward clutch fluid to pass unobstructed to the forward accumulator and the forward clutch.
2e
1 2 3D NR
2d Forward Clutch:
P
Forward clutch 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.
D321
REV
#8
4a
LOW
D21
D21Y 10
8
9
EX
FWD CL
5b
DRIVE
REV (To Press Reg)
2-3 SOL
4c
REV CL
REV
EX
EX
2-3 SHIFT VALVE
2b
4c #6 Ball Check Valve:
EX LOW
2-3 SHIFT SOLENOID OFF
18
EX
1
EX 3RD CL
DRIVE
PRN
19
DRIVE
LINE
Low & reverse band reduce fluid seats the #6 ball check valve against the exhausting low & reverse band apply passage and enters the reverse band circuit to keep the low/reverse servo applied.
LOW
17
DRIVE
Low feed fluid is routed through orifice #4 to the 1-2 shift valve where it passes into the low & reverse band reduce circuit.
42
3-4 SHIFT VALVE
REV CL
#5
3RD CL
EX EX PRIM ACC
4b 1-2 Shift Valve:
6
12
REV CL
1-2 / 3-4 ACC ACCM BOOST 30
11
1-2 SOLENOID
EX EX
Drive fluid passes through orifice #19 into the low fluid circuit. Low fluid then seats the #8 ball check valve, routing low fluid through the 2-3 shift valve into the low feed fluid circuit.
REV ORIFICE BYPASS VALVE
D21 COAST CL C CL FEED
3b
4 LOW/REVERSE BAND APPLY 4a #8 Ball Check Valve:
FWD ORIFICE BYPASS VALVE
#7 FWD CL
LINE SEC 2-3 ACCUM
Primary accumulator fluid is forced back through its circuit to the 1-2/3-4 accumulator valve where it exhausts at a controlled rate.
DRIVE
ACTUATOR FD
38
TORQ SIG
EX
33
3b 1-2/3-4 Accumulator Valve:
REV
2a
TORQ SIGNAL FILTER (917)
2-3 ACCUM VALVE
EX
PRN
REV
3RD CL 4 BD FD D21Y CST CL FD
40
EX
Forward clutch fluid is also sent to the forward accumulator assembly. Forward clutch fluid moves the forward accumulator piston against spring force and primary accumulator fluid pressure to cushion the apply of the forward clutch.
REV
LINE(From Pump)
PRESSURE CONTROL SOLENOID EX
LINE
3 SHIFT ACCUMULATION 3a Forward Accumulator:
PRND4
D321
1
EX
ACT FD
PRND43
EX
EX
ACT FD
FILTERED ACTUATOR FEED
DRIVE
FILTER (338)
28
LOW D21
EX
EX
MANUAL VALVE
LINE
ACT FD LMT
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 .
16
LOW FD
FILT ACT FD LOW & REV BAND APPLY
LOW & REV BD AP
#6
5 FLUID PRESSURE DIRECTED IN PREPARATION FOR A SHIFT 5a 1-2 Shift Valve:
4b
FWD CL
2c
4 BD FD 4TH BD
DRIVE 2ND CL
5
4
36
1-2 SHIFT VALVE
EX
5b 2-3 Shift Valve:
FWD ACCUMULATOR
1-2 SOL
#1
1-2 SHIFT SOLENOID ON
EX
3a REV BAND
21
EX
20
2-3 SOLENOID
LOW & REV BAND REDUCE
PRN
REV CL
LOW & REV BD RE LOW FEED
Low & reverse band reduce fluid enters the low/reverse servo to assist spring force in opposing reverse band fluid pressure. This reduces the holding force of the low/reverse band.
1-2 SOLENOID
PRIMARY ACCUM
LOW/REVERSE SERVO
4d
5a
EX
REVERSE ACCUMULATOR
2
EX
REV CL
15
4d Low/Reverse Servo:
Drive fluid is also routed to the 2-3 shift valve in preparation for an upshift to third gear.
REV
DRIVE
2e Transmission Fluid Pressure (TFP) Manual Valve Position Switch:
Drive fluid is routed through orifice #5 to the 1-2 shift valve in preparation for an upshift to second gear.
REV
2c #1 Ball Check Valve:
FWD CL
LINE (From Pump)
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.
DRIVE
TFP SWITCH
REV
COMPLETE HYDRAULIC CIRCUIT Page 88
62B
Figure 60
63
OVERDRIVE RANGE – SECOND GEAR 1 POWER FROM TORQUE CONVERTER (1)
7a 2ND CLUTCH APPLIED
7b 9 2ND REACTION SPRAG INTERNAL GEAR CLUTCH (708) DRIVEN ASSEMBLY 7 (517) REACTION HOLDING SUN GEAR (631) HELD
OVERDRIVE RANGE – SECOND GEAR
4 6 5 3 8 10 2 FORWARD LOW ROLLER POWER TO FORWARD INPUT REACTION INPUT CLUTCH CLUTCH CLUTCH SPRAG CARRIER CARRIER FINAL DRIVE SUN ASSEMBLY ASSEMBLY ASSEMBLY ASSEMBLY GEAR ASSEMBLY APPLIED (716) (830) (700) (623) (100-119) (631) HOLDING OVERRUNNING DRIVEN DRIVING DRIVEN
1-2 SHIFT SOL
2-3 SHIFT SOL
OFF
OFF
2ND CLUTCH
2ND SPRAG
REVERSE CLUTCH
3RD CLUTCH
4TH BAND
APPLIED HOLDING
FORWARD FORWARD SPRAG CLUTCH
COAST CLUTCH
HOLDING APPLIED
LOW/REV. BAND
LOW ROLLER OVERRUN
As the speed of the vehicle increases, input signals from the vehicle speed sensor (VSS), throttle position (TP) sensor and other sensors are sent to the powertrain control module (PCM). The PCM uses this information to manage engine torque as the transmission shifts from first to second gear. In Overdrive Range – Second gear, the planetary gear sets continue to operate in reduction but at a gear ratio of 1.63:1. 1
Power from Torque Converter
The driven sprocket (415) is splined to the input shaft and 3rd clutch housing assembly (604) and forces the housing to rotate at driven sprocket speed. 2
Input Sun Gear Driving
Power continues from the input shaft and 3rd clutch housing (604) through the input sun gear shaft to the input sun gear (631), which then drives the input carrier planetary pinions. 3
Input Carrier Assembly Driven
The input sun gear (631), in constant mesh with the input carrier planet pinion gears, forces the input carrier assembly (700) to rotate in the same direction as engine rotation. 4
Forward Clutch Sprag Holding
The input internal gear (708), driven by the input carrier pinion gears, forces the forward clutch sprag elements to lock and drive the forward sprag outer race (721). REACTION
INPUT SHAFT AND 3RD CLUTCH HOUSING (604) DRIVING
REVERSE CLUTCH TRANSMISSION HOUSING CASE 2ND AND RACE (6) SPRAG ASSEMBLY DRIVEN CLUTCH (500) SPROCKET ASSEMBLY HELD SUPPORT (517) (418) HOLDING BOLTED TO CASE
INTERNAL REACTION GEAR CARRIER (708) ASSEMBLY INPUT DRIVEN SUN (623) GEAR DRIVEN (631) DRIVING
REACTION SUN GEAR AND SHELL ASSEMBLY (620) HELD
INPUT CARRIER ASSEMBLY (700) DRIVEN
5
Forward Clutch Applied
The forward clutch plates (816-819), splined to the forward sprag outer race (721) and the forward and coast clutch housing (801), hold the sprag outer race which routes engine torque through the forward and coast clutch housing. 6
Low Roller Clutch Assembly Overrunning
The low roller clutch assembly (830) overruns allowing the forward and coast clutch housing (801) to rotate. FINAL DRIVE SUN GEAR SHAFT (722) DRIVEN
DRIVEN SPROCKET (415)
7
Reaction Sun Gear Held 7a 2nd Clutch Applied
The 2nd clutch plates (431-435), splined to the 2nd sprag clutch outer race (516) and the transmission case (6), hold the sprag outer race. 7b 2nd Sprag Clutch Assembly Holding
The 2nd sprag clutch holds the sprag inner race which is part of the reverse clutch housing. The reverse clutch housing and race assembly (500) is tanged to the reaction sun gear and shell assembly (620). This prevents the reaction sun gear from rotating. 2ND CLUTCH APPLIED
FORWARD SPRAG OUTER RACE INPUT (721) INTERNAL GEAR INPUT (708) INTERNAL GEAR FLANGE (725)
FORWARD CLUTCH SPRAG ASSEMBLY (716) HOLDING
64
REACTION CARRIER SHELL (633)
FORWARD AND COAST CLUTCH HOUSING (801)
LOW ROLLER CLUTCH ASSEMBLY (830) OVERRUNNING
FINAL DRIVE SUN GEAR (121)
8
Reaction Carrier Assembly Driven
The reaction carrier assembly (623), driven by the forward and coast clutch housing (801) through the reaction carrier shell (633), is forced to rotate around the stationary reaction sun gear and shell assembly (620). 9
Reaction Internal Gear Driven
The reaction carrier pinion gears (625), in constant mesh with the reaction internal gear/input carrier assembly (700), force the reaction internal gear/input carrier assembly to rotate. 10 Power to Final Drive Assembly
The reaction internal gear/input carrier assembly (700), splined to the final drive sun gear shaft (722), drives the final drive sun gear (121). Final drive is achieved.
FORWARD CLUTCH APPLIED
Figure 61
FORWARD/COAST CLUTCH SUPPORT (822) (SPLINED TO CASE)
NOTE: To minimize the amount of repetitive text, the remaining description of mechanical power flow from the final drive sun gear (121) to the drive axles is omitted as it is identical to first gear. All of the following forward gear ranges also have the same description of final drive powerflow as first gear. As the speed of the vehicle increases, less torque multiplication is required to move the vehicle efficiently thus making it desirable to shift the transmission to a lower gear ratio, or third gear.
64A
OVERDRIVE RANGE – SECOND GEAR
OVERDRIVE RANGE – SECOND GEAR 1-2 SHIFT SOL
2-3 SHIFT SOL
OFF
OFF
2ND CLUTCH
2ND SPRAG
REVERSE CLUTCH
3RD CLUTCH
4TH BAND
APPLIED HOLDING
FORWARD FORWARD SPRAG CLUTCH
COAST CLUTCH
HOLDING APPLIED
LOW/REV. BAND
LOW ROLLER
FORWARD AND COAST CLUTCH ASSEMBLY
2ND CLUTCH ASSEMBLY
OVERRUN
As vehicle speed increases, the powertrain control module (PCM) receives input signals from various engine and transmission sensors. The PCM uses this data 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.
FORWARD CLUTCH
1 SECOND CLUTCH APPLIES 1a 1-2 Shift Solenoid (SS) Valve:
The 1-2 SS valve is de-energized, allowing 1-2 solenoid fluid through the open solenoid.
2ND CL
Note: Filtered actuator feed fluid continues to feed the 1-2 solenoid fluid circuit through orifice #15. However, the exhaust port through the solenoid is larger than orifice #15 to prevent a pressure increase in the 1-2 solenoid fluid circuit.
TFP SWITCH
1b 1-2 Shift Valve:
2nd clutch fluid is routed to the 2nd clutch piston to apply the 2nd clutch plates and obtain a Second gear ratio through the transmission gear sets.
REV
P REV
EX 3RD CL
EX LOW
D21
EX
8
9
EX
DRIVE
EX EX
2-3 SHIFT VALVE
1
3RD CL
42
PRIM ACC
DRIVE 18
2-3 SOL 16
LOW FD
FILT ACT FD 15
4
36
2-3 SOLENOID
5
PRN
1b
4 BD FD 4TH BD
1-2 SHIFT SOLENOID OFF
DRIVE
1a
LOW FEED
1-2 SOLENOID
LINE
1-2 SOL
2ND CL
EX EX
30
10
EX
#5
1-2 / 3-4 ACC ACCM BOOST
3 LOW/REVERSE SERVO RELEASES 3a 1-2 Shift Valve:
D21Y
DRIVE
EX EX
2c
2-3 SHIFT SOLENOID OFF FWD CL
TORQ SIG
SEC 2-3 ACCUM
REV
D321
ACTUATOR FD
38
LINE
Primary accumulator fluid is routed back to the 1-2/3-4 accumulator valve. Orificed primary accumulator fluid pressure regulates the accumulator valve against torque signal fluid pressure. This allows excess primary accumulator fluid to exhaust and provides additional control for the second clutch apply.
3-4 SHIFT VALVE
19
EX
2c 1-2/3-4 Accumulator Valve:
#8
1-2 SOLENOID
EX EX
33
11
FWD ORIFICE BYPASS VALVE
TORQ SIGNAL FILTER (917)
2-3 ACCUM VALVE
PRN
LOW
EX
DRIVE
LINE
1-2 accumulator fluid, forced out of the 1-2 accumulator when 2nd clutch fluid pressure moves the 1-2 accumulator piston, unseats the #2 ball check valve and enters the primary accumulator fluid circuit.
PRESSURE CONTROL SOLENOID
40
PRND4
D321
LINE(From Pump)
3RD CL 4 BD FD D21Y CST CL FD
ACT FD
D21 COAST CL C CL FEED
ACT FD
FILTERED ACTUATOR FEED EX
EX
EX
28
PRND43
FILTER (338)
ACT FD LMT
DRIVE
LOW D21
LINE
EX
EX
MANUAL VALVE
2b #2 Ball Check Valve:
Low feed fluid is blocked and low & reverse band reduce fluid is opened to an exhaust port at the 1-2 shift valve. This allows reverse band fluid to exhaust from the low/reverse servo, thus releasing the low/reverse band.
1 2 3D NR
DRIVE
2ND CL
2nd clutch fluid is also sent to the 1-2 accumulator assembly. 2nd clutch fluid pressure, together with 1-2 accumulator inner spring assembly force, moves the 1-2 accumulator piston against 1-2 accumulator spring force and 1-2 accumulator fluid pressure to cushion the apply of the 2nd clutch.
FWD CL
LINE (From Pump)
1c Second Clutch:
2 SHIFT ACCUMULATION 2a 1-2 Accumulator:
DRIVE
1c
With 1-2 solenoid fluid pressure exhausted, 1-2 shift valve spring force moves the 1-2 shift valve into the upshifted position. Drive fluid is routed through the 1-2 shift valve and into the 2nd clutch fluid circuit.
REV CL
REV CL
2ND CL
#2
2
REV
EX
2ND CL
REVERSE ACCUMULATOR
FWD CL
14
2ND CL
EX
2ND CL 1-2 ACCUM
EX
1-2 SHIFT VALVE
LOW & REV BAND APPLY LOW & REV BAND REDUCE
#6 EX
20
3a
2b 1-2 ACCUMULATOR
#1 FWD CL
COMPLETE HYDRAULIC CIRCUIT Page 90
64B
2a
FWD ACCUMULATOR
PRIMARY ACCUM
REV BAND
21
3 LOW/REVERSE SERVO
Figure 62
65
OVERDRIVE RANGE – THIRD GEAR 1 POWER FROM TORQUE CONVERTER (1)
6 2ND CLUTCH APPLIED
OVERDRIVE RANGE – THIRD GEAR
6a 4 3 3c 5 3a 2 3b 3d 2ND INPUT INPUT FORWARD 3RD INPUT FORWARD LOW ROLLER POWER TO SPRAG CARRIER INTERNAL CLUTCH CLUTCH SPRAG FINAL DRIVE CLUTCH SUN CLUTCH CLUTCH ASSEMBLY GEAR ASSEMBLY ASSEMBLY ASSEMBLY APPLIED GEAR APPLIED ASSEMBLY (700) (708) (716) (100-119) (631) (830) (517) DRIVEN DRIVING HOLDING DRIVING OVERRUNNING OVERRUNNING
1-2 SHIFT SOL
2-3 SHIFT SOL
OFF
ON
2ND CLUTCH
2ND SPRAG
APPLIED OVERRUN
REVERSE CLUTCH
3RD CLUTCH
4TH BAND
APPLIED
FORWARD FORWARD SPRAG CLUTCH HOLDING APPLIED
COAST CLUTCH
LOW/REV. BAND
LOW ROLLER OVERRUN
As the speed of the vehicle increases, input signals from the vehicle speed sensor (VSS), throttle position (TP) sensor and other sensors are sent to the powertrain control module (PCM). The PCM uses this information to manage engine torque as the transmission shifts from second to third gear. In Overdrive Range – Third gear, both planetary gear sets rotate at the same speed providing a 1:1 direct drive gear ratio to the final drive assembly (100-119). 1
Power from Torque Converter
The driven sprocket (415) is splined to the input shaft and 3rd clutch housing assembly (604) and forces the housing to rotate at driven sprocket speed. 2
Input Sun Gear Driving
Power continues from the input shaft and 3rd clutch housing (604) through the input sun gear shaft to the input sun gear (631), which then drives the input carrier planetary pinions. 3
REACTION SUN GEAR AND SHELL ASSEMBLY (620)
REACTION CARRIER ASSEMBLY (623)
INPUT SHAFT AND 3RD CLUTCH HOUSING 3RD (604) CLUTCH DRIVING HUB (617)
TRANSMISSION CASE 2ND (6) SPRAG DRIVEN CLUTCH SPROCKET ASSEMBLY SUPPORT (517) (418) OVERRUNNING BOLTED TO CASE
INPUT SUN GEAR (631) DRIVING
The 3rd clutch plates (610-613) are applied and transfer input shaft and 3rd clutch housing assembly (604) rotation and speed to the forward and coast clutch housing (801) through the 3rd clutch hub (617), the reaction carrier assembly (623), and the reaction carrier shell (633).
INPUT CARRIER ASSEMBLY FINAL DRIVE SUN GEAR (700) SHAFT DRIVEN (722) DRIVEN
3b Forward Clutch Applied
The forward clutch plates (816-819), splined to the forward sprag outer race (721) and the forward and coast clutch housing (801), transfer torque to the input internal gear (708) through the forward sprag elements. 3c Forward Clutch Sprag Holding
The forward sprag outer race (721), driven by the forward and coast clutch housing, forces the forward clutch sprag elements to lock and drive the input internal gear (708). 3d Low Roller Clutch Overrunning
The low roller clutch assembly (830) overruns allowing the forward and coast clutch housing (801) to rotate.
DRIVEN SPROCKET (415)
4
2ND CLUTCH APPLIED
FORWARD CLUTCH SPRAG ASSEMBLY (716) HOLDING
66
REACTION CARRIER SHELL (633)
FORWARD AND COAST CLUTCH HOUSING (801)
LOW ROLLER CLUTCH ASSEMBLY (830) OVERRUNNING
Input Carrier Assembly Driven
With the input internal gear (708) and the input sun gear (631) rotating in the same direction and speed, the input carrier planetary pinion gears act as wedges and force the input carrier to rotate in the same direction and speed. When this event occurs the gear sets are operating in direct drive.
3RD CLUTCH APPLIED
FORWARD SPRAG OUTER RACE INPUT (721) INTERNAL INPUT GEAR (708) INTERNAL DRIVING GEAR FLANGE (725)
Input Internal Gear Driving 3a 3rd Clutch Applied
5
FINAL DRIVE SUN GEAR (121)
Power to Final Drive Assembly
The reaction internal gear/input carrier assembly (700), splined to the final drive sun gear shaft (722), drives the final drive sun gear (121). Final drive is achieved. 6
2nd Clutch Applied
The 2nd clutch plates (431-435), splined to the 2nd sprag clutch outer race (516) and the transmission case (6), hold the sprag outer race. 6a 2nd Sprag Clutch Overrunning
Because the reverse clutch housing and race assembly (500) is driven by the reaction sun gear and shell assembly (620), the 2nd sprag clutch assembly (517) overruns and does not affect power flow.
FORWARD CLUTCH APPLIED
Figure 63
FORWARD/COAST CLUTCH SUPPORT (822) (SPLINED TO CASE)
As vehicle speed increases, less torque multiplication is required to operate the engine efficiently thus making it desirable to shift the transmission into an overdrive gear ratio, or fourth gear.
66A
OVERDRIVE RANGE – THIRD GEAR
OVERDRIVE RANGE – THIRD GEAR LOW ROLLER
2ND CLUTCH ASSEMBLY
OVERRUN
3RD CLUTCH ASSEMBLY
As vehicle speed increases, the PCM receives input signals from various engine and transmission sensors. The PCM uses this data 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 solenoid fluid from exhausting at the 2-3 SS valve, thereby increasing 2-3 solenoid fluid pressure.
1e
2-3 solenoid fluid pressure overcomes 2-3 shift valve spring force and moves the 2-3 shift valve to the upshifted position.
3RD CL
1 3RD CLUTCH APPLIES 1a 2-3 Shift Solenoid (SS) Valve Energized: 2ND CL
1b 2-3 Shift Valve:
FORWARD CLUTCH
3RD CL
TCC SOL
3RD CL FILTERED ACTUATOR FEED
ACT FD
3RD CL
LINE
2c
40
FWD ORIFICE BYPASS VALVE 19
EX
PRN
#8
3-4 SHIFT VALVE
TORQ SIGNAL
EX
11
D321
1-2 SOLENOID
2-3 accumulator fluid, forced out of the 2-3 accumulator when orificed 3rd clutch fluid pressure moves the 2-3 accumulator piston, unseats the #10 ball check valve and enters the secondary 2-3 accumulator fluid circuit.
4
LOW
PRESSURE CONTROL SOLENOID EX
2b # 10 Ball Check Valve:
REV LINE(From Pump)
REV
LOW D21
MANUAL VALVE
EX
ACT FD
REV
DRIVE
4 BD FD D21Y CST CL FD
EX
28
P
3a
FILTER (338)
ACT FD LMT
EX
1 2 3D NR
LINE
EX
EX
2ND CL
EX
PRND4
CONV CL CONTROL
➤
3rd clutch fluid is also sent to the 2-3 accumulator assembly. 3rd clutch fluid pressure, together with 2-3 accumulator piston cushion spring force, moves the 2-3 accumulator piston against 2-3 accumulator piston spring force and 2-3 accumulator fluid pressure to cushion the apply of the 3rd clutch.
43 10
8
9
D21 COAST CL C CL FEED
D21Y
EX
2-3 SHIFT VALVE DRIVE 18
3RD CL
1b
16
#11
FILT ACT FD
LOW FD
31
3
15
ORIFICED 3RD CL
1-2 SOLENOID
#10
5
2a
32
2-3 ACCUM
2-3 ACCUMULATOR
2
2ND CL LOW & REV BAND REDUCE
FWD CL
36
LOW & REV BD APPLY
REVERSE ACCUMULATOR 1-2 ACCUM
#2 14
4
1-2 SHIFT VALVE
2ND CL
3rd clutch fluid is also directed to the TCC solenoid valve. Figure 64 shows the TCC solenoid valve de-energized, thereby blocking 3rd clutch fluid from entering the TCC control circuit at the solenoid. This keeps the torque converter clutch in the released position under normal operating conditions (see page 50 in the Electrical Components section for more information).
PRN
1-2 SHIFT SOLENOID OFF
REV
2b
4 BD FD 4TH BD
1c
LOW FD
LINE
EX
42
2-3 SOL
EX
3RD CL
2-3 SOL
1
DRIVE
EX EX
30
1a
EX
FWD CL
TRQ SIG
EX EX
#5
1-2 / 3-4 ACC ACCM BOOST
PRIM ACC
SEC 2-3 ACCUM
2d
2ND CL
2d Accumulator Boost Valve:
ACT FD
EX 3RD CL
LINE
Secondary 2-3 accumulator fluid is routed back to the 2-3 accumulator valve. Orificed secondary 2-3 accumulator fluid pressure regulates the 2-3 accumulator valve against torque signal fluid pressure. This allows excess secondary 2-3 accumulator fluid to exhaust and provides additional control for the third clutch apply.
3RD CL 2-3 SHIFT SOLENOID ON
D21
38
FWD CL
FILTER (917)
REV CL
2ND CL
33
EX
2-3 ACCUM VALVE
2c 2-3 Accumulator Valve:
3 TORQUE CONVERTER CLUTCH RELEASED 3a TCC Solenoid Valve:
DRIVE
EX 35
3rd clutch fluid is routed to the 3rd clutch piston to apply the 3rd clutch plates and obtain a Third gear ratio through the transmission gear sets.
3rd clutch fluid is also routed to the accumulator boost valve. 3rd clutch fluid pressure, together with torque signal fluid pressure, moves the accumulator boost valve and the 1-2/3-4 accumulator valve against orificed primary accumulator fluid pressure to increase the amount of line pressure fed into the primary accumulator circuit.
TCC CONTROL
EX
TCC FD LIMIT
1e 3rd Clutch:
EX
EX
Orificed 3rd clutch fluid moves the 3rd clutch exhaust valve against 3rd clutch exhaust valve spring force and enters the 3rd clutch circuit.
FWD CL
1d 3rd Clutch Exhaust Valve:
LINE (From Pump)
ORIFICED 3RD CL
3RD CL EX
1d
TO COOLER CONV APPLY REG APPLY
3rd clutch fluid seats the #11 ball check valve, flows through orifice #31 and enters the orificed 3rd clutch circuit.
TFP SWITCH
CONV RELEASE
1c #11 Ball Check Valve:
PRND43
Drive fluid is routed through the 2-3 shift valve and enters the 3rd clutch circuit.
2 SHIFT ACCUMULATION 2a 2-3 Accumulator:
FORWARD AND COAST CLUTCH ASSEMBLY
EX LOW
HOLDING APPLIED
LOW/REV. BAND
DRIVE
COAST CLUTCH
EX
APPLIED
FORWARD FORWARD SPRAG CLUTCH
D321
4TH BAND
DRIVE
APPLIED OVERRUN
3RD CLUTCH
1-2 SOL
REVERSE CLUTCH
EX
ON
2ND SPRAG
EX
OFF
2ND CLUTCH
DRIVE
2-3 SHIFT SOL
DRIVE
1-2 SHIFT SOL
4 PREPARATION FOR SHIFT TO FOURTH GEAR:
3rd clutch fluid is also routed through orifice #11 to the 3-4 shift valve in preparation for a shift to 4th gear. COMPLETE HYDRAULIC CIRCUIT Page 92
66B
1-2 ACCUMULATOR
PRIMARY ACCUM
21
#1
FWD CL
FWD ACCUMULATOR
PRIMARY ACCUM
Figure 64
67
OVERDRIVE RANGE – FOURTH GEAR 1 2b POWER FROM 2ND TORQUE CLUTCH CONVERTER APPLIED (1)
2a 3 4TH 3RD BAND CLUTCH (523) APPLIED APPLIED
5 4 2 6 8 REACTION REACTION REACTION FORWARD FORWARD SUN GEAR CARRIER INTERNAL CLUTCH CLUTCH SPRAG GEAR AND SHELL ASSEMBLY APPLIED ASSEMBLY (708) (623) ASSEMBLY (716) DRIVEN DRIVING (620) OVERRUNNING HELD
OVERDIVE RANGE – FOURTH GEAR 9 7 LOW ROLLER POWER TO FINAL DRIVE CLUTCH ASSEMBLY ASSEMBLY (100-119) (830) OVERRUNNING
1-2 SHIFT SOL
2-3 SHIFT SOL
2ND CLUTCH
ON
ON
APPLIED
2ND SPRAG
REVERSE CLUTCH
3RD CLUTCH
4TH BAND
FORWARD FORWARD SPRAG CLUTCH
COAST CLUTCH
LOW/REV. BAND
APPLIED APPLIED OVERRUN APPLIED
LOW ROLLER OVERRUN
As the speed of the vehicle increases, input signals from the vehicle speed sensor (VSS), throttle position (TP) sensor and other sensors are sent to the powertrain control module (PCM). The PCM uses this information to manage engine torque as the transmission shifts from third to fourth gear. In Overdrive Range – Fourth gear, the planetary gear sets operate in overdrive at a gear ratio of 0.68:1. This allows the vehicle to maintain a given road speed with less engine output speed, maximizing engine performance and fuel economy. 1
Power from Torque Converter
The driven sprocket (415) is splined to the input shaft and 3rd clutch housing assembly (604) and forces the housing to rotate at driven sprocket speed. 2
Reaction Sun Gear and Shell Assembly Held 2a 4th Band Applied
The 4th band (523) applies and holds the reverse clutch housing and race assembly (500), which is also tanged to the reaction sun gear and shell assembly (620). 2b 2nd Clutch Applied/2nd Sprag Clutch Ineffective
The 2nd clutch plates (431-435), splined to the 2nd sprag clutch outer race (516) and the transmission case (6), hold the sprag outer race. Because the reverse clutch housing and race assembly (500) is held stationary by the 4th band (523), the 2nd sprag clutch assembly (517) is ineffective. 3
TRANSMISSION CASE (6) DRIVEN SPROCKET SUPPORT (418) BOLTED TO CASE
REVERSE CLUTCH HOUSING AND RACE ASSEMBLY (500) 4TH HELD INPUT SHAFT AND BAND 3RD CLUTCH (523) HOUSING APPLIED (604)
3RD CLUTCH HUB (617)
REACTION SUN GEAR AND SHELL ASSEMBLY (620) HELD
REACTION CARRIER ASSEMBLY (623) DRIVING
REACTION INTERNAL GEAR (708) DRIVEN
The 3rd clutch is applied and directs power flow through the input shaft and 3rd clutch housing (604) to the 3rd clutch hub (617). The 3rd clutch hub drives the reaction carrier assembly (623). 4
Reaction Carrier Assembly Driving
The reaction carrier planetary pinion gears (625), driven around the stationary reaction sun gear and shell assembly (620), drive the reaction internal gear/input carrier assembly (708/700). 5
Reaction Internal Gear Driven
The reaction carrier is driving at driven sprocket speed but, the planetary pinions force the reaction internal gear/input carrier assembly (708/700) to rotate faster than driven sprocket speed – overdriving the gear set. 6
DRIVEN SPROCKET (415)
Forward Clutch Applied
The forward clutch plates (816-819) are applied and hold the forward sprag outer race (721). 3RD CLUTCH APPLIED
4TH SERVO ASSEMBLY (527-531) APPLIED
7
FORWARD CLUTCH APPLIED
Figure 65
Forward Clutch Sprag Overrunning
The forward sprag outer race (721) is driven by the forward and coast clutch housing but the forward sprag clutch elements are overrunning because the input internal gear (708) is being driven faster than the forward sprag outer race (721).
FINAL DRIVE SUN GEAR (121)
9
Power to Final Drive Assembly
The reaction internal gear/input carrier assembly (700), splined to the final drive sun gear shaft (722), drives the final drive sun gear (121). Final drive is achieved.
FORWARD SPRAG OUTER RACE INPUT (721) INTERNAL GEAR INPUT (708) INTERNAL GEAR FLANGE (725)
FORWARD CLUTCH SPRAG ASSEMBLY (716) OVERRUNNING
Low Roller Clutch Overrunning
The low roller clutch assembly (830) overruns allowing the forward and coast clutch housing (801) to rotate. 8
LOW ROLLER CLUTCH ASSEMBLY (830) OVERRUNNING
68
FINAL DRIVE SUN GEAR SHAFT (722) DRIVEN
3rd Clutch Applied
FORWARD/COAST CLUTCH SUPPORT (822) (SPLINED TO CASE)
Whenever the throttle is released while the vehicle is in motion, the direction of powerflow changes as the wheels provide torque input to the transmission. When the vehicle is operating in Overdrive Range – Fourth gear and the throttle is released, engine compression braking slows the vehicle instead of initiating a coast condition. Since there are no roller or sprag clutches used in driving the vehicle during fourth gear acceleration there are no elements to overrun during coast. Engine RPM may be too low to provide noticeable engine braking. In fourth gear and with zero throttle, the reaction carrier assembly (623) is driven around the stationary reaction sun gear and shell assembly (620) by the reaction internal gear (708). This attempts to drive the 3rd clutch hub (617) and the input shaft and 3rd clutch housing (604). Since the driven sprocket (415) is splined to the input shaft and 3rd clutch housing (604), engine compression provides resistance to the powerflow input from the wheels.
68A
OVERDRIVE RANGE – FOURTH GEAR
OVERDRIVE RANGE – FOURTH GEAR LOW ROLLER
2ND CLUTCH ASSEMBLY
OVERRUN
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 engine and transmission sensors. The PCM uses this data 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 solenoid fluid from exhausting at the 1-2 SS valve, thereby increasing 1-2 solenoid fluid pressure.
2ND CL
1 4TH BAND APPLY 1a 1-2 Shift Solenoid (SS) Valve Energized:
FORWARD CLUTCH
3RD CL
3RD CL
1 2 3D NR
3RD CL
EX
1b
#8
FWD ORIFICE BYPASS VALVE 19
EX
REV
3-4 SHIFT VALVE
TORQ SIGNAL
11
1-2 SOL
LINE
PRN
LINE(From Pump)
LOW
PRESSURE CONTROL SOLENOID
40
PRND4
LOW D21
MANUAL VALVE
FILTERED ACTUATOR FEED
ACT FD
EX
2b # 3 Ball Check Valve:
REV
DRIVE
EX
ACT FD
P
D21Y CST CL FD
➤
TCC FD LIMIT
EX
EX
EX
3a
FILTER (338)
28
REV
DRIVE
RELEASE
TO COOLER CONV APPLY REG APPLY
➤ CONV
➤
EX EX
TCC CONTROL
TCC SOL
CONV CL CONTROL
LINE
EX
EX
2ND CL
4th band fluid is also routed to the 3-4 accumulator piston. 4th band fluid pressure moves the piston against spring force and 3-4 accumulator fluid pressure. This action absorbs initial 4th band fluid pressure to cushion the 4th band apply.
D321
9
D21 COAST CL C CL FEED
EX 3RD CL
8
4 BD FD
EX
2-3 SHIFT VALVE DRIVE 18
4TH BAND FEED
1
DRIVE 3RD CL
2-3 SOL 16
#11
FILT ACT FD
LOW FD
31
3
15
ORIFICED 3RD CL 1-2 SHIFT SOLENOID ON
1a #10
5
1c
4
36
2-3 SOL
2ND CL
1-2 SOLENOID
PRN
LINE
LOW FD
3RD CL
42
Figure 66 shows the TCC solenoid valve de-energized by the PCM. When conditions are appropriate, the PCM energizes the TCC solenoid valve to initiate the TCC apply. The solenoid is pulse width modulated (PWM) to provide a smooth apply of the torque converter clutch (refer to pages 70-71 for a detailed description of TCC apply).
43 10
4 BD FD
30
D21
#5
D21Y
EX
EX EX
FWD CL
TRQ SIG
ACT FD
1-2 / 3-4 ACC ACCM BOOST
2-3 ACCUM
2-3 ACCUMULATOR
2ND CL
2ND CL
4TH BAND
13
2a
LOW & REV BD APPLY
LOW & REV BAND REDUCE
4TH BAND FWD CL
PRIMARY ACCUM
2
REV
32
EX
1-2 SHIFT VALVE
EX
PRIM ACC
2c 1-2/3-4 Accumulator Valve:
2c
EX EX
SEC 2-3 ACCUM
LINE
3RD CL 2-3 SHIFT SOLENOID ON
EX LOW
FILTER (917)
38
FWD CL
33
EX
2-3 ACCUM VALVE
3-4 accumulator fluid, forced out of the 3-4 accumulator when 4th band fluid pressure moves the 3-4 accumulator piston, unseats the #3 ball check valve and enters the primary accumulator fluid circuit.
3 TORQUE CONVERTER CLUTCH RELEASED 3a TCC Solenoid Valve:
35
ACT FD LMT
2 SHIFT ACCUMULATION 2a 3-4 Accumulator:
Primary accumulator fluid is routed back to the 1-2/3-4 accumulator valve. Orificed primary accumulator fluid pressure regulates the 1-2/3-4 accumulator valve against torque signal fluid pressure. This allows excess primary accumulator fluid to exhaust and provides additional control for the 4th band apply.
EX
FWD CL
The 1-2 shift valve remains in the upshifted position because 1-2 solenoid fluid pressure is not great enough to overcome spring force and 2-3 signal fluid pressure. 4th band feed fluid passes through the valve into the 4th band fluid circuit.
LINE (From Pump)
ORIFICED 3RD CL
1c 1-2 Shift Valve:
EX
➤
1-2 solenoid fluid pressure moves the valve against spring force and into the Fourth gear position. 3rd clutch fluid is routed into the 4th band feed fluid circuit.
3RD CL EX
1b 3-4 Shift Valve:
4th band fluid pressure passes through a feed hole in the 4th servo pin and acts on the servo piston to move the servo pin and apply the 4th band.
TFP SWITCH
PRND43
The normally open 1-2 SS valve is energized by the PCM and blocks 1-2 solenoid fluid from exhausting. 1-2 solenoid fluid pressure is routed to both the 1-2 and 3-4 shift valves.
1d 4th Servo:
FORWARD AND COAST CLUTCH ASSEMBLY
3RD CLUTCH ASSEMBLY
DRIVE
APPLIED APPLIED OVERRUN APPLIED
LOW/REV. BAND
EX
COAST CLUTCH
D321
FORWARD FORWARD SPRAG CLUTCH
DRIVE
4TH BAND
1-2 SOL
APPLIED
3RD CLUTCH
EX
ON
REVERSE CLUTCH
EX
ON
2ND SPRAG
DRIVE
2ND CLUTCH
DRIVE
2-3 SHIFT SOL
3RD CL
1-2 SHIFT SOL
REVERSE ACCUMULATOR 1-2 ACCUM
#2
REV CL
#3
3-4 ACC
2b 1d COMPLETE HYDRAULIC CIRCUIT Page 94
68B
4TH BD
14
2ND CL
4TH SERVO
1-2 ACCUMULATOR
3-4 ACCUMULATOR
PRIMARY ACCUM
21
#1
FWD CL
FWD ACCUMULATOR
PRIMARY ACCUM
Figure 66
69
OVERDRIVE RANGE – FOURTH GEAR
OVERDRIVE RANGE – FOURTH GEAR
(Torque Converter Clutch from Released to Applied)
(Torque Converter Clutch from Released to Applied)
PERCENT DUTY CYCLE
EX
LINE
CONV CL REG EX EX
TCC RELEASE RATE
TIME
OFF At this time the Torque Converter Clutch is considered to be disengaged (OFF).
F
S
0
G
CONV CL CONTROL
TCC SOL
EX
CC FD LIMIT
EX OFF
3RD CL
TCC FD LIMIT
LINE
LINE
EX
STAGE 1 (S - A)
CONV CL REG
EX ON
LINE
EX TCC CONTROL
REG APPLY
TCC CONTROL
TO COOLER CONV APPLY
EX CONV RELEASE EX
EX
EX
EX
EX
TCC FD LIMIT
TCC CONTROL
3RD CL
CC FD LIMIT
CONV CL CONTROL
TCC FD LIMIT
Figure 67
REG APPLY
35
TCC CONTROL
EX
29
TCC SOL
EX
EX ON
EX
EX
TCC SOL
TO COOLER CONV APPLY
CONV APPLY
27
EX
CONV CL CONTROL
CONV RELEASE
CONV FEED
EX
REG APPLY
35
TCC CONTROL
EX
TO COOLER CONV APPLY
CONV APPLY
Stage 2 At the end of stage 1, the fluid pressure is exhausted from the orificed exhaust passage. The pressure at point A in the TCC control circuit is now strong enough to move the converter clutch control valve to the applied position (toward its spring). Stage 3 The TCC solenoid duty cycle is ramped up through this stage. As TCC control is increased from point A to point B, line pressure at the converter clutch regulator valve passes through the valve and enters the regulated apply circuit. The regulated apply pressure starts at “0” and increases for a short time. The pressure value in the regulated apply circuit should now be high enough to fully apply the converter clutch pressure plate. Slip speed should be at the correct value (near “0” on TCC models, a small amount on VCC models). • Converter apply fluid is routed through the case cover and into the drive sprocket support. • Converter apply fluid then passes between the drive sprocket support and the turbine shaft to a feed hole in the drive sprocket where it enters the torque converter. • Converter apply fluid pressure then forces the converter clutch pressure plate against the converter cover. • As the torque converter clutch applies, fluid from the release side of the converter clutch pressure plate is redirected between the oil pump drive shaft and turbine shaft into the converter release circuit. • Converter release fluid is routed to the converter clutch control valve which was previously positioned to allow the release fluid to pass through the valve into the orificed exhaust circuit. • Orificed exhaust is then routed to the TCC enable valve which directs fluid to an open exhaust port.
EX CONV RELEASE
CONV RELEASE
27
29
EX
EX EX
TCC ENABLE
EX CONV RELEASE
EX
ORIFICED EX TCC FD LIMIT
TCC CONTROL
EX
EX EX
STAGE 4 (B - C)
CONV CL REG 34
CONV FEED EX
3RD CL
LINE
STAGE 2 (A)
EX ON
REG APPLY
TCC ENABLE
EX
TCC SOL
TCC FD LIMIT
REG APPLY
EX
EX
EX
CC FD LIMIT
CONV CL REG
70
35
CONV CL CONTROL
3RD CL
TCC FD LIMIT
34
29
EX
EX
EX
CC FD LIMIT
TCC SOL
EX
CONV CL CONTROL
CONV APPLY
CONV FEED EX
REG APPLY
35
CONV RELEASE
27
EX
EX
29
EX
EX
CONV FEED
TCC CONTROL
27
TO COOLER CONV APPLY
EX CONV RELEASE
CONV APPLY
ORIFICED EX TCC FD LIMIT
CONV RELEASE
EX
TCC ENABLE EX
EX
ORIFICED EX TCC FD LIMIT
EX
TCC ENABLE
EX
TCC CONTROL
REG APPLY
EX
EX
REG APPLY
CC FD LIMIT
STAGE 3 (A - B)
CONV CL REG 34
EX
34
Stage 1 The PCM pulses the TCC solenoid duty cycle from point S to point A. Third clutch fluid at the TCC solenoid is “pulsed” into the TCC control circuit. This causes the TCC control pressure to rise moving the TCC enable valve toward its spring. The TCC control pressure at point A is not strong enough to move the converter clutch control valve against TCC feed limit fluid pressure and the spring (316). This stage is designed to exhaust TCC feed limit pressure from behind the converter clutch control valve.
CONV APPLY
REG APPLY
35
CONV RELEASE
ORIFICED EX TCC FD LIMIT
EX
EX
E
TCC CONTROL
EX CONV RELEASE
27
EX
B TCC APPLY FLUID PRESSURE
A
25
D
PCM decision to apply TCC/VCC (see page 50, in the Electrical Components section for more information).
CONV FEED 29
50
C
TCC APPLY AND RELEASE
TO COOLER CONV APPLY
EX
ORIFICED EX TCC FD LIMIT
EX
TCC ENABLE
TCC CONTROL
EX
EX
REG APPLY
TCC APPLY RATE
75
EX
34
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 torque converter clutch solenoid. The following events occur in order to apply the torque converter clutch:
TORQUE CONVERTER ASSEMBLY
TCC FULLY APPLIED
100%
3RD CL
EX ON
Stage 4 Now the regulated apply pressure is increased. This is caused by the TCC solenoid duty cycle being increased from point B to point C. This extra pressure ensures that the apply force on the converter clutch pressure plate is not at the slip threshold, but a little above it. TCC/VCC plate material is therefore protected from damage due to slippage. • TCC feed limit fluid at the converter clutch control valve passes through the valve and enters the “to cooler” circuit. • “To cooler” fluid is routed through the case and transferred through cooler lines to a transmission cooler inside the engine radiator. • Then the fluid exits the cooler as lube and is transferred by cooler lines into the lubrication circuits throughout the transmission.
70A
OVERDRIVE RANGE – FOURTH GEAR
OVERDRIVE RANGE – FOURTH GEAR (Torque Converter Clutch from Applied to Released)
(Torque Converter Clutch from Applied to Released) LINE
CONV CL REG EX TCC CONTROL EX
TCC RELEASE RATE
F
S
0
TIME
G
TCC SOL
EX ON
3RD CL
TCC FD LIMIT
LINE
LINE
EX
STAGE 5 (D - E)
CONV CL REG
LINE
70B
EX TCC CONTROL
REG APPLY
TCC CONTROL
TO COOLER CONV APPLY
EX CONV RELEASE EX
EX TCC CONTROL
EX ON
3RD CL
CC FD LIMIT
29
EX
EX
EX
TCC SOL
35
REG APPLY
CONV CL CONTROL
TCC FD LIMIT
Figure 68
TCC CONTROL
27
TO COOLER CONV APPLY
EX CONV RELEASE
EX
TCC FD LIMIT
CONV APPLY
TCC SOL
EX
CONV CL CONTROL
CONV RELEASE
CONV FEED
EX
REG APPLY
35
TCC CONTROL
EX
TO COOLER CONV APPLY
EX CONV RELEASE
CONV APPLY
EX
29
EX
EX
TCC CONTROL
EX
ORIFICED EX TCC FD LIMIT
CONV RELEASE
27
EX
EX
EX
EX
EX EX
EX EX
TCC ENABLE
CONV FEED EX
STAGE 8 (G)
REG APPLY
TCC ENABLE
EX
COMPLETE HYDRAULIC CIRCUIT Page 94
EX ON
CONV CL REG 34
REG APPLY
CC FD LIMIT
TCC SOL 3RD CL
LINE
STAGE 6 (E - F)
EX
34
CONV CL CONTROL
TCC FD LIMIT
CONV CL REG
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.
35
CC FD LIMIT
3RD CL
TCC FD LIMIT
(Some PCM calibrations may allow stages 5 - 8 to happen very rapidly in almost a straight line down from point D to point G.)
29
EX
EX
OFF At this time the Torque Converter Clutch is considered to be disengaged (OFF).
EX ON
EX
TCC SOL
EX
CC FD LIMIT
CONV APPLY
27
EX
REG APPLY
35
CONV CL CONTROL
CONV RELEASE
CONV FEED
EX
EX
EX
EX
29
TCC CONTROL
27
CONV FEED
TO COOLER CONV APPLY
EX CONV RELEASE
CONV APPLY
ORIFICED EX TCC FD LIMIT
CONV RELEASE
EX
TCC ENABLE EX
EX
ORIFICED EX TCC FD LIMIT
EX
TCC ENABLE
EX
TCC CONTROL
REG APPLY
EX
EX
REG APPLY
Stage 7 Now the TCC Control pressure is decreased by the TCC solenoid duty cycle lowering from point F to point G. This amount is to allow the converter clutch control valve to move to the released position (away from its spring). Converter fluid flow should now be re-established.
STAGE 7 (F - G)
CONV CL REG 34
EX
34
CONV APPLY
REG APPLY
35
EX
EX
E
CONV RELEASE
CONV CL CONTROL
CC FD LIMIT
B TCC APPLY FLUID PRESSURE
A
25
D
ORIFICED EX TCC FD LIMIT
EX
EX
29
50
C
TCC CONTROL
EX
27
CONV FEED
Stage 6 The TCC solenoid 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 converter clutch regulator valve at this duty cycle (point F) should fully release the converter clutch pressure plate. Slip speed should be at the maximum value.
Stage 8 The PCM pulses the TCC solenoid to a value at point G, which is “0”. This causes the TCC enable valve to move away from its spring. TCC feed limit fluid pressure will combine with the spring (316) helping push the converter clutch control valve to the OFF position (if there was any sticking of the converter clutch control valve).
EX CONV RELEASE
PCM decision to release TCC/VCC (see page 50, in the Electrical Components section for more information).
ORIFICED EX TCC FD LIMIT
EX
ON At this time the Torque Converter Clutch is considered to be engaged (ON).
TCC APPLY RATE
75
TCC APPLY AND RELEASE
TO COOLER CONV APPLY
EX
EX
REG APPLY
TORQUE CONVERTER ASSEMBLY
TCC FULLY APPLIED
100%
EX
34
TCC ENABLE
Stage 5 During of this stage, the apply pressure from the converter clutch regulator valve is decreased by the TCC solenoid duty cycle dropping from point D to point E. The amount of decrease is to bring the apply force on the converter clutch pressure plate to the slip threshold. This gets the converter clutch pressure plate ready for a smooth release.
PERCENT DUTY CYCLE
EX
When the torque converter clutch 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.
EX OFF
3RD CL
71
OVERDRIVE RANGE – 4-3 DOWNSHIFT
OVERDRIVE RANGE – 4-3 DOWNSHIFT
(Torque Converter Clutch Released)
(Torque Converter Clutch Released)
2ND CLUTCH ASSEMBLY
FORWARD AND COAST CLUTCH ASSEMBLY
3RD CLUTCH ASSEMBLY
FORWARD CLUTCH
35
TCC SOL
TCC FD LIMIT
DRIVE
9
D21 COAST CL C CL FEED
EX
8
EX 3RD CL
D21 D21Y EX LOW
43
10
EX
4 BD FD
4TH BAND FEED
18
3RD CL
2-3 SOL 16
#11
LOW FD
31
3
15
ORIFICED 3RD CL DRIVE 5
1b
4
36
2-3 SOL
#10
1-2 SOL
1-2 SHIFT SOLENOID OFF
1a
EX
2ND CL
1-2 SOLENOID PRN
LINE
FILT ACT FD
LOW FD
3RD CL
4 BD FD
EX EX
DRIVE
42
2ND CL
4TH BAND
13
2a
LOW & REV BD APPLY
LOW & REV BAND REDUCE
4TH BAND FWD CL
PRIMARY ACCUM
2
REV
2ND CL
EX
2-3 ACCUMULATOR
EX
2-3 ACCUM
EX
1-2 SHIFT VALVE 32
REVERSE ACCUMULATOR 1-2 ACCUM
#2
REV CL
1d
4TH BD
3-4 ACC
14
2ND CL
4TH SERVO
#3
1-2 ACCUMULATOR
3-4 ACCUMULATOR
PRIMARY ACCUM
72
21
#1
FWD CL PRIMARY ACCUM
Figure 69
LOW/REV. BAND
HOLDING APPLIED
LOW ROLLER OVERRUN
The 1-2 shift valve remains in the upshifted position due to 2-3 solenoid fluid pressure and 1-2 shift valve spring force.
4th band fluid exhausts from the 4th servo and the 3-4 accumulator, thus releasing the 4th band and changing the power flow through the transmission to a Third gear ratio.
EX
1
COAST CLUTCH
1d 4th Servo:
2-3 SHIFT VALVE DRIVE
1-2 / 3-4 ACC ACCM BOOST 30
DRIVE
#5
3RD CL 2-3 SHIFT SOLENOID ON
EX
EX EX
FWD CL
TRQ SIG
ACT FD
2b
PRIM ACC
SEC 2-3 ACCUM
LINE
FWD CL
EX
FILTER (917)
APPLIED
FORWARD FORWARD SPRAG CLUTCH
Spring force moves the 3-4 shift valve to the downshifted position. This blocks 3rd clutch fluid at the 3-4 shift valve and opens the 4th band feed fluid circuit to exhaust into the D21Y circuit. 4th band feed fluid then passes through orifice #10 and exhausts at the 2-3 shift valve.
11
D321 38
4TH BAND
1c 3-4 Shift Valve:
3-4 SHIFT VALVE
TORQ SIGNAL
EX
REV
PRN
#8
FWD ORIFICE BYPASS VALVE 19
1c
2-3 ACCUM VALVE 33
APPLIED OVERRUN
3RD CLUTCH
1b 1-2 Shift Valve:
LINE(From Pump)
LOW
EX
LINE
PRND4
PRND43
D321
DRIVE
3RD CL
PRESSURE CONTROL SOLENOID
40
REVERSE CLUTCH
1-2 solenoid fluid exhausts through the 1-2 SS valve and allows the 3-4 shift valve to move to the downshifted position.
1-2 SOL
ACT FD
ON
2ND SPRAG
1 4TH BAND RELEASES 1a 1-2 Shift Solenoid (SS) Valve De-energized:
D21Y CST CL FD
ACT FD
FILTERED ACTUATOR FEED EX
EX
EX
28
REV
MANUAL VALVE
FILTER (338)
ACT FD LMT
P DRIVE
LOW D21
EX
EX
2ND CL
1 2 3D NR
LINE
OFF
2ND CLUTCH
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:
EX
3RD CL
CONV CL CONTROL
REV
DRIVE
TCC CONTROL
TO COOLER CONV APPLY REG APPLY
CONV RELEASE EX
EX
FWD CL
EX
TFP SWITCH
EX
LINE (From Pump)
3RD CL EX
ORIFICED 3RD CL
3RD CL
2-3 SHIFT SOL
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 69 shows the TCC (PWM) solenoid valve de-energized and the TCC released. Refer to pages 70A and 70B for descriptions of the torque converter clutch hydraulic and electrical circuits during release and apply.
3RD CL
2ND CL
1-2 SHIFT SOL
2 SHIFT ACCUMULATION 2a 3-4 Accumulator:
3-4 accumulator fluid fills the 3-4 accumulator when 4th band fluid is exhausting. 3-4 accumulator fluid pressure combines with spring force to move the 3-4 accumulator piston to a Third gear position. 2b 1-2/3-4 Accumulator Valve:
The 3-4 accumulator circuit is supplied by primary accumulator fluid through orifice #13 opposite the #3 ball check valve. The 1-2/3-4 accumulator valve regulates line fluid into the primary 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 pressure regulator boost valve, thereby increasing line pressure with increased throttle position. Also, torque signal fluid pressure helps regulate line fluid into primary accumulator pressure at the 1-2/3-4 accumulator valve.
FWD ACCUMULATOR
COMPLETE HYDRAULIC CIRCUIT Page 96
72A
OVERDRIVE RANGE – 3-2 DOWNSHIFT
OVERDRIVE RANGE – 3-2 DOWNSHIFT
(Valves Shown in Second Gear Position)
(Valves Shown in Second Gear Position)
1-2 SHIFT SOL
2-3 SHIFT SOL
OFF
OFF
2ND CLUTCH
2ND SPRAG
REVERSE CLUTCH
3RD CLUTCH
4TH BAND
APPLIED HOLDING
FORWARD FORWARD SPRAG CLUTCH
COAST CLUTCH
LOW/REV. BAND
HOLDING APPLIED
LOW ROLLER
2ND CLUTCH ASSEMBLY
FORWARD AND COAST CLUTCH ASSEMBLY
3RD CLUTCH ASSEMBLY
OVERRUN
1c
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:
3RD CL
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. 2ND CL
FORWARD CLUTCH
3RD CL
3RD CL EX
EX
PRN
4 BD FD D21Y CST CL FD
#8
FWD ORIFICE BYPASS VALVE 19
REV
PRND43
LINE(From Pump)
LOW
PRESSURE CONTROL SOLENOID
40
PRND4
D321
3RD CL
3-4 SHIFT VALVE
TORQ SIGNAL
11
1-2 SOLENOID
D321
9
D21 COAST CL C CL FEED
8
EX 3RD CL
EX LOW
43 10
EX
2-3 SHIFT VALVE 18
1b
DRIVE 3RD CL 16
#11
FILT ACT FD
LOW FD
31
3
15
ORIFICED 3RD CL
2a 2-3 ACCUMULATOR
2ND CL FWD CL
LOW & REV BD APPLY
REVERSE ACCUMULATOR 1-2 ACCUM
REV CL
2ND CL
#2 14
2
2ND CL LOW & REV BAND REDUCE
REV
2-3 ACCUM
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 pressure regulator boost valve, thereby increasing line pressure with increased throttle position. Also, torque signal fluid pressure helps regulate line fluid into secondary 2-3 accumulator pressure at the 2-3 accumulator valve.
36
1-2 SHIFT VALVE
EX
32
4
2-3 SOL
5
PRN
DRIVE
4 BD FD 4TH BD
#10
1-2 SHIFT SOLENOID OFF
1-2 SOL
1-2 SOLENOID
1e
LOW FEED
LINE
EX
42
2-3 SOL
EX
3RD CL
2ND CL
PRIM ACC
D21Y
DRIVE 1
EX
30
1a
EX
FWD CL
TRQ SIG
EX EX
#5
1-2 / 3-4 ACC ACCM BOOST
EX EX
SEC 2-3 ACCUM
Orificed 3rd clutch fluid in the 2-3 accumulator also exhausts past the #11 ball check valve and into the 3rd clutch circuit. With 3rd clutch fluid exhausting, 2-3 accumulator fluid fills the 2-3 accumulator. 2-3 accumulator fluid pressure and spring force move the 2-3 accumulator piston to a Second gear position.
ACT FD
D21
LINE
3RD CL 2-3 SHIFT SOLENOID OFF
EX
38
DRIVE ➤
FILTER (917) FWD CL
33
EX
2-3 ACCUM VALVE
2 SHIFT ACCUMULATION 2a 2-3 Accumulator:
1-2 ACCUMULATOR
PRIMARY ACCUM
72B
REV
DRIVE
TCC CONTROL
LOW D21 LINE
FILTERED ACTUATOR FEED
DRIVE
EX
➤
EX
Orificed 3rd clutch fluid unseats the #11 ball check valve and flows into the 3rd clutch circuit to the 2-3 shift valve where it exhausts.
REV
DRIVE
EX
EX
EX
2ND CL
EX
ACT FD
➤
ACT FD
2b
1e #11 Ball Check Valve:
The 2-3 accumulator fluid circuit is supplied by secondary 2-3 accumulator fluid through orifice #32 opposite the #10 ball check valve. The 2-3 accumulator valve regulates line fluid into the secondary 2-3 accumulator circuit.
FILTER (338)
28
P
MANUAL VALVE
➤
3rd clutch fluid exhausts into the orificed 3rd clutch circuit allowing spring force to move the valve to the downshifted position. This allows 3rd clutch fluid to make a quick exhaust at the valve.
1 2 3D NR
LINE
ACT FD LMT
1d 3rd Clutch Exhaust Valve:
2b 2-3 Accumulator Valve:
TCC SOL
CONV CL CONTROL
DRIVE
CONV RELEASE 35
1c 3rd Clutch Assembly:
3rd clutch fluid exhausts from the 3rd clutch piston, allowing the 3rd clutch plates to release. This changes the power flow through the transmission gear sets from a Third gear to a Second gear ratio.
TO COOLER CONV APPLY REG APPLY
EX EX
EX
TCC FD LIMIT
2-3 shift valve spring force moves the 2-3 shift valve to the downshifted position. This opens the 3rd clutch circuit to an orificed exhaust.
EX
FWD CL
1b 2-3 Shift Valve:
LINE (From Pump)
ORIFICED 3RD CL
2-3 solenoid fluid exhausts through the 2-3 SS valve and allows the 2-3 shift valve to move to the downshifted position.
1d
3RD CL EX
1 3RD CLUTCH RELEASES 1a 2-3 Shift Solenoid (SS) Valve De-energized:
TFP SWITCH
21
#1
FWD CL
FWD ACCUMULATOR
PRIMARY ACCUM
Figure 70
73
DRIVE RANGE – MANUAL THIRD
DRIVE RANGE – MANUAL THIRD
(from Overdrive Range – Fourth Gear)
(from Overdrive Range – Fourth Gear) 6 POWER TO TORQUE CONVERTER (1) FOR ENGINE BRAKING
7 2ND CLUTCH APPLIED
8 2ND SPRAG CLUTCH ASSEMBLY (517) *OVERRUNNING
TRANSMISSION 2ND CASE SPRAG (6) DRIVEN CLUTCH SPROCKET ASSEMBLY SUPPORT (517) (418) *OVERRUNNING BOLTED TO CASE
2 3RD CLUTCH APPLIED
4 FORWARD CLUTCH SPRAG ASSEMBLY (716) **HOLDING
INPUT SHAFT AND 3RD CLUTCH HOUSING (604)
3 FORWARD CLUTCH APPLIED
5 COAST CLUTCH APPLIED
REACTION CARRIER ASSEMBLY (623)
REACTION SUN GEAR AND SHELL ASSEMBLY (620)
LOW ROLLER CLUTCH ASSEMBLY (830) OVERRUNNING
INPUT SUN GEAR (631)
1 POWER FROM WHEELS
INPUT CARRIER ASSEMBLY FINAL DRIVE SUN GEAR (700) SHAFT (722)
3RD CLUTCH HUB (617)
DRIVEN SPROCKET (415) 3RD CLUTCH APPLIED
2ND CLUTCH APPLIED
REACTION FORWARD CARRIER SPRAG SHELL OUTER RACE INPUT (633) (721) INTERNAL COAST GEAR INPUT CLUTCH (708) INTERNAL HUB GEAR (719) FLANGE (725)
FORWARD CLUTCH SPRAG ASSEMBLY (716) **HOLDING
74
COAST CLUTCH APPLIED
FORWARD AND COAST CLUTCH HOUSING (801)
LOW ROLLER CLUTCH ASSEMBLY (830) OVERRUNNING
FINAL DRIVE SUN GEAR (121)
FINAL DRIVE ASSEMBLY (100-119)
FORWARD CLUTCH APPLIED
FORWARD/COAST CLUTCH SUPPORT (822) (SPLINED TO CASE)
* OVERRUNNING ON ACCELERATION ** HOLDING ON ACCELERATION
Figure 71
1-2 SHIFT SOL
2-3 SHIFT SOL
OFF
ON
2ND CLUTCH
2ND SPRAG
APPLIED OVERRUN
REVERSE CLUTCH
3RD CLUTCH APPLIED
4TH BAND
FORWARD FORWARD SPRAG CLUTCH
COAST CLUTCH
HOLDING APPLIED APPLIED
LOW/REV. BAND
LOW ROLLER OVERRUN
Drive Range – Manual Third (3) 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 shift immediately into Third gear. The acceleration power flow for Manual Third is identical to Overdrive Range – Third gear with the exception that the coast clutch is applied to provide engine braking when the throttle is released. Therefore, in the following text, we will discuss and illustrate deceleration (engine braking). You will note that the power flow is backwards from the power flow in Overdrive Range – Third gear, with power coming from the wheels and going to the torque converter. • The manual shaft (16) ,detent lever (17) and manual valve (916) are moved into the “3” range position – Manual Third. 1 Power from the Wheels Power from the wheels is transferred back through the transmission from the final drive differential assembly (100119) to the input shaft and 3rd clutch housing (604). Each of the component's function and rotation direction is the same as during acceleration (compare Figures 63 and 71). 2 3rd Clutch Applied The 3rd clutch plates (610-613) are applied and connect the input shaft and 3rd clutch housing assembly (604) to the forward and coast clutch housing (801) through the 3rd clutch hub (617), the reaction carrier assembly (623), and the reaction carrier shell (633). 3 Forward Clutch Applied The forward clutch applies and links the forward sprag outer race (721) to the forward and coast clutch housing (801). 4 Forward Clutch Sprag Holding During deceleration, the input torque from the wheels to the gear sets attempts to rotate the input internal gear flange (725) faster than the forward sprag outer race (721). This condition would cause the sprag elements to overrun and allow the vehicle to coast freely. The coast clutch prevents this condition from occurring by directing torque through the coast clutch hub (719) to the gear sets and providing engine compression braking. 5 Coast Clutch Applied The coast clutch plates (812-814) are applied and connect the forward and coast clutch housing (801) to the coast clutch hub (719). The input internal gear/input internal gear flange (708/ 725) is splined to the coast clutch hub (719). This prevents the forward clutch sprag from overrunning and creates a 1:1 direct drive gear ratio through the gear sets. 6 Power to Torque Converter for Engine Braking The input shaft and 3rd clutch housing assembly (604) is connected to the turbine shaft through the drive link assembly and the drive and driven sprockets. This creates a mechanical link between the final drive differential assembly and the torque converter turbine. This allows engine compression to slow the vehicle when the throttle is released. 7 2nd Clutch Applied The 2nd clutch is applied and holds the 2nd sprag clutch outer race (516) stationary to the transmission case (6). 8 2nd Sprag Clutch Overrunning During deceleration, the input torque through the gear sets attempts to rotate the reaction sun gear and shell assembly (620) and the reverse clutch housing and race assembly (523) in a direction opposite of engine rotation. The 2nd sprag clutch elements hold the reverse clutch housing and race assembly (500), and the reaction sun gear and shell assembly (620), to prevent torque loss through the gear sets.
74A
DRIVE RANGE – MANUAL THIRD
DRIVE RANGE – MANUAL THIRD
(from Overdrive Range – Fourth Gear)
(from Overdrive Range – Fourth Gear)
1-2 SHIFT SOL
2-3 SHIFT SOL
OFF
ON
2ND CLUTCH
2ND SPRAG
REVERSE CLUTCH
APPLIED OVERRUN
3RD CLUTCH APPLIED
4TH BAND
FORWARD FORWARD SPRAG CLUTCH
COAST CLUTCH
LOW/REV. BAND
HOLDING APPLIED APPLIED
LOW ROLLER
2ND CLUTCH ASSEMBLY
FORWARD AND COAST CLUTCH ASSEMBLY
3RD CLUTCH ASSEMBLY
OVERRUN
3d 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 (3) from Overdrive Range D , the manual valve also moves. Changes to the hydraulic and electrical systems are as follows: 1 MANUAL VALVE
3RD CL
COAST CL
2ND CL
Line pressure enters the D321 fluid circuit at the manual valve. Line pressure is blocked by the manual valve from entering the PRND4 fluid circuit. This opens PRND4 fluid to an exhaust port at the manual valve.
FORWARD CLUTCH
EX
PRN
REV
PRND4
D321
DRIVE
PRND43
7
#8
FWD ORIFICE BYPASS VALVE
19
#9
2c
3-4 SHIFT VALVE
TORQ SIGNAL
1-2 SOL
DRIVE
EX
D21Y CST CL FD
3a
LOW
PRESSURE CONTROL SOLENOID
40
3b
3RD CL
EX
ACT FD
LINE
REV
DRIVE 3RD CL
REV
LINE(From Pump)
FILTERED ACTUATOR FEED
EX
D321 fluid is routed from the manual valve and passes through the 3-4 shift valve into the coast clutch feed circuit. D321 also assists spring force in keeping the 3-4 shift valve in the Third gear position. This hydraulically prevents the transmission from shifting into fourth gear.
11
D321
D21
EX 3RD CL
8
C CL FEED COAST CL
9
EX
EX
2-3 SHIFT VALVE
3c
DRIVE 3RD CL
2-3 SOL 16
#11
FILT ACT FD
LOW FD
31
3
15
ORIFICED 3RD CL
5
2b
4
36
➤
#10
2-3 SOL
DRIVE
1-2 SOL
1-2 SHIFT SOLENOID OFF
2a
EX
1-2 SOLENOID PRN
LINE
LOW FD
3RD CL
4TH BAND FEED
18
2ND CL
PRIM ACC
10
DRIVE 1
42
4 SHIFT ACCUMULATION – Same as 4-3 Downshift
43
4 BD FD
30
4 BD FD D21 D21Y EX LOW
FWD CL
TRQ SIG
#5
1-2 / 3-4 ACC ACCM BOOST
3c 2-3 Shift Valve:
Coast clutch feed fluid passes through the 2-3 shift valve into the coast clutch circuit.
ACT FD
EX EX
#9 Ball Check Valve:
EX EX
SEC 2-3 ACCUM
LINE
3RD CL 2-3 SHIFT SOLENOID ON
EX
38
DRIVE
FILTER (917) FWD CL
33
EX
2-3 ACCUM VALVE
Coast clutch feed fluid seats the #9 ball check valve and is forced through orifice #7 to help control coast clutch apply.
Coast clutch fluid is directed to the coast clutch piston to apply the coast clutch plates.
1
ACT FD
P MANUAL VALVE
FILTER (338)
28
EX
EX
3 COAST CLUTCH APPLIES 3a 3-4 Shift Valve:
3d Coast Clutch Applies:
1 2 3D NR
LOW D21
EX
EX
2ND CL
4th band fluid exhausts from the 4th servo and the 3-4 accumulator, thus releasing the 4th band and changing the power flow through the transmission to a Third gear ratio.
EX
DRIVE
LINE
ACT FD LMT
2d 4th Servo:
3b
TCC SOL
CONV CL CONTROL
COAST CL
35
2c 3-4 Shift Valve:
Spring force moves the 3-4 shift valve to the downshifted position. This blocks 3rd clutch fluid at the 3-4 shift valve and opens the 4th band feed fluid circuit to exhaust into the D21Y circuit. 4th band feed fluid then passes through orifice #10 and exhausts at the 2-3 shift valve.
TCC CONTROL
EX EX
EX
TCC FD LIMIT
The 1-2 shift valve remains in the upshifted position due to 2-3 solenoid fluid pressure and 1-2 shift valve spring force.
EX
FWD CL
2b 1-2 Shift Valve:
LINE (From Pump)
ORIFICED 3RD CL
1-2 solenoid fluid exhausts through the 1-2 SS valve and allows the 3-4 shift valve to move to the downshifted position.
3RD CL EX
2 4TH BAND RELEASES 2a 1-2 Shift Solenoid (SS) Valve De-energized:
TFP SWITCH
TO COOLER CONV APPLY REG APPLY
CONV RELEASE
3RD CL
COMPLETE HYDRAULIC CIRCUIT Page 98
74B
2ND CL
2ND CL
4TH BAND
LOW & REV BD APPLY
LOW & REV BAND REDUCE
4TH BAND FWD CL
PRIMARY ACCUM
2
REV
2-3 ACCUMULATOR
EX
2-3 ACCUM
EX
32
REVERSE ACCUMULATOR 1-2 ACCUM
13
#2
REV CL
4TH SERVO
#3
2d
4TH BD
3-4 ACC
3-4 ACCUMULATOR
14
2ND CL
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. Refer to pages 70A and 70B 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 pressure regulator boost valve to increase line pressure according to vehicle operating conditions.
EX
1-2 SHIFT VALVE
1-2 ACCUMULATOR
PRIMARY ACCUM
21
#1
FWD CL
FWD ACCUMULATOR
PRIMARY ACCUM
Figure 72
75
DRIVE RANGE – MANUAL SECOND
DRIVE RANGE – MANUAL SECOND (from Drive Range – Manual Third)
(from Drive Range – Manual Third) 6 POWER TO TORQUE CONVERTER (1) FOR ENGINE BRAKING
2ND CLUTCH APPLIED
2ND SPRAG CLUTCH ASSEMBLY (517) *HOLDING
3 FORWARD CLUTCH SPRAG ASSEMBLY (716) *HOLDING
5 4TH BAND (523) APPLIED
2 FORWARD CLUTCH APPLIED
4 COAST CLUTCH APPLIED
LOW ROLLER CLUTCH ASSEMBLY (830) OVERRUNNING
1 POWER FROM WHEELS
1-2 SHIFT SOL
2-3 SHIFT SOL
OFF
OFF
2ND CLUTCH
2ND SPRAG
APPLIED HOLDING
REVERSE CLUTCH
3RD CLUTCH
4TH BAND
FORWARD FORWARD SPRAG CLUTCH
COAST CLUTCH
APPLIED HOLDING APPLIED APPLIED
LOW/REV. BAND
LOW ROLLER OVERRUN
Drive Range – Manual Second (2) 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 need, 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 and Fourth gear. If the transmission is in Third or Fourth gear when Manual Second is selected, the transmission will shift immediately into Second gear. The acceleration power flow for Manual Second is identical to Overdrive Range – Second gear with the exception that the 4th band and the coast clutch are applied to provide engine braking when the throttle is released. Therefore, in the following text, we will discuss and illustrate deceleration (engine braking). You will note that the power flow is backwards from the power flow in Overdrive Range – Second gear, with power coming from the wheels and going to the torque converter. • The manual shaft (16), detent lever (17) and manual valve (916) are moved into the “2” gear position – Manual Second.
REACTION SUN GEAR AND SHELL ASSEMBLY REVERSE CLUTCH (620) HOUSING HELD AND RACE INPUT SHAFT AND TRANSMISSION 3RD CLUTCH ASSEMBLY CASE 2ND HOUSING (500) (6) SPRAG 4TH (604) HELD DRIVEN CLUTCH BAND SPROCKET ASSEMBLY (523) SUPPORT (517) APPLIED (418) *HOLDING BOLTED TO CASE
REACTION CARRIER ASSEMBLY (623)
REACTION INTERNAL GEAR (708) INPUT SUN GEAR (631)
2ND CLUTCH APPLIED
FORWARD SPRAG OUTER RACE INPUT (721) INTERNAL COAST GEAR INPUT CLUTCH (708) INTERNAL HUB GEAR (719) FLANGE (725)
REACTION CARRIER SHELL (633)
FORWARD CLUTCH SPRAG ASSEMBLY (716) *HOLDING
76
4TH SERVO ASSEMBLY (527-531) APPLIED
FORWARD AND COAST CLUTCH HOUSING COAST (801) CLUTCH APPLIED
LOW ROLLER CLUTCH ASSEMBLY (830) OVERRUNNING
Power from the Wheels Power from the wheels is transferred back through the transmission from the final drive differential assembly (100119) to the input shaft and 3rd clutch housing (604). Each of the component's function and rotation direction is the same as during acceleration (compare Figures 61 and 73).
2
Forward Clutch Applied The forward clutch plates are applied and connect the reaction carrier assembly (623) to the forward and coast clutch housing (801) through the reaction carrier shell (633). The forward sprag outer race (721) is also linked to the forward and coast clutch housing.
3
Forward Clutch Sprag Holding During deceleration, the input torque from the wheels to the gear sets attempts to rotate the input internal gear flange (725) faster than the forward sprag outer race (721). This condition would cause the sprag elements to overrun and allow the vehicle to coast freely. The coast clutch prevents this condition from occurring by directing torque through the coast clutch hub (719) to the gear sets and providing engine compression braking.
4
Coast Clutch Applied The coast clutch plates (812-814) are applied and connect the forward and coast clutch housing (801) to the coast clutch hub (719). The coast clutch hub (719) is splined to the input internal gear/input internal gear flange (708/725). This prevents the forward clutch sprag from overrunning and forces the input carrier pinion gears to drive the input shaft and 3rd clutch housing assembly (604) through the input sun gear (631).
5
4th Band Applied During deceleration, input torque from the wheels attempts to drive the reaction sun gear and shell assembly (620) in the same direction as engine rotation. This condition would allow the 2nd sprag clutch and the reaction sun gear and shell assembly (620) to freewheel, resulting in a loss of torque through the gear sets. Therefore, the 4th band (523) is applied and holds the reverse clutch housing and race assembly (500) stationary. The reverse clutch housing is tanged to the reaction sun gear and shell assembly (620) and prevents the reaction sun gear from freewheeling. This forces the reaction carrier assembly (623) to rotate around the stationary reaction sun gear, resulting in a 1.63:1 gear ratio through the gear sets.
6
Power to Torque Converter for Engine Braking The input shaft and 3rd clutch housing assembly (604) is connected to the turbine shaft through the drive link assembly and the drive and driven sprockets. This creates a mechanical link between the final drive differential assembly and the torque converter turbine. This allows engine compression to slow the vehicle when the throttle is released.
INPUT CARRIER ASSEMBLY (700)
FINAL DRIVE SUN GEAR SHAFT (722)
DRIVEN SPROCKET (415)
1
FINAL DRIVE SUN GEAR (121)
FINAL DRIVE ASSEMBLY (100-119)
FORWARD CLUTCH APPLIED
FORWARD/COAST CLUTCH SUPPORT (822) (SPLINED TO CASE)
* HOLDING ON ACCELERATION
Figure 73
76A
DRIVE RANGE – MANUAL SECOND
DRIVE RANGE – MANUAL SECOND
(from Drive Range – Manual Third)
(from Drive Range – Manual Third)
1-2 SHIFT SOL
2-3 SHIFT SOL
OFF
OFF
2ND CLUTCH
2ND SPRAG
REVERSE CLUTCH
3RD CLUTCH
APPLIED HOLDING
4TH BAND
FORWARD FORWARD SPRAG CLUTCH
COAST CLUTCH
APPLIED HOLDING APPLIED APPLIED
LOW/REV. BAND
LOW ROLLER
2ND CLUTCH ASSEMBLY
FORWARD AND COAST CLUTCH ASSEMBLY
3RD CLUTCH ASSEMBLY
OVERRUN
4a
Drive Range – 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 shifting above Second gear regardless of PCM control. When the gear selector lever is moved to Manual Second (2) from Drive Range – Manual Third, the manual valve also moves. Changes to the hydraulic and electrical systems are as follows:
3RD CL
COAST CL
2ND CL
1 MANUAL VALVE
Line pressure enters the D21 fluid circuit at the manual valve. Line pressure is blocked by the manual valve from entering the PRND43 fluid circuit. This opens PRND43 fluid to an exhaust port at the manual valve.
FORWARD CLUTCH
3RD CL
19
COAST CL EX
D321
8
4 BD FD C CL FEED
D21
10
EX
2b
EX LOW
EX
3RD CL 43
D21
#5
DRIVE
FWD CL
COAST CL
9
EX 2-3 SOL 16
#11
FILT ACT FD
LOW FD
31
3
15
ORIFICED 3RD CL
#10
DRIVE
1-2 SOL
1-2 SHIFT SOLENOID OFF
EX
2ND CL
1-2 SOLENOID
4c
5
2d
4
36
2-3 SOL
LINE
PRN
42
3a
DRIVE
2a
3RD CL
4TH BAND FEED
18
LOW FD
3RD CL
EX
2-3 SHIFT VALVE DRIVE 1
4 BD FD
TRQ SIG
EX EX
2-3 ACCUMULATOR
2ND CL
2ND CL
4TH BAND PRIMARY ACCUM
LOW & REV BD APPLY
LOW & REV BAND REDUCE
4TH BAND FWD CL
4c #11 Ball Check Valve:
2
REV
2-3 ACCUM
EX
32
3rd clutch fluid exhausts into the orificed 3rd clutch circuit allowing spring force to move the valve to the downshifted position. This allows 3rd clutch fluid to make a quick exhaust at the valve.
EX
1-2 SHIFT VALVE
EX
PRIM ACC
EX EX
SEC 2-3 ACCUM
ACT FD
1-2 / 3-4 ACC ACCM BOOST 30
FWD CL
38
3RD CL 2-3 SHIFT SOLENOID OFF
4b 3rd Clutch Exhaust Valve:
REVERSE ACCUMULATOR 1-2 ACCUM
13
#2
REV CL
#3
3-4 ACC
2e
4TH BD
3-4 ACCUMULATOR
14
2ND CL
4TH SERVO
5 SHIFT ACCUMULATION – Same as 3-2 Downshift page 72B, and Overdrive Range – Fourth Gear page 68B
COMPLETE HYDRAULIC CIRCUIT Page 100
PRN 11
FILTER (917) LINE
4 3RD CLUTCH RELEASES 4a 3rd Clutch Assembly:
76B
REV
3-4 SHIFT VALVE
TORQ SIGNAL
EX
33
D21 fluid passes through orifice #9 and the 2-3 shift valve into the coast clutch circuit to replace coast clutch feed fluid and keep the coast clutch applied.
In Drive Range – Manual Second, the TCC will release if the vehicle was operating in Third or Fourth Gear with the TCC applied. While operating the vehicle in Drive Range – Manual Second, the torque converter clutch will not re-apply.
#9
2-3 ACCUM VALVE
3 COAST CLUTCH APPLY 3a 2-3 Shift Valve:
Orificed 3rd clutch fluid unseats the #11 ball check valve and flows into the 3rd clutch circuit to the 2-3 shift valve where it exhausts.
2c
#8
D21Y
FWD ORIFICE BYPASS VALVE
3RD CL
DRIVE
EX
LINE
40
PRND4
PRND43
D321
DRIVE
D21Y LOW
PRESSURE CONTROL SOLENOID
EX
Note: Figure 74 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 low enough.
REV
DRIVE 3RD CL
3RD CL
EX
ACT FD
7
LINE(From Pump)
FILTERED ACTUATOR FEED
1-2 SOL
EX
EX
4th band fluid pressure passes through a feed hole in the 4th servo pin and acts on the servo piston to move the servo pin and apply the 4th band.
3rd clutch fluid exhausts from the 3rd clutch piston, allowing the 3rd clutch plates to release. This changes the power flow through the transmission gear sets from a Third gear to a Second gear ratio.
TCC CONTROL
1
ACT FD
REV
MANUAL VALVE
FILTER (338)
28
P DRIVE
LINE
ACT FD LMT
2e 4th Servo:
1 2 3D NR
CST CL FD
4th band feed fluid passes through the 1-2 shift valve into the 4th band fluid circuit.
EX
EX
2ND CL
2d 1-2 Shift Valve:
TCC SOL
CONV CL CONTROL
LOW D21
CONV RELEASE 35
2c 3-4 Shift Valve:
D21Y fluid passes through the 3-4 shift valve into the 4th band feed fluid circuit.
TO COOLER CONV APPLY REG APPLY
EX EX
EX
TCC FD LIMIT
D21 fluid is routed from the manual valve and passes through the 2-3 shift valve and orifice #10 into the D21Y circuit.
EX
FWD CL
2b 2-3 Shift Valve:
LINE (From Pump)
The 2-3 SS valve is de-energized and 2-3 solenoid fluid exhausts allowing the 2-3 shift valve to return to the downshifted position.
4b
3RD CL EX
ORIFICED 3RD CL
2 4TH BAND APPLIES 2a 2-3 Shift Solenoid (SS) Valve:
TFP SWITCH
1-2 ACCUMULATOR
PRIMARY ACCUM
21
#1
FWD CL
FWD ACCUMULATOR
PRIMARY ACCUM
Figure 74
77
DRIVE RANGE – MANUAL FIRST
DRIVE RANGE – MANUAL FIRST (from Drive Range – Manual Second)
(from Drive Range – Manual Second) 6 POWER TO TORQUE CONVERTER (1) FOR ENGINE BRAKING
INPUT INTERNAL GEAR (708) HELD
4 FORWARD CLUTCH SPRAG ASSEMBLY (716) *HOLDING
3 FORWARD CLUTCH APPLIED
5 COAST CLUTCH APPLIED
2 LOW/REVERSE LOW ROLLER CLUTCH BAND ASSEMBLY (830) APPLIED *HOLDING
1 POWER FROM WHEELS
1-2 SHIFT SOL
2-3 SHIFT SOL
ON
OFF
2ND CLUTCH
2ND SPRAG
REVERSE CLUTCH
3RD CLUTCH
4TH BAND
FORWARD FORWARD SPRAG CLUTCH
COAST CLUTCH
LOW/REV. BAND
LOW ROLLER
HOLDING APPLIED APPLIED APPLIED HOLDING
Drive Range – Manual First (1) 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 in a forward gear range. 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. While operating in Manual First range the transmission can upshift into second gear at 61 km/h (38 mph), and third gear at 113 km/h (70 mph) and each range has engine braking. If the transmission is operating in any other forward gear range when Manual First is selected, the transmission will not shift into First gear until vehicle speed slows to approximately 56 km/h (35 mph). Power flow during acceleration is the same as Overdrive Range – First Gear with the exception that the coast clutch is applied. Therefore we will look at power flow during deceleration (engine compression braking). • The manual shaft (16), detent lever (17) and manual valve (916) are moved into the “1” range position – Manual First. 1
INPUT SUN GEAR (631)
INPUT SHAFT AND 3RD CLUTCH HOUSING (604)
Power from the Wheels
Power from the wheels is transferred back through the transmission from the final drive differential assembly (100119) to the input shaft and 3rd clutch housing (604). Each of the component's function and rotation direction is the same as during acceleration (compare Figures 59 and 75).
INPUT CARRIER ASSEMBLY FINAL DRIVE SUN GEAR (700) SHAFT (722)
2
Low/Reverse Band Applied
The low/reverse band (13) is applied and prevents the forward and coast clutch housing (801) from rotating. 3
Forward Clutch Applied
The forward clutch applies and links the forward sprag outer race (721) to the forward and coast clutch housing (801).
DRIVEN SPROCKET (415)
4
Forward Clutch Sprag Holding
During deceleration, the input torque from the wheels to the gear sets attempts to rotate the input internal gear flange (725) faster than the forward sprag outer race (721). This condition would cause the sprag elements to overrun and allow the vehicle to coast freely. The coast clutch prevents this condition from occurring.
FORWARD SPRAG INPUT OUTER RACE INTERNAL (721) COAST GEAR INPUT HELD CLUTCH (708) INTERNAL HUB HELD GEAR (719) FLANGE HELD (725) HELD
FORWARD CLUTCH SPRAG ASSEMBLY (716) *HOLDING
78
LOW ROLLER CLUTCH ASSEMBLY LOW/REVERSE (830) FORWARD BAND *HOLDING AND COAST (13) CLUTCH APPLIED HOUSING (801) HELD
5
FINAL DRIVE SUN GEAR (121)
The coast clutch plates (812-814) are applied and connect the forward and coast clutch housing (801) to the coast clutch hub (719). The coast clutch hub (719) is splined to the input internal gear flange (725) and holds, or drives the input internal gear (708) depending on gear range and direction of power flow. This directs torque from the input carrier pinion gears through input sun gear (631) to the input shaft and 3rd clutch housing assembly (604). 6 FINAL DRIVE ASSEMBLY (100-119)
FORWARD CLUTCH APPLIED
LOW/REVERSE SERVO ASSEMBLY (928-934) APPLIED
COAST CLUTCH APPLIED
FORWARD/COAST CLUTCH SUPPORT (822) (SPLINED TO CASE)
* HOLDING ON ACCELERATION
Figure 75
Coast Clutch Applied
Power to Torque Converter for Engine Braking
The input shaft and 3rd clutch housing assembly (604) is connected to the turbine shaft through the drive link assembly and the drive and driven sprockets. This creates a mechanical link between the final drive differential assembly and the torque converter turbine. This allows engine compression to slow the vehicle when the throttle is released.
When selecting manual first range to slow the vehicle, the speed of the vehicle provides input through the transmission and attempts to overrun engine speed (RPM). However, engine compression braking slows the vehicle down when the low/ reverse band and the coast clutch are applied, resulting in a 2.96:1 gear ratio through the gear sets.
78A
DRIVE RANGE – MANUAL FIRST
DRIVE RANGE – MANUAL FIRST
(from Drive Range – Manual Second)
(from Drive Range – Manual Second)
2-3 SHIFT SOL
ON
OFF
2ND CLUTCH
2ND SPRAG
REVERSE CLUTCH
3RD CLUTCH
4TH BAND
FORWARD FORWARD SPRAG CLUTCH
COAST CLUTCH
LOW/REV. BAND
LOW ROLLER
FORWARD AND COAST CLUTCH ASSEMBLY
2ND CLUTCH ASSEMBLY
HOLDING APPLIED APPLIED APPLIED HOLDING
Drive Range – Manual First (1) may be selected at any time while the vehicle is being operated in a forward gear range. However, the transmission will not downshift into First gear until vehicle speed is below approximately 56 km/h (35 mph). At higher speeds, the PCM will keep the 1-2 shift solenoid (SS) valve de-energized and the transmission will operate in a Manual First – Second or Third Gear condition until vehicle speed slows sufficiently.
COAST CL
2ND CL
When the gear selector lever is moved to Manual First (1) from Manual Second (2), the manual valve also moves. With vehicle speed low enough, the following changes occur to the hydraulic and electrical systems:
FORWARD CLUTCH
TFP SWITCH
1 MANUAL VALVE
Line pressure enters the low fluid circuit at the manual valve.
The normally open 1-2 SS valve is energized the PCM and blocks 1-2 solenoid fluid from exhausting. 1-2 solenoid fluid pressure moves the 1-2 shift valve to the downshifted position.
FWD CL
1 2 3D NR
REV
LINE (From Pump)
DRIVE
4a
2 LOW/REVERSE BAND APPLIES 2a 1-2 Shift Solenoid (SS) Valve:
COAST CL
1-2 SHIFT SOL
P
2b #8 Ball Check Valve:
Low fluid from the manual valve unseats the #8 ball check valve allowing fluid to continue through the low circuit.
FILTER (338)
28
ACT FD
EX
TRQ SIG
3b 1-2 Shift Valve:
EX
PRN
REV
PRND4
PRND43
D321
8
4 BD FD C CL FEED
D21
EX
10
EX 3RD CL
D21 D21Y EX LOW
43
COAST CL
9
1
EX
2-3 SHIFT VALVE DRIVE
LINE
EX
42
#5
DRIVE
3RD CL
2-3 SHIFT SOLENOID OFF
18
2c
DRIVE 2-3 SOL 13
16
FILT ACT FD
5b
4TH SERVO
4
36
2-3 SOL
2d
PRN
5
LOW FD
4 BD FD
4b
DRIVE
1-2 SHIFT SOLENOID ON
1-2 SOL
1-2 SOLENOID
2a
2nd clutch fluid exhausts from the 2nd clutch piston and the 1-2 accumulator, allowing the 2nd clutch plates to release. This changes the power flow through the transmission gear sets from a Second gear to a First gear ratio.
LOW FD
3-4 ACC
EX
2ND CL
#3
15
2nd clutch fluid exhausts through the 1-2 shift valve.
2ND CL
4TH BAND
REV CL
3b
5a
LOW & REV BD APPLY LOW & REV BAND REDUCE
#6
2f
20
EX
14
2ND CL
PRIMARY ACCUM
REVERSE ACCUMULATOR
1-2 ACCUM
#2
EX
4TH BAND
FWD CL
5 SHIFT ACCUMULATION 5a 1-2 Accumulator:
2
REV
4b 1-2 Shift Valve:
3-4 ACCUMULATOR 2ND CL
EX
4TH BD
1-2 ACCUMULATOR
21
#1
FWD CL PRIMARY ACCUM
Figure 76
FWD ACCUMULATOR
2e
REV BAND
3a
EX
1-2 SHIFT VALVE
REV CL
4th band fluid passes through the 1-2 shift valve and exhausts through orifice #2. 4th band feed fluid passes through the 3-4 shift valve and orifice #11 to the 2-3 shift valve where it exhausts.
COMPLETE HYDRAULIC CIRCUIT Page 102
3RD CL
ACT FD FWD CL
EX EX PRIM ACC
4th band fluid exhausts from the 4th servo piston and the 3-4 accumulator, thus releasing the 4th band.
78B
3-4 SHIFT VALVE 11
FILTER (917)
1-2 / 3-4 ACC ACCM BOOST
3 4TH BAND RELEASES 3a 4th Servo:
3-4 accumulator fluid fills the 3-4 accumulator when 4th band fluid exhausts. 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.
19
#9
D321
FWD CL
EX EX
Reverse band fluid pressure enters the low/reverse servo and acts on the servo piston to move the servo pin and apply the low/reverse band.
5b 3-4 Accumulator:
2b
#8
TORQ SIGNAL
2f Low/Reverse Servo:
1-2 accumulator fluid fills the 1-2 accumulator when 2nd clutch fluid exhausts.
PRESSURE CONTROL SOLENOID
40
DRIVE
LINE
Low & reverse band reduce fluid seats the #6 ball check valve against the low & reverse band apply circuit allowing fluid and enters the reverse band circuit.
7
1-2 SOL
2e #6 Ball Check Valve:
4 2ND CLUTCH RELEASES 4a 2nd Clutch Assembly:
DRIVE
EX
ACT FD
LINE(From Pump) LOW D21Y
FILTERED ACTUATOR FEED
4TH BAND FEED
EX
EX
Low feed fluid is routed through orifice #4 and the 1-2 shift valve into the low & reverse band reduce circuit.
LOW D21
1
LINE
ACT FD LMT
CST CL FD
2d 1-2 Shift Valve:
EX
EX
Low fluid passes through the 2-3 shift valve and enters the low feed circuit.
MANUAL VALVE 2ND CL
2c 2-3 Shift Valve:
REV
DRIVE
LOW/REVERSE SERVO
79
OPERATING CONDITIONS RANGE REFERENCE CHART 2-3 SHIFT SOL
1
2
3
4
5
6
7
8
9
10
2ND CLUTCH
2ND SPRAG
REVERSE CLUTCH
3RD CLUTCH
4TH BAND
FORWARD SPRAG
FORWARD CLUTCH
COAST CLUTCH
LOW/REV. BAND
LOW ROLLER
RANGE
GEAR
1-2 SHIFT SOL
PARK
N
ON
OFF
REV
R
ON
OFF
NEU
N
ON
OFF
1
ON
OFF
2
OFF
OFF
APPLIED
HOLDING
3
OFF
ON
APPLIED
OVERRUNNING
4
ON
ON
APPLIED
1
ON
OFF
2
OFF
OFF
APPLIED
HOLDING
3
OFF
ON
APPLIED
OVERRUNNING
1
ON
OFF
2
OFF
OFF
APPLIED
HOLDING
3*
OFF
ON
APPLIED
OVERRUNNING
1
ON
OFF
2*
OFF
OFF
APPLIED
HOLDING
3*
OFF
ON
APPLIED
OVERRUNNING
APPLIED APPLIED
APPLIED
D
3
2
1
APPLIED
APPLIED APPLIED
APPLIED
APPLIED
APPLIED APPLIED
APPLIED APPLIED
HOLDING
APPLIED
APPLIED
HOLDING
APPLIED
OVERRUNNING
HOLDING
APPLIED
OVERRUNNING
OVERRUNNING
APPLIED
OVERRUNNING
HOLDING
APPLIED
HOLDING
APPLIED
HOLDING
APPLIED
APPLIED
HOLDING
APPLIED
APPLIED
HOLDING
APPLIED
APPLIED
OVERRUNNING
HOLDING
APPLIED
APPLIED
OVERRUNNING
HOLDING
APPLIED
APPLIED
HOLDING
APPLIED
APPLIED
OVERRUNNING
HOLDING
APPLIED
APPLIED
OVERRUNNING
APPLIED
HOLDING
HOLDING OVERRUNNING OVERRUNNING
APPLIED
APPLIED
HOLDING
HOLDING
ON = SOLENOID ENERGIZED OFF = SOLENOID DE-ENERGIZED @ THE SOLENOID’S STATE FOLLOWS A SHIFT PATTERN WHICH DEPENDS UPON VEHICLE SPEED AND THROTTLE POSITION. IT DOES NOT DEPEND UPON THE SELECTED GEAR. * THESE GEARS ARE NOT NORMAL BUT AVAILABLE UNDER SEVERE CONDITIONS. EXPECTED OPERATING CONDITION IF COMPONENT IN COLUMN NUMBER IS INOPERATIVE: COLUMN # 1 2 3 4 5 6
CONDITION NO 2ND GEAR IN D OR D3 RANGE. NO 2ND GEAR IN D OR D3 RANGE. NO REVERSE GEAR – ALL DRIVE RANGES OK. NO 3RD OR 4TH GEAR. NO 4TH GEAR OR MANUAL 2ND ENGINE BRAKING. NO DRIVE IN D OR D3 RANGE. MAY SLIP IN MANUAL RANGES UNDER MODERATE TO HEAVY ACCELERATION. NO DRIVE IN D OR D3 RANGE. MAY SLIP IN MANUAL RANGES UNDER MODERATE TO HEAVY ACCELERATION. NO ENGINE BRAKING IN MANUAL 1ST, MANUAL 2ND, MANUAL 3RD. NO REVERSE – NO ENGINE BRAKING IN MANUAL 1ST OR MANUAL 2ND - 1ST GEAR. SLIPS IN 1ST GEAR UNDER MODERATE TO HEAVY ACCELERATION.
7 8 9 10
SHIFT SOLENOID VALVE ELECTRICAL CONDITIONS If the PCM detects a continuous open or short to ground in the shift solenoid or shift solenoid circuits the following actions occur: 1-2 • The PCM illuminates the malfunction indicator lamp (MIL). DTC • The PCM commands maximum line pressure. P1842 • The PCM inhibits 3-2 downshifts above 50 km/h (31 mph). • The PCM freezes transmission adapt functions. • The PCM stores DTC P1842 in PCM history. 2-3 DTC P1845
80
• • • • • •
The PCM illuminates the malfunction indicator lamp (MIL). The PCM commands an immediate landing to 2nd gear. The PCM commands maximum line pressure. The PCM inhibits TCC engagement. The PCM freezes transmission adapt functions. The PCM stores DTC P1845 in PCM history.
Figure 77
COMPLETE HYDRAULIC CIRCUITS 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. 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. Due to the large number of components in the 4T80-E pump circuit, they will only be shown once. All ranges are the same as shown in Figure 79.
The hydraulic circuitry of the Hydra-matic 4T80-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. 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 components such as the pump, control valve body, channel plate and case to assist the user when PASSAGE PASSAGE PASSAGE PASSAGE PASSAGE PASSAGE PASSAGE PASSAGE PASSAGE PASSAGE PASSAGE PASSAGE PASSAGE PASSAGE
C
M LUBE
TORQUE CONVERTER ASSEMBLY
2ND CLUTCH ASSEMBLY
3RD CL EX
COAST CL
2ND CL
20b 30d/31a
IN
30a 40g
9
6f 6g 23
30 11
8/9
6
30
56
31
3
27
26
6 6
27a
42
30 31
40
6
27b
4
20
30
4
6d
30
24
6h
6
1
40
40 42
20
11 22
31
56
22 22 22
10
27
40
4
GASKET (326) (V.B./ Spacer Plate)
SPACER PLATE (327) (Sec. P.B. & V.B./ Case Cover)
GASKET (328) (Spacer Plate/ Case Cover)
DRIVEN SPROCKET SUPPORT (418)
11 9
D21Y CST CL FD D321
1-2 SOLENOID
PRN
5
5 5
5
1
6
5
1
30
9 56 30
9 27
#10
42
9
42
40
56
3
56 32 5
20
32
54
32
56
40
27 20
40
9
52
33
1 40
6 5
20
1 40
27
39
1 5
54
39
6
5
5
1
33 5
5 20
5
27 39 33
6
32
40
(8)
20
20
1
27 27
39 33
D321
EX
CASE COVER (33) (Case Side)
SEAL (44) (Case/Case Cover)
33a
26
(54)
TRANSMISSION CASE (6) (Case Cover Side)
REV BAND
EX
D321 D321
COAST CL FEED
NOTE: 56
U
M
RR
38 U
56 56
56
2 N
49
CL
10
2ND CL
28c 29c
➤
#4
56
56
56
40 56
6
32
#2
27h
#3
27f
44b
27c
CASE (6)
34 38
34
33
56
44
33c 33
22
44b 33b
38e 38f/34f 38g/34e
21
1
38
20/38
39
20
23a
56
27
20
(8) 40
32
56
56
- DUAL PURPOSE PASSAGES HAVE CHANNEL PLATE SIDE PASSAGES LISTED FIRST
52 56
52 43
44
27
#4 44
52 39 34 34
#1 38
33
33
32
53
53
#5 39
17
17
37
38
29
23 56
47 48 51 43
48 49 50 34 40 52 52 35 36 52 51
56
19
51
6
47
32 50 34 38
50
47 50
24 56
(917)
18
18
40
36
21 20
40c 40d
2
23
33 17 25 32 35
26 37
#7 27
- EXHAUST FLUID NOT SHOWN 32a
6k
36
6
52
44c
40e
#2
28b/27e 13
F
H
L
N
20
28
27
6
#3
LOWER CHANNEL PLATE (900) (Case Bottom Side)
SPACER PLATE GASKET ASSEMBLY (935) (Case Bottom to Lower Channel Plate)
ACCUMULATOR HOUSING (944)
4
FOLDOUT ➤ 83
6 4
J
FOLDOUT ➤ 81
4
5 56
4
4 4
PRIMARY PUMP BODY (200) (Secondary Pump Body Side)
COMPLETE ILLUSTRATED PARTS LIST
Figure 78
7
1
3
28
20b
7
39a
39
6
Figure 81
HALF PAGE TEXT AND LEGEND
1
5
56
32c
27d 27c
7
(216)
7
#8
LOWER CONTROL VALVE BODY (903)
44
28a/27f
56
27
6
5
29 32b
28c
56 28 20
1
TRANSMISSION CASE (6) (Bottom View)
37
- NON- FUNCTIONAL HOLES HAVE BEEN REMOVED FROM COMPONENT DRAWINGS TO SIMPLIFY TRACING FLUID FLOW.
IN
21b/24
IN GASKET
29a/27h
33d
56
6
56 39
44
20
32
20
39
SLOT
GASKET
56
40
33
47c
29b/27g
33 56 44 39
6
1
27 33
2
7
21a/23 SLOT
29c
29
44
28a
32e
23
15
39 33h 14
56 6
32
29b
4TH BAND PRIMARY ACCUM
48 6
39
40
4TH SERVO BORE
29a
13 28b
27d
38 56
23
21
5
32g
4
53a 52b
44
44a 38d
44
➤
27e
2
39 56
24 56
37b 32k/33e
37a
27c 33g
27 39 44
40
56 40
36
48a 32f 48b 51 49 34a 9 43a 10 53 40b 47b 35a 8 40a 50c 51a 43 53/52 11 6m 43b 32m 35 36c 50b 50d 34 36d/34g 50a 34d 19 47a 18 38 34c 38a 36b 21 16 47 38c/20 50 20a 36a 36 24a 12
56 56 56 56 56
44
32
56
52
24
3
2
52
#9
INDICATES BOLT HOLES 52
17a 26a 32h/33f
37
56
43
36
6
-
32
23b 33 17 26/33a
20
37 33 53
53 35
47
56
32
14
27g
FWD ACCUMULATOR
PRIM ACCUM
53
#6
49a
24b
17
37
26
26
32 34
56
56 36 50
56
17
43
51
56 40
56
38 56 24 23
50 56
32
2ND CL 4TH BAND
49
56
47 48 32
56
56
40
33g 33h
1-2 ACCUMULATOR
3-4 ACCUMULATOR
CHANNEL PLATE (900)
56
56
56
32
56
U TC H
33c 22 33b
REVERSE ACCUMULATOR
38b
56
56
32
56
TRANSFER PLATE (956) N
47c
4TH BD FD D21Y D21Y COAST CL FEED 51
43b
48b
37a
47d
48
51a
7
48a
EX
#9
CC
26a 37b
3
56
➤
E
2
40 9
6 27
40
6
5
5
5
2
(3)
52
42
1
5
1
(40)
6
32
40
5
20
5
42
40
6 32
32
54 1 27
16
2
9
5
20
1
39
2
6
9 27
5
SEAL (43) (Case Cover/ Driven Sprocket Support)
5
5
5
42 5
3
5
5
5
5
20
2
5
2
9 4
5
5
2 2
40 56 56
56
6
55
5
3
56
4
D
PRIMARY PUMP BODY (200) (Scavenge Pump Cover Side)
46
40 8
8 10
32
30c/31
30b
30
4
8a
SLOT
GASKET
15
2 #11
CASE COVER (33) (Sec. P.B. & V.B.Side)
REV CL
44a
38e
➤
4 4
40
13
40
6
17a
SPACER PLATE ASSEMBLY (935)
ACCUMULATOR HOUSING (944) SPACER PLATE GASKET ASSEMBLY (935)
PRIMARY ACCUM
11c
30/6
27/6
40
8 22
54
23a
LO & REV BD APPLY LO & REV BAND REDUCE LOW/ REVERSE SERVO
REV CL
RIGHT SCAVENGE SCREEN (52)
3RD CL 3RD CL
SEAL (44)
REV CL
REV
REV
EX EX
EX 34d
39
4TH BD FD 2ND CL
Figure 80
82
EX
PRN
D321
LINE
DRIVE
PRND43 D21
EX
EX EX
DRIVE
EX
CHANNEL PLATE (900)
EX 34g
34a
34
43a 44 52b
SPACER PLATE ASSEMBLY (935)
FORWARD CLUTCH
➤
CASE (6)
SEAL (44)
RIGHT SCAVENGE SUCTION
53a
LO 2ND CL
42
40k
34c
PRIMARY ACCUM
LEFT SCAVENGE SUCTION
ORIFICED 3RD CL PRIMARY ACCUM
CASE COVER (33)
PRIMARY ACCUM
3RD CL 3RD CL
LEFT SCAVENGE SCREEN (51)
#11
6c 33
42
5 33
20
3-4 ACCUMULATOR 1-2 ACCUMULATOR
➤
➤
DRIVE
FORWARD CLUTCH
42a
40p
31
31a
30b
40n
40r
40s
30c
30d
30
➤
LEFT SCAVENGE SUCTION
GASKET (326)
GASKET (328)
LINE
ORIFICED 3RD CL PRIMARY ACCUM
3RD CL
EX EX
LINE
CASE COVER (33)
SPACER PLATE (327)
EX EX
EX
EX
UPPER CONT VB (300)
EX
EX
EX
EX
EX
EX
➤
EX EX EX EX
30a
27b
40f
27a
6c
42b
LOWER CONTROL VALVE BODY (903) SPACER PLATE ASSEMBLY (935)
#1
BOTTOM SUMP
LINE
6b
1
31
27
22
L
31
56 56 56
A
GASKET (328) CASE COVER (33)
3RD CL
46 40 40
N
GASKET (326) SPACER PLATE (327)
#10
5
IN
G
32
56
SI
38
2
CHANNEL PLATE (900)
2ND CL
ACCUMULATOR HOUSING (944)
6
56
6
5
10
2
40m
ORIFICED 3RD CL UPPER CONTROL VALVE BODY (300)
33
3RD CL
45 6
3-
3RD CL
SLOT IN GASKET
PRIMARY ACCUM
PRN
2-3 SOLENOID
21
5
1
GASKET
40
42
LO
SCAVENGE TUBE (54)
6
40
10 12 46 45
6
6
8
11 8
37
REV
1-2 SHIFT VALVE
2-3 SOLENOID
39a
56 56
15
56
4 56
(40)
36
PRN
REV
24a
5
45
12 56
40
5
47
#6
43 52
19
56
56 56
8
6
32
1-2 SOL
56 6
5
(38)
49
D21Y C CL FEED
D21 LO FEED DRIVE LO FEED EX EX LO 1-2 SOLENOID
2
3
23b
D2
3
EX
32
1 56
32m
47a
3
56
13
45
22
40k 40p/42
42a
28
13
15
45
32
3
10a 22c 31
30
30
SLOT IN
29
20a
45 2
42b/40m
22b
40h
45
22a
40n
10
8a/10b 8d
22d
22
40r
46a 13 27
6a
8c
11
46
45
22e 11a
8b 11b
20
5
RU
6d
32d
31
40s
12 10c
6e
40
40
38
30
GASKET
45c 45b
2
35
45a
34
37
22 22
10 22 42
55
8
33 32e
40a
38
2-3 ACCUM
20
6 30
UPPER CONTROL VALVE BODY (300) (Case Cover Side)
ER
2-3 ACCUMULATOR
CLIP POCKET
40
V
22c
ORIFICED CUP PLUG (343)
LINE
40
8
40f
O
22b
TORQ SIG
1-2 SHIFT SOLENOID ON
24b
11 13a 15
45d 22f
40
13
10
27
27 52
40
46
46
45
6
5
37
ACT FD
LINE SEC 2-3 ACCUM SEC 2-3 ACCUM 1-2 / 3-4 ACC ACCM BOOST
52 36c
53
6
52
40
GASKET (228) (Secondary P.B./ Spacer Plate)
12 13 10 56
56 56
11
22
56
E
22a
ACT FD
2-3 ACCUM VALVE
35a 53
21a 23 15
SLOT IN GASKET
56
2 5
5
5
V
TORQ SIGNAL
56
12
10
45
10
4
15
5 5
O
LINE
4
8
20a
(38)
17
D321 3RD CL D321
2
56
13/14
14
45
45
56
55
35
PRESSURE CONTROL SOLENOID
FILTER (338)
CONV FEED
ACT FD LMT
40
45
56 6 30 52 30
9 6
A
CC FD LIMIT
30
22 56 25
4
8d
28 20b
REV CL REV REV REV PRN PRND43 COAST CL
2-3 SHIFT VALVE 2-3 SOLENOID
50c 35
10a
ACT FD ACT FD
3
SCAVENGE PUMP COVER (237) (Primary Pump Body Side)
3-
TCC FD LIMIT CONV FEED 3RD CL
31
45
13 15
45
11 45
15 45 52
56
33
TCC FD LIMIT
PRND4
32f
3
3
4
H
TCC CONTROL
8
6 56
11
15
6
1
SCAVENGE PUMP COVER (237) (Scavenge Pump Body Side)
5
10
10 8 52 56 52 20 52 52 6 22 20
55
4T
TCC EX ENABLE
46
20a 21 16 21b 24 9
SCAVENGE PUMP BODY (225) (Scavenge Pump Cover Side)
56
46 1352 6 52 56
40
22 20 42
40
11
4
SLOT
GASKET
6 7
SECONDARY PUMP BODY (203) (Case Cover Side)
32
REG APPLY
13a
30
20b
8 10
29
45d
56
40
56
6
15
33f 32g
2
3
(41)
12
3
56
SLOT
32k 33e 32h
1
1
4
17
D321 2-3 SHIFT SOLENOID OFF
#7 4 BD FD
REV ORIFICE BYPASS VALVE
FWD ORIFICE BYPASS VALVE
36d
10c
27 10b
TCC FD LIMIT
1
32b
D321
#5
FILTER (917)
3
1
56
6
(350)
44c
3-4 SHIFT VALVE
P
50a 50d 50b
3
32a
6m 38g 34e 1 38f 34f 18 38
38d
TCC FD LIMIT
TCC EX ENABLE ORIFICED TCC EX ENABLE TCC FD LIMIT
SLOT IN GASKET
ACT FD
EX
EX
EX
TCC CONTROL
TCC EX ENABLE
13 14 35
LO D21
36
LINE CON FD TORQ SIGNAL 3RD CL 3RD CL
EX EX EX
EX
TCC ENABLE
45b 13
11
TCC SOL
CONV CL CONTROL
56
56 56
40e
MANUAL VALVE 50
CONV RELEASE
TCC CONTROL
11 22
1
4 9
6
40b 11 33d
REV CL
DRIVE
6k 6e
CONV CL REG
45c 45
45a
2
3
49a
1 2 3D NR
LINE
GASKET (326)
TO COOLER LINE REG APPLY
15
46a
56
22
31
6
8
(216)
1
56
32c
38b
2ND CL
RIGHT SCAVENGE SUCTION
1 11c
56
2
40c
#8
36b
LO
11b
ACT FD
ACT FD
LINE
23
11a
UPPER CONTROL VALVE BODY (300)
CONV APPLY
12
34
56
(343) 56
11
39
3RD CL
38c 36a
3
40d LOWER CONTROL VALVE BODY (903)
TFP SWITCH 38a 20 40
MAIN PUMP SUCTION
FILTER (236)
56 7
45 10 14 13 56 12
40 56
21
56 56
22
8
56 56
56 56
46
56 2
56 56 56 56
32
56
56
40
56
(338)
22
56
56
56
56
56 56 56 56 56
56 56
56
32 56
56
TRANSFER PLATE (956)
➤
32d 6h
SLOT IN GASKET
FORWARD CLUTCH
REV
PRIMARY ACCUM
6f
REV LINE
4TH BAND
ACT FD LUBE 2 LINE LINE SLOT IN GASKET
26 8a 6g
LUBE 2 MAIN PUMP SUCTION LEFT SCAVENGE SUCTION CONV RELEASE
8
52
COAST CL
REV CL REV 3RD CL FORWARD CLUTCH
3
3
11 56 56
56 56 56 56
22 11 56
IN
ORIFICED 3RD CL
GASKET (328)
GASKET (228)
24 9
25
LINE
SEC LINE
PRIMARY PUMP
SPACER PLT (327)
SECONDARY LINE
8c 8b SLOT IN GASKET
CON FD
BALL CHECK
SCAVENGE PUMP
LEFT SCAVENGE SUCTION
CASE COVER (33)
BOOST VALVE
LINE LINE
56
4
22d
PRESSURE REGULATOR VALVE
SCAVENGE OUTLET
TO COOLER
PRIMARY PUMP BODY (200)
RIGHT SCAVENGE SUCTION LINE
2
56
11
11
FORWARD CLUTCH
4TH SERVO
SCAVENGE TUBE (54)
40g 40h
SECONDARY PUMP
Running)
56
8
22e
➤
EX
➤
➤
SCAVENGE PUMP BODY (225)
3RD CL
6b 37
22f
CONV RELEASE SCAVENGE PUMP COVER (237)
REV CL
LINE
6a
TORQ SIGNAL
TORQ SIGNAL 3RD CL 3RD CL LINE
CONV APPLY
LINE
2
REV
su mp tra pu Preses pu to thWe hen mand ulat rdingents. the defrom accoirem ceeds, fluidr requut ex sure lato 56 6 outp e presre regu 22 of linpressu 40 the 56
3RD CL EX
REV CL
LUBE
RIGHT SCAVENGE SUCTION
(P) Park l thethe oi (Engine r inPARK leve fromwing: ctor sure follo gsele pres the the line ed to 218): Re) re ith W sition, rect Valve( essu 56 56 po p is di lator (line prion 56 56 56 pum re Reguoutputnsmissmp 56 56 22
COOLER LUBE FITTING (3)
FORWARD AND COAST CLUTCH ASSEMBLY
➤
➤
LINE PRESSURE TAP (40)
2 2
RK g PA nnin u eR gin En
FORWARD/COAST CLUTCH SUPPORT (822)
EX
➤
COOLER
CONV APPLY
3RD CLUTCH ASSEMBLY
LUBE 2
SECONDARY PUMP BODY (203)
REG APPLY
LUBE
REVERSE CLUTCH ASSEMBLY
DRIVEN SPROCKET SUPPORT (418)
LUBE
UPPER SUMP
I
3RD CL
LUBE
K
3
➤
➤
(Engine Running)
INTAKE & DECREASE CONVERTER & LUBE MAINLINE SOLENOID SIG. ACCUMULATOR ACTUATOR FEED TORQUE SIGNAL
G
COAST CL REVERSE 4TH BAND
B
56
3
FLUID FLOW THROUGH COMPONENTS (FOLDOUT)
4TH BAND
A
56
2
A IS LOCATED IN THE SCAVENGE PUMP BODY (WHITE AREA) B IS LOCATED IN THE PRIMARY PUMP BODY (WHITE AREA) C IS LOCATED IN THE SECONDARY PUMP BODY (LIGHT GREY AREA) D IS LOCATED IN THE UPPER CONTROL VALVE BODY (LIGHT BLUE AREA) E IS LOCATED ON THE SPACER PLATE (DASHED LINE) F IS LOCATED IN THE CASE COVER (LIGHT RED AREA) G IS LOCATED IN THE DRIVEN SPROCKET SUPPORT (LIGHT YELLOW AREA) H IS LOCATED IN THE CASE (WHITE AREA) I IS LOCATED IN THE FORWARD/COAST CLUTCH SUPPORT (LIGHT RED AREA) J IS LOCATED IN THE LOWER CHANNEL PLATE (LIGHT RED AREA) K IS LOCATED IN THE TRANSFER PLATE (LIGHT RED AREA) L IS LOCATED ON THE SPACER PLATE/GASKET ASSEMBLY (DASHED LINE) M IS LOCATED IN THE LOWER CONTROL VALVE BODY (LIGHT BLUE AREA) N IS LOCATED IN THE ACCUMULATOR HOUSING (LIGHT YELLOW AREA)
FLUID FLOW SCHEMATIC — (FOLDOUT)
PARK
PUMP PASSAGES – ALL RANGES
SECONDARY PUMP BODY (203) (Primary Pump Body Side)
Figure 79
81A
PARK
(Engine Running) LUBE
INTAKE & DECREASE CONVERTER & LUBE MAINLINE SOLENOID SIG. ACCUMULATOR ACTUATOR FEED TORQUE SIGNAL
LUBE
TORQUE CONVERTER ASSEMBLY
LUBE
REVERSE CLUTCH ASSEMBLY
DRIVEN SPROCKET SUPPORT (418)
2ND CLUTCH ASSEMBLY
3RD CLUTCH ASSEMBLY
COOLER LUBE FITTING (3)
FORWARD AND COAST CLUTCH ASSEMBLY
FORWARD/COAST CLUTCH SUPPORT (822)
LUBE 2
EX
ACT FD
SEC 2-3 ACCUM
EX EX
2-3 ACCUM LINE
6d
3
3RD CL
SLOT IN GASKET
40m
ORIFICED 3RD CL
42b
GASKET (328)
#10
CASE COVER (33)
3RD CL
42
SPACER PLATE (327)
31
17a
26a
EX
D321 D321
37b
47c
COAST CL FEED
33a
37a
47d
48
7
48a
51 51a
48b
4TH BD FD D21Y D21Y COAST CL FEED 43b
10
3-4 ACCUMULATOR 1-2 ACCUMULATOR
28c 29c
REV CL
#4
33c 22 33b
REVERSE ACCUMULATOR
33g 33h
27h
29a 14
27g
3-4 ACCUMULATOR
FWD ACCUMULATOR
#3
PRIM ACCUM
ACCUMULATOR HOUSING (944)
27c
2ND CL 4TH BAND PRIMARY ACCUM
29b 28a
27f 27e
SPACER PLATE GASKET ASSEMBLY (935)
PRIMARY ACCUM
#2
13 28b
27d
REV CL
2ND CL
SPACER PLATE ASSEMBLY (935)
4TH BAND
EX
EX
#9
20 26
LOW & REV BD APPLY LOW & REV BAND REDUCE LOW/ REVERSE SERVO
1-2 ACCUMULATOR
#11
COAST CL REVERSE 4TH BAND
1-2 SOLENOID
D21Y CST CL FD D321 D321
EX
EX
23a
37
CHANNEL PLATE (900)
FORWARD CLUTCH
RIGHT SCAVENGE SCREEN (52)
PRN
REV
EX
PRN
EX EX EX
ACCUMULATOR HOUSING (944)
REV CL
REV
PRND43
LINE
D21 34d
CHANNEL PLATE (900)
EX
21
4TH BAND
Figure 80
47a
1-2 SOL
PRN
4TH BD FD 2ND CL
CHANNEL PLATE (900)
CASE (6)
2
53a
SPACER PLATE ASSEMBLY (935)
CASE (6)
EX
DRIVE 34
34c
5
DRIVE
BOTTOM SUMP
LINE
82
2-3 SOLENOID LOWER CONTROL VALVE BODY (903) SPACER PLATE ASSEMBLY (935)
#1
PRIMARY ACCUM SEAL (44)
47 40a
36
PRN
2ND CL
3RD CL 3RD CL
3RD CL
49
#6
2-3 SOLENOID
24b
SCAVENGE TUBE (54)
32 17
REV
1-2 SHIFT VALVE
19
32m
REV
24a
LOW
33
D21Y C CL FEED
43 52
39a
LEFT SCAVENGE SCREEN (51)
40p
40k
40s
40n
40r
31
GASKET (326)
31a 30d
30b
32
30c
30
30a
40f
33
38
1-2 SHIFT SOLENOID ON
32f
D321 3RD CL D321
D21 LOW FEED DRIVE LOW FEED EX EX LOW 1-2 SOLENOID
42a
UPPER CONTROL VALVE BODY (300)
27a
LINE 27b
6c
EX EX
1-2 / 3-4 ACC ACCM BOOST
42
LINE
2-3 ACCUMULATOR
PRIMARY ACCUM
3RD CL
EX
LINE SEC 2-3 ACCUM
EX
53
6
23b
44a
22c
ORIFICED CUP PLUG (343)
21a 23 15
SLOT IN GASKET
32g
44b
TORQ SIG
2-3 ACCUM VALVE
ORIFICED 3RD CL PRIMARY ACCUM
EX
22b
52 36c
38e
ACT FD
3RD CL 3RD CL
EX
EX
22a
ACT FD
53
FORWARD CLUTCH
TORQ SIGNAL
RIGHT SCAVENGE SUCTION
ACT FD LMT
LEFT SCAVENGE SUCTION
EX
EX
LINE
20a
SEAL (44)
EX
EX
EX
EX
PRESSURE CONTROL SOLENOID
FILTER (338)
CONV FEED
8
20b
CASE COVER (33)
EX
EX
CC FD LIMIT
35a
2ND CL
28
ACT FD ACT FD
CASE COVER (33)
TCC CONTROL
8d
GASKET (326)
46
4
10a
GASKET (328)
TCC EX ENABLE
2-3 SOLENOID
35
33f 12
32e
2-3 SHIFT VALVE
39
10
TCC FD LIMIT CONV FEED 3RD CL
2-3 SHIFT SOLENOID OFF
50c
9
EX
TCC FD LIMIT
TCC FD LIMIT
SPACER PLATE (327)
13a
30
LEFT SCAVENGE SUCTION
8
29
REG APPLY
SLOT IN GASKET
21 16 21b 24
LOW
TCC FD LIMIT
45d
FILTER (917)
20a
27 10b
D321
50b
32h
REV CL REV REV REV PRN PRND43 COAST CL
#5
50a 50d
20b
PRND4
32k 33e
17
FWD ORIFICE BYPASS VALVE
34g
TCC EX ENABLE ORIFICED TCC EX ENABLE
TCC EX ENABLE
13 14 35
10c
6m 38g 34e 1 38f 34f 18 38
34a
TCC FD LIMIT
D321
LINE
TCC CONTROL
EX
EX
EX
ACT FD
TCC ENABLE
45b
TCC SOL
CONV CL CONTROL
EX
EX
TCC CONTROL
45a
13
11
EX
45 46a
CONV RELEASE
PRIMARY ACCUM
CONV CL REG
45c
ORIFICED 3RD CL PRIMARY ACCUM
34
LOW D21
50 6k 6e
4 BD FD REV ORIFICE BYPASS VALVE
MANUAL VALVE 36
#7
D321
DRIVE
UPPER CONTROL VALVE BODY (300)
LINE CON FD TORQ SIGNAL 3RD CL 3RD CL
TO COOLER LINE REG APPLY
EX
CONV APPLY
15
44c
3-4 SHIFT VALVE
P
DRIVE
1
1 2 3D NR
40b 11 33d
REV CL
36b
MAIN PUMP SUCTION 12
#8
36a
11c
GASKET (326)
40c
3RD CL
36d
11b
32a 49a
38c
38d
23
11a
39
20 40
LOW
6h
LUBE 2 MAIN PUMP SUCTION LEFT SCAVENGE SUCTION CONV RELEASE
ACT FD
32d
32b
LOWER CONTROL VALVE BODY (903)
TFP SWITCH
FORWARD CLUTCH
6f
REV LINE
40e 40d
38a
ACT FD
6g
LINE
SLOT IN GASKET
RIGHT SCAVENGE SUCTION
2ND CL
REV
PRIMARY ACCUM
25
ORIFICED 3RD CL
SLOT IN GASKET
26 8a
CON FD
TRANSFER PLATE (956)
32c
38b
LUBE 2 LINE LINE
GASKET (328)
GASKET (228)
24 9
SEC LINE
PRIMARY PUMP
FILTER (236)
REG APPLY
SLOT IN GASKET
4TH BAND REV CL REV 3RD CL FORWARD CLUTCH
LINE
SCAVENGE PUMP
8c 8b
BALL CHECK LEFT SCAVENGE SUCTION
TORQ SIGNAL 3RD CL 3RD CL LINE
LINE LINE
40g 40h
SECONDARY PUMP
UPPER CONT VB (300)
UPPER SUMP
SCAVENGE OUTLET
TO COOLER
CONV APPLY
RIGHT SCAVENGE SUCTION LINE
SCAVENGE TUBE (54)
22d
COAST CL
4TH SERVO
43a 44 52b
22e
SECONDARY LINE
PRIMARY PUMP BODY (200)
FORWARD CLUTCH
2ND CL
REV
SPACER PLT (327)
BOOST VALVE SCAVENGE PUMP BODY (225)
6b 37
PRESSURE REGULATOR VALVE
EX
LINE
6a
22f
CONV RELEASE SCAVENGE PUMP COVER (237)
3RD CL
3RD CL
LINE TORQ SIGNAL
REV CL
REV BAND
RIGHT SCAVENGE SUCTION
2
CASE COVER (33)
CONV APPLY
SECONDARY PUMP BODY (203)
COOLER
3RD CL EX
REV CL
LUBE
3RD CL EX
LUBE
COAST CL LINE PRESSURE TAP (40)
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 OR LOW LINE PRESSURE
• Pressure Regulator Valve (211), Springs (212) and Boost Valve (213) – Stuck, damaged (missing springs)
• Secondary Pump Cut-off Ball (216) – Stuck or missing
• Pressure Control Solenoid Valve (339) – Leak, o-rings damaged – Loose connector, pins damaged – Contaminated
• TFP Manual Valve Position Switch (936) – Loose connector – Damaged or missing o-ring
• Left Scavenge Screen (51) – Clogged, broken, loose
• Right Scavenge Screen (52) – Clogged, broken, loose
• Transmission Oil Filter (236) – Clogged, broken, loose
• Scavenge Tube (54) – Clogged, broken, loose
• Scavenge Tube and Screens Seal (53) – Leaking
• Filter Seal (209) – Leaking
• Cooler Lines – Clogged or restricted
• Scavenge, Primary and Secondary Pump Assemblies (200-237) – Damaged, sticking, porosity, leaking
• Oil Pump Drive Shaft (2) – Damaged
• Oil Pump Driven Shaft (207) – Damaged
• Transmission Case (6), Case Cover (33), Upper Control Valve Body (300), Lower Control Valve Body (903) – Porosity, leaking circuits – Flatness of machined surfaces 1-2 SHIFT SOL
2-3 SHIFT SOL
ON
OFF
2ND CLUTCH
2ND SPRAG
REVERSE CLUTCH
3RD CLUTCH
4TH BAND
FORWARD FORWARD SPRAG CLUTCH
COAST CLUTCH
LOW/REV. BAND
LOW ROLLER
APPLIED
82A
PARK (Engine Running) PASSAGES 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40 42 43 44 45 46 47 48 49 50 51 52 53 54 55 56
LEFT SCAVENGE SUCTION RIGHT SCAVENGE SUCTION SCAVENGE OUTLET MAIN PUMP SUCTION SUMP LINE SECONDARY LINE CONVERTER FEED LUBE 2 TCC FEED LIMIT CONVERTER RELEASE CONVERTER APPLY TCC EXHAUST ENABLE ORIFICED TCC EXHAUST ENABLE TO COOLER LUBE PRN PRND4 PRND43 ACTUATOR FEED FILTERED ACTUATOR FEED TORQUE SIGNAL 1-2 SOLENOID 2-3 SOLENOID LOW & REVERSE BAND APPLY REVERSE BAND PRIMARY ACCUMULATOR 3-4 ACCUMULATOR 1-2 ACCUMULATOR SECONDARY 2-3 ACCUMULATOR 2-3 ACCUMULATOR REVERSE REVERSE CLUTCH DRIVE LOW FEED LOW LOW & REVERSE BAND REDUCE FORWARD CLUTCH 2ND CLUTCH 3RD CLUTCH ORIFICED 3RD CLUTCH 4TH BAND FEED 4TH BAND REGULATED APPLY TCC CONTROL D321 COAST CLUTCH FEED COAST CLUTCH D21 D21 Y EXHAUST ORIFICED EXHAUST DRAIN OVERFLOW VOID
COMPONENTS ( (3) (8) (40) (41) (54) (65) (216) (338) (343) (350) (917) (979)
82B
)
COOLER CONNECTOR OIL DRAIN PLUG CASE COVER OIL TEST PLUG TRANSMISSION VENT ADAPTER SCAVENGE TUBE BALL CHECK VALVES, #1, 2, 3, 4, 5, 7, 8, 9, 10 & 11 SECONDARY PUMP CUT-OFF BALL PRESSURE CONTROL SOLENOID FILTER AND SEAL ORIFICED CUP PLUG TEMPERATURE SENSOR SOLENOID SCREEN ASSEMBLY BALL (0.375 DIAMETER) #6
PARK
(Engine Running)
56 56 56
22
56
56
56
11 6 22
11
8
56
56
56
40
56
56 56
56 56
56
7
11
56
56
56
52
9
6
6
8
6 56
56
56
11
31
11 22
56
40
11
40
6
52
9 6
40
13
10
CLIP POCKET
45c 45b
2
45a
46a
32d
13
22e
40
27
11a 31
6a
8c
6c
30
1
31
11c
27
40g
42
22
10
30 11
20
27
26
6
30
31
30 31
40
6 6
27a
6
30
42
40
40 42
20 6
4 8/9
27
40
4
40f
GASKET (228) (Secondary P.B./ Spacer Plate)
40
6
1
30c/31
6d
SLOT IN GASKET
(350)
SECONDARY PUMP BODY (203) (Case Cover Side)
22 22
32
4
56
8 10
11 22
31
30
4
40
13
6
8
11
27b
6h
6
40
8
8
24
6g 23
42a
30b
30
9
6f
27/6 40
30a
4
8a
SLOT IN GASKET
40k 40p/42
22c 28
46 45
22
10a
20b 30d/31a
33
30/6 SLOT IN GASKET
20a
46
45
32
3
31
40h 6b
11b
30
30
22b 29
10
8a/10b 8d
22d
8b
2
42b/40m
40
10 12
45
45
22a
40n
13 15
45
22
40r
45
6e
40
46
10c
13
11
40s
12
35
38
30
40
4
20
34
37
22 22
10 22 42
8
20
6
27
27 52
40
56
46
45
6
10
10 8 52 56 52 42 20 52 52 6 22 20 31 30 56 6 30 52 30 56
11 13a 15
22f
40
45
56
10
22 56 25
45
13 6 52 56 52
46
40
45
40
46
45d
45
45
12
10
40
6
8
8
4
7
56
22 20
1 SLOT IN GASKET
22
56
22
56
6
4
(343)
(216)
1
4 8
56
13 15
45
11 45
15 45 52
40 56
21
56 56
56 56
46
56 2
56 56 56 56
32
45 10 14 13 56 12
(338)
22
56
56
40
56
56 56 56 56
56
32
56 56 56
22
56
56
56 2
56 56
56
56
13/14
14
11
56
56 56
UPPER CONTROL VALVE BODY (300) (Case Cover Side)
GASKET (326) (V.B./ Spacer Plate)
SPACER PLATE (327) (Sec. P.B. & V.B./ Case Cover)
GASKET (328) (Spacer Plate/ Case Cover)
(41) 55
(3)
15 56
5 5
5
5
11
22
5 56
6
56
56
1
22
40
6
9
5
2
4
1
42
5
5
20
9 56 30
9 27
#10
42
9
42
30
40
56
20
5
54
39
1
6
5
20
6
20
1
32
40 5
CASE COVER (33) (Case Side)
56 56
56
2 38
49
32
38b
56
56 56
56
49
56
47 48 32
TRANSFER PLATE (956) 32
56
56
56
56 56
40
56
40 56
6
32
34
53
56
12
33
37
2
56
39 34 38
34
38
21
44
27c 33g
27 44
39
33c
33
22
44b 33b
44a 38d
5
20/38
39
38f/34f 38g/34e
32
23a
6
40
56
6
32
33 56 44 39
56
5
27 39 33
6
32
40
(8)
20
20
1
27 27
39 33
TRANSMISSION CASE (6) (Case Cover Side)
1
32
6
32m
SLOT IN GASKET
20 56
(8) 40
32
17
37
#7
56
56
53
37
53
52 56
52 43
44
27
#4
44
52 39 34 34
#1 38
33
33
32
38
29
23 56
40e
#2
56
27c
27
32c
27d 28a/27f
28b/27e 13
28 20
20b 28
27
39a
39
#3
FOLDOUT ➤ 83
32 50
47 50
36 #8
LOWER CONTROL VALVE BODY (903)
32b
28c
6
29
44c
56
19
47
24 56
(917) 40d
56
51
36
21 20
18
18
40
50
40c 6k
47 48 51 43
48 49 50 34 40 52 52 35 36 52 51
34 38
44
LOWER CHANNEL PLATE (900) (Case Bottom Side)
Figure 81
26
#5 39
23
17
33
27
- DUAL PURPOSE PASSAGES HAVE CHANNEL PLATE SIDE PASSAGES LISTED FIRST
6
TRANSMISSION CASE (6) (Bottom View)
23
17 25 32 35
32
56
52
24 37
- NON- FUNCTIONAL HOLES HAVE BEEN REMOVED FROM COMPONENT DRAWINGS TO SIMPLIFY TRACING FLUID FLOW.
- EXHAUST FLUID NOT SHOWN 32a
29a/27h
56 28
1
6m
21b/24
33d
56
44
20
20
20
11
52
#9
INDICATES BOLT HOLES
56 40
27
10
29b/27g
6
39
43
SLOT IN GASKET
29c
29
9
21a/23
14
56
40
56
44
33
33 5
15
39 33h
44 32
48a 51 43a
40b 47b 40a 50c 51a
35a 8 53/52 43b 35 36c
40
2
39 1
52
47c
50b 50d 34 36d/34g 50a 34d 19 47a 18 38 34c 38a 36b 21 16 47 38c/20 50 20a 36a 36 24a
1
38 20
49
34a 53
7
39
38e
21
32g
4
53a 52b
44
56
23
24 56
37b 32k/33e
37a
56 56 56
56
47
56
56
48 6 32e 32f 48b
36
17a 26a 32h/33f
53
53 35
36
39
54
6 5
-
32
23b 33 17 26/33a
20
37
44 56
37
26
43
56 36 50
33
1 5
#6
49a
24b
17
26
32
50 56
56
17
43
51
56 40
56
38 56 24 23
56
56
27
39
NOTE: 56
33
27
SEAL (44) (Case/Case Cover)
(54)
4TH SERVO BORE
40 9
40
5
20
CASE COVER (33) (Sec. P.B. & V.B.Side)
9
20
33 54
5
5
5
5
1 40
6
32
40
32
20
32
54 27
56 27
40
5
40
6
27
(40)
9
1
9
(3)
52
42
1
5
40
16
2 5
42
6 32
32
1
27
2
6
5
5 33
(40)
5
1
6
SEAL (43) (Case Cover/ Driven Sprocket Support)
5
5
5
9
40
5
5
5
2
40
11
4 56
#11
5
5
5
5
56 56
2
5
2
22
8
6
2
10
56 56
56
56
56
56
8
12 56
56 56
46 40
45
5
5
15
56
8 32
45
56 56
2
15
56
DRIVEN SPROCKET SUPPORT (418)
5
5
(3)
12 13 10 56
11
15
5
56
15
55
5
55
55
SPACER PLATE GASKET ASSEMBLY (935) (Case Bottom to Lower Channel Plate)
ACCUMULATOR HOUSING (944)
REVERSE LUBE
INTAKE & DECREASE CONVERTER & LUBE MAINLINE SOLENOID SIG. ACCUMULATOR ACTUATOR FEED TORQUE SIGNAL
LUBE
TORQUE CONVERTER ASSEMBLY
LUBE
REVERSE CLUTCH ASSEMBLY
DRIVEN SPROCKET SUPPORT (418)
2ND CLUTCH ASSEMBLY
3RD CLUTCH ASSEMBLY
COOLER LUBE FITTING (3)
FORWARD AND COAST CLUTCH ASSEMBLY
FORWARD/COAST CLUTCH SUPPORT (822)
LUBE 2
EX
ACT FD
38b
EX EX
2-3 ACCUM LINE
6d
3
SLOT IN GASKET
40m
ORIFICED 3RD CL
42b
GASKET (328)
#10
CASE COVER (33)
3RD CL
31
BOTTOM SUMP
1-2 SOLENOID
D21Y CST CL FD D321 D321
EX
37b
EX
D321 D321
33a
26a
47c
COAST CL FEED 7
20 26
37a
47d
48
#9
48a
51 51a
48b
4TH BD FD D21Y D21Y COAST CL FEED 43b
10
3-4 ACCUMULATOR 1-2 ACCUMULATOR
28c 29c
#4
33c 22 33b
REVERSE ACCUMULATOR
33g 33h
1-2 ACCUMULATOR
27h
29a 14
27g
3-4 ACCUMULATOR
FWD ACCUMULATOR
#3
PRIM ACCUM
ACCUMULATOR HOUSING (944) SPACER PLATE GASKET ASSEMBLY (935)
2ND CL
27c
4TH BAND PRIMARY ACCUM
29b 28a
27f 27e
#11
PRIMARY ACCUM
#2
13 28b
27d
REV CL
2ND CL
SPACER PLATE ASSEMBLY (935)
4TH BAND
EX 53a
2
FORWARD CLUTCH
RIGHT SCAVENGE SCREEN (52)
PRN
REV
EX
PRN
EX EX
EX 39
34d
17a
LOW & REV BD APPLY LOW & REV BAND REDUCE LOW/ REVERSE SERVO
REV CL
4TH BAND
Figure 82
EX EX
EX
34
34c
ACCUMULATOR HOUSING (944)
23a
37
4TH BD FD 2ND CL
CHANNEL PLATE (900)
CASE (6)
47a
1-2 SOL
PRN
CHANNEL PLATE (900)
DRIVE
21
COAST CL REVERSE 4TH BAND
REV
PRND43
LINE
D21
EX
DRIVE EX 34g
CHANNEL PLATE (900)
CASE (6)
SEAL (44)
FORWARD CLUTCH
5
LOWER CONTROL VALVE BODY (903) SPACER PLATE ASSEMBLY (935)
#1
LINE
84
2-3 SOLENOID
2ND CL
PRIMARY ACCUM SEAL (44)
47 40a
36
PRN
2-3 SOLENOID
24b
SCAVENGE TUBE (54)
49
REV
1-2 SHIFT VALVE
19
32 17
#6
24a
LOW
32m
REV
43 52
3RD CL 3RD CL
3RD CL
1-2 SHIFT SOLENOID ON
39a
LEFT SCAVENGE SCREEN (51)
42
SPACER PLATE (327)
EX
53
32e
D21Y C CL FEED
D21 LOW FEED DRIVE LOW FEED EX EX LOW 1-2 SOLENOID
42a
40p
40k
40s
40n
40r
31
GASKET (326)
31a
32
30d
30b
38
30c
33
30
30a
40f
42
3RD CL
UPPER CONTROL VALVE BODY (300)
27a
LINE 27b
6c
30
EX EX
1-2 / 3-4 ACC ACCM BOOST
SLOT IN GASKET
32f 33
44b
SEC 2-3 ACCUM
LINE
2-3 ACCUMULATOR
PRIMARY ACCUM
3RD CL
EX
LINE SEC 2-3 ACCUM
52 36c
6
23b
44a
22c
ORIFICED CUP PLUG (343)
53
21a 23 15
38e
TORQ SIG
ORIFICED 3RD CL PRIMARY ACCUM
EX
22b
3RD CL 3RD CL
EX
EX
22a
ACT FD 2-3 ACCUM VALVE
RIGHT SCAVENGE SUCTION
TORQ SIGNAL ACT FD
LEFT SCAVENGE SUCTION
ACT FD LMT
CASE COVER (33)
EX
EX
LINE
20a CASE COVER (33)
EX
EX
EX
EX
PRESSURE CONTROL SOLENOID
FILTER (338)
CONV FEED
20b
GASKET (326)
EX
EX
CC FD LIMIT
8 SPACER PLATE ASSEMBLY (935)
28
ACT FD ACT FD
35a
2ND CL
8d
GASKET (328)
TCC CONTROL
4
10a
SPACER PLATE (327)
TCC EX ENABLE
2-3 SOLENOID
35
32g
17
2-3 SHIFT VALVE
50c
9
10
TCC FD LIMIT CONV FEED 3RD CL
2-3 SHIFT SOLENOID OFF
33f 12
D321 3RD CL D321
43a 44 52b
8
TCC FD LIMIT
TCC FD LIMIT
UPPER CONT VB (300)
13a
SLOT IN GASKET
21 16 21b 24
29
REG APPLY
20a
LOW
TCC FD LIMIT
45d
FILTER (917)
50b 20b
PRND4
33e 32h
REV CL REV REV REV PRN PRND43 COAST CL
D321
50a 50d
27 10b
REV ORIFICE BYPASS VALVE
#5
34a
TCC EX ENABLE ORIFICED TCC EX ENABLE
TCC EX ENABLE
13 14 35
10c
4 BD FD
FWD ORIFICE BYPASS VALVE
36d
TCC FD LIMIT
D321
LINE
TCC CONTROL
EX
EX
EX
ACT FD
TCC ENABLE
45b
TCC SOL
CONV CL CONTROL
EX
EX
TCC CONTROL
45a
46
11
EX
45
13
CONV RELEASE
#7 32k
D321
P
6m 38g 34e 1 38f 34f 18 38
LEFT SCAVENGE SUCTION
CONV CL REG
45c
46a
6k
PRIMARY ACCUM
34
LOW D21
50
6e
44c
3-4 SHIFT VALVE
MANUAL VALVE 36
40b 11 33d
REV CL
DRIVE
UPPER CONTROL VALVE BODY (300)
ORIFICED 3RD CL PRIMARY ACCUM
TO COOLER LINE REG APPLY
1 2 3D NR
DRIVE
1
LINE CON FD TORQ SIGNAL 3RD CL 3RD CL
15
EX
CONV APPLY
#8
36b
11c
GASKET (326)
12
40c
36a
MAIN PUMP SUCTION
FILTER (236)
32a 49a
3RD CL
38d
11b
39
38c
FORWARD CLUTCH
11a
32b
LOWER CONTROL VALVE BODY (903)
TFP SWITCH 20 40
LOW
LUBE 2 MAIN PUMP SUCTION LEFT SCAVENGE SUCTION CONV RELEASE
23
ACT FD
32d 6h
40e 40d
38a
ACT FD
6f
REV
SLOT IN GASKET
RIGHT SCAVENGE SUCTION
2ND CL
REV
6g
LINE
TRANSFER PLATE (956)
32c
REV CL
2ND CL SLOT IN GASKET
26 8a 25
SEC LINE
PRIMARY PUMP
LUBE 2 LINE LINE
24 9
CON FD
4TH BAND REV CL REV 3RD CL FORWARD CLUTCH
PRIMARY ACCUM
SLOT IN GASKET
BALL CHECK
SCAVENGE PUMP
GASKET (328)
GASKET (228)
8c 8b
LINE
LEFT SCAVENGE SUCTION
REG APPLY
40g 40h
SECONDARY PUMP
COAST CL
4TH SERVO
SCAVENGE TUBE (54)
22d
ORIFICED 3RD CL
LINE
22e
LINE
LINE
REV
FORWARD CLUTCH
TORQ SIGNAL 3RD CL 3RD CL LINE
SCAVENGE OUTLET
TO COOLER
CONV APPLY
RIGHT SCAVENGE SUCTION LINE
37
SPACER PLT (327)
PRIMARY PUMP BODY (200)
6b
SECONDARY LINE
BOOST VALVE
SCAVENGE PUMP BODY (225)
LINE
6a
22f
PRESSURE REGULATOR VALVE
EX
SCAVENGE PUMP COVER (237)
3RD CL
3RD CL
LINE
CONV RELEASE
UPPER SUMP
2
TORQ SIGNAL
REV CL
REV BAND
RIGHT SCAVENGE SUCTION
CASE COVER (33)
CONV APPLY
SECONDARY PUMP BODY (203)
COOLER
3RD CL EX
REV CL
LUBE
3RD CL EX
LUBE
COAST CL LINE PRESSURE TAP (40)
REVERSE NO REVERSE OR SLIPS IN REVERSE
• Manual Valve (916) / Shift Linkage – Misaligned or stuck
• Reverse Orifice Bypass Valve – Stuck, damaged, broken
• #7 Ball Check Valve – Stuck – Missing
• Low/Reverse Servo Assembly – – – – – – –
Servo piston seals (929, 930) missing or damaged Servo piston (928) damaged or stuck in case bore Servo piston return spring (901) missing or damaged Servo piston cushion spring (934) missing or damaged Servo apply pin (931) not engaged to low/reverse band (13) Low/reverse band (13) worn or burned Low/reverse band assembly (13) disengaged from anchor pin (9) – Low/reverse band anchor pin (9) loose or missing
• Torque Converter Assembly – Torque converter assembly (1) stator clutch not holding
• Drive Link Assembly – Drive link assembly (414) broken or drive/driven sprockets (407/415) damaged
• Reverse Clutch Assembly – Reverse clutch housing (500) damaged or leaking – Reverse clutch piston inner/outer seals (506/507) missing or damaged – Reverse clutch piston assembly (505) damaged, ball check valve missing or leaking – Reverse clutch plates (511-514) worn
• Fluid Level – Low
• Fluid Pressure – Low [See Park (Engine Running) page 82A]
• TFP Manual Valve Position Switch (936) – Malfunction (Electrical or Hydraulic) ENGINE STALLS IN REVERSE
• Cooler Lines – Pinched
1-2 SHIFT SOL
2-3 SHIFT SOL
ON
OFF
2ND CLUTCH
2ND SPRAG
REVERSE CLUTCH APPLIED
3RD CLUTCH
4TH BAND
FORWARD FORWARD SPRAG CLUTCH
COAST CLUTCH
LOW/REV. BAND
LOW ROLLER
APPLIED
84A
REVERSE PASSAGES 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40 42 43 44 45 46 47 48 49 50 51 52 53 54 55 56
LEFT SCAVENGE SUCTION RIGHT SCAVENGE SUCTION SCAVENGE OUTLET MAIN PUMP SUCTION SUMP LINE SECONDARY LINE CONVERTER FEED LUBE 2 TCC FEED LIMIT CONVERTER RELEASE CONVERTER APPLY TCC EXHAUST ENABLE ORIFICED TCC EXHAUST ENABLE TO COOLER LUBE PRN PRND4 PRND43 ACTUATOR FEED FILTERED ACTUATOR FEED TORQUE SIGNAL 1-2 SOLENOID 2-3 SOLENOID LOW & REVERSE BAND APPLY REVERSE BAND PRIMARY ACCUMULATOR 3-4 ACCUMULATOR 1-2 ACCUMULATOR SECONDARY 2-3 ACCUMULATOR 2-3 ACCUMULATOR REVERSE REVERSE CLUTCH DRIVE LOW FEED LOW LOW & REVERSE BAND REDUCE FORWARD CLUTCH 2ND CLUTCH 3RD CLUTCH ORIFICED 3RD CLUTCH 4TH BAND FEED 4TH BAND REGULATED APPLY TCC CONTROL D321 COAST CLUTCH FEED COAST CLUTCH D21 D21 Y EXHAUST ORIFICED EXHAUST DRAIN OVERFLOW VOID
COMPONENTS ( (3) (8) (40) (41) (54) (65) (216) (338) (343) (350) (917) (979)
84B
)
COOLER CONNECTOR OIL DRAIN PLUG CASE COVER OIL TEST PLUG TRANSMISSION VENT ADAPTER SCAVENGE TUBE BALL CHECK VALVES, #1, 2, 3, 4, 5, 7, 8, 9, 10 & 11 SECONDARY PUMP CUT-OFF BALL PRESSURE CONTROL SOLENOID FILTER AND SEAL ORIFICED CUP PLUG TEMPERATURE SENSOR SOLENOID SCREEN ASSEMBLY BALL (0.375 DIAMETER) #6
REVERSE 56 56 56
22
56
56
56
11 6 22
11
8
56
56
56 56
56
40
56
56
56
56
7
11
56
56
56
52
9
56
11
31
6
8
8
40
11 22
56
42
40 31
11
8
6 56
40
30
40
13
10
CLIP POCKET
20
6
10 22 42
8
20
6
9 40 4
46a
32d
13
22e
27
11a
31
6a
8c
8/10b
22d
8b
6c
1
11c
27
8a
40g
23 42
20
6
30
31
30 31
40 27
26
6 6
27a
6
30
42
40
40 42
20
30 11
8/9
27
40
4
40f
GASKET (228) (Secondary P.B./ Spacer Plate)
22
10
6
4
SLOT IN GASKET
(350)
SECONDARY PUMP BODY (203) (Case Cover Side)
40
6
1
6d
4
56
22 22
32
30
4
8 10
11 22
31
27b
6h
40
13
6
8
11
24
6g
6
40
8
8
30c/31
30b
30
9
6f
27/6 40
30a
4
42a
20b 30d/31a
33
31
40k 40p/42
22c 28
46 45
22
10a 8d
20a
30
45
32
3
31
40h
6b
11b
SLOT IN GASKET
SLOT IN GASKET
22b 29
10
46
45
2
42b/40m
40
10 12
15 45
22a
40n
13
45
22
40r
45
6e
40
40
30
30
40
45c 45b
2
46
10c
45a
13
11
40s
12
35
38
30
27
27 52
34
37
22 22
30/6
6
56
46
45
6
56 6 30 52 30 52
11 13a 15
22f
40
45
56
10
10 8 52 56 52 20 52 52 6 22 20
56
45
10
22 56 25
45
40
46
45d
45
45
12
10
13 6 52 56 52
46
40
22 20
56
6
56
56
56
22
4
7
6
22
1 SLOT IN GASKET
6
4
(343)
(216)
1
4 8
56
13 15
45
11 45
15 45 52
40 56
21
56 56
56 56
46
56 2
56 56 56 56
32
45 10 14 13 56 12
(338)
22
56
56
40
56
56 56 56 56
56
32
56 56 56
22
56
56
56 2
56 56
56
56
13/14
14
11
56
56 56
UPPER CONTROL VALVE BODY (300) (Case Cover Side)
GASKET (326) (V.B./ Spacer Plate)
SPACER PLATE (327) (Sec. P.B. & V.B./ Case Cover)
GASKET (328) (Spacer Plate/ Case Cover)
(41) 55
(3)
15 56
5 5
5
5
11
22
5 56
6
56
56
1
22
40
6
9
5
2
4
1
42
5
5
20
30
9 56 30
9 27
#10
42
9
42
40
56
20
5
54
39
1
6
5
20
6
20
1
32
40 5
CASE COVER (33) (Case Side)
56 56
56
2 38
49
32
38b
56
56 56
56
49
56
47 48 32
TRANSFER PLATE (956) 32
56
56
56
56 56
40
56
40 56
6
32
34
53
56
12
33
37
2
56
39 34 38
34
38
21
44
27c 33g
27 44
39
33c
33
22
44b
33b
44a 38d
38f/34f 38g/34e
20/38
39
23a
32 32
6
40
56
6
32
33 56 44 39
56
5
27 39 33
6
32
40
(8)
20
20
1
27 27
39 33
TRANSMISSION CASE (6) (Case Cover Side)
40 1
32
6
11
6m 32m
SLOT IN GASKET
20 56
(8) 40
32
32a
39
17
37
#7
56
56
37
53
53
52 56
52 43
44
27
#4
44
52 39 34 34
#1 38
33
33
32
38
29
23 56
40e
#2
56
27c
27
32c
27d 28a/27f
28b/27e 13
28 20
20b 28
27
39a
39
#3
FOLDOUT ➤ 85
32 50
47 50
36 #8
LOWER CONTROL VALVE BODY (903)
32b
28c
6
29
44c
56
19
47
24 56
(917) 40d
56
51
36
21 20
18
18
40
50
40c 6k
47 48 51 43
48 49 50 34 40 52 52 35 36 52 51
34 38
44
LOWER CHANNEL PLATE (900) (Case Bottom Side)
Figure 83
26
#5
- EXHAUST FLUID NOT SHOWN
23
17
33
27
6
TRANSMISSION CASE (6) (Bottom View)
23
17 25 32 35
32
56
52
24 37
- NON- FUNCTIONAL HOLES HAVE BEEN REMOVED FROM COMPONENT DRAWINGS TO SIMPLIFY TRACING FLUID FLOW. - DUAL PURPOSE PASSAGES HAVE CHANNEL PLATE SIDE PASSAGES LISTED FIRST
21b/24
29a/27h
56 28
1
43
33d
56
44
20
20
20
35a 8 53/52 43a 35 36c
52
#9
INDICATES BOLT HOLES
56
6
27
10
40b 47b 40a 50c 51a
29b/27g
44
39
29c
29
9
SLOT IN GASKET
14
56
40
56
48a 51 43b
21a/23
44
33
33 5
15
39 33h 40
2
39 1
52
47c
50b 50d 34 36d/34g 50a 34d 19 47a 18 38 34c 38a 36b 21 16 47 38c/20 50 20a 36a 36 24a
1
38 20
49
34a 53
7
39
5
38e
21
32g
4
53a 52b
44
56
23
24 56
37b 32k/33e
37a
56 56 56
56
47
56
56
48 6 32e 32f 48b
36
17a 26a 32h/33f
53
53 35
36
39
54
6 5
-
32
23b 33 17 26/33a
20
37
44 56
37
26
43
56 36 50
33
1
5
#6
49a
24b
17
26
32
50 56
56
17
43
51
56 40
56
38 56 24 23
56
56
27
39
NOTE: 56
33
27
SEAL (44) (Case/Case Cover)
(54)
4TH SERVO BORE
40 9
40
5
20
CASE COVER (33) (Sec. P.B. & V.B.Side)
9
20
33 54
5
5
5
5
1 40
6
32
40
32
20
32
54 27
56 27
40
5
40
6
27
(40)
9
1
9
(3)
52
42
1
5
40
16
2 5
42
6 32
32
1
27
2
6
5
5 33
(40)
5
1
6
SEAL (43) (Case Cover/ Driven Sprocket Support)
5
5
5
9
40
5
5
5
2
40
11
4 56
#11
5
5
5
5
56 56
2
5
2
22
8
6
2
10
56 56
56
56
56
56
8
12 56
56 56
46 40
45
5
5
15
56
8 32
45
56 56
2
15
56
DRIVEN SPROCKET SUPPORT (418)
5
5
(3)
12 13 10 56
11
15
5
56
15
55
5
55
55
SPACER PLATE GASKET ASSEMBLY (935) (Case Bottom to Lower Channel Plate)
ACCUMULATOR HOUSING (944)
NEUTRAL
(Engine Running) LUBE
INTAKE & DECREASE CONVERTER & LUBE MAINLINE SOLENOID SIG. ACCUMULATOR ACTUATOR FEED TORQUE SIGNAL
LUBE
TORQUE CONVERTER ASSEMBLY
LUBE
REVERSE CLUTCH ASSEMBLY
DRIVEN SPROCKET SUPPORT (418)
2ND CLUTCH ASSEMBLY
3RD CLUTCH ASSEMBLY
COOLER LUBE FITTING (3)
FORWARD AND COAST CLUTCH ASSEMBLY
FORWARD/COAST CLUTCH SUPPORT (822)
LUBE 2
EX
ACT FD
38b
EX EX
2-3 ACCUM LINE
6d
3
3RD CL
SLOT IN GASKET
40m
ORIFICED 3RD CL
42b
GASKET (328)
#10
CASE COVER (33)
3RD CL
42
SPACER PLATE (327)
31
86
1-2 SOLENOID
D21Y CST CL FD D321
EX
17a
EX
D321 D321 47c
COAST CL FEED
37b
37a
10
3-4 ACCUMULATOR 1-2 ACCUMULATOR
28c 29c
FORWARD CLUTCH
#4
33c 22 33b
REVERSE ACCUMULATOR
33g 33h
1-2 ACCUMULATOR
RIGHT SCAVENGE SCREEN (52)
27h
29a 14
27g
3-4 ACCUMULATOR
FWD ACCUMULATOR
#3
PRIM ACCUM
ACCUMULATOR HOUSING (944) SPACER PLATE GASKET ASSEMBLY (935) CHANNEL PLATE (900)
2ND CL
27c
4TH BAND PRIMARY ACCUM
29b 28a
27f 27e
#11
PRIMARY ACCUM
#2
13 28b
27d
4TH BAND
2ND CL
SPACER PLATE ASSEMBLY (935)
REV CL
BOTTOM SUMP
33a
26a
LOW & REV BD APPLY LOW & REV BAND REDUCE LOW/ REVERSE SERVO
47d
48
7
48a
51 51a
48b
4TH BD FD D21Y D21Y COAST CL FEED 43b
EX 53a
2
#9
20 26
REV CL
EX EX
EX 34d
ACCUMULATOR HOUSING (944)
23a
37
4TH BD FD 2ND CL
21
PRN
REV
PRN
EX
D321
D21
47a
1-2 SOL
PRN
CHANNEL PLATE (900)
DRIVE
4TH BAND
Figure 84
EX EX
EX
34
34c
5
COAST CL REVERSE 4TH BAND
REV
PRND43
LINE EX
DRIVE EX 34g
CHANNEL PLATE (900)
CASE (6)
SEAL (44)
FORWARD CLUTCH
2-3 SOLENOID LOWER CONTROL VALVE BODY (903) SPACER PLATE ASSEMBLY (935)
#1
LINE
CASE (6)
47 40a
36
PRN
2ND CL
PRIMARY ACCUM SEAL (44)
49
#6
2-3 SOLENOID
24b
SCAVENGE TUBE (54)
32 17
REV
1-2 SHIFT VALVE
19
32m
REV
24a
LOW
32e
D21Y C CL FEED
43 52
3RD CL 3RD CL
3RD CL
1-2 SHIFT SOLENOID ON
39a
LEFT SCAVENGE SCREEN (51)
40p
40k
40s
40n
40r
31a 30d
31
30b
32
30c
38
30
30a
40f
33
GASKET (326)
EX
53
32f
D321 3RD CL D321
D21 LOW FEED DRIVE LOW FEED EX EX LOW 1-2 SOLENOID
42a
UPPER CONTROL VALVE BODY (300)
27a
LINE 27b
6c
42
EX EX
1-2 / 3-4 ACC ACCM BOOST
SLOT IN GASKET
6
44b
SEC 2-3 ACCUM
LINE
2-3 ACCUMULATOR
PRIMARY ACCUM
3RD CL
EX
LINE SEC 2-3 ACCUM
52 36c
32g
23b
44a
22c
ORIFICED CUP PLUG (343)
53
21a 23 15
38e
TORQ SIG
ORIFICED 3RD CL PRIMARY ACCUM
EX
22b
3RD CL 3RD CL
EX
EX
22a
ACT FD 2-3 ACCUM VALVE
RIGHT SCAVENGE SUCTION
TORQ SIGNAL ACT FD
LEFT SCAVENGE SUCTION
ACT FD LMT
CASE COVER (33)
EX
EX
LINE
20a CASE COVER (33)
EX
EX
EX
EX
PRESSURE CONTROL SOLENOID
FILTER (338)
CONV FEED
20b
GASKET (326)
EX
EX
CC FD LIMIT
8 SPACER PLATE ASSEMBLY (935)
28
ACT FD ACT FD
35a
2ND CL
8d
GASKET (328)
TCC CONTROL
4
10a
SPACER PLATE (327)
TCC EX ENABLE
2-3 SOLENOID
35
33f 12
33
2-3 SHIFT VALVE
39
10
TCC FD LIMIT CONV FEED 3RD CL
2-3 SHIFT SOLENOID OFF
50c
9
PRND4
43a 44 52b
8
TCC FD LIMIT
TCC FD LIMIT
UPPER CONT VB (300)
13a
30
21 16 21b 24
29
REG APPLY
20a
LOW
TCC FD LIMIT
45d
SLOT IN GASKET
20b
27 10b
FILTER (917)
50b
32h
17
D321
50a 50d
32k 33e
REV CL REV REV REV PRN PRND43 COAST CL
#5
34a
TCC EX ENABLE ORIFICED TCC EX ENABLE
TCC EX ENABLE
13 14 35
10c
4 BD FD REV ORIFICE BYPASS VALVE
FWD ORIFICE BYPASS VALVE
36d
TCC FD LIMIT
D321
LINE
TCC CONTROL
EX
EX
EX
ACT FD
TCC ENABLE
45b
TCC SOL
CONV CL CONTROL
EX
EX
TCC CONTROL
45a
46
11
EX
45
13
CONV RELEASE
#7
D321
P
6m 38g 34e 1 38f 34f 18 38
LEFT SCAVENGE SUCTION
CONV CL REG
45c
46a
6k
PRIMARY ACCUM
34
LOW D21
50
6e
44c
3-4 SHIFT VALVE
MANUAL VALVE 36
40b 11 33d
REV CL
DRIVE
UPPER CONTROL VALVE BODY (300)
ORIFICED 3RD CL PRIMARY ACCUM
TO COOLER LINE REG APPLY
1 2 3D NR
DRIVE
1
LINE CON FD TORQ SIGNAL 3RD CL 3RD CL
15
EX
CONV APPLY
#8
36b
11c
GASKET (326)
12
40c
36a
MAIN PUMP SUCTION
FILTER (236)
32a 49a
3RD CL
38d
11b
39
38c
FORWARD CLUTCH
23
11a
32b
LOWER CONTROL VALVE BODY (903)
TFP SWITCH 20 40
LOW
6h
ACT FD
32d
LUBE 2 MAIN PUMP SUCTION LEFT SCAVENGE SUCTION CONV RELEASE
40e 40d
38a
ACT FD
6f
REV
SLOT IN GASKET
RIGHT SCAVENGE SUCTION
2ND CL
REV
6g
LINE
TRANSFER PLATE (956)
32c
REV CL
2ND CL SLOT IN GASKET
26 8a 25
SEC LINE
PRIMARY PUMP
LUBE 2 LINE LINE
24 9
CON FD
4TH BAND REV CL REV 3RD CL FORWARD CLUTCH
PRIMARY ACCUM
SLOT IN GASKET
BALL CHECK
SCAVENGE PUMP
GASKET (328)
GASKET (228)
8c 8b
LINE
LEFT SCAVENGE SUCTION
REG APPLY
40g 40h
SECONDARY PUMP
COAST CL
4TH SERVO
SCAVENGE TUBE (54)
22d
ORIFICED 3RD CL
LINE
22e
LINE
LINE
REV
FORWARD CLUTCH
TORQ SIGNAL 3RD CL 3RD CL LINE
SCAVENGE OUTLET
TO COOLER
CONV APPLY
RIGHT SCAVENGE SUCTION LINE
37
SPACER PLT (327)
PRIMARY PUMP BODY (200)
6b
SECONDARY LINE
BOOST VALVE
SCAVENGE PUMP BODY (225)
LINE
6a
22f
PRESSURE REGULATOR VALVE
EX
SCAVENGE PUMP COVER (237)
3RD CL
3RD CL
LINE
CONV RELEASE
UPPER SUMP
2
TORQ SIGNAL
REV CL
REV BAND
RIGHT SCAVENGE SUCTION
CASE COVER (33)
CONV APPLY
SECONDARY PUMP BODY (203)
COOLER
3RD CL EX
REV CL
LUBE
3RD CL EX
LUBE
COAST CL LINE PRESSURE TAP (40)
NEUTRAL (Engine Running) DRIVES IN NEUTRAL
• Manual Valve (916) / Shift Linkage – Misaligned or stuck
• Forward Clutch – Not releasing
• Reverse Clutch – Not releasing
• Low/Reverse Band (13) – Not releasing ENGINE STALLS IN NEUTRAL
• TCC System – Stuck On or dragging
1-2 SHIFT SOL
2-3 SHIFT SOL
ON
OFF
2ND CLUTCH
2ND SPRAG
REVERSE CLUTCH
3RD CLUTCH
4TH BAND
FORWARD FORWARD SPRAG CLUTCH
COAST CLUTCH
LOW/REV. BAND
LOW ROLLER
APPLIED
86A
NEUTRAL (Engine Running) PASSAGES 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40 42 43 44 45 46 47 48 49 50 51 52 53 54 55 56
LEFT SCAVENGE SUCTION RIGHT SCAVENGE SUCTION SCAVENGE OUTLET MAIN PUMP SUCTION SUMP LINE SECONDARY LINE CONVERTER FEED LUBE 2 TCC FEED LIMIT CONVERTER RELEASE CONVERTER APPLY TCC EXHAUST ENABLE ORIFICED TCC EXHAUST ENABLE TO COOLER LUBE PRN PRND4 PRND43 ACTUATOR FEED FILTERED ACTUATOR FEED TORQUE SIGNAL 1-2 SOLENOID 2-3 SOLENOID LOW & REVERSE BAND APPLY REVERSE BAND PRIMARY ACCUMULATOR 3-4 ACCUMULATOR 1-2 ACCUMULATOR SECONDARY 2-3 ACCUMULATOR 2-3 ACCUMULATOR REVERSE REVERSE CLUTCH DRIVE LOW FEED LOW LOW & REVERSE BAND REDUCE FORWARD CLUTCH 2ND CLUTCH 3RD CLUTCH ORIFICED 3RD CLUTCH 4TH BAND FEED 4TH BAND REGULATED APPLY TCC CONTROL D321 COAST CLUTCH FEED COAST CLUTCH D21 D21 Y EXHAUST ORIFICED EXHAUST DRAIN OVERFLOW VOID
COMPONENTS ( (3) (8) (40) (41) (54) (65) (216) (338) (343) (350) (917) (979)
86B
)
COOLER CONNECTOR OIL DRAIN PLUG CASE COVER OIL TEST PLUG TRANSMISSION VENT ADAPTER SCAVENGE TUBE BALL CHECK VALVES, #1, 2, 3, 4, 5, 7, 8, 9, 10 & 11 SECONDARY PUMP CUT-OFF BALL PRESSURE CONTROL SOLENOID FILTER AND SEAL ORIFICED CUP PLUG TEMPERATURE SENSOR SOLENOID SCREEN ASSEMBLY BALL (0.375 DIAMETER) #6
NEUTRAL
(Engine Running)
56 56 56
22
56
56
56
11 6 22
11
8
56
56
56
40
56
56 56
56 56
56
7
11
56
56
56
52
9
6
6
7
6
56
56
56
11
31
11 22
56
40
11
40
40
9 6
46
45
40
13
6
10
6
20
45c 45b
2
45a
46a
32d
13
22e
40
27
11a 31
6a
8c
6c
30
1
31
11c
27
40g
42
22
10
30 11
20
6
30
31
30 31
40 27
26
6 6
27a
6
30
42
40
40 42
20 6
4 8/9
27
40
4
40f
GASKET (228) (Secondary P.B./ Spacer Plate)
40
6
1
30c/31
6d
SLOT IN GASKET
(350)
SECONDARY PUMP BODY (203) (Case Cover Side)
22 22
32
4
56
8 10
11 22
31
30
4
40
13
6
8
11
27b
6h
6
40
8
8
24
6g 23
42a
30b
30
9
6f
27/6 40
30a
4
8a
SLOT IN GASKET
40k 40p/42
22c 28
20b 30d/31a
33
30/6 SLOT IN GASKET
20a
46 45
22
10a 8d
46
45
32
3
31
40h
6b
11b
30
30
22b 29
10
8/10b
22d
8b
2
42b/40m
40
10 12
45
45
22a
40n
13
15
45
22
40r
45
6e
40
46
10c
13
11
40s
12
35
38
30
40
4
20
6
27
27 52
40
CLIP POCKET
34
37
22 22
10 22 42
8
10
10 8 52 56 52 42 20 52 52 6 22 20 31 30 56 6 30 52 30 56
11 13a 15
22f
40
45
56
10
52
56
45
46 1352 6 52 56
22 56 25
45
40
46
45d
45
45
12
10
40
6
8
8
4 8
56
22 20
1 SLOT IN GASKET
22
56
22
56
6
4
(343)
(216)
1
4 8
56
13 15
45
11 45
15 45 52
40 56
21
2
56 56
56 56
46
56
56 56 56 56
32
45 10 14 13 56 12
(338)
22
56
56
40
56
56 56 56 56
56
32
56 56 56
22
56
56
56 2
56 56
56
56
13/14
14
11
56
56 56
UPPER CONTROL VALVE BODY (300) (Case Cover Side)
GASKET (326) (V.B./ Spacer Plate)
SPACER PLATE (327) (Sec. P.B. & V.B./ Case Cover)
GASKET (328) (Spacer Plate/ Case Cover)
(41) 55
(3)
15 56
5 5
5
5
11
22
5 56
56
6 56
1
22
40
6
9
5
2
4
5
5
1
9 56 30
9 27
#10
42
9
42
30
40
56
20
5
54
39
6
32
5
20
6
20
1
32
40
CASE COVER (33) (Case Side)
56 56
56
2 38
49
32
38b
56
56 56
56
49
56
56 47 48 32
TRANSFER PLATE (956) 32
56
56
56
56 56
40
56
40 56
6
32
34
53
56
12
33
37
2
56
34
38
21
33c
33
22
44b 33b
38f/34f 38g/34e
38
20/38
39
39
23a
33h 40
32 32
6
40
56
32
33 56 44 39
56
40 1
32
6
20
1
43
11
6m 50b
32m
SLOT IN GASKET
27 39 33
39 1
33 5
6
32
40
(8)
20
20
1
27 27
39 33
TRANSMISSION CASE (6) (Case Cover Side)
(8) 40
32
17
17
37
#7
56
56
53
37
53
52 56
52 43
44
27
#4 44
52 39 34 34
#1 38
33
33
32
38
29
23 56
40e
#2
56
27c
27
32c
27d 28a/27f
28b/27e 13
28 20
20b 28
27
39a
39
#3
FOLDOUT ➤ 87
32 50
47 50
36 #8
LOWER CONTROL VALVE BODY (903)
32b
28c
6
47
29
44c
56
19
51
24 56
(917) 40d
18
40
36
21 20
18 56
50
40c 6k
47 48 51 43
48 49 50 34 40 52 52 35 36 52 51
34 38
44
LOWER CHANNEL PLATE (900) (Case Bottom Side)
Figure 85
26
#5 39
23
33
27
6
TRANSMISSION CASE (6) (Bottom View)
23
17 25 32 35
32
56
52
24 37
- NON- FUNCTIONAL HOLES HAVE BEEN REMOVED FROM COMPONENT DRAWINGS TO SIMPLIFY TRACING FLUID FLOW.
- EXHAUST FLUID NOT SHOWN 32a
52
#9
INDICATES BOLT HOLES
- DUAL PURPOSE PASSAGES HAVE CHANNEL PLATE SIDE PASSAGES LISTED FIRST
21b/24
29a/27h
56 28 56
20
35a 8 53/52 43a 35 36c
33d
56
44
20
20
27
5
56
6
39
10
40b 47b 40a 50c 51a
29b/27g
6
44
33
29c
29
9
SLOT IN GASKET
14
56
40
56
47c
48a 51 43b
21a/23
44
2
54
6
52
50d 34 36d/34g 50a 34d 19 47a 18 38 34c 38a 36b 16 21 47 38c/20 50 20a 36a 36 24a 15
38e
1
20
34a 53
7
49
39
5
21
32g
4
53a 52b
44
44a 38d
56
23
24 56
44
27c 33g
27 39 44
39 34 38
37b 32k/33e
37a
56 56 56
56
47
56
56
48 6 32e 32f 48b
36
17a 26a 32h/33f
53
53 35
36
39
1 5
5
-
32
23b 33 17 26/33a
20
37
44 56
37
26
43
56 36 50
33
39
#6
49a
24b
17
26
32
50 56
56
17
43
51
56 40
56
38 56 24 23
56
27
9
NOTE: 56
33
27
SEAL (44) (Case/Case Cover)
(54)
4TH SERVO BORE
40
20
40
5
5
20
CASE COVER (33) (Sec. P.B. & V.B.Side)
9
33 54
5
5
5
5
1 40
6
32
40
32
20
40
54 27
56 27
1
5
40
6
27
(40)
9
1
9
(3)
52
42
1
5
40
16
2 5
42
6 32
32
1
27
2
6
5
5 33
(40)
5
42 20
SEAL (43) (Case Cover/ Driven Sprocket Support)
5
5
5
2
9
40
5
5
5
1
6
5
5
5
22
8
56
#11
2
5
2 5
56 56
40
11
4
6
2
10
56 56
56
56
56
56
8
12 56
56 56
46 40
45
5
5
15
56 8
32
45
56 56
2
15
56
DRIVEN SPROCKET SUPPORT (418)
5
5
(3)
12 13 10 56
11
15
5
56
15
55
5
55
55
SPACER PLATE GASKET ASSEMBLY (935) (Case Bottom to Lower Channel Plate)
ACCUMULATOR HOUSING (944)
OVERDRIVE RANGE – FIRST GEAR LUBE
INTAKE & DECREASE CONVERTER & LUBE MAINLINE SOLENOID SIG. ACCUMULATOR ACTUATOR FEED TORQUE SIGNAL
LUBE
TORQUE CONVERTER ASSEMBLY
LUBE
REVERSE CLUTCH ASSEMBLY
DRIVEN SPROCKET SUPPORT (418)
2ND CLUTCH ASSEMBLY
3RD CLUTCH ASSEMBLY
COOLER LUBE FITTING (3)
FORWARD AND COAST CLUTCH ASSEMBLY
FORWARD/COAST CLUTCH SUPPORT (822)
LUBE 2
EX
ACT FD
38b
EX EX
2-3 ACCUM LINE
6d
3
3RD CL
SLOT IN GASKET
40m
ORIFICED 3RD CL
42b
GASKET (328)
#10
CASE COVER (33)
3RD CL
42
SPACER PLATE (327)
31
88
1-2 SOLENOID
D21Y CST CL FD D321
EX
17a
EX
D321 D321 47c
COAST CL FEED
37b
37a
10
3-4 ACCUMULATOR 1-2 ACCUMULATOR
28c 29c
FORWARD CLUTCH
#4
33c 22 33b
REVERSE ACCUMULATOR
33g 33h
1-2 ACCUMULATOR
RIGHT SCAVENGE SCREEN (52)
27h
29a 14
27g
3-4 ACCUMULATOR
FWD ACCUMULATOR
#3
PRIM ACCUM
ACCUMULATOR HOUSING (944) SPACER PLATE GASKET ASSEMBLY (935) CHANNEL PLATE (900)
2ND CL
27c
4TH BAND PRIMARY ACCUM
29b 28a
27f 27e
#11
PRIMARY ACCUM
#2
13 28b
27d
4TH BAND
2ND CL
SPACER PLATE ASSEMBLY (935)
REV CL
BOTTOM SUMP
33a
26a
LOW & REV BD APPLY LOW & REV BAND REDUCE LOW/ REVERSE SERVO
47d
48
7
48a
51 51a
48b
4TH BD FD D21Y D21Y COAST CL FEED 43b
EX 53a
2
#9
20 26
REV CL
EX EX
EX 34d
ACCUMULATOR HOUSING (944)
23a
37
4TH BD FD 2ND CL
21
PRN
REV
PRN
EX
D321
D21
47a
1-2 SOL
PRN
CHANNEL PLATE (900)
DRIVE
4TH BAND
Figure 86
EX EX
EX
34
34c
5
COAST CL REVERSE 4TH BAND
REV
PRND43
LINE EX
DRIVE EX 34g
CHANNEL PLATE (900)
CASE (6)
SEAL (44)
FORWARD CLUTCH
2-3 SOLENOID LOWER CONTROL VALVE BODY (903) SPACER PLATE ASSEMBLY (935)
#1
LINE
CASE (6)
47 40a
36
PRN
2ND CL
PRIMARY ACCUM SEAL (44)
49
#6
2-3 SOLENOID
24b
SCAVENGE TUBE (54)
32 17
REV
1-2 SHIFT VALVE
19
32m
REV
24a
LOW
32e
D21Y C CL FEED
43 52
3RD CL 3RD CL
3RD CL
1-2 SHIFT SOLENOID ON
39a
LEFT SCAVENGE SCREEN (51)
40p
40k
40s
40n
40r
31a 30d
31
30b
32
30c
38
30
30a
40f
33
GASKET (326)
EX
53
32f
D321 3RD CL D321
D21 LOW FEED DRIVE LOW FEED EX EX LOW 1-2 SOLENOID
42a
UPPER CONTROL VALVE BODY (300)
27a
LINE 27b
6c
42
EX EX
1-2 / 3-4 ACC ACCM BOOST
SLOT IN GASKET
6
44b
SEC 2-3 ACCUM
LINE
2-3 ACCUMULATOR
PRIMARY ACCUM
3RD CL
EX
LINE SEC 2-3 ACCUM
52 36c
32g
23b
44a
22c
ORIFICED CUP PLUG (343)
53
21a 23 15
38e
TORQ SIG
ORIFICED 3RD CL PRIMARY ACCUM
EX
22b
3RD CL 3RD CL
EX
EX
22a
ACT FD 2-3 ACCUM VALVE
RIGHT SCAVENGE SUCTION
TORQ SIGNAL ACT FD
LEFT SCAVENGE SUCTION
ACT FD LMT
CASE COVER (33)
EX
EX
LINE
20a CASE COVER (33)
EX
EX
EX
EX
PRESSURE CONTROL SOLENOID
FILTER (338)
CONV FEED
20b
GASKET (326)
EX
EX
CC FD LIMIT
8 SPACER PLATE ASSEMBLY (935)
28
ACT FD ACT FD
35a
2ND CL
8d
GASKET (328)
TCC CONTROL
4
10a
SPACER PLATE (327)
TCC EX ENABLE
2-3 SOLENOID
35
33f 12
33
2-3 SHIFT VALVE
39
10
TCC FD LIMIT CONV FEED 3RD CL
2-3 SHIFT SOLENOID OFF
50c
9
PRND4
43a 44 52b
8
TCC FD LIMIT
TCC FD LIMIT
UPPER CONT VB (300)
13a
30
21 16 21b 24
29
REG APPLY
20a
LOW
TCC FD LIMIT
45d
SLOT IN GASKET
20b
27 10b
FILTER (917)
50b
32h
17
D321
50a 50d
32k 33e
REV CL REV REV REV PRN PRND43 COAST CL
#5
34a
TCC EX ENABLE ORIFICED TCC EX ENABLE
TCC EX ENABLE
13 14 35
10c
4 BD FD REV ORIFICE BYPASS VALVE
FWD ORIFICE BYPASS VALVE
36d
TCC FD LIMIT
D321
LINE
TCC CONTROL
EX
EX
EX
ACT FD
TCC ENABLE
45b
TCC SOL
CONV CL CONTROL
EX
EX
TCC CONTROL
45a
46
11
EX
45
13
CONV RELEASE
#7
D321
P
6m 38g 34e 1 38f 34f 18 38
LEFT SCAVENGE SUCTION
CONV CL REG
45c
46a
6k
PRIMARY ACCUM
34
LOW D21
50
6e
44c
3-4 SHIFT VALVE
MANUAL VALVE 36
40b 11 33d
REV CL
DRIVE
UPPER CONTROL VALVE BODY (300)
ORIFICED 3RD CL PRIMARY ACCUM
TO COOLER LINE REG APPLY
1 2 3D NR
DRIVE
1
LINE CON FD TORQ SIGNAL 3RD CL 3RD CL
15
EX
CONV APPLY
#8
36b
11c
GASKET (326)
12
40c
36a
MAIN PUMP SUCTION
FILTER (236)
32a 49a
3RD CL
38d
11b
39
38c
FORWARD CLUTCH
23
11a
32b
LOWER CONTROL VALVE BODY (903)
TFP SWITCH 20 40
LOW
6h
ACT FD
32d
LUBE 2 MAIN PUMP SUCTION LEFT SCAVENGE SUCTION CONV RELEASE
40e 40d
38a
ACT FD
6f
REV
SLOT IN GASKET
RIGHT SCAVENGE SUCTION
2ND CL
REV
6g
LINE
TRANSFER PLATE (956)
32c
REV CL
2ND CL SLOT IN GASKET
26 8a 25
SEC LINE
PRIMARY PUMP
LUBE 2 LINE LINE
24 9
CON FD
4TH BAND REV CL REV 3RD CL FORWARD CLUTCH
PRIMARY ACCUM
SLOT IN GASKET
BALL CHECK
SCAVENGE PUMP
GASKET (328)
GASKET (228)
8c 8b
LINE
LEFT SCAVENGE SUCTION
REG APPLY
40g 40h
SECONDARY PUMP
COAST CL
4TH SERVO
SCAVENGE TUBE (54)
22d
ORIFICED 3RD CL
LINE
22e
LINE
LINE
REV
FORWARD CLUTCH
TORQ SIGNAL 3RD CL 3RD CL LINE
SCAVENGE OUTLET
TO COOLER
CONV APPLY
RIGHT SCAVENGE SUCTION LINE
37
SPACER PLT (327)
PRIMARY PUMP BODY (200)
6b
SECONDARY LINE
BOOST VALVE
SCAVENGE PUMP BODY (225)
LINE
6a
22f
PRESSURE REGULATOR VALVE
EX
SCAVENGE PUMP COVER (237)
3RD CL
3RD CL
LINE
CONV RELEASE
UPPER SUMP
2
TORQ SIGNAL
REV CL
REV BAND
RIGHT SCAVENGE SUCTION
CASE COVER (33)
CONV APPLY
SECONDARY PUMP BODY (203)
COOLER
3RD CL EX
REV CL
LUBE
3RD CL EX
LUBE
COAST CL LINE PRESSURE TAP (40)
OVERDRIVE RANGE – FIRST GEAR NO FIRST GEAR/SLIPS IN FIRST
• Manual Valve (916) / Shift Linkage – Misaligned or stuck
• Forward Orifice Bypass Valve – Stuck, damaged, broken
• #5 Ball Check Valve – Stuck – Missing
• Forward Clutch – Forward and coast clutch housing (801) damaged or leaking – Forward and coast clutch housing ball check valve (437) missing or leaking – Forward clutch piston inner/outer seals (808/809) missing or damaged – Forward clutch piston (807) damaged – Forward clutch plates (816, 817, 819, 840, 841) worn
• 1-2 Shift Solenoid Valve (909) – Failed “OFF”, leaking
• 1-2 Shift Valve (919, 920) – Stuck in upshifted position
• 2-3 Shift Solenoid Valve (910) – Stuck “ON”, plugged
• 2-3 Shift Valve (907, 908) – Stuck in upshifted position
• Torque Converter (1) – Stator roller clutch not holding
• Line Pressure – Low [See Park (Engine Running) page 82A]
• TFP Manual Valve Position Switch (936) – Malfunction (Electrical or Hydraulic) ENGINE STALLS IN DRIVE
• Cooler Lines – Pinched
1-2 SHIFT SOL
2-3 SHIFT SOL
ON
OFF
2ND CLUTCH
2ND SPRAG
REVERSE CLUTCH
3RD CLUTCH
4TH BAND
FORWARD FORWARD SPRAG CLUTCH HOLDING APPLIED
COAST CLUTCH
LOW/REV. BAND
LOW ROLLER
APPLIED HOLDING
88A
OVERDRIVE RANGE – FIRST GEAR PASSAGES 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40 42 43 44 45 46 47 48 49 50 51 52 53 54 55 56
LEFT SCAVENGE SUCTION RIGHT SCAVENGE SUCTION SCAVENGE OUTLET MAIN PUMP SUCTION SUMP LINE SECONDARY LINE CONVERTER FEED LUBE 2 TCC FEED LIMIT CONVERTER RELEASE CONVERTER APPLY TCC EXHAUST ENABLE ORIFICED TCC EXHAUST ENABLE TO COOLER LUBE PRN PRND4 PRND43 ACTUATOR FEED FILTERED ACTUATOR FEED TORQUE SIGNAL 1-2 SOLENOID 2-3 SOLENOID LOW & REVERSE BAND APPLY REVERSE BAND PRIMARY ACCUMULATOR 3-4 ACCUMULATOR 1-2 ACCUMULATOR SECONDARY 2-3 ACCUMULATOR 2-3 ACCUMULATOR REVERSE REVERSE CLUTCH DRIVE LOW FEED LOW LOW & REVERSE BAND REDUCE FORWARD CLUTCH 2ND CLUTCH 3RD CLUTCH ORIFICED 3RD CLUTCH 4TH BAND FEED 4TH BAND REGULATED APPLY TCC CONTROL D321 COAST CLUTCH FEED COAST CLUTCH D21 D21 Y EXHAUST ORIFICED EXHAUST DRAIN OVERFLOW VOID
COMPONENTS ( (3) (8) (40) (41) (54) (65) (216) (338) (343) (350) (917) (979)
88B
)
COOLER CONNECTOR OIL DRAIN PLUG CASE COVER OIL TEST PLUG TRANSMISSION VENT ADAPTER SCAVENGE TUBE BALL CHECK VALVES, #1, 2, 3, 4, 5, 7, 8, 9, 10 & 11 SECONDARY PUMP CUT-OFF BALL PRESSURE CONTROL SOLENOID FILTER AND SEAL ORIFICED CUP PLUG TEMPERATURE SENSOR SOLENOID SCREEN ASSEMBLY BALL (0.375 DIAMETER) #6
OVERDRIVE RANGE – FIRST GEAR 56 56 56
22
56
56
56
11 6 22
11
8
56
56
56 56
56
40
56
56
56
56
7
11
56
56
56
52
9
56
11 6
8
8
40
31
11 22
56
42
40 31
11
8
6 56
40
30
40
13
10
CLIP POCKET
20
6
10 22 42
8
20
6
9 40 4
46a
32d
13
22e
27
11a
31
6a
8c
8/10b
22d
8b
6c
1
11c
27
8a
40g
23 42
20 30
27
26
6
31
30 31
40
6 6
27a
6
30
42
40
40 42
20
30 11
27
40
4
40f
GASKET (228) (Secondary P.B./ Spacer Plate)
22
10
6
4 8/9
SLOT IN GASKET
(350)
SECONDARY PUMP BODY (203) (Case Cover Side)
40
6
1
6d
30
4
22 22
32
4
56
8 10
11 22
31
27b
6h
40
13
6
8
11
24
6g
6
40
8
8
30c/31
30b
30
9
6f
27/6 40
30a
4
42a
20b 30d/31a
33
31
40k 40p/42
22c 28
46 45
22
10a 8d
20a
30
45
32
3
31
40h
6b
11b
SLOT IN GASKET
SLOT IN GASKET
22b 29
10
46
45
2
42b/40m
40
10 12
15 45
22a
40n
13
45
22
40r
45
6e
40
40
30
30
40
45c 45b
2
46
10c
45a
13
11
40s
12
35
38
30
27
27 52
34
37
22 22
30/6
6
56
46
45
6
56 6 30 52 30 52
11 13a 15
22f
40
45
56
10
10 8 52 56 52 20 52 52 6 22 20
56
45
10
22 56 25
45
40
46
45d
45
45
12
10
13 6 52 56 52
46
40
22 20
56
6
56
56
56
22
4
7
6
22
1 SLOT IN GASKET
6
4
(343)
(216)
1
4 8
56
13 15
45
11 45
15 45 52
40 56
21
56 56
56 56
46
56 2
56 56 56 56
32
45 10 14 13 56 12
(338)
22
56
56
40
56
56 56 56 56
56
32
56 56 56
22
56
56
56 2
56 56
56
56
13/14
14
11
56
56 56
UPPER CONTROL VALVE BODY (300) (Case Cover Side)
GASKET (326) (V.B./ Spacer Plate)
SPACER PLATE (327) (Sec. P.B. & V.B./ Case Cover)
GASKET (328) (Spacer Plate/ Case Cover)
(41) 55
(3)
15 56
5 5
5
5
11
22
5 56
6
56
56
1
22
40
6
9
5
2
4
1
42
5
5
20
30
9 56 30
9 27
#10
42
9
42
40
56
20
5
54
39
1
6
5
20
6
20
1
32
40 5
CASE COVER (33) (Case Side)
56 56
56
2 38
49
32
38b
56
56 56
56
49
56
47 48 32
TRANSFER PLATE (956) 32
56
56
56
56 56
40
56
40 56
6
32
34
53
56
12
33
37
2
56
39 34 38
34
38
21
44
27c 33g
27 44
39
33c
33
22
44b
33b
44a 38d
20/38
39
38f/34f 38g/34e
32
23a
6
40
56
6
32
33 56 44 39
56
5
27 39 33
6
32
40
(8)
20
20
1
27 27
39 33
TRANSMISSION CASE (6) (Case Cover Side)
1
32
6
32m
SLOT IN GASKET
20 56
(8) 40
32
17
37
#7
56
56
53
37
53
52 56
52 43
44
27
#4
44
52 39 34 34
#1 38
33
33
32
38
29
23 56
40e
#2
56
27c
27
32c
27d 28a/27f
28b/27e 13
28 20
20b 28
27
39a
39
#3
FOLDOUT ➤ 89
32 50
47 50
36 #8
LOWER CONTROL VALVE BODY (903)
32b
28c
6
29
44c
56
19
47
24 56
(917) 40d
56
51
36
21 20
18
18
40
50
40c 6k
47 48 51 43
48 49 50 34 40 52 52 35 36 52 51
34 38
44
LOWER CHANNEL PLATE (900) (Case Bottom Side)
Figure 87
26
#5 39
23
17
33
27
- DUAL PURPOSE PASSAGES HAVE CHANNEL PLATE SIDE PASSAGES LISTED FIRST
6
TRANSMISSION CASE (6) (Bottom View)
23
17 25 32 35
32
56
52
24 37
- NON- FUNCTIONAL HOLES HAVE BEEN REMOVED FROM COMPONENT DRAWINGS TO SIMPLIFY TRACING FLUID FLOW.
- EXHAUST FLUID NOT SHOWN 32a
29a/27h
56 28
1
6m
21b/24
33d
56
44
20
20
20
11
52
#9
INDICATES BOLT HOLES
56 40
27
10
29b/27g
6
39
43
SLOT IN GASKET
29c
29
9
21a/23
14
56
40
56
44
33
33 5
15
39 33h
44 32
48a 51 43b
40b 47b 40a 50c 51a
35a 8 53/52 43a 35 36c
40
2
39 1
52
47c
50b 50d 34 36d/34g 50a 34d 19 47a 18 38 34c 38a 36b 21 16 47 38c/20 50 20a 36a 36 24a
1
38 20
49
34a 53
7
39
5
38e
21
32g
4
53a 52b
44
56
23
24 56
37b 32k/33e
37a
56 56 56
56
47
56
56
48 6 32e 32f 48b
36
17a 26a 32h/33f
53
53 35
36
39
54
6 5
-
32
23b 33 17 26/33a
20
37
44 56
37
26
43
56 36 50
33
1
5
#6
49a
24b
17
26
32
50 56
56
17
43
51
56 40
56
38 56 24 23
56
56
27
39
NOTE: 56
33
27
SEAL (44) (Case/Case Cover)
(54)
4TH SERVO BORE
40 9
40
5
20
CASE COVER (33) (Sec. P.B. & V.B.Side)
9
20
33 54
5
5
5
5
1 40
6
32
40
32
20
32
54 27
56 27
40
5
40
6
27
(40)
9
1
9
(3)
52
42
1
5
40
16
2 5
42
6 32
32
1
27
2
6
5
5 33
(40)
5
1
6
SEAL (43) (Case Cover/ Driven Sprocket Support)
5
5
5
9
40
5
5
5
2
40
11
4 56
#11
5
5
5
5
56 56
2
5
2
22
8
6
2
10
56 56
56
56
56
56
8
12 56
56 56
46 40
45
5
5
15
56
8 32
45
56 56
2
15
56
DRIVEN SPROCKET SUPPORT (418)
5
5
(3)
12 13 10 56
11
15
5
56
15
55
5
55
55
SPACER PLATE GASKET ASSEMBLY (935) (Case Bottom to Lower Channel Plate)
ACCUMULATOR HOUSING (944)
OVERDRIVE RANGE – SECOND GEAR LUBE
INTAKE & DECREASE CONVERTER & LUBE MAINLINE SOLENOID SIG. ACCUMULATOR ACTUATOR FEED TORQUE SIGNAL
LUBE
TORQUE CONVERTER ASSEMBLY
LUBE
REVERSE CLUTCH ASSEMBLY
DRIVEN SPROCKET SUPPORT (418)
2ND CLUTCH ASSEMBLY
3RD CLUTCH ASSEMBLY
COOLER LUBE FITTING (3)
FORWARD AND COAST CLUTCH ASSEMBLY
FORWARD/COAST CLUTCH SUPPORT (822)
LUBE 2
EX
ACT FD
38b
EX EX
2-3 ACCUM LINE
6d
3
3RD CL
SLOT IN GASKET
40m
ORIFICED 3RD CL
42b
GASKET (328)
#10
CASE COVER (33)
3RD CL
42
SPACER PLATE (327)
31
90
D321
EX
17a
37b
EX
D321 D321
33a
26a
37a
47c
COAST CL FEED 7
20 26
LOW & REV BD APPLY LOW & REV BAND REDUCE LOW/ REVERSE SERVO
47d
48
#9
48a
51 51a
48b
4TH BD FD D21Y D21Y COAST CL FEED 43b
10
3-4 ACCUMULATOR 1-2 ACCUMULATOR
28c 29c
REV CL
#4
33c 22 33b
REVERSE ACCUMULATOR
33g 33h
1-2 ACCUMULATOR
27h 29a 14
27g
3-4 ACCUMULATOR
FWD ACCUMULATOR
#3
PRIM ACCUM
ACCUMULATOR HOUSING (944) SPACER PLATE GASKET ASSEMBLY (935) CHANNEL PLATE (900)
2ND CL
27c
4TH BAND PRIMARY ACCUM
29b 28a
27f 27e
#11
PRIMARY ACCUM
#2
13 28b
27d
REV CL
2ND CL
SPACER PLATE ASSEMBLY (935)
4TH BAND
EX 53a
2
LOWER CONTROL VALVE BODY (903) SPACER PLATE ASSEMBLY (935)
FORWARD CLUTCH
RIGHT SCAVENGE SCREEN (52)
PRN
REV
EX
PRN
EX EX
EX 39
34d
ACCUMULATOR HOUSING (944)
23a
37
4TH BD FD 2ND CL
21
1-2 SOLENOID
D21Y CST CL FD D321
47a
1-2 SOL
PRN
CHANNEL PLATE (900)
DRIVE
4TH BAND
Figure 88
EX EX
EX
34
34c
5
COAST CL REVERSE 4TH BAND
REV
PRND43
LINE
D21
EX
DRIVE EX 34g
CHANNEL PLATE (900)
CASE (6)
SEAL (44)
FORWARD CLUTCH
2-3 SOLENOID
BOTTOM SUMP
LINE
CASE (6)
47 40a
REV
#1
PRIMARY ACCUM SEAL (44)
49
#6
2ND CL
SCAVENGE TUBE (54)
32 17
REV
2-3 SOLENOID
24b
19
32m
D21Y C CL FEED
1-2 SHIFT VALVE
24a
LOW
32e
36
PRN
43 52
3RD CL 3RD CL
3RD CL
1-2 SHIFT SOLENOID OFF
39a
LEFT SCAVENGE SCREEN (51)
40p
40k
40s
40n
40r
31
31a 30d
30b
32
30c
38
30
30a
40f
33
GASKET (326)
EX
53
32f
D321 3RD CL D321
D21 LOW FEED DRIVE LOW FEED EX EX LOW 1-2 SOLENOID
42a
UPPER CONTROL VALVE BODY (300)
27a
LINE 27b
6c
42
EX EX
1-2 / 3-4 ACC ACCM BOOST
SLOT IN GASKET
6
44b
SEC 2-3 ACCUM
LINE
2-3 ACCUMULATOR
PRIMARY ACCUM
3RD CL
EX
LINE SEC 2-3 ACCUM
52 36c
32g
23b
44a
22c
ORIFICED CUP PLUG (343)
53
21a 23 15
38e
TORQ SIG
ORIFICED 3RD CL PRIMARY ACCUM
EX
22b
3RD CL 3RD CL
EX
EX
22a
ACT FD 2-3 ACCUM VALVE
RIGHT SCAVENGE SUCTION
TORQ SIGNAL ACT FD
LEFT SCAVENGE SUCTION
ACT FD LMT
CASE COVER (33)
EX
EX
LINE
20a CASE COVER (33)
EX
EX
EX
EX
PRESSURE CONTROL SOLENOID
FILTER (338)
CONV FEED
20b
GASKET (326)
EX
EX
CC FD LIMIT
8 SPACER PLATE ASSEMBLY (935)
28
ACT FD ACT FD
35a
2ND CL
8d
GASKET (328)
TCC CONTROL
4
10a
SPACER PLATE (327)
TCC EX ENABLE
2-3 SOLENOID
33f 12
33
2-3 SHIFT VALVE
35
LOW
10
TCC FD LIMIT CONV FEED 3RD CL
2-3 SHIFT SOLENOID OFF
50c
9
PRND4
43a 44 52b
8
TCC FD LIMIT
TCC FD LIMIT
UPPER CONT VB (300)
13a
30
21 16 21b 24
29
REG APPLY
20a
27 10b
TCC FD LIMIT
45d
SLOT IN GASKET
20b
34a
TCC EX ENABLE ORIFICED TCC EX ENABLE
TCC EX ENABLE
13 14 35
10c
FILTER (917)
32h
17
D321
50a 50d
32k 33e
REV CL REV REV REV PRN PRND43 COAST CL
#5
36d
TCC FD LIMIT
4 BD FD REV ORIFICE BYPASS VALVE
FWD ORIFICE BYPASS VALVE
50b
#7
D321
P
6m 38g 34e 1 38f 34f 18 38
LEFT SCAVENGE SUCTION
EX
TCC CONTROL
EX
EX
45b
TCC SOL
ACT FD
TCC ENABLE
D321
LINE 11
CONV CL CONTROL
EX
EX
TCC CONTROL
45a
46
CONV RELEASE
EX
45
13
6e
CONV CL REG
45c
46a
6k
PRIMARY ACCUM
34
LOW D21
50
44c
3-4 SHIFT VALVE
MANUAL VALVE 36
40b 11 33d
REV CL
DRIVE
UPPER CONTROL VALVE BODY (300)
ORIFICED 3RD CL PRIMARY ACCUM
TO COOLER LINE REG APPLY
1 2 3D NR
DRIVE
1
LINE CON FD TORQ SIGNAL 3RD CL 3RD CL
15
EX
CONV APPLY
#8
36b
11c
GASKET (326)
12
40c
36a
MAIN PUMP SUCTION
FILTER (236)
32a 49a
3RD CL
38d
11b
39
38c
FORWARD CLUTCH
23
11a
32b
LOWER CONTROL VALVE BODY (903)
TFP SWITCH 20 40
LOW
6h
ACT FD
32d
LUBE 2 MAIN PUMP SUCTION LEFT SCAVENGE SUCTION CONV RELEASE
40e 40d
38a
ACT FD
6f
REV
SLOT IN GASKET
RIGHT SCAVENGE SUCTION
2ND CL
REV
6g
LINE
TRANSFER PLATE (956)
32c
REV CL
2ND CL SLOT IN GASKET
26 8a 25
SEC LINE
PRIMARY PUMP
LUBE 2 LINE LINE
24 9
CON FD
4TH BAND REV CL REV 3RD CL FORWARD CLUTCH
PRIMARY ACCUM
SLOT IN GASKET
BALL CHECK
SCAVENGE PUMP
GASKET (328)
GASKET (228)
8c 8b
LINE
LEFT SCAVENGE SUCTION
REG APPLY
40g 40h
SECONDARY PUMP
COAST CL
4TH SERVO
SCAVENGE TUBE (54)
22d
ORIFICED 3RD CL
LINE
22e
LINE
LINE
REV
FORWARD CLUTCH
TORQ SIGNAL 3RD CL 3RD CL LINE
SCAVENGE OUTLET
TO COOLER
CONV APPLY
RIGHT SCAVENGE SUCTION LINE
37
SPACER PLT (327)
PRIMARY PUMP BODY (200)
6b
SECONDARY LINE
BOOST VALVE
SCAVENGE PUMP BODY (225)
LINE
6a
22f
PRESSURE REGULATOR VALVE
EX
SCAVENGE PUMP COVER (237)
3RD CL
3RD CL
LINE
CONV RELEASE
UPPER SUMP
2
TORQ SIGNAL
REV CL
REV BAND
RIGHT SCAVENGE SUCTION
CASE COVER (33)
CONV APPLY
SECONDARY PUMP BODY (203)
COOLER
3RD CL EX
REV CL
LUBE
3RD CL EX
LUBE
COAST CL LINE PRESSURE TAP (40)
OVERDRIVE RANGE – SECOND GEAR NO SECOND GEAR/SLIPS IN SECOND
• 2nd Clutch Assembly – – – – –
2nd clutch plates (431-435) worn, damaged or misassembled 2nd clutch piston assembly (430) damaged, seals leaking 2nd clutch snap ring (429) missing or not seated Return spring and retainer assembly (428) damaged Driven sprocket support ball check valve (437) missing or damaged – Driven sprocket support (418) damaged, leaking
• 2nd Clutch Fluid Routing – Fluid leak or restriction – Control Valve Bodies, Gaskets and Spacer Plates; Channel Plate and Gasket; Case Cover and Gaskets; and Driven Sprocket Support – Porosity, misaligned, loose, restriction, fluid leak across channels
• 1-2 Shift Solenoid Valve (909) – Stuck “ON”, plugged
• 1-2 Shift Valve (919, 920) – Stuck in upshifted position
• Line Pressure – Low [See Park (Engine Running) page 82A]
• TFP Manual Valve Position Switch (936) – Malfunction (Electrical or Hydraulic) HARSH SHIFT
• Line Pressure – High [See Park (Engine Running) page 82A]
• 1-2 Accumulator Assembly – – – – –
Springs or piston binding; no accumulation Misassembled (upside down) 1-2 accumulator assembly Leak at piston seal #2 ball check valve missing or mislocated Debris in the accumulator passages
• Upper Control Valve Body Assembly – 1-2/3-4 accumulator valve (302) stuck or binding
1-2 SHIFT SOL
2-3 SHIFT SOL
OFF
OFF
2ND CLUTCH
2ND SPRAG
APPLIED HOLDING
REVERSE CLUTCH
3RD CLUTCH
4TH BAND
FORWARD FORWARD SPRAG CLUTCH HOLDING APPLIED
COAST CLUTCH
LOW/REV. BAND
LOW ROLLER OVERRUN
90A
OVERDRIVE RANGE – SECOND GEAR PASSAGES 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40 42 43 44 45 46 47 48 49 50 51 52 53 54 55 56
LEFT SCAVENGE SUCTION RIGHT SCAVENGE SUCTION SCAVENGE OUTLET MAIN PUMP SUCTION SUMP LINE SECONDARY LINE CONVERTER FEED LUBE 2 TCC FEED LIMIT CONVERTER RELEASE CONVERTER APPLY TCC EXHAUST ENABLE ORIFICED TCC EXHAUST ENABLE TO COOLER LUBE PRN PRND4 PRND43 ACTUATOR FEED FILTERED ACTUATOR FEED TORQUE SIGNAL 1-2 SOLENOID 2-3 SOLENOID LOW & REVERSE BAND APPLY REVERSE BAND PRIMARY ACCUMULATOR 3-4 ACCUMULATOR 1-2 ACCUMULATOR SECONDARY 2-3 ACCUMULATOR 2-3 ACCUMULATOR REVERSE REVERSE CLUTCH DRIVE LOW FEED LOW LOW & REVERSE BAND REDUCE FORWARD CLUTCH 2ND CLUTCH 3RD CLUTCH ORIFICED 3RD CLUTCH 4TH BAND FEED 4TH BAND REGULATED APPLY TCC CONTROL D321 COAST CLUTCH FEED COAST CLUTCH D21 D21 Y EXHAUST ORIFICED EXHAUST DRAIN OVERFLOW VOID
COMPONENTS ( (3) (8) (40) (41) (54) (65) (216) (338) (343) (350) (917) (979)
90B
)
COOLER CONNECTOR OIL DRAIN PLUG CASE COVER OIL TEST PLUG TRANSMISSION VENT ADAPTER SCAVENGE TUBE BALL CHECK VALVES, #1, 2, 3, 4, 5, 7, 8, 9, 10 & 11 SECONDARY PUMP CUT-OFF BALL PRESSURE CONTROL SOLENOID FILTER AND SEAL ORIFICED CUP PLUG TEMPERATURE SENSOR SOLENOID SCREEN ASSEMBLY BALL (0.375 DIAMETER) #6
OVERDRIVE RANGE – SECOND GEAR 56 56 56
22
56
56
56
11 6 22
11
8
56
56
56 56
56
40
56
56
56
56
7
11
56
56
56
52
9
56
11
31
6
8
8
40
11 22
56
42
40
31
11
8
6 56
40
30
40
13
10
CLIP POCKET
20
6
10 22 42
8
20
6
9
40 4
46a
32d
13
22e
27
11a 31
6a
8c
8/10b
22d
8b
6c
1
11c
27
8a
40g
23 42
20
6
31
30 31
30
40 27
26
6 6
27a
6
30
42
40
40 42
20
30 11
8/9
27
40
4
40f
GASKET (228) (Secondary P.B./ Spacer Plate)
22
10
6
4
SLOT IN GASKET
(350)
SECONDARY PUMP BODY (203) (Case Cover Side)
40
6
1
6d
4
56
22 22
32
30
4
8 10
11 22
31
27b
6h
40
13
6
8
11
24
6g
6
40
8
8
30c/31
30b
30
9
6f
27/6 40
30a
4
42a
20b 30d/31a
33
31
40k 40p/42
22c 28
46 45
22
10a 8d
20a
30
45
32
3
31
40h
6b
11b
SLOT IN GASKET
SLOT IN GASKET
22b 29
10
46
45
2
42b/40m
40
10 12
15 45
22a
40n
13
45
22
40r
45
6e
40
40
30
30
40
45c 45b
2
46
10c
45a
13
11
40s
12
35
38
30
27
27 52
34
37
22 22
30/6
6
56
46
45
6
56 6 30 52 30 52
11 13a 15
22f
40
45
56
10
10 8 52 56 52 20 52 52 6 22 20
56
45
10
22 56 25
45
40
46
45d
45
45
12
10
13 6 52 56 52
46
40
22 20
56
6
56
56
56
22
4
7
6
22
1 SLOT IN GASKET
6
4
(343)
(216)
1
4 8
56
13 15
45
11 45
15 45 52
40 56
21
56 56
56 56
46
56 2
56 56 56 56
32
45 10 14 13 56 12
(338)
22
56
56
40
56
56 56 56 56
56
32
56 56 56
22
56
56
56 2
56 56
56
56
13/14
14
11
56
56 56
UPPER CONTROL VALVE BODY (300) (Case Cover Side)
GASKET (326) (V.B./ Spacer Plate)
SPACER PLATE (327) (Sec. P.B. & V.B./ Case Cover)
GASKET (328) (Spacer Plate/ Case Cover)
(41) 55
(3)
15 56
5 5
5
5
11
22
5 56
6
56
56
1
22
40
6
9
5
2
4
1
42
5
5
20
30
9 56 30
9 27
#10
42
9
42
40
56
20
5
54
39
1
6
5
20
6
20
1
32
40 5
CASE COVER (33) (Case Side)
56 56
56
2 38
49
32
38b
56
56 56
56
49
56
47 48 32
TRANSFER PLATE (956) 32
56
56
56
56 56
40
56
40 56
6
32
34
53
56
12
33
37
2
56
39 34 38
34
38
21
44
27c 33g
27 44
39
33c
33
22
44b
33b
44a 38d
38f/34f 38g/34e
20/38
39
23a
32 32
6
40
56
43
11
6m 32m
33 56 44 39
56
SLOT IN GASKET
5
27 39 33
6
32
40
(8)
20
20
1
27 27
39 33
TRANSMISSION CASE (6) (Case Cover Side)
40
32
6
20
20 56
(8) 40
32
53
37
53
52 56
52 43
44
#4
44
52 39 34 34
#1 38
33
33
38
29
23 56
#2
27c
27
13
28 20
20b 28
27
#3
FOLDOUT ➤ 91
32 50
47 50
24 56
39a
39
6
47
36
21
56
32c
27d 28b/27e
19
51
36 #8
LOWER CONTROL VALVE BODY (903)
40e
28a/27f
56
50
20
18
18
40
34 38
(917) 32b
28c
47 48 51 43
48 49 50 34 40 52 52 35 36 52 51
29
44c
56
LOWER CHANNEL PLATE (900) (Case Bottom Side)
Figure 89
56
56
27
40d
6
TRANSMISSION CASE (6) (Bottom View)
37
#7
32
44
56 28
26
#5
56
1
17
33
27
39
23
17
40c
29a/27h
33d
56
44
20
23
17 25 32 35
32
56
52
24 37
- NON- FUNCTIONAL HOLES HAVE BEEN REMOVED FROM COMPONENT DRAWINGS TO SIMPLIFY TRACING FLUID FLOW.
- EXHAUST FLUID NOT SHOWN 32a
52
#9
INDICATES BOLT HOLES
- DUAL PURPOSE PASSAGES HAVE CHANNEL PLATE SIDE PASSAGES LISTED FIRST
21b/24
6k
32
1
35a 8 53/52 43a 35 36c
6
6
20
10
40b 47b 40a 50c 51a
29b/27g
44
39 27
29c
29
9
SLOT IN GASKET
14
56
40
56
48a 51 43b
21a/23
44
33
33 5
15
39 33h 40
2
39 1
52
47c
50b 50d 34 36d/34g 50a 34d 19 47a 18 38 34c 38a 36b 21 16 47 38c/20 50 20a 36a 36 24a
1
38 20
49
34a 53
7
39
5
38e
21
32g
4
53a 52b
44
56
23
24 56
37b 32k/33e
37a
56 56 56
56
47
56
56
48 6 32e 32f 48b
36
17a 26a 32h/33f
53
53 35
36
39
54
6 5
-
32
23b 33 17 26/33a
20
37
44 56
37
26
43
56 36 50
33
1 5
#6
49a
24b
17
26
32
50 56
56
17
43
51
56 40
56
38 56 24 23
56
56
27
39
NOTE: 56
33
27
SEAL (44) (Case/Case Cover)
(54)
4TH SERVO BORE
40 9
40
5
20
CASE COVER (33) (Sec. P.B. & V.B.Side)
9
20
33 54
5
5
5
5
1 40
6
32
40
32
20
32
54 27
56 27
40
5
40
6
27
(40)
9
1
9
(3)
52
42
1
5
40
16
2 5
42
6 32
32
1
27
2
6
5
5 33
(40)
5
1
6
SEAL (43) (Case Cover/ Driven Sprocket Support)
5
5
5
9
40
5
5
5
2
40
11
4 56
#11
5
5
5
5
56 56
2
5
2
22
8
6
2
10
56 56
56
56
56
56
8
12 56
56 56
46 40
45
5
5
15
56
8 32
45
56 56
2
15
56
DRIVEN SPROCKET SUPPORT (418)
5
5
(3)
12 13 10 56
11
15
5
56
15
55
5
55
55
SPACER PLATE GASKET ASSEMBLY (935) (Case Bottom to Lower Channel Plate)
ACCUMULATOR HOUSING (944)
OVERDRIVE RANGE – THIRD GEAR LUBE
INTAKE & DECREASE CONVERTER & LUBE MAINLINE SOLENOID SIG. ACCUMULATOR ACTUATOR FEED TORQUE SIGNAL
LUBE
TORQUE CONVERTER ASSEMBLY
LUBE
REVERSE CLUTCH ASSEMBLY
DRIVEN SPROCKET SUPPORT (418)
2ND CLUTCH ASSEMBLY
3RD CLUTCH ASSEMBLY
COOLER LUBE FITTING (3)
FORWARD AND COAST CLUTCH ASSEMBLY
FORWARD/COAST CLUTCH SUPPORT (822)
LUBE 2
3RD CL
ACT FD
38b
SEC 2-3 ACCUM
EX EX
2-3 ACCUM LINE
6d
3
3RD CL
SLOT IN GASKET
40m
ORIFICED 3RD CL
42b
GASKET (328)
#10
CASE COVER (33)
3RD CL
42
SPACER PLATE (327)
31
EX
D321 D321
COAST CL FEED
10
28c 29c
#4
33c 22 33b
REVERSE ACCUMULATOR
33g
#2
27h 29a 14
27g
3-4 ACCUMULATOR
FWD ACCUMULATOR
#3
27e
PRIM ACCUM
ACCUMULATOR HOUSING (944)
2ND CL
27c
4TH BAND PRIMARY ACCUM
29b 28a
27f
13 28b
27d
REV CL
3-4 ACCUMULATOR 1-2 ACCUMULATOR
4TH BAND
2ND CL
33h
PRIMARY ACCUM
COAST CL REVERSE 4TH BAND
37b
47c
47d
48
48a
51 51a
48b
4TH BD FD D21Y D21Y COAST CL FEED 43b
7
33a
26a
37a
REV CL
SPACER PLATE GASKET ASSEMBLY (935)
REV CL
1-2 SOLENOID
D21Y CST CL FD D321 D321
EX
EX EX
EX
#9
20 26
LOW & REV BD APPLY LOW & REV BAND REDUCE LOW/ REVERSE SERVO
1-2 ACCUMULATOR
#11
PRN
REV
EX
PRN
EX EX EX
34d
17a
SPACER PLATE ASSEMBLY (935)
FORWARD CLUTCH
RIGHT SCAVENGE SCREEN (52)
3RD CL
REV
PRND43
LINE EX
CHANNEL PLATE (900)
D21
EX
DRIVE 34
34c
ACCUMULATOR HOUSING (944)
4TH BAND
Figure 90
2
53a
SPACER PLATE ASSEMBLY (935)
CASE (6)
SEAL (44)
EX 21
23a
37
4TH BD FD 2ND CL
CHANNEL PLATE (900)
CASE (6)
47a
1-2 SOL
PRN
CHANNEL PLATE (900)
DRIVE
BOTTOM SUMP
LINE
92
5
LOWER CONTROL VALVE BODY (903) SPACER PLATE ASSEMBLY (935)
#1
PRIMARY ACCUM SEAL (44)
47 40a
REV
2-3 SOLENOID
2ND CL
3RD CL 3RD CL
3RD CL
49
#6
2-3 SOLENOID
24b
SCAVENGE TUBE (54)
32 17
REV
1-2 SHIFT VALVE
19
32m
36
PRN
24a
39a
LEFT SCAVENGE SCREEN (51)
40p
40k
40s
40n
40r
31
30d 31a
30b
32
30c
38
30
30a
40f
33
GASKET (326)
1-2 SHIFT SOLENOID OFF
43 52
LOW
32e
D21Y C CL FEED
42a
UPPER CONTROL VALVE BODY (300)
27a
LINE 27b
6c
EX EX
1-2 / 3-4 ACC ACCM BOOST
42
LINE
2-3 ACCUMULATOR
PRIMARY ACCUM
3RD CL
EX
LINE SEC 2-3 ACCUM
EX
53
32f
23b
44a
22c
ORIFICED CUP PLUG (343)
SLOT IN GASKET
6
44b
TORQ SIG
2-3 ACCUM VALVE
ORIFICED 3RD CL PRIMARY ACCUM
EX
22b
52 36c
38e
ACT FD
3RD CL 3RD CL
EX
EX
22a
ACT FD
53
21a 23 15
FORWARD CLUTCH
TORQ SIGNAL
RIGHT SCAVENGE SUCTION
ACT FD LMT
LEFT SCAVENGE SUCTION
EX
EX
LINE
20a CASE COVER (33)
EX
EX
EX
EX
PRESSURE CONTROL SOLENOID
FILTER (338)
CONV FEED
8
20b
CASE COVER (33)
EX
EX
CC FD LIMIT
35a
2ND CL
28
ACT FD ACT FD
GASKET (326)
TCC CONTROL
8d
GASKET (328)
TCC EX ENABLE
4
10a
32g
D321 3RD CL D321
D21 LOW FEED DRIVE LOW FEED EX EX LOW 1-2 SOLENOID
39
10
TCC FD LIMIT CONV FEED 3RD CL
2-3 SOLENOID
33f 12
33
2-3 SHIFT VALVE
35
LOW
TCC FD LIMIT
TCC FD LIMIT
2-3 SHIFT SOLENOID ON
50c
9
PRND4
43a 44 52b
8
SPACER PLATE (327)
13a
30
21 16 21b 24
29
REG APPLY
20a
27 10b
TCC FD LIMIT
45d
SLOT IN GASKET
20b
34g
TCC EX ENABLE ORIFICED TCC EX ENABLE
TCC EX ENABLE
13 14 35
10c
FILTER (917)
32h
17
D321
50a 50d
32k 33e
REV CL REV REV REV PRN PRND43 COAST CL
#5
34a
TCC FD LIMIT
4 BD FD REV ORIFICE BYPASS VALVE
FWD ORIFICE BYPASS VALVE
50b
#7
D321
P
6m 38g 34e 1 38f 34f 18 38
LEFT SCAVENGE SUCTION
EX
TCC CONTROL
EX
EX
45b
TCC SOL
ACT FD
TCC ENABLE
D321
LINE 11
CONV CL CONTROL
EX
EX
TCC CONTROL
45a
46
CONV RELEASE
EX
45
13
6e
CONV CL REG
45c
46a
6k
PRIMARY ACCUM
34
LOW D21
50
44c
3-4 SHIFT VALVE
MANUAL VALVE 36
40b 11 33d
REV CL
DRIVE
UPPER CONTROL VALVE BODY (300)
ORIFICED 3RD CL PRIMARY ACCUM
TO COOLER LINE REG APPLY
1 2 3D NR
DRIVE
1
LINE CON FD TORQ SIGNAL 3RD CL 3RD CL
15
EX
CONV APPLY
#8
36b
11c
GASKET (326)
12
40c
36a
MAIN PUMP SUCTION
FILTER (236)
32a 49a
3RD CL
36d
11b
39
38c
38d
23
11a
32b
LOWER CONTROL VALVE BODY (903)
20 40
LOW
6h
ACT FD
32d
LUBE 2 MAIN PUMP SUCTION LEFT SCAVENGE SUCTION CONV RELEASE
40e 40d
TFP SWITCH
FORWARD CLUTCH
6f
REV
TRANSFER PLATE (956)
32c
38a
ACT FD
2ND CL
REV
6g
LINE
SLOT IN GASKET
RIGHT SCAVENGE SUCTION
25
PRIMARY ACCUM
SLOT IN GASKET
26 8a
CON FD
SEC LINE
PRIMARY PUMP
2ND CL
24 9
ORIFICED 3RD CL
SLOT IN GASKET
4TH BAND REV CL REV 3RD CL FORWARD CLUTCH
LUBE 2 LINE LINE
8c 8b
BALL CHECK
SCAVENGE PUMP
GASKET (328)
40g 40h
SECONDARY PUMP
COAST CL
4TH SERVO
SCAVENGE TUBE (54)
22d
LINE
LEFT SCAVENGE SUCTION
REG APPLY
22e
LINE
LINE
FORWARD CLUTCH
TORQ SIGNAL 3RD CL 3RD CL LINE
LINE
REV
UPPER CONT VB (300)
UPPER SUMP
SCAVENGE OUTLET
TO COOLER
CONV APPLY
RIGHT SCAVENGE SUCTION LINE
37
22f
GASKET (228)
PRIMARY PUMP BODY (200)
6b
SPACER PLT (327)
SCAVENGE PUMP BODY (225)
LINE
6a
SECONDARY LINE
BOOST VALVE
EX
SCAVENGE PUMP COVER (237)
3RD CL
REV BAND
LINE
CONV RELEASE
EX
2
TORQ SIGNAL
PRESSURE REGULATOR VALVE
COOLER
RIGHT SCAVENGE SUCTION
CASE COVER (33)
CONV APPLY
SECONDARY PUMP BODY (203)
REV CL
EX
REV CL
LUBE
3RD CL EX
LUBE
COAST CL LINE PRESSURE TAP (40)
OVERDRIVE RANGE – THIRD GEAR NO THIRD GEAR/SLIPS IN THIRD
• 3rd Clutch Assembly – Input shaft oil seal rings (614) missing or damaged – 3rd clutch piston (606) damaged, seals leaking – 3rd clutch piston ball check valve assembly missing or leaking – 3rd clutch plates (610-613) worn, damaged or misassembled – 3rd clutch snap ring (515) missing or not seated – Spring and retainer assembly (607) damaged – Return spring snap ring (609) missing or not seated – 3rd clutch housing (604) damaged, leaking
• Third Clutch Fluid Routing – Fluid leak or restriction – Control Valve Bodies, Gaskets and Spacer Plates; Channel Plate and Gasket; Case Cover and Gaskets; and Driven Sprocket Support – Porosity, misaligned, loose, restriction, fluid leak across channels – Input Shaft – Oil Seal Rings leaking – Oil Transfer Sleeve damaged, misaligned
• 2-3 Shift Solenoid Valve (910) – Failed “OFF”, leaking
• 2-3 Shift Valve (907, 908) – Stuck in downshifted position
• 3-4 Shift Valve (912) – Stuck in upshifted position
• #11 Ball Check Valve – Stuck – Missing
• 3rd Clutch Exhaust Valve (427) – Stuck, damaged, broken
• Line Pressure – Low [See Park (Engine Running) page 82A]
• TFP Manual Valve Position Switch (936) – Malfunction (Electrical or Hydraulic) HARSH SHIFT
• Line Pressure – High [See Park (Engine Running) page 82A]
• 2-3 Accumulator Assembly – – – – –
Springs or piston binding; no accumulation Misassembled (upside down) 2-3 accumulator assembly Leak at piston seal #10 ball check valve missing or mislocated Debris in the accumulator passages
• Upper Control Valve Body Assembly – 2-3 accumulator valve (306) stuck or binding
1-2 SHIFT SOL
2-3 SHIFT SOL
OFF
ON
2ND CLUTCH
2ND SPRAG
APPLIED OVERRUN
REVERSE CLUTCH
3RD CLUTCH APPLIED
4TH BAND
FORWARD FORWARD SPRAG CLUTCH HOLDING APPLIED
COAST CLUTCH
LOW/REV. BAND
LOW ROLLER OVERRUN
92A
OVERDRIVE RANGE – THIRD GEAR PASSAGES 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40 42 43 44 45 46 47 48 49 50 51 52 53 54 55 56
LEFT SCAVENGE SUCTION RIGHT SCAVENGE SUCTION SCAVENGE OUTLET MAIN PUMP SUCTION SUMP LINE SECONDARY LINE CONVERTER FEED LUBE 2 TCC FEED LIMIT CONVERTER RELEASE CONVERTER APPLY TCC EXHAUST ENABLE ORIFICED TCC EXHAUST ENABLE TO COOLER LUBE PRN PRND4 PRND43 ACTUATOR FEED FILTERED ACTUATOR FEED TORQUE SIGNAL 1-2 SOLENOID 2-3 SOLENOID LOW & REVERSE BAND APPLY REVERSE BAND PRIMARY ACCUMULATOR 3-4 ACCUMULATOR 1-2 ACCUMULATOR SECONDARY 2-3 ACCUMULATOR 2-3 ACCUMULATOR REVERSE REVERSE CLUTCH DRIVE LOW FEED LOW LOW & REVERSE BAND REDUCE FORWARD CLUTCH 2ND CLUTCH 3RD CLUTCH ORIFICED 3RD CLUTCH 4TH BAND FEED 4TH BAND REGULATED APPLY TCC CONTROL D321 COAST CLUTCH FEED COAST CLUTCH D21 D21 Y EXHAUST ORIFICED EXHAUST DRAIN OVERFLOW VOID
COMPONENTS ( (3) (8) (40) (41) (54) (65) (216) (338) (343) (350) (917) (979)
92B
)
COOLER CONNECTOR OIL DRAIN PLUG CASE COVER OIL TEST PLUG TRANSMISSION VENT ADAPTER SCAVENGE TUBE BALL CHECK VALVES, #1, 2, 3, 4, 5, 7, 8, 9, 10 & 11 SECONDARY PUMP CUT-OFF BALL PRESSURE CONTROL SOLENOID FILTER AND SEAL ORIFICED CUP PLUG TEMPERATURE SENSOR SOLENOID SCREEN ASSEMBLY BALL (0.375 DIAMETER) #6
OVERDRIVE RANGE – THIRD GEAR 56 56 56
22
56
56
56
11 6 22
11
8
56
56
56
40
56
56 56
56 56
56
7
11
56
56
56
52
9
6
6
8
6 56
56
56
11
31
11 22
56
40
11
40
6
52
9 6
40
13
10
CLIP POCKET
45c 45b
2
45a
46a
32d
13
22e
40
27
11a
31
6a
8c
6c
30 1
31
11c
27
40g
42
22
10
20
30 11
30
27
26
6
31
30 31
40
6 6
27a
6
30
42
40
40 42
20 6
4 8/9
27
40
4
40f
GASKET (228) (Secondary P.B./ Spacer Plate)
40
6
1
30c/31
6d
SLOT IN GASKET
(350)
SECONDARY PUMP BODY (203) (Case Cover Side)
22 22
32
4
56
8 10
11 22
31
30
4
40
13
6
8
11
27b
6h
6
40
8
8
24
6g 23
42a
30b
30
9
6f
27/6 40
30a
4
8a
SLOT IN GASKET
40k 40p/42
22c 28
20b 30d/31a
33
30/6 SLOT IN GASKET
20a
46 45
22
10a 8d
46
45
32
3
31
40h
6b
11b
30
30
22b 29
10
8/10b
22d
8b
2
42b/40m
40
10 12
45
45
22a
40n
13 15
45
22
40r
45
6e
40
46
10c
13
11
40s
12
35
38
30
40
4
20
34
37
22 22
10 22 42
8
20
6
27
27 52
40
56
46
45
6
10
10 8 52 56 52 42 20 52 52 6 22 20 31 30 56 6 30 52 30 56
11 13a 15
22f
40
45
56
10
22 56 25
45
13 6 52 56 52
46
40
45
40
46
45d
45
45
12
10
40
6
8
8
4
7
56
22 20
1 SLOT IN GASKET
22
56
22
56
6
4
(343)
(216)
1
4 8
56
13 15
45
11 45
15 45 52
40 56
21
56 56
56 56
46
56 2
56 56 56 56
32
45 10 14 13 56 12
(338)
22
56
56
40
56
56 56 56 56
56
32
56 56 56
22
56
56
56 2
56 56
56
56
13/14
14
11
56
56 56
UPPER CONTROL VALVE BODY (300) (Case Cover Side)
GASKET (326) (V.B./ Spacer Plate)
SPACER PLATE (327) (Sec. P.B. & V.B./ Case Cover)
GASKET (328) (Spacer Plate/ Case Cover)
(41) 55
(3)
15 56
5 5
5
5
11
22
5 56
6
56
56
1
22
40
6
9
5
2
4
1
42
5
5
20
9 56 30
9 27
#10
42
9
42
30
40
56
20
5
54
39
1
6
5
20
6
20
1
32
40
CASE COVER (33) (Case Side)
56 56
56
2 38
49
32
38b
56
56 56
56
49
56
47 48 32
TRANSFER PLATE (956) 32
56
56
56
56 56
40
56
40 56
6
32
34
53
56
12
33
37
2
56
34
38
21
33c
33
22
44b
33b
38f/34f 38g/34e 1
38
20/38
39
20
39
23a
33h
32
6
40
56
6
32
33 56 44 39
56
5
27 39 33
33 5
6
(8)
32 40
20
20
1
27 27
39 33
TRANSMISSION CASE (6) (Case Cover Side)
40 1
32
6
6m 50b
32m
SLOT IN GASKET
20 56
(8) 40
32
- DUAL PURPOSE PASSAGES HAVE CHANNEL PLATE SIDE PASSAGES LISTED FIRST
17
37
#7
56
56
53
37
53
52 56
52 43
44
27
#4
44
52 39 34 34
#1 38
33
33
32
38
29
23 56
40e
#2
56
27c
27
32c
27d 28a/27f
28b/27e 13
28 20
20b 28
27
39a
39
#3
FOLDOUT ➤ 93
32 50
47 50
36 #8
LOWER CONTROL VALVE BODY (903)
32b
28c
6
47
29
44c
56
19
51
24 56
(917) 40d
18
40
36
21 20
18 56
50
40c 6k
47 48 51 43
48 49 50 34 40 52 52 35 36 52 51
34 38
44
LOWER CHANNEL PLATE (900) (Case Bottom Side)
Figure 91
26
#5 39
23
17
33
27
6
TRANSMISSION CASE (6) (Bottom View)
23
17 25 32 35
32
56
52
24 37
- NON- FUNCTIONAL HOLES HAVE BEEN REMOVED FROM COMPONENT DRAWINGS TO SIMPLIFY TRACING FLUID FLOW.
- EXHAUST FLUID NOT SHOWN 32a
29a/27h
56 28
1
11
21b/24
33d
56
44
20
20
20
43
52
#9
INDICATES BOLT HOLES
56
6
39 27
35a 8 53/52 43a 35 36c
29b/27g
44
33
29c
29
10
40b 47b 40a 50c 51a
SLOT IN GASKET
14
56
40
56
9
21a/23
44 32
51 43b
50d 34 36d/34g 50a 34d 19 47a 18 38 34c 38a 36b 16 21 47 38c/20 50 20a 36a 36 24a 15
38e
40
2
39 1
52
47c
48a
34a 53
7
49
39
5
21
32g
4
53a 52b
44
44a 38d
56
23
24 56
44
27c 33g
27 39 44
39 34 38
37b 32k/33e
37a
56 56 56
56
47
56
56
48 6 32e 32f 48b
36
17a 26a 32h/33f
53
53 35
36
39
54
6 5
-
32
23b 33 17 26/33a
20
37
44 56
37
26
43
56 36 50
33
1
5
#6
49a
24b
17
26
32
50 56
56
17
43
51
56 40
56
38 56 24 23
56
56
27
39
NOTE: 56
33
27
SEAL (44) (Case/Case Cover)
(54)
4TH SERVO BORE
40 9
40
5
5
20
CASE COVER (33) (Sec. P.B. & V.B.Side)
9
20
33 54
5
5
5
5
1 40
6
32
40
32
20
32
54 27
56 27
40
5
40
6
27
(40)
9
1
9
(3)
52
42
1
5
40
16
2 5
42
6 32
32
1
27
2
6
5
5 33
(40)
5
1
6
SEAL (43) (Case Cover/ Driven Sprocket Support)
5
5
5
9
40
5
5
5
2
40
11
4 56
#11
5
5
5
5
56 56
2
5
2
22
8
6
2
10
56 56
56
56
56
56
8
12 56
56 56
46 40
45
5
5
15
56
8 32
45
56 56
2
15
56
DRIVEN SPROCKET SUPPORT (418)
5
5
(3)
12 13 10 56
11
15
5
56
15
55
5
55
55
SPACER PLATE GASKET ASSEMBLY (935) (Case Bottom to Lower Channel Plate)
ACCUMULATOR HOUSING (944)
OVERDRIVE RANGE – FOURTH GEAR
(Torque Converter Clutch Applied)
LUBE
INTAKE & DECREASE CONVERTER & LUBE MAINLINE SOLENOID SIG. ACCUMULATOR ACTUATOR FEED TORQUE SIGNAL
LUBE
TORQUE CONVERTER ASSEMBLY
LUBE
REVERSE CLUTCH ASSEMBLY
DRIVEN SPROCKET SUPPORT (418)
2ND CLUTCH ASSEMBLY
3RD CLUTCH ASSEMBLY
COOLER LUBE FITTING (3)
FORWARD AND COAST CLUTCH ASSEMBLY
FORWARD/COAST CLUTCH SUPPORT (822)
LUBE 2
3RD CL
ACT FD
38b
SEC 2-3 ACCUM
EX EX
2-3 ACCUM LINE
6d
3
3RD CL
SLOT IN GASKET
40m
ORIFICED 3RD CL
42b
GASKET (328)
#10
CASE COVER (33)
3RD CL
42
SPACER PLATE (327)
31
94
D321
EX
EX
D321 D321
10
3-4 ACCUMULATOR 1-2 ACCUMULATOR
28c 29c
#4
33c 22 33b
REVERSE ACCUMULATOR
33g
27h 29a 14
FWD ACCUMULATOR
27c
#3
PRIM ACCUM
ACCUMULATOR HOUSING (944)
PRIMARY ACCUM
#2
2ND CL 4TH BAND PRIMARY ACCUM
29b
27f
28a
27e
13 28b
27d
REV CL
2ND CL
SPACER PLATE ASSEMBLY (935)
3-4 ACCUMULATOR
CHANNEL PLATE (900)
COAST CL REVERSE 4TH BAND
47c
COAST CL FEED
37a
47d
48
48a
51
48b
51a
37b
4TH BAND
EX EX
EX
4TH BD FD D21Y D21Y COAST CL FEED 43b
7
33a
26a
LOW & REV BD APPLY LOW & REV BAND REDUCE LOW/ REVERSE SERVO
REV CL
SPACER PLATE GASKET ASSEMBLY (935)
PRN
REV
EX
PRN
EX EX EX
CHANNEL PLATE (900)
#9
20 26
27g
#11
REV CL
D21Y CST CL FD D321
1-2 SOLENOID
17a
33h
RIGHT SCAVENGE SCREEN (52)
3RD CL
REV
PRND43
LINE
D21
EX
34d
CHANNEL PLATE (900)
EX
ACCUMULATOR HOUSING (944)
4TH BAND
Figure 92
53a
SPACER PLATE ASSEMBLY (935)
CASE (6)
SEAL (44)
DRIVE 34
34c
21
23a
37
1-2 ACCUMULATOR
LINE
CASE (6)
47a
1-2 SOL
PRN
4TH BD FD 2ND CL
FORWARD CLUTCH
PRIMARY ACCUM SEAL (44)
2
LOWER CONTROL VALVE BODY (903) SPACER PLATE ASSEMBLY (935)
#1
3RD CL 3RD CL
3RD CL
5
DRIVE
BOTTOM SUMP
LEFT SCAVENGE SCREEN (51)
40p
40k
40s
40n
40r
31
30d 31a
30b
32
30c
38
30
30a
40f
33
GASKET (326)
47 40a
REV
2-3 SOLENOID
2ND CL
SCAVENGE TUBE (54)
49
#6
2-3 SOLENOID
24b
39a
32 17
REV
1-2 SHIFT VALVE
24a
19
32m
36
PRN
43 52
LOW
32e
D21Y C CL FEED
42a
UPPER CONTROL VALVE BODY (300)
27a
LINE 27b
6c
EX EX
1-2 / 3-4 ACC ACCM BOOST
42
LINE
2-3 ACCUMULATOR
PRIMARY ACCUM
3RD CL
EX
LINE SEC 2-3 ACCUM
EX
53
1-2 SHIFT SOLENOID ON
32f
23b
44a
22c
ORIFICED CUP PLUG (343)
SLOT IN GASKET
6
44b
TORQ SIG
2-3 ACCUM VALVE
ORIFICED 3RD CL PRIMARY ACCUM
EX
22b
52 36c
38e
ACT FD
3RD CL 3RD CL
EX
EX
22a
ACT FD
53
21a 23 15
FORWARD CLUTCH
TORQ SIGNAL
RIGHT SCAVENGE SUCTION
ACT FD LMT
LEFT SCAVENGE SUCTION
EX
EX
LINE
20a CASE COVER (33)
EX
EX
EX
FILTER (338)
CONV FEED
EX
PRESSURE CONTROL SOLENOID
8
20b
CASE COVER (33)
EX
EX
CC FD LIMIT
35a
2ND CL
28
ACT FD ACT FD
GASKET (326)
TCC CONTROL
8d
GASKET (328)
TCC EX ENABLE
4
10a
32g
D321 3RD CL D321
D21 LOW FEED DRIVE LOW FEED EX EX LOW 1-2 SOLENOID
39
10
TCC FD LIMIT CONV FEED 3RD CL
2-3 SOLENOID
33f 12
33
2-3 SHIFT VALVE
35
EX
TCC FD LIMIT
TCC FD LIMIT
2-3 SHIFT SOLENOID ON
50c
9
PRND4
43a 44 52b
8
SPACER PLATE (327)
13a
30
21 16 21b 24
29
REG APPLY
20a
LOW
TCC FD LIMIT
45d
SLOT IN GASKET
20b
27 10b
FILTER (917)
50b
32h
17
D321
50a 50d
32k 33e
REV CL REV REV REV PRN PRND43 COAST CL
#5
34g
TCC EX ENABLE ORIFICED TCC EX ENABLE
TCC EX ENABLE
13 14 35
10c
4 BD FD REV ORIFICE BYPASS VALVE
FWD ORIFICE BYPASS VALVE
34a
TCC FD LIMIT
D321
LINE
TCC CONTROL
EX
EX
EX
ACT FD
TCC ENABLE
45b
TCC SOL ON
CONV CL CONTROL
EX
EX
TCC CONTROL
45a
46
11
EX
45
13
CONV RELEASE
#7
D321
P
6m 38g 34e 1 38f 34f 18 38
LEFT SCAVENGE SUCTION
CONV CL REG
45c
46a
6k
PRIMARY ACCUM
34
LOW D21
50
6e
44c
3-4 SHIFT VALVE
MANUAL VALVE 36
40b 11 33d
REV CL
DRIVE
UPPER CONTROL VALVE BODY (300)
ORIFICED 3RD CL PRIMARY ACCUM
TO COOLER LINE REG APPLY
1 2 3D NR
DRIVE
1
LINE CON FD TORQ SIGNAL 3RD CL 3RD CL
15
EX
CONV APPLY
#8
36b
11c
GASKET (326)
12
40c
36a
MAIN PUMP SUCTION
FILTER (236)
32a 49a
3RD CL
36d
11b
39
38c
38d
23
11a
32b
LOWER CONTROL VALVE BODY (903)
20 40
LOW
6h
ACT FD
32d
LUBE 2 MAIN PUMP SUCTION LEFT SCAVENGE SUCTION CONV RELEASE
40e 40d
TFP SWITCH
FORWARD CLUTCH
6f
REV
TRANSFER PLATE (956)
32c
38a
ACT FD
2ND CL
REV
6g
LINE
SLOT IN GASKET
RIGHT SCAVENGE SUCTION
25
PRIMARY ACCUM
SLOT IN GASKET
26 8a
CON FD
SEC LINE
PRIMARY PUMP
2ND CL
24 9
ORIFICED 3RD CL
SLOT IN GASKET
4TH BAND REV CL REV 3RD CL FORWARD CLUTCH
LUBE 2 LINE LINE
8c 8b
BALL CHECK
SCAVENGE PUMP
GASKET (328)
40g 40h
SECONDARY PUMP
COAST CL
4TH SERVO
SCAVENGE TUBE (54)
22d
LINE
LEFT SCAVENGE SUCTION
REG APPLY
22e
LINE
LINE
FORWARD CLUTCH
TORQ SIGNAL 3RD CL 3RD CL LINE
LINE
REV
UPPER CONT VB (300)
UPPER SUMP
SCAVENGE OUTLET
TO COOLER
CONV APPLY
RIGHT SCAVENGE SUCTION LINE
37
22f
GASKET (228)
PRIMARY PUMP BODY (200)
6b
SPACER PLT (327)
SCAVENGE PUMP BODY (225)
LINE
6a
SECONDARY LINE
BOOST VALVE
EX
SCAVENGE PUMP COVER (237)
3RD CL
REV BAND
LINE
CONV RELEASE
EX
2
TORQ SIGNAL
PRESSURE REGULATOR VALVE
COOLER
RIGHT SCAVENGE SUCTION
CASE COVER (33)
CONV APPLY
SECONDARY PUMP BODY (203)
REV CL
EX
REV CL
LUBE
3RD CL EX
LUBE
COAST CL LINE PRESSURE TAP (40)
OVERDRIVE RANGE – FOURTH GEAR (Torque Converter Clutch Applied) NO FOURTH GEAR/SLIPS IN FOURTH
• 4th Servo Assembly – Servo piston seal (532) missing or damaged – Servo piston (529) damaged or stuck in case bore – Servo piston spring and retainer assembly (533) missing or damaged – Servo apply pin (527) not engaged to 4th band (523) – 4th band (523) worn or burned – 4th band assembly (523) disengaged from anchor pin (10) – 4th band anchor pin (10) loose or missing
• 4th Servo Fluid Routing – Fluid leak or restriction – Lower Control Valve Body, Gaskets and Spacer Plate; Channel Plate and Gasket; and Accumulator Housing – Porosity, misaligned, loose, restriction, fluid leak across channels
• 1-2 Shift Solenoid Valve (909) – Failed “OFF”, leaking
• 3-4 Shift Valve (912) – Stuck in downshifted position
• Manual Valve (916) / Shift Linkage – Misaligned or stuck
• Line Pressure – Low [See Park (Engine Running) page 82A]
• TFP Manual Valve Position Switch (936) – Malfunction (Electrical or Hydraulic) HARSH SHIFT
• Line Pressure – High [See Park (Engine Running) page 82A]
• 3-4 Accumulator Assembly – – – – –
Spring or piston binding; no accumulation Misassembled (upside down) 3-4 accumulator assembly Leak at piston seal #3 ball check valve missing or mislocated Debris in the accumulator passages
• Upper Control Valve Body Assembly – 1-2/3-4 accumulator valve (302) stuck or binding NO TCC APPLY OR RELEASE
• See Overdrive Range – 4-3 Downshift page 96A.
1-2 SHIFT SOL
2-3 SHIFT SOL
2ND CLUTCH
ON
ON
APPLIED
2ND SPRAG
REVERSE CLUTCH
3RD CLUTCH
4TH BAND
FORWARD FORWARD SPRAG CLUTCH
APPLIED APPLIED OVERRUN APPLIED
COAST CLUTCH
LOW/REV. BAND
LOW ROLLER OVERRUN
94A
OVERDRIVE RANGE – FOURTH GEAR (Torque Converter Clutch Applied) PASSAGES 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40 42 43 44 45 46 47 48 49 50 51 52 53 54 55 56
LEFT SCAVENGE SUCTION RIGHT SCAVENGE SUCTION SCAVENGE OUTLET MAIN PUMP SUCTION SUMP LINE SECONDARY LINE CONVERTER FEED LUBE 2 TCC FEED LIMIT CONVERTER RELEASE CONVERTER APPLY TCC EXHAUST ENABLE ORIFICED TCC EXHAUST ENABLE TO COOLER LUBE PRN PRND4 PRND43 ACTUATOR FEED FILTERED ACTUATOR FEED TORQUE SIGNAL 1-2 SOLENOID 2-3 SOLENOID LOW & REVERSE BAND APPLY REVERSE BAND PRIMARY ACCUMULATOR 3-4 ACCUMULATOR 1-2 ACCUMULATOR SECONDARY 2-3 ACCUMULATOR 2-3 ACCUMULATOR REVERSE REVERSE CLUTCH DRIVE LOW FEED LOW LOW & REVERSE BAND REDUCE FORWARD CLUTCH 2ND CLUTCH 3RD CLUTCH ORIFICED 3RD CLUTCH 4TH BAND FEED 4TH BAND REGULATED APPLY TCC CONTROL D321 COAST CLUTCH FEED COAST CLUTCH D21 D21 Y EXHAUST ORIFICED EXHAUST DRAIN OVERFLOW VOID
COMPONENTS ( (3) (8) (40) (41) (54) (65) (216) (338) (343) (350) (917) (979)
94B
)
COOLER CONNECTOR OIL DRAIN PLUG CASE COVER OIL TEST PLUG TRANSMISSION VENT ADAPTER SCAVENGE TUBE BALL CHECK VALVES, #1, 2, 3, 4, 5, 7, 8, 9, 10 & 11 SECONDARY PUMP CUT-OFF BALL PRESSURE CONTROL SOLENOID FILTER AND SEAL ORIFICED CUP PLUG TEMPERATURE SENSOR SOLENOID SCREEN ASSEMBLY BALL (0.375 DIAMETER) #6
OVERDRIVE RANGE – FOURTH GEAR 56 56 56
22
56 56
11 6 22
11
8
56
56
56
40
56
56 56
56 56
56
7
11
56
56
56
52
9
6
6
8
6 56
56
56
11
31
11 22
56
40
11
40
6
52
9 6
40
13
10
CLIP POCKET
45c 45b
2
45a
46a
32d
13
22e
40
27
11a
31
6a
8c
6c
30 1
31
11c
27
40g
42
22
10
20
30 11
30
27
26
6
31
30 31
40
6 6
27a
6
30
42
40
40 42
20 6
4 8/9
27
40
4
40f
GASKET (228) (Secondary P.B./ Spacer Plate)
40
6
1
30c/31
6d
SLOT IN GASKET
(350)
SECONDARY PUMP BODY (203) (Case Cover Side)
22 22
32
4
56
8 10
11 22
31
30
4
40
13
6
8
11
27b
6h
6
40
8
8
24
6g 23
42a
30b
30
9
6f
27/6 40
30a
4
8a
SLOT IN GASKET
40k 40p/42
22c 28
20b 30d/31a
33
30/6 SLOT IN GASKET
20a
46 45
22
10a 8d
46
45
32
3
31
40h
6b
11b
30
30
22b 29
10
8/10b
22d
8b
2
42b/40m
40
10 12
45
45
22a
40n
13 15
45
22
40r
45
6e
40
46
10c
13
11
40s
12
35
38
30
40
4
20
34
37
22 22
10 22 42
8
20
6
27
27 52
40
56
46
45
6
10
10 8 52 56 52 42 20 52 52 6 22 20 31 30 56 6 30 52 30 56
11 13a 15
22f
40
45
56
10
22 56 25
45
13 6 52 56 52
46
40
45
40
46
45d
45
45
12
10
40
6
8
8
4
7
56
22 20
1 SLOT IN GASKET
22
56
22
56
6
4
(343)
(216)
1
4 8
56
13 15
45
11 45
15 45 52
40 56
21
56 56
56 56
46
56 2
56 56 56 56
32
45 10 14 13 56 12
(338)
22
56
56
40
56
56 56 56 56
56
32
56 56 56
22
56
56
56 2
56
56
56
56
13/14
14
11
56
56 56
56
(Torque Converter Clutch Applied)
UPPER CONTROL VALVE BODY (300) (Case Cover Side)
GASKET (326) (V.B./ Spacer Plate)
SPACER PLATE (327) (Sec. P.B. & V.B./ Case Cover)
GASKET (328) (Spacer Plate/ Case Cover)
(41) 55
(3)
15 56
5 5
5
5
11
22
5 56
6
56
56
1
22
40
6
9
5
2
4
1
42
5
5
20
9 56 30
9 27
#10
42
9
42
30
40
56
20
5
54
39
1
6
5
20
6
20
1
32
40
CASE COVER (33) (Case Side)
56 56
56
2 38
49
32
38b
56
56 56
56
49
56
47 48 32
TRANSFER PLATE (956) 32
56
56
56
56 56
40
56
40 56
6
32
34
53
56
12
33
37
2
56
34
38
21
33c
33
22
44b
33b
38f/34f 38g/34e 1
38
20/38
39
20
39
23a
33h
32
6
40
56
6
32
33 56 44 39
56
5
27 39 33
33 5
6
(8)
32 40
20
20
1
27 27
39 33
TRANSMISSION CASE (6) (Case Cover Side)
40 1
32
6
6m 50b
32m
SLOT IN GASKET
20 56
(8) 40
32
- DUAL PURPOSE PASSAGES HAVE CHANNEL PLATE SIDE PASSAGES LISTED FIRST
17
37
#7
56
56
53
37
53
52 56
52 43
44
27
#4
44
52 39 34 34
#1 38
33
33
32
38
29
23 56
40e
#2
56
27c
27
32c
27d 28a/27f
28b/27e 13
28 20
20b 28
27
39a
39
#3
FOLDOUT ➤ 95
32 50
47 50
36 #8
LOWER CONTROL VALVE BODY (903)
32b
28c
6
47
29
44c
56
19
51
24 56
(917) 40d
18
40
36
21 20
18 56
50
40c 6k
47 48 51 43
48 49 50 34 40 52 52 35 36 52 51
34 38
44
LOWER CHANNEL PLATE (900) (Case Bottom Side)
Figure 93
26
#5 39
23
17
33
27
6
TRANSMISSION CASE (6) (Bottom View)
23
17 25 32 35
32
56
52
24 37
- NON- FUNCTIONAL HOLES HAVE BEEN REMOVED FROM COMPONENT DRAWINGS TO SIMPLIFY TRACING FLUID FLOW.
- EXHAUST FLUID NOT SHOWN 32a
29a/27h
56 28
1
11
21b/24
33d
56
44
20
20
20
43
52
#9
INDICATES BOLT HOLES
56
6
39 27
35a 8 53/52 43a 35 36c
29b/27g
44
33
29c
29
10
40b 47b 40a 50c 51a
SLOT IN GASKET
14
56
40
56
9
21a/23
44 32
51 43b
50d 34 36d/34g 50a 34d 19 47a 18 38 34c 38a 36b 16 21 47 38c/20 50 20a 36a 36 24a 15
38e
40
2
39 1
52
47c
48a
34a 53
7
49
39
5
21
32g
4
53a 52b
44
44a 38d
56
23
24 56
44
27c 33g
27 39 44
39 34 38
37b 32k/33e
37a
56 56 56
56
47
56
56
48 6 32e 32f 48b
36
17a 26a 32h/33f
53
53 35
36
39
54
6 5
-
32
23b 33 17 26/33a
20
37
44 56
37
26
43
56 36 50
33
1
5
#6
49a
24b
17
26
32
50 56
56
17
43
51
56 40
56
38 56 24 23
56
56
27
39
NOTE: 56
33
27
SEAL (44) (Case/Case Cover)
(54)
4TH SERVO BORE
40 9
40
5
5
20
CASE COVER (33) (Sec. P.B. & V.B.Side)
9
20
33 54
5
5
5
5
1 40
6
32
40
32
20
32
54 27
56 27
40
5
40
6
27
(40)
9
1
9
(3)
52
42
1
5
40
16
2 5
42
6 32
32
1
27
2
6
5
5 33
(40)
5
1
6
SEAL (43) (Case Cover/ Driven Sprocket Support)
5
5
5
9
40
5
5
5
2
40
11
4 56
#11
5
5
5
5
56 56
2
5
2
22
8
6
2
10
56 56
56
56
56
56
8
12 56
56 56
46 40
45
5
5
15
56
8 32
45
56 56
2
15
56
DRIVEN SPROCKET SUPPORT (418)
5
5
(3)
12 13 10 56
11
15
5
56
15
55
5
55
55
SPACER PLATE GASKET ASSEMBLY (935) (Case Bottom to Lower Channel Plate)
ACCUMULATOR HOUSING (944)
OVERDRIVE RANGE – 4-3 DOWNSHIFT
(Torque Converter Clutch Released)
LUBE
INTAKE & DECREASE CONVERTER & LUBE MAINLINE SOLENOID SIG. ACCUMULATOR ACTUATOR FEED TORQUE SIGNAL
LUBE
TORQUE CONVERTER ASSEMBLY
LUBE
REVERSE CLUTCH ASSEMBLY
DRIVEN SPROCKET SUPPORT (418)
2ND CLUTCH ASSEMBLY
3RD CLUTCH ASSEMBLY
COOLER LUBE FITTING (3)
FORWARD AND COAST CLUTCH ASSEMBLY
FORWARD/COAST CLUTCH SUPPORT (822)
LUBE 2
3RD CL
ACT FD
38b
EX EX
2-3 ACCUM LINE
6d
3
3RD CL
SLOT IN GASKET
40m
ORIFICED 3RD CL
42b
GASKET (328)
#10
CASE COVER (33)
3RD CL
42
SPACER PLATE (327)
31
37b
EX
D321 D321
33a
26a
47c
COAST CL FEED
20 26
10
28c 29c
#4
33c 22 33b
REVERSE ACCUMULATOR
33g
#2
27h 29a 14
27g
3-4 ACCUMULATOR
FWD ACCUMULATOR
#3
27e
PRIM ACCUM
ACCUMULATOR HOUSING (944)
2ND CL
27c
4TH BAND PRIMARY ACCUM
29b 28a
27f
13 28b
27d
REV CL
3-4 ACCUMULATOR 1-2 ACCUMULATOR
4TH BAND
2ND CL
SPACER PLATE ASSEMBLY (935)
33h
PRIMARY ACCUM
COAST CL REVERSE 4TH BAND
17a
37a
47d
48
7
48a
51 51a
48b
4TH BD FD D21Y D21Y COAST CL FEED 43b
EX
#9
REV CL
SPACER PLATE GASKET ASSEMBLY (935)
REV CL
1-2 SOLENOID
D21Y CST CL FD D321 D321
EX
EX EX
EX 34d
23a
LOW & REV BD APPLY LOW & REV BAND REDUCE LOW/ REVERSE SERVO
1-2 ACCUMULATOR
#11
PRN
REV
EX
PRN
EX EX
EX
LOWER CONTROL VALVE BODY (903) SPACER PLATE ASSEMBLY (935)
FORWARD CLUTCH
RIGHT SCAVENGE SCREEN (52)
3RD CL
REV
PRND43
LINE
D21
EX
DRIVE 34
CHANNEL PLATE (900)
FORWARD CLUTCH
34c
ACCUMULATOR HOUSING (944)
4TH BAND
Figure 94
2
53a
SPACER PLATE ASSEMBLY (935)
CASE (6)
SEAL (44)
EX 21
1-2 SOL
37
4TH BD FD 2ND CL
CHANNEL PLATE (900)
CASE (6)
47a
PRN
CHANNEL PLATE (900)
DRIVE
BOTTOM SUMP
LINE
96
5
#1
PRIMARY ACCUM SEAL (44)
47 40a
REV
2-3 SOLENOID
2ND CL
SCAVENGE TUBE (54)
49
#6
2-3 SOLENOID
24b
LOW
32 17
REV
1-2 SHIFT VALVE
24a
19
32m
36
PRN
43 52
3RD CL 3RD CL
3RD CL
1-2 SHIFT SOLENOID OFF
39a
LEFT SCAVENGE SCREEN (51)
40p
40k
40s
40n
40r
31
30d 31a
30b
32
30c
38
30
30a
40f
33
GASKET (326)
EX
53
32e
D21Y C CL FEED
42a
UPPER CONTROL VALVE BODY (300)
27a
LINE 27b
6c
42
EX EX
1-2 / 3-4 ACC ACCM BOOST
SLOT IN GASKET
32f
44b
SEC 2-3 ACCUM
LINE
2-3 ACCUMULATOR
PRIMARY ACCUM
3RD CL
EX
LINE SEC 2-3 ACCUM
52 36c
6
23b
44a
22c
ORIFICED CUP PLUG (343)
53
21a 23 15
38e
TORQ SIG
ORIFICED 3RD CL PRIMARY ACCUM
EX
22b
3RD CL 3RD CL
EX
EX
22a
ACT FD 2-3 ACCUM VALVE
RIGHT SCAVENGE SUCTION
TORQ SIGNAL ACT FD
LEFT SCAVENGE SUCTION
ACT FD LMT
CASE COVER (33)
EX
EX
LINE
20a CASE COVER (33)
EX
EX
EX
FILTER (338)
CONV FEED
EX
PRESSURE CONTROL SOLENOID
8
20b
GASKET (326)
EX
EX
CC FD LIMIT
35a
2ND CL
28
ACT FD ACT FD
GASKET (328)
TCC CONTROL
8d
SPACER PLATE (327)
TCC EX ENABLE
4
10a
32g
D321 3RD CL D321
D21 LOW FEED DRIVE LOW FEED EX EX LOW 1-2 SOLENOID
39
10
TCC FD LIMIT CONV FEED 3RD CL
UPPER CONT VB (300)
13a
30
LOW
TCC FD LIMIT
TCC FD LIMIT
2-3 SOLENOID
35
33f 12
33
2-3 SHIFT VALVE
50c
9
PRND4
43a 44 52b
8
29
REG APPLY
SLOT IN GASKET
21 16 21b 24
27 10b
TCC FD LIMIT
45d
20a
34g
TCC EX ENABLE ORIFICED TCC EX ENABLE
TCC EX ENABLE
13 14 35
10c
50b 20b
2-3 SHIFT SOLENOID ON
32h
17
D321
50a 50d
32k 33e
REV CL REV REV REV PRN PRND43 COAST CL
#5
34a
TCC FD LIMIT
4 BD FD REV ORIFICE BYPASS VALVE
FWD ORIFICE BYPASS VALVE
FILTER (917)
#7
D321
P
6m 38g 34e 1 38f 34f 18 38
LEFT SCAVENGE SUCTION
EX
TCC CONTROL
EX
EX
45b
TCC SOL
ACT FD
TCC ENABLE
D321
LINE 11
CONV CL CONTROL
EX
EX
TCC CONTROL
45a
46
CONV RELEASE
EX
45
13
6e
CONV CL REG
45c
46a
6k
PRIMARY ACCUM
34
LOW D21
44c
3-4 SHIFT VALVE
MANUAL VALVE 50
40b 11 33d
REV CL
DRIVE
36
ORIFICED 3RD CL PRIMARY ACCUM
TO COOLER LINE REG APPLY
1 2 3D NR
UPPER CONTROL VALVE BODY (300)
LINE CON FD TORQ SIGNAL 3RD CL 3RD CL
15
EX
CONV APPLY
#8
DRIVE
1 11c
GASKET (326)
12
3RD CL
36b
MAIN PUMP SUCTION
FILTER (236)
32a 49a
38c 36a
36d
11b
39
40c
38d
23
11a
32b
LOWER CONTROL VALVE BODY (903)
20 40
LOW
6h
ACT FD
32d
LUBE 2 MAIN PUMP SUCTION LEFT SCAVENGE SUCTION CONV RELEASE
40e 40d
TFP SWITCH
FORWARD CLUTCH
6f
REV
TRANSFER PLATE (956)
32c
38a
ACT FD
2ND CL
REV
6g
LINE
SLOT IN GASKET
RIGHT SCAVENGE SUCTION
25
PRIMARY ACCUM
SLOT IN GASKET
26 8a
CON FD
SEC LINE
PRIMARY PUMP
2ND CL
24 9
ORIFICED 3RD CL
SLOT IN GASKET
4TH BAND REV CL REV 3RD CL FORWARD CLUTCH
LUBE 2 LINE LINE
8c 8b
BALL CHECK
SCAVENGE PUMP
GASKET (328)
40g 40h
SECONDARY PUMP
COAST CL
4TH SERVO
SCAVENGE TUBE (54)
22d
LINE
LEFT SCAVENGE SUCTION
REG APPLY
22e
LINE
LINE
REV
FORWARD CLUTCH
TORQ SIGNAL 3RD CL 3RD CL LINE
SCAVENGE OUTLET
TO COOLER
CONV APPLY
UPPER SUMP
LINE
37
22f
GASKET (228)
PRIMARY PUMP BODY (200)
RIGHT SCAVENGE SUCTION LINE
6b
SPACER PLT (327)
SCAVENGE PUMP BODY (225)
LINE
6a
SECONDARY LINE
BOOST VALVE
EX
SCAVENGE PUMP COVER (237)
3RD CL
REV BAND
LINE
CONV RELEASE
EX
2
TORQ SIGNAL
PRESSURE REGULATOR VALVE
COOLER
RIGHT SCAVENGE SUCTION
CASE COVER (33)
CONV APPLY
SECONDARY PUMP BODY (203)
REV CL
EX
REV CL
LUBE
3RD CL EX
LUBE
COAST CL LINE PRESSURE TAP (40)
OVERDRIVE RANGE – 4-3 DOWNSHIFT (Torque Converter Clutch Released) NO THIRD GEAR/SLIPS IN THIRD
See Overdrive Range – Third Gear (page 92A) for possible faults and conditions related to normal third gear operation. NO TCC APPLY / SLIPPING / SOFT APPLY
• TCC Pressure Solenoid Valve (336) – Failed “OFF” – O-ring leaking – No voltage to solenoid – Poor electrical connection
• Wiring Harness (12) – Pinched wire (electrical short) – Damaged electrical connector
• PCM – No signal to solenoid
• Brake Switch – Not functioning (open)
• Pressure Regulator Valve (211) – Stuck, binding
• Torque Converter Assembly (1) – Internal failure
• TCC Fluid Circuits – Leaks
• Converter Clutch Feed Limit Valve (312) – Stuck, binding
• Converter Clutch Control Valve (317) – Stuck in TCC release position
• Converter Clutch Regulator Valve (318) – Stuck, binding
• Fluid Level or Pressure – Low
• Cooler Lines – Plugged NO TCC RELEASE
• TCC Pressure Solenoid Valve (336) – Internal failure – Fluid exhaust plugged – External Ground
• Torque Converter Assembly (1) – Internal Failure
• Converter Clutch Control Valve (317) – Stuck in TCC apply position
• TCC Enable Valve (322) – Stuck, binding 1-2 SHIFT SOL
2-3 SHIFT SOL
OFF
ON
2ND CLUTCH
2ND SPRAG
APPLIED OVERRUN
REVERSE CLUTCH
3RD CLUTCH APPLIED
4TH BAND
FORWARD FORWARD SPRAG CLUTCH HOLDING APPLIED
COAST CLUTCH
LOW/REV. BAND
LOW ROLLER OVERRUN
96A
OVERDRIVE RANGE – 4-3 DOWNSHIFT (Torque Converter Clutch Released) PASSAGES 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40 42 43 44 45 46 47 48 49 50 51 52 53 54 55 56
LEFT SCAVENGE SUCTION RIGHT SCAVENGE SUCTION SCAVENGE OUTLET MAIN PUMP SUCTION SUMP LINE SECONDARY LINE CONVERTER FEED LUBE 2 TCC FEED LIMIT CONVERTER RELEASE CONVERTER APPLY TCC EXHAUST ENABLE ORIFICED TCC EXHAUST ENABLE TO COOLER LUBE PRN PRND4 PRND43 ACTUATOR FEED FILTERED ACTUATOR FEED TORQUE SIGNAL 1-2 SOLENOID 2-3 SOLENOID LOW & REVERSE BAND APPLY REVERSE BAND PRIMARY ACCUMULATOR 3-4 ACCUMULATOR 1-2 ACCUMULATOR SECONDARY 2-3 ACCUMULATOR 2-3 ACCUMULATOR REVERSE REVERSE CLUTCH DRIVE LOW FEED LOW LOW & REVERSE BAND REDUCE FORWARD CLUTCH 2ND CLUTCH 3RD CLUTCH ORIFICED 3RD CLUTCH 4TH BAND FEED 4TH BAND REGULATED APPLY TCC CONTROL D321 COAST CLUTCH FEED COAST CLUTCH D21 D21 Y EXHAUST ORIFICED EXHAUST DRAIN OVERFLOW VOID
COMPONENTS ( (3) (8) (40) (41) (54) (65) (216) (338) (343) (350) (917) (979)
96B
)
COOLER CONNECTOR OIL DRAIN PLUG CASE COVER OIL TEST PLUG TRANSMISSION VENT ADAPTER SCAVENGE TUBE BALL CHECK VALVES, #1, 2, 3, 4, 5, 7, 8, 9, 10 & 11 SECONDARY PUMP CUT-OFF BALL PRESSURE CONTROL SOLENOID FILTER AND SEAL ORIFICED CUP PLUG TEMPERATURE SENSOR SOLENOID SCREEN ASSEMBLY BALL (0.375 DIAMETER) #6
OVERDRIVE RANGE – 4-3 DOWNSHIFT 56 56 56
22
56 56
11 6 22
11
8
56
56
56 56
56
40
56
56
56
56
7
11
56
56
56
52
9
56
11 6
8
8
40
31
11 22
56
42
40
31
11
8
6 56
40
30
9 6
6
40
13
10
CLIP POCKET
45c 45b
2
46a
32d
13
22e
40
27
11a 31
6a
8c
8/10b
22d
8b
6c
1
31
11c
27 SLOT IN GASKET
40g
23 42
20 30
27
26
6
31
30 31
40
6 6
27a
6
30
42
40
40 42
20
30 11
27
40
4
40f
GASKET (228) (Secondary P.B./ Spacer Plate)
22
10
6
4 8/9
SLOT IN GASKET
(350)
SECONDARY PUMP BODY (203) (Case Cover Side)
40
6
1
6d
30
4
22 22
32
4
56
8 10
11 22
31
27b
6h
40
13
6
8
11
24
6g
6
40
8
8
30c/31
30b
30
9
6f
27/6 40
30a
4
8a
SLOT IN GASKET
42a
20b 30d/31a
33
30/6
40k 40p/42
22c 28
46 45
22
10a 8d
20a
30
45
32
3
31
40h
6b
11b
30
30
22b 29
10
46
45
2
42b/40m
40
10 12
15 45
22a
40n
13
45
22
40r
45
6e
40
46
10c
45a
13
11
40s
12
35
38
30
40
4
20
34
37
22 22
10 22 42
8
20
6
27
27 52
40
56
46
45
6
56 6 30 52 30 52
11 13a 15
22f
40
45
56
10
10 8 52 56 52 20 52 52 6 22 20
56
45
10
22 56 25
45
40
46
45d
45
45
12
10
13 6 52 56 52
46
40
22 20
56
6
56
56
56
22
4
7
6
22
1 SLOT IN GASKET
6
4
(343)
(216)
1
4 8
56
13 15
45
11 45
15 45 52
40 56
21
56 56
56 56
46
56 2
56 56 56 56
32
45 10 14 13 56 12
(338)
22
56
56
40
56
56 56 56 56
56
32
56 56 56
22
56
56
56 2
56
56
56
56
13/14
14
11
56
56 56
56
(Torque Converter Clutch Released)
UPPER CONTROL VALVE BODY (300) (Case Cover Side)
GASKET (326) (V.B./ Spacer Plate)
SPACER PLATE (327) (Sec. P.B. & V.B./ Case Cover)
GASKET (328) (Spacer Plate/ Case Cover)
(41) 55
(3)
15 56
5 5
5
5
11
22
5 56
6
56
56
1
22
40
6
9
5
2
4
1
42 5
5
20
30
9 56 30
9 27
#10
42
9
42
40
56
20
5
54
39
1
6
5
20
6
20
1
32
40 5
CASE COVER (33) (Case Side)
56 56
56
2 38
49
32
38b
56
56 56
56
49
56
47 48 32
TRANSFER PLATE (956) 32
56
56
56
56 56
40
56
40 56
6
32
34
53
56
12
33
37
2
56
39 34 38
34
38
21
44
27c 33g
27 44
39
33c
33
22
44b
33b
44a 38d
38f/34f 38g/34e 1
38
20/38
39
20
32
23a
6
40
56
11
6m 32m
33 56 44 39
SLOT IN GASKET
5
27 39 33
6
(8)
32 40
20
20
1
27 27
39 33
TRANSMISSION CASE (6) (Case Cover Side)
1
32
6
20 56
(8) 40
32
53
37
53
52 56
52 43
44
#4 44
52 39 34 34
#1 38
33
33
38
29
23 56
#2
27c
27
13
28 20
20b 28
27
#3
FOLDOUT ➤ 97
32 50
47 50
24 56
39a
39
6
47
36
21
56
32c
27d 28b/27e
19
51
36 #8
LOWER CONTROL VALVE BODY (903)
40e
28a/27f
56
50
20
18
18
40
34 38
(917) 32b
28c
47 48 51 43
48 49 50 34 40 52 52 35 36 52 51
29
44c
56
LOWER CHANNEL PLATE (900) (Case Bottom Side)
Figure 95
56
56
27
40d
6
TRANSMISSION CASE (6) (Bottom View)
37
#7
32
44
56 28
26
#5
56
20
17
33
27
39
23
17
40c
29a/27h
33d
56
44
20
23
17 25 32 35
32
56
52
24 37
- NON- FUNCTIONAL HOLES HAVE BEEN REMOVED FROM COMPONENT DRAWINGS TO SIMPLIFY TRACING FLUID FLOW.
- EXHAUST FLUID NOT SHOWN 32a
52
#9
INDICATES BOLT HOLES
- DUAL PURPOSE PASSAGES HAVE CHANNEL PLATE SIDE PASSAGES LISTED FIRST
21b/24
6k
56
1
43
6
32
40
20
35a 8 53/52 43a 35 36c
29b/27g
6
39 27
10
40b 47b 40a 50c 51a
SLOT IN GASKET
29c
29
9
21a/23
14
56
40
56
44
33
33 5
15
39 33h
44 32
51 43b
50b 50d 34 36d/34g 50a 34d 19 47a 18 38 34c 38a 36b 21 16 47 38c/20 50 20a 36a 36 24a
40
2
39 1
52
47c
48a 49
34a 53
7
39
5
38e
21
32g
4
53a 52b
44
56
23
24 56
37b 32k/33e
37a
56 56 56
56
47
56
56
48 6 32e 32f 48b
36
17a 26a 32h/33f
53
53 35
36
39
54
6 5
-
32
23b 33 17 26/33a
20
37
44 56
37
26
43
56 36 50
33
1 5
#6
49a
24b
17
26
32
50 56
56
17
43
51
56 40
56
38 56 24 23
56
56
27
39
NOTE: 56
33
27
SEAL (44) (Case/Case Cover)
(54)
4TH SERVO BORE
40 9
40
5
20
CASE COVER (33) (Sec. P.B. & V.B.Side)
9
20
33 54
5
5
5
5
1 40
6
32
40
32
20
32
54 27
56 27
40
5
40
6
27
(40)
9
1
9
(3)
52
42
1
5
40
16
2 5
42
6 32
32
1
27
2
6
5
5 33
(40)
5
1
6
SEAL (43) (Case Cover/ Driven Sprocket Support)
5
5
5
9
40
5
5
5
2
40
11
4 56
#11
5
5
5
5
56 56
2
5
2
22
8
6
2
10
56 56
56
56
56
56
8
12 56
56 56
46 40
45
5
5
15
56
8 32
45
56 56
2
15
56
DRIVEN SPROCKET SUPPORT (418)
5
5
(3)
12 13 10 56
11
15
5
56
15
55
5
55
55
SPACER PLATE GASKET ASSEMBLY (935) (Case Bottom to Lower Channel Plate)
ACCUMULATOR HOUSING (944)
MANUAL THIRD – THIRD GEAR
(from Overdrive Range – Fourth Gear)
LUBE
INTAKE & DECREASE CONVERTER & LUBE MAINLINE SOLENOID SIG. ACCUMULATOR ACTUATOR FEED TORQUE SIGNAL
LUBE
TORQUE CONVERTER ASSEMBLY
LUBE
REVERSE CLUTCH ASSEMBLY
DRIVEN SPROCKET SUPPORT (418)
2ND CLUTCH ASSEMBLY
3RD CLUTCH ASSEMBLY
COOLER LUBE FITTING (3)
FORWARD AND COAST CLUTCH ASSEMBLY
FORWARD/COAST CLUTCH SUPPORT (822)
LUBE 2
3RD CL
ACT FD
38b
SEC 2-3 ACCUM
EX EX
2-3 ACCUM LINE
6d
3
3RD CL
SLOT IN GASKET
40m
ORIFICED 3RD CL
42b
GASKET (328)
#10
CASE COVER (33)
3RD CL
42
SPACER PLATE (327)
31
98
EX
D321 D321
10
28c 29c
#4
33c 22 33b
REVERSE ACCUMULATOR
33g
27h 29a 14
FWD ACCUMULATOR
#3
PRIM ACCUM
2ND CL
27c
4TH BAND PRIMARY ACCUM
29b 28a
27f 27e
ACCUMULATOR HOUSING (944)
PRIMARY ACCUM
#2
13 28b
27d
REV CL
3-4 ACCUMULATOR 1-2 ACCUMULATOR
4TH BAND
2ND CL
SPACER PLATE ASSEMBLY (935)
3-4 ACCUMULATOR
CHANNEL PLATE (900)
COAST CL REVERSE 4TH BAND
47c
COAST CL FEED
37b
37a
47d
48
48a
51 51a
48b
4TH BD FD D21Y D21Y COAST CL FEED 43b
7
33a
26a
LOW & REV BD APPLY LOW & REV BAND REDUCE LOW/ REVERSE SERVO
REV CL
SPACER PLATE GASKET ASSEMBLY (935)
REV CL
1-2 SOLENOID
D21Y CST CL FD D321 D321
EX
EX EX
EX
CHANNEL PLATE (900)
#9
20 26
27g
#11
PRN
REV
EX
PRN
EX EX EX
34d
17a
33h
RIGHT SCAVENGE SCREEN (52)
3RD CL
REV
PRND43
LINE EX
CHANNEL PLATE (900)
D21
EX
DRIVE 34
34c
ACCUMULATOR HOUSING (944)
4TH BAND
Figure 96
53a
SPACER PLATE ASSEMBLY (935)
CASE (6)
SEAL (44)
EX 21
23a
37
1-2 ACCUMULATOR
LINE
CASE (6)
47a
1-2 SOL
PRN
4TH BD FD 2ND CL
FORWARD CLUTCH
PRIMARY ACCUM SEAL (44)
2
LOWER CONTROL VALVE BODY (903) SPACER PLATE ASSEMBLY (935)
#1
3RD CL 3RD CL
3RD CL
5
DRIVE
BOTTOM SUMP
LEFT SCAVENGE SCREEN (51)
40p
40k
40s
40n
40r
31
30d 31a
30b
32
30c
38
30
30a
40f
33
GASKET (326)
47 40a
REV
2-3 SOLENOID
2ND CL
SCAVENGE TUBE (54)
49
#6
2-3 SOLENOID
24b
39a
32 17
REV
1-2 SHIFT VALVE
24a
19
32m
36
PRN
43 52
LOW
32e
D21Y C CL FEED
42a
UPPER CONTROL VALVE BODY (300)
27a
LINE 27b
6c
EX EX
1-2 / 3-4 ACC ACCM BOOST
42
LINE
2-3 ACCUMULATOR
PRIMARY ACCUM
3RD CL
EX
LINE SEC 2-3 ACCUM
EX
53
1-2 SHIFT SOLENOID OFF
32f
23b
44a
22c
ORIFICED CUP PLUG (343)
SLOT IN GASKET
6
44b
TORQ SIG
2-3 ACCUM VALVE
ORIFICED 3RD CL PRIMARY ACCUM
EX
22b
52 36c
38e
ACT FD
3RD CL 3RD CL
EX
EX
22a
ACT FD
53
21a 23 15
FORWARD CLUTCH
TORQ SIGNAL
RIGHT SCAVENGE SUCTION
ACT FD LMT
LEFT SCAVENGE SUCTION
EX
EX
LINE
20a CASE COVER (33)
EX
EX
EX
FILTER (338)
CONV FEED
EX
PRESSURE CONTROL SOLENOID
8
20b
CASE COVER (33)
EX
EX
CC FD LIMIT
35a
2ND CL
28
ACT FD ACT FD
GASKET (326)
TCC CONTROL
8d
GASKET (328)
TCC EX ENABLE
4
10a
32g
D321 3RD CL D321
D21 LOW FEED DRIVE LOW FEED EX EX LOW 1-2 SOLENOID
39
10
TCC FD LIMIT CONV FEED 3RD CL
2-3 SOLENOID
33f 12
33
2-3 SHIFT VALVE
35
LOW
TCC FD LIMIT
TCC FD LIMIT
2-3 SHIFT SOLENOID ON
50c
9
PRND4
43a 44 52b
8
SPACER PLATE (327)
13a
30
21 16 21b 24
29
REG APPLY
20a
27 10b
TCC FD LIMIT
45d
SLOT IN GASKET
20b
34g
TCC EX ENABLE ORIFICED TCC EX ENABLE
TCC EX ENABLE
13 14 35
10c
FILTER (917)
32h
17
D321
50a 50d
32k 33e
REV CL REV REV REV PRN PRND43 COAST CL
#5
34a
TCC FD LIMIT
4 BD FD REV ORIFICE BYPASS VALVE
FWD ORIFICE BYPASS VALVE
50b
#7
D321
P
6m 38g 34e 1 38f 34f 18 38
LEFT SCAVENGE SUCTION
EX
TCC CONTROL
EX
EX
45b
TCC SOL
ACT FD
TCC ENABLE
D321
LINE 11
CONV CL CONTROL
EX
EX
TCC CONTROL
45a
46
CONV RELEASE
EX
45
13
6e
CONV CL REG
45c
46a
6k
PRIMARY ACCUM
34
LOW D21
50
44c
3-4 SHIFT VALVE
MANUAL VALVE 36
40b 11 33d
REV CL
DRIVE
UPPER CONTROL VALVE BODY (300)
ORIFICED 3RD CL PRIMARY ACCUM
TO COOLER LINE REG APPLY
1 2 3D NR
DRIVE
1
LINE CON FD TORQ SIGNAL 3RD CL 3RD CL
15
EX
CONV APPLY
#8
36b
11c
GASKET (326)
12
40c
36a
MAIN PUMP SUCTION
FILTER (236)
32a 49a
3RD CL
36d
11b
39
38c
38d
23
11a
32b
LOWER CONTROL VALVE BODY (903)
20 40
LOW
6h
ACT FD
32d
LUBE 2 MAIN PUMP SUCTION LEFT SCAVENGE SUCTION CONV RELEASE
40e 40d
TFP SWITCH
FORWARD CLUTCH
6f
REV
TRANSFER PLATE (956)
32c
38a
ACT FD
2ND CL
REV
6g
LINE
SLOT IN GASKET
RIGHT SCAVENGE SUCTION
25
PRIMARY ACCUM
SLOT IN GASKET
26 8a
CON FD
SEC LINE
PRIMARY PUMP
2ND CL
24 9
ORIFICED 3RD CL
SLOT IN GASKET
4TH BAND REV CL REV 3RD CL FORWARD CLUTCH
LUBE 2 LINE LINE
8c 8b
BALL CHECK
SCAVENGE PUMP
GASKET (328)
40g 40h
SECONDARY PUMP
COAST CL
4TH SERVO
SCAVENGE TUBE (54)
22d
LINE
LEFT SCAVENGE SUCTION
REG APPLY
22e
LINE
LINE
FORWARD CLUTCH
TORQ SIGNAL 3RD CL 3RD CL LINE
LINE
REV
UPPER CONT VB (300)
UPPER SUMP
SCAVENGE OUTLET
TO COOLER
CONV APPLY
RIGHT SCAVENGE SUCTION LINE
37
22f
GASKET (228)
PRIMARY PUMP BODY (200)
6b
SPACER PLT (327)
SCAVENGE PUMP BODY (225)
LINE
6a
SECONDARY LINE
BOOST VALVE
EX
SCAVENGE PUMP COVER (237)
3RD CL
REV BAND
LINE
CONV RELEASE
EX
2
TORQ SIGNAL
PRESSURE REGULATOR VALVE
COOLER
RIGHT SCAVENGE SUCTION
CASE COVER (33)
CONV APPLY
SECONDARY PUMP BODY (203)
REV CL
EX
REV CL
LUBE
3RD CL EX
LUBE
COAST CL LINE PRESSURE TAP (40)
MANUAL THIRD – THIRD GEAR (from Overdrive Range – Fourth Gear) NO THIRD GEAR/SLIPS IN THIRD
See Overdrive Range – Third Gear (page 92A) for possible faults and conditions related to normal third gear operation. NO ENGINE COMPRESSION BRAKING
• Coast Clutch – Coast Clutch Piston Assembly (810) – Binding, cracked, leaking – Coast Clutch Piston Ball Check Valve – Missing, leaking – Coast Clutch Plates (812-814, 840, 841) – Friction material worn, splines broken – Release Spring Assembly (820) – Binding, broken – Return Spring Snap Ring (821) missing or not seated – Forward/Coast Clutch Support (822) – Damaged, cracked, fluid feed holes restricted, Oil Seal Rings leaking, Oil Transfer Sleeve damaged or misaligned
• Coast Clutch Fluid Routing – Lower Control Valve Body, Gaskets and Spacer Plate; Channel Plate and Gasket; Forward/Coast Clutch Support – Porosity, misaligned, loose, fluid restriction, fluid leak across channels – Forward/Coast Clutch Support Seals – Leaking
• Fluid Level or Pressure – Low [See Park (Engine Running) page 82A]
• TFP Manual Valve Position Switch (936) – Malfunction (Electrical or Hydraulic)
• 3-4 Shift Valve (912) – Stuck in 4th gear position (No coast clutch apply)
• Manual Valve (916) / Shift Linkage – Misaligned or stuck
1-2 SHIFT SOL
2-3 SHIFT SOL
OFF
ON
2ND CLUTCH
2ND SPRAG
APPLIED OVERRUN
REVERSE CLUTCH
3RD CLUTCH APPLIED
4TH BAND
FORWARD FORWARD SPRAG CLUTCH
COAST CLUTCH
HOLDING APPLIED APPLIED
LOW/REV. BAND
LOW ROLLER OVERRUN
98A
MANUAL THIRD – THIRD GEAR (from Overdrive Range – Fourth Gear) PASSAGES 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40 42 43 44 45 46 47 48 49 50 51 52 53 54 55 56
LEFT SCAVENGE SUCTION RIGHT SCAVENGE SUCTION SCAVENGE OUTLET MAIN PUMP SUCTION SUMP LINE SECONDARY LINE CONVERTER FEED LUBE 2 TCC FEED LIMIT CONVERTER RELEASE CONVERTER APPLY TCC EXHAUST ENABLE ORIFICED TCC EXHAUST ENABLE TO COOLER LUBE PRN PRND4 PRND43 ACTUATOR FEED FILTERED ACTUATOR FEED TORQUE SIGNAL 1-2 SOLENOID 2-3 SOLENOID LOW & REVERSE BAND APPLY REVERSE BAND PRIMARY ACCUMULATOR 3-4 ACCUMULATOR 1-2 ACCUMULATOR SECONDARY 2-3 ACCUMULATOR 2-3 ACCUMULATOR REVERSE REVERSE CLUTCH DRIVE LOW FEED LOW LOW & REVERSE BAND REDUCE FORWARD CLUTCH 2ND CLUTCH 3RD CLUTCH ORIFICED 3RD CLUTCH 4TH BAND FEED 4TH BAND REGULATED APPLY TCC CONTROL D321 COAST CLUTCH FEED COAST CLUTCH D21 D21 Y EXHAUST ORIFICED EXHAUST DRAIN OVERFLOW VOID
COMPONENTS ( (3) (8) (40) (41) (54) (65) (216) (338) (343) (350) (917) (979)
98B
)
COOLER CONNECTOR OIL DRAIN PLUG CASE COVER OIL TEST PLUG TRANSMISSION VENT ADAPTER SCAVENGE TUBE BALL CHECK VALVES, #1, 2, 3, 4, 5, 7, 8, 9, 10 & 11 SECONDARY PUMP CUT-OFF BALL PRESSURE CONTROL SOLENOID FILTER AND SEAL ORIFICED CUP PLUG TEMPERATURE SENSOR SOLENOID SCREEN ASSEMBLY BALL (0.375 DIAMETER) #6
MANUAL THIRD – THIRD GEAR 56 56 56
22
56 56
11 6 22
11
8
56
56
56 56
56
40
56
56
56
56
7
11
56
56
56
52
9
56
11 6
8
8
40
31
11 22
56
42
40 31
11
8
6 56
40
30
40
13
10
CLIP POCKET
20
6
10 22 42
8
20
6
9 40 4
46a
32d
13
22e
27
11a 31
6a
8c
6c
30 1
31
11c
27
8a
23 42
20 30
27
26
6
31
30 31
40
6 6
27a
6
30
42
40
40 42
20
30 11
27
40
4
40f
GASKET (228) (Secondary P.B./ Spacer Plate)
22
10
6
4 8/9
SLOT IN GASKET
(350)
SECONDARY PUMP BODY (203) (Case Cover Side)
40
6
1
6d
30
4
22 22
32
4
56
8 10
11 22
31
27b
6h
40
13
6
8
11
24
6g
6
40
8
8
30c/31
30b
30 40g
6f
27/6 40
30a
4
42a
46 45
22
40k 40p/42
22c 28
20b 30d/31a
33
SLOT IN GASKET
SLOT IN GASKET
20a
32
3
31
40h 6b
11b
45
10a
8a/10b 8d
22d
8b
22b 29
10
46
45
2
42b/40m
40
10 12
15 45
22a
40n
13
45
22
40r
45
6e
40
40
30
30
40
45c 45b
2
46
10c
45a
13
11
40s
12
35
38
30
27
27 52
34
37
22 22
30/6
6
56
46
45
6
56 6 30 52 30 52
11 13a 15
22f
40
45
56
10
10 8 52 56 52 20 52 52 6 22 20
56
45
10
22 56 25
45
40
46
45d
45
45
12
10
13 6 52 56 52
46
40
22 20
56
6
56
56
56
22
4
7
6
22
1 SLOT IN GASKET
6
4
(343)
(216)
1
4 8
56
13 15
45
11 45
15 45 52
40 56
21
56 56
56 56
46
56 2
56 56 56 56
32
45 10 14 13 56 12
(338)
22
56
56
40
56
56 56 56 56
56
32
56 56 56
22
56
56
56 2
56
56
56
56
13/14
14
11
56
56 56
56
(from Overdrive Range – Fourth Gear)
UPPER CONTROL VALVE BODY (300) (Case Cover Side)
GASKET (326) (V.B./ Spacer Plate)
SPACER PLATE (327) (Sec. P.B. & V.B./ Case Cover)
GASKET (328) (Spacer Plate/ Case Cover)
(41) 55
(3)
15 56
5 5
5
5
11
22
5 56
6
56
56
1
22
40
6
9
5
2
4
1
42
5
5
20
30
9 56 30
9 27
#10
42
9
42
40
56
20
5
54
39
1
6
5
20
6
20
1
32
40 5
CASE COVER (33) (Case Side)
56 56
56
2 38
49
32
38b
56
56 56
56
49
56
47 48 32
TRANSFER PLATE (956) 32
56
56
56
56 56
40
56
40 56
6
32
34
53
56
12
33
37
2
56
39 34 38
34
38
21
44
27c 33g
27 44
39
33c
33
22
44b
33b
44a 38d
38f/34f 38g/34e 1
38
20/38
39
20
32
23a
6
40
56
6
32
33 56 44 39
56
5
27 39 33
6
(8)
32 40
20
20
1
27 27
39 33
TRANSMISSION CASE (6) (Case Cover Side)
40
11
6m 32m
SLOT IN GASKET
32
6
20 56
(8) 40
32
37
#7
56
56
53
37
53
52 56
52 43
44
27
#4
44
52 39 34 34
#1 38
33
33
32
6k
38
29
23 56
#2
27c
27
13
28 20
20b 28
27
39a
39
#3
FOLDOUT ➤ 99
32 50
47 50
24 56
56
32c
27d 28b/27e
6
47
36 #8
LOWER CONTROL VALVE BODY (903)
40e
28a/27f
19
29 32b
28c
56
51
36
21 20
18
18
40
50
(917) 40d
44c
56
47 48 51 43
48 49 50 34 40 52 52 35 36 52 51
34 38
44
LOWER CHANNEL PLATE (900) (Case Bottom Side)
Figure 97
17
40c
6
TRANSMISSION CASE (6) (Bottom View)
26
#5 39
23
17
33
27
- EXHAUST FLUID NOT SHOWN 32a
29a/27h
56
20
23
17 25 32 35
32
56
52
24 37
- NON- FUNCTIONAL HOLES HAVE BEEN REMOVED FROM COMPONENT DRAWINGS TO SIMPLIFY TRACING FLUID FLOW. - DUAL PURPOSE PASSAGES HAVE CHANNEL PLATE SIDE PASSAGES LISTED FIRST
21b/24
33d
56
44
20
28
1
43
52
#9
INDICATES BOLT HOLES
56
1
20
35a 8 53/52 43a 35 36c
29b/27g
6
39 27
10
40b 47b 40a 50c 51a
SLOT IN GASKET
29c
29
9
21a/23
14
56
40
56
44
33
33 5
15
39 33h
44 32
51 43b
50b 50d 34 36d/34g 50a 34d 19 47a 18 38 34c 38a 36b 21 16 47 38c/20 50 20a 36a 36 24a
40
2
39 1
52
47c
48a 49
34a 53
7
39
5
38e
21
32g
4
53a 52b
44
56
23
24 56
37b 32k/33e
37a
56 56 56
56
47
56
56
48 6 32e 32f 48b
36
17a 26a 32h/33f
53
53 35
36
39
54
6 5
-
32
23b 33 17 26/33a
20
37
44 56
37
26
43
56 36 50
33
1
5
#6
49a
24b
17
26
32
50 56
56
17
43
51
56 40
56
38 56 24 23
56
56
27
39
NOTE: 56
33
27
SEAL (44) (Case/Case Cover)
(54)
4TH SERVO BORE
40 9
40
5
20
CASE COVER (33) (Sec. P.B. & V.B.Side)
9
20
33 54
5
5
5
5
1 40
6
32
40
32
20
32
54 27
56 27
40
5
40
6
27
(40)
9
1
9
(3)
52
42
1
5
40
16
2 5
42
6 32
32
1
27
2
6
5
5 33
(40)
5
1
6
SEAL (43) (Case Cover/ Driven Sprocket Support)
5
5
5
9
40
5
5
5
2
40
11
4 56
#11
5
5
5
5
56 56
2
5
2
22
8
6
2
10
56 56
56
56
56
56
8
12 56
56 56
46 40
45
5
5
15
56
8 32
45
56 56
2
15
56
DRIVEN SPROCKET SUPPORT (418)
5
5
(3)
12 13 10 56
11
15
5
56
15
55
5
55
55
SPACER PLATE GASKET ASSEMBLY (935) (Case Bottom to Lower Channel Plate)
ACCUMULATOR HOUSING (944)
MANUAL SECOND – SECOND GEAR
(from Manual Third – Third Gear)
LUBE
INTAKE & DECREASE CONVERTER & LUBE MAINLINE SOLENOID SIG. ACCUMULATOR ACTUATOR FEED TORQUE SIGNAL
LUBE
TORQUE CONVERTER ASSEMBLY
LUBE
REVERSE CLUTCH ASSEMBLY
DRIVEN SPROCKET SUPPORT (418)
2ND CLUTCH ASSEMBLY
3RD CLUTCH ASSEMBLY
COOLER LUBE FITTING (3)
FORWARD AND COAST CLUTCH ASSEMBLY
FORWARD/COAST CLUTCH SUPPORT (822)
LUBE 2
EX
ACT FD
38b
SEC 2-3 ACCUM
EX EX
2-3 ACCUM LINE
6d
3
3RD CL
SLOT IN GASKET
40m
ORIFICED 3RD CL
42b
GASKET (328)
#10
CASE COVER (33)
3RD CL
42
SPACER PLATE (327)
31
D21Y CST CL FD D321
1-2 SOLENOID
17a
D321
EX
EX
D321 D321
37b
37a
47c
COAST CL FEED
26a
LOW & REV BD APPLY LOW & REV BAND REDUCE LOW/ REVERSE SERVO
47d
48
48a
51 51a
48b
4TH BD FD D21Y D21Y COAST CL FEED 43b
7
33a
10
2ND CL
SPACER PLATE ASSEMBLY (935)
3-4 ACCUMULATOR 1-2 ACCUMULATOR
28c 29c
REV CL
#4
33c 22 33b
REVERSE ACCUMULATOR
33g
27h 29a 14
27g
3-4 ACCUMULATOR
FWD ACCUMULATOR
27c
#3
PRIM ACCUM
ACCUMULATOR HOUSING (944) SPACER PLATE GASKET ASSEMBLY (935)
PRIMARY ACCUM
#2
2ND CL 4TH BAND PRIMARY ACCUM
29b
27f
28a
27e
13 28b
27d
REV CL
EX EX
EX
CHANNEL PLATE (900)
#9
20 26
33h
#11
PRN
REV
EX
PRN
EX EX EX
34d
23a
37
1-2 ACCUMULATOR
RIGHT SCAVENGE SCREEN (52)
COAST CL REVERSE 4TH BAND
REV
PRND43
LINE EX
CHANNEL PLATE (900)
D21
EX
DRIVE 34
34c
ACCUMULATOR HOUSING (944)
4TH BAND
Figure 98
53a
SPACER PLATE ASSEMBLY (935)
CASE (6)
EX 21
CHANNEL PLATE (900)
CASE (6)
47a
1-2 SOL
PRN
4TH BD FD 2ND CL
FORWARD CLUTCH
LINE SEAL (44)
2
LOWER CONTROL VALVE BODY (903) SPACER PLATE ASSEMBLY (935)
#1
PRIMARY ACCUM
100
5
DRIVE 2ND CL
3RD CL 3RD CL
3RD CL
2-3 SOLENOID
BOTTOM SUMP
LEFT SCAVENGE SCREEN (51)
40p
40k
40s
40n
40r
31
GASKET (326)
31a 30d
30b
32
30c
30
30a
40f
33
38
47
#6
2-3 SOLENOID
24b
SCAVENGE TUBE (54)
49
40a
REV
1-2 SHIFT VALVE
39a
32 17
36
PRN
24a
19
32m
REV
42a
UPPER CONTROL VALVE BODY (300)
27a
LINE 27b
6c
30
EX EX
1-2 / 3-4 ACC ACCM BOOST
42
LINE
2-3 ACCUMULATOR
1-2 SHIFT SOLENOID OFF
43 52
LOW
33
4TH BAND
3RD CL
EX
LINE SEC 2-3 ACCUM
EX
53
32f
32e
D21Y C CL FEED
44a
ORIFICED CUP PLUG (343)
2-3 ACCUM VALVE
21a 23 15
SLOT IN GASKET
6
44b
TORQ SIG
22c
PRIMARY ACCUM
EX
22b
52 36c
38e
ACT FD
ORIFICED 3RD CL PRIMARY ACCUM
EX
EX
22a
ACT FD
53
FORWARD CLUTCH
TORQ SIGNAL
RIGHT SCAVENGE SUCTION
ACT FD LMT
LEFT SCAVENGE SUCTION
EX
EX
LINE
20a
SEAL (44)
EX
EX
EX
EX
PRESSURE CONTROL SOLENOID
FILTER (338)
CONV FEED
8
20b
CASE COVER (33)
EX
EX
CC FD LIMIT
35a
2ND CL
28
ACT FD ACT FD
3RD CL 3RD CL
TCC CONTROL
CASE COVER (33)
46
8d
GASKET (326)
TCC EX ENABLE
GASKET (328)
13a
4
10a
32g
23b
D21 LOW FEED DRIVE LOW FEED EX EX LOW 1-2 SOLENOID
39
10
TCC FD LIMIT CONV FEED 3RD CL
2-3 SOLENOID
35
33f 12
REV CL REV REV REV PRN PRND43 COAST CL
2-3 SHIFT VALVE
50c
9
LOW
TCC FD LIMIT
TCC FD LIMIT
2-3 SHIFT SOLENOID OFF
32h
D321 3RD CL D321
43a 44 52b
8
29
REG APPLY
SLOT IN GASKET
21 16 21b 24
27 10b
TCC FD LIMIT
45d
20a
34g
TCC EX ENABLE ORIFICED TCC EX ENABLE
TCC EX ENABLE
13 14 35
10c
FILTER (917)
50b 20b
PRND4
D321
50a 50d
32k 33e
17
FWD ORIFICE BYPASS VALVE
34a
TCC FD LIMIT
6m 38g 34e 1 38f 34f 18 38
LEFT SCAVENGE SUCTION
TCC CONTROL
EX
EX
EX
ACT FD
CONV CL CONTROL
TCC ENABLE
45b
TCC SOL
SPACER PLATE (327)
45a
EX
EX
TCC CONTROL
PRIMARY ACCUM
11
D321
LINE
CONV RELEASE
EX
45
13
6e
CONV CL REG
45c
46a
6k
ORIFICED 3RD CL PRIMARY ACCUM
34
LOW D21
50
LINE CON FD TORQ SIGNAL 3RD CL 3RD CL
TO COOLER LINE REG APPLY
EX
CONV APPLY
15
4 BD FD REV ORIFICE BYPASS VALVE
MANUAL VALVE 36
#7
D321
DRIVE
UPPER CONTROL VALVE BODY (300)
44c
3-4 SHIFT VALVE
P
DRIVE
1
1 2 3D NR
40b 11 33d
REV CL
36b
MAIN PUMP SUCTION 12
#8
36a
11c
GASKET (326)
40c
3RD CL
36d
11b
32a 49a
38c
38d
23
11a
39
20 40
LOW
6h
LUBE 2 MAIN PUMP SUCTION LEFT SCAVENGE SUCTION CONV RELEASE
ACT FD
32d
32b
LOWER CONTROL VALVE BODY (903)
TFP SWITCH
FORWARD CLUTCH
6f
REV
40e 40d
38a
ACT FD
6g
LINE
SLOT IN GASKET
RIGHT SCAVENGE SUCTION
2ND CL
REV
PRIMARY ACCUM
25
TRANSFER PLATE (956)
32c
REV CL
2ND CL SLOT IN GASKET
26 8a
CON FD
SEC LINE
PRIMARY PUMP
LUBE 2 LINE LINE
24 9
ORIFICED 3RD CL
SLOT IN GASKET
4TH BAND REV CL REV 3RD CL FORWARD CLUTCH
LINE
SCAVENGE PUMP
GASKET (328)
8c 8b
BALL CHECK
FILTER (236)
REG APPLY
40g 40h
SECONDARY PUMP
COAST CL
4TH SERVO
SCAVENGE TUBE (54)
22d
LINE
LEFT SCAVENGE SUCTION
FORWARD CLUTCH
TORQ SIGNAL 3RD CL 3RD CL LINE
LINE LINE
22e
UPPER CONT VB (300)
UPPER SUMP
SCAVENGE OUTLET
TO COOLER
CONV APPLY
RIGHT SCAVENGE SUCTION LINE
REV
GASKET (228)
PRIMARY PUMP BODY (200)
22f
SPACER PLT (327)
SCAVENGE PUMP BODY (225)
6b
SECONDARY LINE
BOOST VALVE
EX
SCAVENGE PUMP COVER (237)
LINE
6a
37
PRESSURE REGULATOR VALVE
CONV RELEASE
3RD CL
3RD CL
LINE TORQ SIGNAL
REV CL
REV BAND
RIGHT SCAVENGE SUCTION
2
CASE COVER (33)
CONV APPLY
SECONDARY PUMP BODY (203)
COOLER
3RD CL EX
REV CL
LUBE
3RD CL EX
LUBE
COAST CL LINE PRESSURE TAP (40)
MANUAL SECOND – SECOND GEAR (from Manual Third – Third Gear) NO MANUAL SECOND GEAR
See Overdrive Range – Second Gear (page 90A) for possible faults and conditions related to normal second gear operation. NO ENGINE COMPRESSION BRAKING
• Coast Clutch – No apply / slipping (See Manual Third page 98A)
• 4th Servo – – – – – – – –
No apply / slipping Servo piston seal (532) missing or damaged Servo piston (529) damaged or stuck in case bore Servo piston spring and retainer assembly (533) binding or broken Servo apply pin (527) not engaged to 4th band (523) 4th band (523) worn or burned 4th band assembly (523) disengaged from anchor pin (10) 4th band anchor pin (10) loose or missing
• 4th Servo Fluid Routing – Fluid leak or restriction – Lower Control Valve Body, Gaskets and Spacer Plate; Channel Plate and Gasket; and Accumulator Housing – Porosity, misaligned, loose, restriction, fluid leak across channels
• Fluid Level or Pressure – Low [See Park (Engine Running) page 82A]
• TFP Manual Valve Position Switch (936) – Malfunction (Electrical or Hydraulic)
• 2-3 Shift Valve (907, 908) – Stuck in third gear position
• Manual Valve (916) / Shift Linkage – Misaligned or stuck
1-2 SHIFT SOL
2-3 SHIFT SOL
OFF
OFF
2ND CLUTCH
2ND SPRAG
APPLIED HOLDING
REVERSE CLUTCH
3RD CLUTCH
4TH BAND
FORWARD FORWARD SPRAG CLUTCH
COAST CLUTCH
APPLIED HOLDING APPLIED APPLIED
LOW/REV. BAND
LOW ROLLER OVERRUN
100A
MANUAL SECOND – SECOND GEAR (from Manual Third – Third Gear) PASSAGES 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40 42 43 44 45 46 47 48 49 50 51 52 53 54 55 56
LEFT SCAVENGE SUCTION RIGHT SCAVENGE SUCTION SCAVENGE OUTLET MAIN PUMP SUCTION SUMP LINE SECONDARY LINE CONVERTER FEED LUBE 2 TCC FEED LIMIT CONVERTER RELEASE CONVERTER APPLY TCC EXHAUST ENABLE ORIFICED TCC EXHAUST ENABLE TO COOLER LUBE PRN PRND4 PRND43 ACTUATOR FEED FILTERED ACTUATOR FEED TORQUE SIGNAL 1-2 SOLENOID 2-3 SOLENOID LOW & REVERSE BAND APPLY REVERSE BAND PRIMARY ACCUMULATOR 3-4 ACCUMULATOR 1-2 ACCUMULATOR SECONDARY 2-3 ACCUMULATOR 2-3 ACCUMULATOR REVERSE REVERSE CLUTCH DRIVE LOW FEED LOW LOW & REVERSE BAND REDUCE FORWARD CLUTCH 2ND CLUTCH 3RD CLUTCH ORIFICED 3RD CLUTCH 4TH BAND FEED 4TH BAND REGULATED APPLY TCC CONTROL D321 COAST CLUTCH FEED COAST CLUTCH D21 D21 Y EXHAUST ORIFICED EXHAUST DRAIN OVERFLOW VOID
COMPONENTS ( (3) (8) (40) (41) (54) (65) (216) (338) (343) (350) (917) (979)
100B
)
COOLER CONNECTOR OIL DRAIN PLUG CASE COVER OIL TEST PLUG TRANSMISSION VENT ADAPTER SCAVENGE TUBE BALL CHECK VALVES, #1, 2, 3, 4, 5, 7, 8, 9, 10 & 11 SECONDARY PUMP CUT-OFF BALL PRESSURE CONTROL SOLENOID FILTER AND SEAL ORIFICED CUP PLUG TEMPERATURE SENSOR SOLENOID SCREEN ASSEMBLY BALL (0.375 DIAMETER) #6
MANUAL SECOND – SECOND GEAR 56 56 56
22
56 56
11 6 22
11
8
56
56
56 56
56
40
56
56
56
56
7
11
56
56
56
52
9
56
11 6
8
8
40
31
11 22
56
42
40 31
11
8
6 56
40
30
9 6
6
40
13
10
CLIP POCKET
45c 45b
2
46a
32d
13
22e
40
27
11a 31
6a
8c
6c
30 1
31
11c
30/6 27 SLOT IN GASKET
40g
23 42
20 30
27
26
6
31
30 31
40
6 6
27a
6
30
42
40
40 42
20
30 11
27
40
4
40f
GASKET (228) (Secondary P.B./ Spacer Plate)
22
10
6
4 8/9
SLOT IN GASKET
(350)
SECONDARY PUMP BODY (203) (Case Cover Side)
40
6
1
6d
30
4
22 22
32
4
56
8 10
11 22
31
27b
6h
40
13
6
8
11
24
6g
6
40
8
8
30c/31
30b
30
9
6f
27/6 40
30a
4
8a
SLOT IN GASKET
42a
46 45
22
40k 40p/42
22c 28
20b 30d/31a
33
30
30
20a
32
3
31
40h 6b
11b
45
10a
8a/10b 8d
22d
8b
22b 29
10
46
45
2
42b/40m
40
10 12
15 45
22a
40n
13
45
22
40r
45
6e
40
46
10c
45a
13
11
40s
12
35
38
30
40
4
20
34
37
22 22
10 22 42
8
20
6
27
27 52
40
56
46
45
6
56 6 30 52 30 52
11 13a 15
22f
40
45
56
10
10 8 52 56 52 20 52 52 6 22 20
56
45
10
22 56 25
45
40
46
45d
45
45
12
10
13 6 52 56 52
46
40
22 20
56
6
56
56
56
22
4
7
6
22
1 SLOT IN GASKET
6
4
(343)
(216)
1
4 8
56
13 15
45
11 45
15 45 52
40 56
21
56 56
56 56
46
56 2
56 56 56 56
32
45 10 14 13 56 12
(338)
22
56
56
40
56
56 56 56 56
56
32
56 56 56
22
56
56
56 2
56
56
56
56
13/14
14
11
56
56 56
56
(from Manual Third – Third Gear)
UPPER CONTROL VALVE BODY (300) (Case Cover Side)
GASKET (326) (V.B./ Spacer Plate)
SPACER PLATE (327) (Sec. P.B. & V.B./ Case Cover)
GASKET (328) (Spacer Plate/ Case Cover)
(41) 55
(3)
15 56
5 5
5
5
11
22
5 56
6
56
56
1
22
40
6
9
5
2
4
1
42
5
5
20
30
9 56 30
9 27
#10
42
9
42
40
56
20
5
54
39
1
6
5
20
6
20
1
32
40 5
CASE COVER (33) (Case Side)
56 56
56
2 38
49
32
38b
56
56 56
56
49
56
47 48 32
TRANSFER PLATE (956) 32
56
56
56
56 56
40
56
40 56
6
32
34
53
56
12
33
37
2
56
39 34 38
34
38
21
44
27c 33g
27 44
39
33c
33
22
44b
33b
44a 38d
38f/34f 38g/34e 1
38
20/38
39
20
32
23a
6
40
56
11
6m 32m
33 56 44 39
SLOT IN GASKET
5
27 39 33
6
(8)
32 40
20
20
1
27 27
39 33
TRANSMISSION CASE (6) (Case Cover Side)
32
6
56 28
20
20 56
(8) 40
32
53
37
53
52 56
52 43
44
27
#4
44
52 39 34 34
#1 38
33
33
38
29
23 56
#2
13
28 20
20b 28
27
#3
FOLDOUT ➤ 101
32 50
47 50
24 56
39a
39
6
47
36
21
56
32c
27d 28b/27e
19
51
50
44
28a/27f
56 18
40
34 38 20
18
36 #8
LOWER CONTROL VALVE BODY (903)
40e
28c
47 48 51 43
48 49 50 34 40 52 52 35 36 52 51
(917) 32b
27c
LOWER CHANNEL PLATE (900) (Case Bottom Side)
Figure 99
56
56
32
29
6
TRANSMISSION CASE (6) (Bottom View)
37
#7
40d
44c
56
27
26
#5
56 40
17
33
27
39
23
17
40c
29a/27h
33d
56
44
20
23
17 25 32 35
32
56
52
24 37
- NON- FUNCTIONAL HOLES HAVE BEEN REMOVED FROM COMPONENT DRAWINGS TO SIMPLIFY TRACING FLUID FLOW.
- EXHAUST FLUID NOT SHOWN 32a
52
#9
INDICATES BOLT HOLES
- DUAL PURPOSE PASSAGES HAVE CHANNEL PLATE SIDE PASSAGES LISTED FIRST
21b/24
6k
56
1
43
6
32
1
20
35a 8 53/52 43a 35 36c
29b/27g
6
39 27
10
40b 47b 40a 50c 51a
SLOT IN GASKET
29c
29
9
21a/23
14
56
40
56
44
33
33 5
15
39 33h
44 32
51 43b
50b 50d 34 36d/34g 50a 34d 19 47a 18 38 34c 38a 36b 21 16 47 38c/20 50 20a 36a 36 24a
40
2
39 1
52
47c
48a 49
34a 53
7
39
5
38e
21
32g
4
53a 52b
44
56
23
24 56
37b 32k/33e
37a
56 56 56
56
47
56
56
48 6 32e 32f 48b
36
17a 26a 32h/33f
53
53 35
36
39
54
6 5
-
32
23b 33 17 26/33a
20
37
44 56
37
26
43
56 36 50
33
1
5
#6
49a
24b
17
26
32
50 56
56
17
43
51
56 40
56
38 56 24 23
56
56
27
39
NOTE: 56
33
27
SEAL (44) (Case/Case Cover)
(54)
4TH SERVO BORE
40 9
40
5
20
CASE COVER (33) (Sec. P.B. & V.B.Side)
9
20
33 54
5
5
5
5
1 40
6
32
40
32
20
32
54 27
56 27
40
5
40
6
27
(40)
9
1
9
(3)
52
42
1
5
40
16
2 5
42
6 32
32
1
27
2
6
5
5 33
(40)
5
1
6
SEAL (43) (Case Cover/ Driven Sprocket Support)
5
5
5
9
40
5
5
5
2
40
11
4 56
#11
5
5
5
5
56 56
2
5
2
22
8
6
2
10
56 56
56
56
56
56
8
12 56
56 56
46 40
45
5
5
15
56
8 32
45
56 56
2
15
56
DRIVEN SPROCKET SUPPORT (418)
5
5
(3)
12 13 10 56
11
15
5
56
15
55
5
55
55
SPACER PLATE GASKET ASSEMBLY (935) (Case Bottom to Lower Channel Plate)
ACCUMULATOR HOUSING (944)
MANUAL FIRST – FIRST GEAR
(from Manual Second – Second Gear)
LUBE
INTAKE & DECREASE CONVERTER & LUBE MAINLINE SOLENOID SIG. ACCUMULATOR ACTUATOR FEED TORQUE SIGNAL
LUBE
TORQUE CONVERTER ASSEMBLY
LUBE
REVERSE CLUTCH ASSEMBLY
DRIVEN SPROCKET SUPPORT (418)
2ND CLUTCH ASSEMBLY
3RD CLUTCH ASSEMBLY
COOLER LUBE FITTING (3)
FORWARD AND COAST CLUTCH ASSEMBLY
FORWARD/COAST CLUTCH SUPPORT (822)
LUBE 2
EX
ACT FD
38b
SEC 2-3 ACCUM
EX EX
2-3 ACCUM LINE
6d
3
3RD CL
SLOT IN GASKET
40m
ORIFICED 3RD CL
42b
GASKET (328)
#10
CASE COVER (33)
3RD CL
42
SPACER PLATE (327)
31
102
1-2 SOLENOID
D21Y CST CL FD D321 D321
EX
EX
EX
D321 D321 47c
COAST CL FEED
26a 37b
37a
47d
48
7
48a
51 51a
48b
4TH BD FD D21Y D21Y COAST CL FEED 43b
EX
EX
#9
33a
10
2ND CL
SPACER PLATE ASSEMBLY (935)
3-4 ACCUMULATOR 1-2 ACCUMULATOR
28c 29c
REV CL
#4
33c 22 33b
REVERSE ACCUMULATOR
33g 33h
3-4 ACCUMULATOR
27h
29a 14
FWD ACCUMULATOR
#3
PRIM ACCUM
ACCUMULATOR HOUSING (944)
CHANNEL PLATE (900)
27c
2ND CL 4TH BAND PRIMARY ACCUM
29b 28a
27f 27e
SPACER PLATE GASKET ASSEMBLY (935)
PRIMARY ACCUM
#2
27g
#11
PRN
REV
EX
PRN
EX EX EX
34d
20 26
LOW & REV BD APPLY LOW & REV BAND REDUCE LOW/ REVERSE SERVO
1-2 ACCUMULATOR
RIGHT SCAVENGE SCREEN (52)
COAST CL REVERSE 4TH BAND
REV
PRND43
LINE EX
CHANNEL PLATE (900)
D21
EX
DRIVE 34
34c
ACCUMULATOR HOUSING (944)
4TH BAND
Figure 100
53a
SPACER PLATE ASSEMBLY (935)
CASE (6)
EX 21
17a 37
4TH BD FD 2ND CL
FORWARD CLUTCH
LINE
CASE (6)
2
LOWER CONTROL VALVE BODY (903) SPACER PLATE ASSEMBLY (935)
#1
PRIMARY ACCUM SEAL (44)
PRN
CHANNEL PLATE (900)
DRIVE 2ND CL
3RD CL 3RD CL
3RD CL
2-3 SOLENOID
2-3 SOLENOID 5
23a 36
PRN
BOTTOM SUMP
LEFT SCAVENGE SCREEN (51)
40p
40k
40s
40n
40r
31
GASKET (326)
31a 30d
30b
32
30c
30
30a
40f
33
38
47a
1-2 SOL
REV
1-2 SHIFT VALVE
24b
SCAVENGE TUBE (54)
47
#6
42a
UPPER CONTROL VALVE BODY (300)
27a
LINE 27b
6c
30
EX EX
1-2 / 3-4 ACC ACCM BOOST
42
LINE
2-3 ACCUMULATOR
1-2 SHIFT SOLENOID ON
39a
49
40a
REV
24a
19
32 17
D21Y C CL FEED
D21 LOW FEED DRIVE LOW FEED EX EX LOW 1-2 SOLENOID
43 52
LOW
32m
13 28b
27d
REV CL
3RD CL
EX
LINE SEC 2-3 ACCUM
EX
53
33
4TH BAND
ORIFICED CUP PLUG (343)
2-3 ACCUM VALVE
21a 23 15
SLOT IN GASKET
32f
44b
TORQ SIG
22c
PRIMARY ACCUM
EX
22b
52 36c
38e
ACT FD
ORIFICED 3RD CL PRIMARY ACCUM
EX
EX
22a
ACT FD
53
FORWARD CLUTCH
TORQ SIGNAL
RIGHT SCAVENGE SUCTION
ACT FD LMT
LEFT SCAVENGE SUCTION
EX
EX
LINE
20a
SEAL (44)
EX
EX
EX
EX
PRESSURE CONTROL SOLENOID
FILTER (338)
CONV FEED
8
20b
CASE COVER (33)
EX
EX
CC FD LIMIT
35a
2ND CL
28
ACT FD ACT FD
3RD CL 3RD CL
TCC CONTROL
CASE COVER (33)
46
8d
GASKET (326)
TCC EX ENABLE
4
10a
6
23b
44a
10
TCC FD LIMIT CONV FEED 3RD CL
GASKET (328)
13a
TCC FD LIMIT
35
LOW
TCC FD LIMIT
29
REG APPLY
2-3 SOLENOID
50c
9
32g
32e
2-3 SHIFT VALVE
39
8
2-3 SHIFT SOLENOID OFF
33f 12
D321 3RD CL D321
43a 44 52b
27 10b
TCC FD LIMIT
45d
SLOT IN GASKET
21 16 21b 24
34g
TCC EX ENABLE ORIFICED TCC EX ENABLE
TCC EX ENABLE
13 14 35
10c
20a
34a
TCC FD LIMIT
D321 FILTER (917)
32h
REV CL REV REV REV PRN PRND43 COAST CL
#5
50a 50d
20b
PRND4
FWD ORIFICE BYPASS VALVE
50b
32k 33e
17
6m 38g 34e 1 38f 34f 18 38
LEFT SCAVENGE SUCTION
TCC CONTROL
EX
EX
EX
ACT FD
CONV CL CONTROL
TCC ENABLE
45b
TCC SOL
SPACER PLATE (327)
45a
EX
EX
TCC CONTROL
D321
LINE 11
EX
45
13
CONV RELEASE
PRIMARY ACCUM
CONV CL REG
45c
46a
6k
ORIFICED 3RD CL PRIMARY ACCUM
34
LOW D21
50
6e
4 BD FD REV ORIFICE BYPASS VALVE
MANUAL VALVE 36
#7
D321
DRIVE
UPPER CONTROL VALVE BODY (300)
LINE CON FD TORQ SIGNAL 3RD CL 3RD CL
TO COOLER LINE REG APPLY
EX
CONV APPLY
15
44c
3-4 SHIFT VALVE
P
DRIVE
1
1 2 3D NR
40b 11 33d
REV CL
36b
MAIN PUMP SUCTION 12
#8
36a
11c
GASKET (326)
40c
3RD CL
36d
11b
32a 49a
38c
38d
23
11a
39
20 40
LOW
6h
LUBE 2 MAIN PUMP SUCTION LEFT SCAVENGE SUCTION CONV RELEASE
ACT FD
32d
32b
LOWER CONTROL VALVE BODY (903)
TFP SWITCH
FORWARD CLUTCH
6f
REV
40e 40d
38a
ACT FD
6g
LINE
SLOT IN GASKET
RIGHT SCAVENGE SUCTION
2ND CL
REV
PRIMARY ACCUM
25
TRANSFER PLATE (956)
32c
REV CL
2ND CL SLOT IN GASKET
26 8a
CON FD
SEC LINE
PRIMARY PUMP
LUBE 2 LINE LINE
24 9
ORIFICED 3RD CL
SLOT IN GASKET
4TH BAND REV CL REV 3RD CL FORWARD CLUTCH
LINE
SCAVENGE PUMP
GASKET (328)
8c 8b
BALL CHECK
FILTER (236)
REG APPLY
40g 40h
SECONDARY PUMP
COAST CL
4TH SERVO
SCAVENGE TUBE (54)
22d
LINE
LEFT SCAVENGE SUCTION
FORWARD CLUTCH
TORQ SIGNAL 3RD CL 3RD CL LINE
LINE LINE
22e
UPPER CONT VB (300)
UPPER SUMP
SCAVENGE OUTLET
TO COOLER
CONV APPLY
RIGHT SCAVENGE SUCTION LINE
REV
GASKET (228)
PRIMARY PUMP BODY (200)
22f
SPACER PLT (327)
SCAVENGE PUMP BODY (225)
6b
SECONDARY LINE
BOOST VALVE
EX
SCAVENGE PUMP COVER (237)
LINE
6a
37
PRESSURE REGULATOR VALVE
CONV RELEASE
3RD CL
3RD CL
LINE TORQ SIGNAL
REV CL
REV BAND
RIGHT SCAVENGE SUCTION
2
CASE COVER (33)
CONV APPLY
SECONDARY PUMP BODY (203)
COOLER
3RD CL EX
REV CL
LUBE
3RD CL EX
LUBE
COAST CL LINE PRESSURE TAP (40)
MANUAL FIRST – FIRST GEAR (from Manual Second – Second Gear) NO MANUAL FIRST GEAR
See Overdrive Range – First Gear (page 88A) for possible faults and conditions related to normal first gear operation. NO ENGINE COMPRESSION BRAKING
• Coast Clutch – No apply / slipping (See Manual Third page 98A)
• Low/Reverse Servo Assembly – – – – – – –
Servo piston seals (929, 930) missing or damaged Servo piston (928) damaged or stuck in case bore Servo piston return spring (901) missing or damaged Servo piston cushion spring (934) missing or damaged Servo apply pin (931) not engaged to low/reverse band (13) Low/reverse band (13) worn or burned Low/reverse band assembly (13) disengaged from anchor pin (9) – Low/reverse band anchor pin (9) loose or missing
• Low/Reverse Servo Fluid Routing – Fluid leak or restriction – Lower Control Valve Body, Spacer/Gasket Plate Assembly; and Channel Plate – Porosity, misaligned, loose, restriction, fluid leak across channels
• Fluid Level or Pressure – Low [See Park (Engine Running) page 82A]
• TFP Manual Valve Position Switch (936) – Malfunction (Electrical or Hydraulic)
• 1-2 Shift Valve (919, 920) – Stuck in third gear position
• Manual Valve (916) / Shift Linkage – Misaligned or stuck
1-2 SHIFT SOL
2-3 SHIFT SOL
ON
OFF
2ND CLUTCH
2ND SPRAG
REVERSE CLUTCH
3RD CLUTCH
4TH BAND
FORWARD FORWARD SPRAG CLUTCH
COAST CLUTCH
LOW/REV. BAND
LOW ROLLER
HOLDING APPLIED APPLIED APPLIED HOLDING
102A
MANUAL FIRST – FIRST GEAR (from Manual Second – Second Gear) PASSAGES 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40 42 43 44 45 46 47 48 49 50 51 52 53 54 55 56
LEFT SCAVENGE SUCTION RIGHT SCAVENGE SUCTION SCAVENGE OUTLET MAIN PUMP SUCTION SUMP LINE SECONDARY LINE CONVERTER FEED LUBE 2 TCC FEED LIMIT CONVERTER RELEASE CONVERTER APPLY TCC EXHAUST ENABLE ORIFICED TCC EXHAUST ENABLE TO COOLER LUBE PRN PRND4 PRND43 ACTUATOR FEED FILTERED ACTUATOR FEED TORQUE SIGNAL 1-2 SOLENOID 2-3 SOLENOID LOW & REVERSE BAND APPLY REVERSE BAND PRIMARY ACCUMULATOR 3-4 ACCUMULATOR 1-2 ACCUMULATOR SECONDARY 2-3 ACCUMULATOR 2-3 ACCUMULATOR REVERSE REVERSE CLUTCH DRIVE LOW FEED LOW LOW & REVERSE BAND REDUCE FORWARD CLUTCH 2ND CLUTCH 3RD CLUTCH ORIFICED 3RD CLUTCH 4TH BAND FEED 4TH BAND REGULATED APPLY TCC CONTROL D321 COAST CLUTCH FEED COAST CLUTCH D21 D21 Y EXHAUST ORIFICED EXHAUST DRAIN OVERFLOW VOID
COMPONENTS ( (3) (8) (40) (41) (54) (65) (216) (338) (343) (350) (917) (979)
102B
)
COOLER CONNECTOR OIL DRAIN PLUG CASE COVER OIL TEST PLUG TRANSMISSION VENT ADAPTER SCAVENGE TUBE BALL CHECK VALVES, #1, 2, 3, 4, 5, 7, 8, 9, 10 & 11 SECONDARY PUMP CUT-OFF BALL PRESSURE CONTROL SOLENOID FILTER AND SEAL ORIFICED CUP PLUG TEMPERATURE SENSOR SOLENOID SCREEN ASSEMBLY BALL (0.375 DIAMETER) #6
MANUAL FIRST – FIRST GEAR 56 56 56
22
56 56
11 6 22
11
8
56
56
56 56
56
40
56
56
56
56
7
11
56
56
56
52
9
56
11 6
8
8
40
31
11 22
56
42
40
31
11
8
6 56
40
30
40
13
10
CLIP POCKET
20
6
10 22 42
8
20
6
9
40 4
46a
32d
13
22e
27
11a 31
6a
8c
8/10b
22d
8b
6c
1
11c
27
8a
40g
23 42
20 30
27
26
6
31
30 31
40
6 6
27a
6
30
42
40
40 42
20
30 11
27
40
4
40f
GASKET (228) (Secondary P.B./ Spacer Plate)
22
10
6
4 8/9
SLOT IN GASKET
(350)
SECONDARY PUMP BODY (203) (Case Cover Side)
40
6
1
6d
30
4
22 22
32
4
56
8 10
11 22
31
27b
6h
40
13
6
8
11
24
6g
6
40
8
8
30c/31
30b
30
9
6f
27/6 40
30a
4
42a
20b 30d/31a
33
31
40k 40p/42
22c 28
46 45
22
10a 8d
20a
30
45
32
3
31
40h
6b
11b
SLOT IN GASKET
SLOT IN GASKET
22b 29
10
46
45
2
42b/40m
40
10 12
15 45
22a
40n
13
45
22
40r
45
6e
40
40
30
30
40
45c 45b
2
46
10c
45a
13
11
40s
12
35
38
30
27
27 52
34
37
22 22
30/6
6
56
46
45
6
56 6 30 52 30 52
11 13a 15
22f
40
45
56
10
10 8 52 56 52 20 52 52 6 22 20
56
45
10
22 56 25
45
40
46
45d
45
45
12
10
13 6 52 56 52
46
40
22 20
56
6
56
56
56
22
4
7
6
22
1 SLOT IN GASKET
6
4
(343)
(216)
1
4 8
56
13 15
45
11 45
15 45 52
40 56
21
56 56
56 56
46
56 2
56 56 56 56
32
45 10 14 13 56 12
(338)
22
56
56
40
56
56 56 56 56
56
32
56 56 56
22
56
56
56 2
56
56
56
56
13/14
14
11
56
56 56
56
(from Manual Second – Second Gear)
UPPER CONTROL VALVE BODY (300) (Case Cover Side)
GASKET (326) (V.B./ Spacer Plate)
SPACER PLATE (327) (Sec. P.B. & V.B./ Case Cover)
GASKET (328) (Spacer Plate/ Case Cover)
(41) 55
(3)
15 56
5 5
5
5
11
22
5 56
6
56
56
1
22
40
6
9
5
2
4
1
42
5
5
20
30
9 56 30
9 27
#10
42
9
42
40
56
20
5
54
39
1
6
5
20
6
20
1
32
40 5
CASE COVER (33) (Case Side)
56 56
56
2 38
49
32
38b
56
56 56
56
49
56
47 48 32
TRANSFER PLATE (956) 32
56
56
56
56 56
40
56
40 56
6
32
34
53
56
12
33
37
2
56
39 34 38
34
38
21
44
27c 33g
27 44
39
33c
33
22
44b
33b
44a 38d
38f/34f 38g/34e
20/38
39
23a
32 32
6
40
56
43
11
6m 32m
33 56 44 39
56
SLOT IN GASKET
5
27 39 33
6
(8)
32 40
20
20
1
27 27
39 33
TRANSMISSION CASE (6) (Case Cover Side)
40
32
6
29a/27h
56 28
20
20 56
(8) 40
32
53
37
53
52 56
52 43
44
27
#4
44
52 39 34 34
#1 38
33
33
38
29
23 56
#2
13
28 20
20b 28
27
#3
FOLDOUT ➤ 103
32 50
47 50
24 56
39a
39
6
47
36
21
56
32c
27d 28b/27e
19
51
50
44
28a/27f
56 18
40
34 38 20
18
36 #8
LOWER CONTROL VALVE BODY (903)
40e
28c
47 48 51 43
48 49 50 34 40 52 52 35 36 52 51
(917) 32b
27c
LOWER CHANNEL PLATE (900) (Case Bottom Side)
Figure 101
56
56
32
29
6
TRANSMISSION CASE (6) (Bottom View)
37
#7
40d
44c
56
27
26
#5
56
1
17
33
27
39
23
17
40c
33d
56
44
20
23
17 25 32 35
32
56
52
24 37
- NON- FUNCTIONAL HOLES HAVE BEEN REMOVED FROM COMPONENT DRAWINGS TO SIMPLIFY TRACING FLUID FLOW.
- EXHAUST FLUID NOT SHOWN 32a
52
#9
INDICATES BOLT HOLES
- DUAL PURPOSE PASSAGES HAVE CHANNEL PLATE SIDE PASSAGES LISTED FIRST
21b/24
6k
32
1
35a 8 53/52 43a 35 36c
6
6
20
10
40b 47b 40a 50c 51a
29b/27g
44
39 27
29c
29
9
SLOT IN GASKET
14
56
40
56
48a 51 43b
21a/23
44
33
33 5
15
39 33h 40
2
39 1
52
47c
50b 50d 34 36d/34g 50a 34d 19 47a 18 38 34c 38a 36b 21 16 47 38c/20 50 20a 36a 36 24a
1
38 20
49
34a 53
7
39
5
38e
21
32g
4
53a 52b
44
56
23
24 56
37b 32k/33e
37a
56 56 56
56
47
56
56
48 6 32e 32f 48b
36
17a 26a 32h/33f
53
53 35
36
39
54
6 5
-
32
23b 33 17 26/33a
20
37
44 56
37
26
43
56 36 50
33
1 5
#6
49a
24b
17
26
32
50 56
56
17
43
51
56 40
56
38 56 24 23
56
56
27
39
NOTE: 56
33
27
SEAL (44) (Case/Case Cover)
(54)
4TH SERVO BORE
40 9
40
5
20
CASE COVER (33) (Sec. P.B. & V.B.Side)
9
20
33 54
5
5
5
5
1 40
6
32
40
32
20
32
54 27
56 27
40
5
40
6
27
(40)
9
1
9
(3)
52
42
1
5
40
16
2 5
42
6 32
32
1
27
2
6
5
5 33
(40)
5
1
6
SEAL (43) (Case Cover/ Driven Sprocket Support)
5
5
5
9
40
5
5
5
2
40
11
4 56
#11
5
5
5
5
56 56
2
5
2
22
8
6
2
10
56 56
56
56
56
56
8
12 56
56 56
46 40
45
5
5
15
56
8 32
45
56 56
2
15
56
DRIVEN SPROCKET SUPPORT (418)
5
5
(3)
12 13 10 56
11
15
5
56
15
55
5
55
55
SPACER PLATE GASKET ASSEMBLY (935) (Case Bottom to Lower Channel Plate)
ACCUMULATOR HOUSING (944)
LUBRICATION POINTS COOLER AND LUBRICATION CIRCUITS • Line pressure from the primary pump assembly (200-202) is directed to the pressure regulator valve (211) located in the secondary pump body (203).
• Release fluid passes around the torque converter clutch plate and enters the apply fluid side of the plate.
• Line pressure passes through the pressure regulator valve (211) and orifice #25 where it enters the converter feed circuit.
• Apply fluid from the torque converter (1) is then routed back to the converter clutch control valve (317) where it passes through the valve and enters the “to cooler” circuit.
• Converter feed fluid is routed to the converter feed limit valve (312) and enters the TCC feed limit circuit. At the same time converter feed passes through orifice #24 and #26 where it enters the lube 2 circuit. (See Lubrication Circuits below.)
LUBE 2 FLUID FROM PRESSURE REGULATOR VALVE
• TCC feed limit fluid is directed to the converter clutch control valve (317) where it passes through the valve and enters the converter release circuit.
Figure 102
LUBRICATION CIRCUITS
• The lube circuit begins at the transmission cooler when fluid is routed through the cooler lines to the cooler (return) connector (3).
• Converter release fluid is routed through the upper control valve body (300), case cover (33) and secondary pump body (203) before it is fed between the oil pump drive shaft (2) and turbine shaft (410).
• Lube passes through the cooler connector (3) and enters the forward/coast clutch support (822) to provide lubrication for the components located on the right side of the transmission.
• Converter release fluid flows along the oil pump drive shaft (2) and turbine shaft (410) to the release side of the torque converter clutch plate.
• Lube “2” fluid (generated from the converter feed circuit through orifice #24 and #26) is routed through the transmission case cover (33) and driven sprocket support (418).
LUBE FROM COOLER
104
• Fluid in the “to cooler” circuit is routed through the case cover (33) and cooler connector (3) to the transmission cooler located inside the radiator.
• After lube 2 passes through the driven sprocket support (418) it provides lubrication for the components located on the left side of the transmission.
Bushing, Bearing and Washer Locations 408
132
401
402
208 117
132
521
718
832
417
111
133
132
204 619
710
102
803
804
408
440
419
602
603
502
503
723
825
824
826
124
615
522
436
622 618
713
520 102 FINAL DRIVE SUN GEAR/FINAL DRIVE CARRIER THRUST BEARING 111 RIGHT DIFFERENTIAL THRUST WASHER 117 LEFT DIFFERENTIAL THRUST WASHER 124 CASE EXTENSION BUSHING 132 THRUST BEARING ASSEMBLY 133 DIFFERENTIAL CARRIER/CASE EXTENSION SELECTIVE THRUST WASHER 204 SCAVENGE PUMP BUSHING 208 OIL PUMP DRIVEN SHAFT THRUST WASHER 401 CONVERTER HUB BUSHING 402 FRONT STATOR SHAFT BUSHING 408 BALL BEARING (2) 417 THRUST BEARING 419 OIL TRANSFER SLEEVE 436 SUPPORT/REVERSE CLUTCH THRUST WASHER 440 THRUST BEARING 502 SMALL BUSHING 503 LARGE BUSHING 520 2ND CLUTCH OUTER RACE WASHER 521 THRUST BEARING
Figure 103
720
522 DRIVEN SPROCKET SUPPORT SELECTIVE THRUST WASHER 602 INPUT SHAFT BUSHING 603 INPUT SHAFT/OIL TRANSFER SLEEVE 615 INPUT SHAFT/3RD HUB THRUST WASHER 618 HUB BUSHING 619 THRUST BEARING ASSEMBLY 622 REACTION SUN GEAR BUSHING 710 THRUST BEARING ASSEMBLY 713 FLANGE TO OUTER RACE THRUST WASHER 718 FLANGE/FORWARD CLUTCH HOUSING THRUST BEARING 720 RACE/COAST CLUTCH HUB THRUST WASHER 723 INPUT FLANGE BUSHING 803 SMALL HOUSING BUSHING 804 LARGE HOUSING BUSHING 824 OIL TRANSFER SLEEVE 825 LEFT SUPPORT/SUN SHAFT BUSHING 826 RIGHT SUPPORT/SUN SHAFT BUSHING 832 FORWARD CLUTCH SUPPORT/PARK GEAR THRUST BEARING WH15580-4T80-E
105
Seal Locations 409
30
34 810 403 35 412 606 209
507
809
423
4
126
808
506
2-3 ACCUM (LOCATED IN UPPER CONTROL VALVE ASM.)
122
828
430
125
829
130
346 614 LOW/REVERSE SERVO 37
930 4TH SERVO
3-4 ACCUM 976 532
969
961
947
525
507 OUTER SEAL
4 RETURN COOLER CONNECTOR O-RING 30 SIDE COVER TO CASE COVER GASKET
525 SERVO COVER SEAL
34 CASE COVER TO DRIVE SPROCKET SEAL
532 4TH SERVO PISTON SEAL
35 CASE COVER TO TURBINE SHAFT SEAL
606 THIRD CLUTCH PISTON ASSEMBLY
37 AXLE CASE COVER SEAL
614 OIL SEAL RING (2)
122 FINAL DRIVE SUN GEAR SEAL
808 FORWARD CLUTCH PISTON INNER SEAL
125 AXLE TO CASE EXTENSION SEAL
809 FORWARD CLUTCH PISTON OUTER SEAL
126 CASE EXTENSION TO CASE SEAL
810 COAST CLUTCH PISTON ASSEMBLY
130 OUTPUT SPEED SENSOR ASSEMBLY
828 COOLER RETURN SEAL
209 FILTER SEAL
829 SUPPORT/HOUSING OIL SEAL RING (3)
346 2-3 ACCUMULATOR PISTON SEAL
929 SMALL LOW/REVERSE SERVO SEAL
403 CONVERTER HUB ASSEMBLY SEAL
930 LARGE LOW/REVERSE SERVO SEAL
409 DRIVE SPROCKET OIL SEAL RING
947 REVERSE ACCUMULATOR SEAL
412 O-RING SEAL
961 FORWARD ACCUMULATOR SEAL
423 4 LOBE SEAL RING (2)
969 1-2 ACCUMULATOR SEAL
430 2ND CLUTCH PISTON ASSEMBLY
976 3-4 ACCUMULATOR SEAL
506 INNER SEAL
106
FORWARD ACCUM
1-2 ACCUM
929
REVERSE ACCUM
YH614318-4T80-E
Figure 104
ILLUSTRATED PARTS LIST
107
Case and Associated Parts (1 of 3) 1 3
131
4 129
127
130
125
6 15
124
128 134
54
126
53 9 53
533
8 10
527
5
533
51
53
903
52
532 529
958
531
955
525 524 534
956
943
534 61
534
59 62 125 AXLE TO CASE EXTENSION SEAL 126 CASE EXTENSION TO CASE SEAL
60
127 CASE EXTENSION TO CASE STUD (1, 15 mm) 128 CASE EXTENSION TO CASE BOLT (4, 13 mm)
1 TORQUE CONVERTER ASSEMBLY
129 CASE EXTENSION TO CASE BOLT (1, 10 mm)
3 COOLER RETURN CONNECTOR (CASE) (1, 19 mm)
130 OUTPUT SPEED SENSOR ASSEMBLY
4 COOLER RETURN CONNECTOR O-RING
131 OUTPUT SPEED SENSOR BOLT (1)
5 CASE TO FORWARD CLUTCH SUPPORT STUD (2, 13 mm)
134 TRANSMISSION CASE EXTENSION
6 TRANSMISSION CASE
524 4TH SERVO COVER
8 OIL DRAIN PLUG – BOTTOM PAN TO CASE COVER
525 SERVO COVER SEAL
9 LOW/REVERSE BAND ANCHOR PIN
527 4TH SERVO PIN
10 4TH BAND ANCHOR PIN
529 4TH SERVO PISTON
15 BOLT (4, 8 mm)
531 SNAP RING
51 LEFT SCAVENGE SCREEN
532 4TH SERVO PISTON SEAL
52 RIGHT SCAVENGE SCREEN
533 4TH SERVO SPRING AND RETAINER ASSEMBLY
53 SCAVENGE TUBE AND SCREENS SEAL
534 BOLT (23, 10 mm)
54 SCAVENGE TUBE
903 CHANNEL PLATE, CONTROL VALVE BODY AND ACCUMULATOR HOUSING ASSEMBLY
59 TRANSMISSION OIL PAN 60 CHIP COLLECTOR MAGNET
943 EXTENSION WIRING HARNESS
61 OIL PAN GASKET
955 CHANNEL PLATE TO CASE NUT (2, 10 mm)
62 BOTTOM PAN TO CASE BOLT (16, 10 mm)
956 OIL TRANSFER PLATE 958 CHANNEL PLATE TO CASE BOLT (2, 10 mm)
124 CASE EXTENSION BUSHING
YH509736-4T80-E
108
Figure 105
Case and Associated Parts (2 of 3) 235
203 200
229
31 231 30
SOME MODELS
206
225
205
232 204
202 201
207 234
66
209 236
28 29
233 6
240 SOME MODELS
32
327
228
328
65
2
331 326
329 330
300 350
2 OIL PUMP DRIVE SHAFT
228 SECONDARY PUMP BODY TO SPACER PLATE GASKET
6 TRANSMISSION CASE
229 BOLT (4, 8 mm)
28 SIDE COVER TO CASE COVER BOLT (8, 15 mm)
231 PUMP ASSEMBLY TO CASE BOLT (2, 8 mm)
29 SIDE COVER
232 PUMP ASSEMBLY TO CASE COVER BOLT (5, 8 mm)
30 SIDE COVER TO CASE COVER GASKET
233 PUMP ASSEMBLY TO CASE COVER BOLT (5, 8 mm)
31 FLUID LEVEL INDICATOR
234 SECONDARY PUMP TO CASE COVER BOLT (1, 8 mm)
32 SIDE COVER TO CASE COVER BOLT (1, 13 mm)
235 SECONDARY PUMP TO CASE BOLT
65 BALL CHECK VALVE (10)
236 TRANSMISSION OIL FILTER
66 SIDE COVER TO CASE COVER STUD (SOME MODELS)
240 AUXILIARY CONTROL VALVE BODY COVER STUD
200 PRIMARY PUMP BODY
(SOME MODELS)
201 PRIMARY PUMP DRIVE GEAR
300 UPPER CONTROL VALVE BODY ASSEMBLY
202 PRIMARY PUMP DRIVEN GEAR
326 VALVE BODY TO SPACER PLATE GASKET
203 SECONDARY PUMP BODY
327 CASE COVER ASSEMBLY SPACER PLATE
204 SCAVENGE PUMP BUSHING
328 SPACER PLATE TO CASE COVER GASKET
205 SECONDARY PUMP DRIVE GEAR
329 UPPER VALVE BODY TO CASE COVER BOLT (9, 8 mm)
206 SECONDARY PUMP DRIVEN GEAR
330 UPPER VALVE BODY TO CASE COVER BOLT (2, 8 mm)
207 OIL PUMP DRIVEN SHAFT
331 BOLT (6, 8 mm)
209 FILTER SEAL
350 TEMPERATURE SENSOR (1, 17 mm)
225 SCAVENGE PUMP BODY ASSEMBLY YH509743-4T80-E
Figure 106
109
Case and Associated Parts (3 of 3)
SOME MODELS 67
SOME MODELS 3
4
44 41
50
33
47
35 34 43
40
49 6
46 37
45
48 50
404
132 414
411
408 407 409
400
12
403 401 405 402
15
410 412
14
57
408
56
56
415 440
3 QUICK DISCONNECT COOLER CONNECTOR (CASE) (1, 19 mm)
50 CASE COVER TO CASE BOLT (11, 13 mm) 56 OUTPUT SHAFT SNAP RING (3)
4 QUICK DISCONNECT COOLER CONNECTOR O-RING
57 OUTPUT SHAFT
6 TRANSMISSION CASE
67 CASE COVER TO CASE STUD (1, 13 mm)
12 WIRING ASSEMBLY HARNESS
132 THRUST BEARING
14 INPUT SPEED SENSOR ASSEMBLY
400 DRIVE SPROCKET SUPPORT
15 BOLT (4, 8 mm)
401 CONVERTER HUB BUSHING
33 TRANSMISSION CASE COVER
402 FRONT STATOR SHAFT BUSHING
34 CASE COVER TO DRIVE SPROCKET SEAL
403 CONVERTER HUB ASSEMBLY SEAL ASSEMBLY
35 CASE COVER TO TURBINE SHAFT SEAL
404 DRIVE SPROCKET SUPPORT TO CASE BOLT (6, 8 mm)
37 CASE COVER AXLE SEAL
405 DRIVE SPROCKET SUPPORT TO CASE SEAL
40 CASE COVER OIL TEST PLUG – #40 TORX®
407 DRIVE SPROCKET
41 TRANSMISSION VENT ADAPTER
408 BALL BEARING (2)
43 SPROCKET SUPPORT TO CASE COVER GASKET
409 DRIVE SPROCKET OIL SEAL RING
44 CASE TO CASE COVER GASKET
410 TURBINE SHAFT
45 CASE COVER TO CASE STUD (1, 13 mm)
411 SNAP RING
46 CASE COVER TO CASE BOLT (8, 10 mm)
412 O-RING SEAL
47 CASE COVER TO CASE STUD (2, 13 mm)
110
414 DRIVE LINK ASSEMBLY
48 CASE COVER TO DRIVEN SPROCKET SUPPORT BOLT (3, 10 mm)
415 DRIVEN SPROCKET
49 CASE COVER TO CASE STUD (1, 10 mm)
440 THRUST BEARING
Figure 107
ZH750765-4T80-E
Scavenge, Primary and Secondary Pump Assemblies 209 215 213 215
216
214
217
201 207
203 227 211 212
227
226
210
203
237 206 223 205
224 224
204 208 200
219 219
225
202
200 PRIMARY PUMP BODY
213 PRESSURE REGULATOR BOOST VALVE
201 PRIMARY PUMP DRIVE GEAR
214 PRESSURE REGULATOR BOOST VALVE SLEEVE
202 PRIMARY PUMP DRIVEN GEAR
215 RETAINER CLIP (2)
203 SECONDARY PUMP BODY
216 SECONDARY PUMP CUT-OFF BALL
204 SCAVENGE PUMP BUSHING
217 PUMP BALL SEAT
205 SECONDARY PUMP DRIVE GEAR
219 SCAVENGE DRIVEN GEAR PIN
206 SECONDARY PUMP DRIVEN GEAR
223 SCAVENGE PUMP DRIVE GEAR
207 OIL PUMP DRIVEN SHAFT ASSEMBLY
224 SCAVENGE PUMP DRIVEN GEAR (2)
208 OIL PUMP DRIVEN SHAFT THRUST WASHER
225 SCAVENGE PUMP BODY
209 FILTER SEAL
226 PUMP COVER TO SCAVENGER COVER BOLT (2)
210 PRESSURE REGULATOR SPRING RETAINER
227 DOWEL BUSHINGS (2)
211 PRESSURE REGULATOR VALVE
237 SCAVENGE PUMP COVER
212 PRESSURE REGULATOR VALVE SPRING WH15548-4T80-E
Figure 108
111
Upper Control Valve Body Assembly 351
345 336 346 304 348
317 349
316
337 338
347 339
343 300
318
15
308
319
340 322
65
323 312 309 350
307
313 301
308
310 302
349
307
311 303
306
308 307
304 308 307 15 CLAMP BOLT
318 CONVERTER REGULATOR VALVE
65 OIL HOLE PLUG BALL
319 CONVERTER CLUTCH REGULATOR SPRING
300 UPPER CONTROL VALVE BODY
322 TCC ENABLE VALVE
301 ACCUMULATOR BOOST VALVE
323 TCC ENABLE VALVE SPRING
302 1-2 / 3-4 ACCUMULATOR VALVE
336 TCC PRESSURE SOLENOID
303 1-2 / 3-4 ACCUMULATOR VALVE BUSHING
337 SPRING RETAINER CLIP
304 COILED SPRING PIN (2)
338 PRESSURE CONTROL SOLENOID FILTER AND SEAL
306 2-3 ACCUMULATOR VALVE
339 PRESSURE CONTROL SOLENOID (FORCE MOTOR)
307 BORE PLUG (4)
340 PC SOLENOID CLAMP (FORCE MOTOR CLAMP)
308 RETAINER CLIP (4)
343 ORIFICED CUP PLUG
309 ACTUATOR FEED LIMIT VALVE
345 2-3 ACCUMULATOR PISTON
310 ACTUATOR FEED LIMIT SPRING
346 2-3 ACCUMULATOR PISTON SEAL
311 SPRING RETAINER PLATE
347 2-3 ACCUMULATOR PISTON SPRING
312 CONVERTER FEED LIMIT VALVE
348 2-3 ACCUMULATOR PIN
313 CONVERTER FEED LIMIT SPRING
349 SNAP RING
316 CONVERTER CLUTCH CONTROL SPRING
350 TEMPERATURE SENSOR
317 CONVERTER CLUTCH CONTROL VALVE
351 2-3 ACCUMULATOR PISTON CUSHION SPRING XH15550-4T80-E
112
Figure 109
Lower Channel Plate, Control Valve Body and Accumulator Housing Assembly 954
951 952
534
944 940
941 981
938 941
936
903 939
942 65 935
VALVE BODY
ACCUMULATOR
900
534 971
65 BALL CHECK VALVES (8)
940 LCVB TO CHANNEL PLATE BOLT (2, 10 mm)
534 CHANNEL PLATE TO LCVB BOLT (1, 10 mm) –
941 LCVB TO CHANNEL PLATE BOLT (8, 10 mm)
CHANNEL PLATE TO ACCUMULATOR HOUSING BOLT
942 INTERNAL MODE SWITCH (IMS)
(3, 10 mm) – ACCUMULATOR HOUSING TO CHANNEL
944 ACCUMULATOR HOUSING
PLATE BOLT (1, 10 mm)
951 ACCUMULATOR ASSEMBLY TO CHANNEL PLATE BOLT
900 LOWER CHANNEL PLATE
(1, 10 mm)
903 CHANNEL PLATE/CONTROL VALVE AND HOUSING
952 ACCUMULATOR ASSEMBLY TO CHANNEL PLATE BOLT
ASSEMBLY
(3, 10 mm)
935 SPACER/GASKET PLATE ASSEMBLY
954 ACCUMULATOR ASSEMBLY TO CHANNEL PLATE BOLT
936 TRANSMISSION FLUID PRESSURE MANUAL VALVE
(1, 10 mm)
POSITION SWITCH
971 1-2 ACCUMULATOR INNER SPRING ASSEMBLY
938 LCVB TO CHANNEL PLATE BOLT (5, 10 mm)
981 PRESSURE CONTROL SOLENOID VALVE FLUID FILTER
939 SPACER PLATE SUPPORT TO CHANNEL PLATE BOLT
RETAINER
(3, 8 mm) YH509759-4T80-E
Figure 110
113
Lower Control Valve Body Assembly 902 928
930 929 934 308
980
914 933
912 911
923 922
901 921
979
904
903
905
916 924 906
925
913
915
926 907 908
308
917 931
910
918 308
932
909
919 920
114
308 RETAINER CLIP (3)
918 1-2 SHIFT VALVE SPRING
901 RETURN SPRING
919 1-2 SHIFT VALVE A
902 RETAINING RING
920 1-2 SHIFT VALVE B
903 LOWER CONTROL VALVE BODY
921 REVERSE ORIFICE BYPASS VALVE
904 SPRING RETAINER
922 REVERSE ORIFICE BYPASS VALVE SPRING
905 BALL CHECK CAPSULE
923 COILED SPRING FLAG PIN
906 2-3 SHIFT VALVE SPRING
924 FORWARD ORIFICE BYPASS VALVE
907 2-3 SHIFT VALVE C
925 FORWARD ORIFICE BYPASS VALVE SPRING
908 2-3 SHIFT VALVE D
926 COILED SPRING FLAG PIN
909 1-2 SHIFT SOLENOID VALVE
928 LOW/REVERSE SERVO PISTON
910 2-3 SHIFT SOLENOID VALVE
929 LOW/REVERSE SERVO SEAL (SMALL)
911 3-4 SHIFT VALVE SPRING
930 LOW/REVERSE SERVO SEAL (LARGE)
912 3-4 SHIFT VALVE
931 LOW/REVERSE SERVO APPLY PIN
913 MANUAL VALVE LINK
932 RETAINING RING
914 BORE PLUG
933 SERVO CUSHION SPRING WASHER
915 MANUAL VALVE LINK RETAINER
934 SERVO CUSHION SPRING
916 MANUAL VALVE
979 BALL (0.375 DIAMETER)
917 SOLENOID SCREEN ASSEMBLY
980 LOW/REVERSE CUSHION SLEEVE
Figure 111
YH509765-4T80-E
Accumulator Assembly
971
349
968 975 969 976 973 950 977
970
349
349 944 961 960 962 963
964 965
349 349 947
946
948 949
966
349 SNAP RING (6)
965 ACCUMULATOR HOUSING COVER
944 ACCUMULATOR HOUSING
966 COVER BOLT (5, 8 mm)
946 REVERSE ACCUMULATOR PISTON
968 1-2 ACCUMULATOR PISTON
947 REVERSE ACCUMULATOR PISTON SEAL
969 1-2 ACCUMULATOR PISTON SEAL
948 REVERSE ACCUMULATOR PIN
970 1-2 ACCUMULATOR PIN
949 REVERSE ACCUMULATOR SPRING
971 1-2 ACCUMULATOR INNER SPRING ASSEMBLY
950 3-4 ACCUMULATOR SPRING
973 1-2 ACCUMULATOR SPRING
960 FORWARD ACCUMULATOR PISTON
975 3-4 ACCUMULATOR PISTON
961 FORWARD ACCUMULATOR SEAL
976 3-4 ACCUMULATOR PISTON SEAL
962 FORWARD ACCUMULATOR PIN
977 3-4 ACCUMULATOR PIN
963 FORWARD ACCUMULATOR SPRING 964 ACCUMULATOR HOUSING COVER GASKET
WH186641-4T80-E
Figure 112
115
Driven Sprocket Support and 2nd Clutch Assembly
429
428 430 418
53
437
424
423
422
423
422 434 433
427
435
433
419
435
433
425
435 435 432 431
436
53 SCAVENGER TUBE SEAL 418 DRIVEN SPROCKET SUPPORT 419 OIL TRANSFER SLEEVE 422 OIL RING (2) 423 4 LOBE SEAL RING (2) 424 SPRING PIN 425 3RD CLUTCH EXHAUST VALVE SPRING 427 3RD CLUTCH EXHAUST VALVE 428 2ND CLUTCH RETURN SPRING AND RETAINER ASSEMBLY 429 2ND CLUTCH/DRIVEN SPROCKET SNAP RING 430 2ND CLUTCH PISTON ASSEMBLY 431 2ND CLUTCH WAVED PLATE 432 2ND CLUTCH APPLY PLATE 433 2ND CLUTCH STEEL PLATE (3) 434 2ND CLUTCH BACKING PLATE 435 2ND CLUTCH FIBER PLATE (4) 436 SUPPORT/REVERSE CLUTCH THRUST WASHER 437 0.1875 DIAMETER BALL CHECK VALVE
ZH750766-4T80-E
116
Figure 113
Reverse Clutch and 2nd Sprag Clutch Assemblies
500 516
520
502
503
517 518 523
519
515 512 513 514 510 505 507
508
509
506
511
500 REVERSE CLUTCH HOUSING AND RACE ASSEMBLY 502 BUSHING (SMALL) 503 BUSHING (LARGE) 505 REVERSE CLUTCH PISTON ASSEMBLY 506 SEAL (INNER) 507 SEAL (OUTER) 508 SPRING AND RETAINER ASSEMBLY 509 SNAP RING RETAINER 510 RETURN SPRING SNAP RING 511 REVERSE CLUTCH PLATE (STEEL) (2) 512 REVERSE CLUTCH BACKING PLATE (SELECTIVE) 513 REVERSE CLUTCH PLATE ASSEMBLY (FIBER) (2) 514 WAVED PLATE (APPLY) 515 SNAP RING 516 2ND SPRAG RACE (OUTER) 517 2ND SPRAG CLUTCH ASSEMBLY 518 2ND SPRAG CLUTCH RETAINER 519 LOCKING RING 520 2ND CLUTCH OUTER RACE WASHER 523 4TH BAND
YH412932-4T80-E
Figure 114
117
3rd Clutch and Reaction Carrier Assembly 609 607
608
606 604
603 602 521
522
614 620 622 619 618 515
617
615
613 610
611 631 616
640
619 612
623 626
628 627
629 629 625
515 SNAP RING
628
521 THRUST BEARING ASSEMBLY 522 DRIVEN SPROCKET SUPPORT THRUST WASHER (SELECTIVE)
617 3RD CLUTCH HUB
602 INPUT SHAFT BUSHING
618 HUB BUSHING
603 INPUT SHAFT/OIL TRANSFER SLEEVE
619 HUB/GEAR AND SHELL THRUST BEARING
604 3RD CLUTCH HOUSING
ASSEMBLY (2)
606 3RD CLUTCH PISTON ASSEMBLY
620 REACTION SUN GEAR AND SHELL ASSEMBLY
607 SPRING AND RETAINER ASSEMBLY
622 REACTION SUN GEAR BUSHING
608 SNAP RING RETAINER
623 REACTION CARRIER
609 RETURN SPRING SNAP RING
625 PLANET PINION (4)
610 3RD CLUTCH PLATE ASSEMBLY (FIBER) (4)
626 PLANET PINION PIN (4)
611 3RD CLUTCH APPLY PLATE (STEEL)
627 ROLLER BEARING NEEDLE (68)
612 3RD CLUTCH PLATE (STEEL) (3)
628 STEEL PINION THRUST WASHER (8)
613 3RD CLUTCH BACKING PLATE
629 BRONZE PINION THRUST WASHER (8)
614 OIL SEAL RING (2)
631 INPUT SUN GEAR
615 INPUT SHAFT/3RD HUB THRUST WASHER
640 INPUT SUN GEAR TO REACTION CARRIER THRUST
616 INPUT SHAFT/INPUT SUN GEAR SNAP RING
BEARING YH15563-4T80-E
118
Figure 115
Input Carrier and Forward Sprag Clutch Assemblies
722
709 700 708
723
132 633
710
724
702 628
628
706
627
706
626
718
717 720
719
721 716 713 709 725 708
132 THRUST BEARING ASSEMBLY
716 FORWARD CLUTCH SPRAG ASSEMBLY
626 PLANET PINION PIN (4)
717 SNAP RING (COAST CLUTCH HUB RETAINER)
627 ROLLER BEARING NEEDLE (68)
718 THRUST BEARING (FLANGE/FORWARD CLUTCH
628 STEEL PINION THRUST WASHER (8)
HOUSING)
633 REACTION CARRIER SHELL
719 COAST CLUTCH HUB
700 INPUT CARRIER ASSEMBLY
720 THRUST WASHER (RACE/COAST CLUTCH HUB)
702 PLANET PINIONS (4)
721 FORWARD SPRAG RACE (OUTER)
706 BRONZE THRUST WASHER (8)
722 FINAL DRIVE SUN GEAR SHAFT
708 INTERNAL GEAR (2)
723 INPUT FLANGE BUSHING
709 SNAP RING (2)
724 SNAP RING (FINAL DRIVE SHAFT/INPUT CARRIER)
710 THRUST BEARING ASSEMBLY
725 INPUT INTERNAL GEAR FLANGE
713 THRUST WASHER (FLANGE TO OUTER RACE)
WH15564-4T80-E
Figure 116
119
Forward Clutch Assembly
812 814 840 841 840 817 813
819 818
437 816
417 804 803
801
809 808 807 811 821
820
810
417 THRUST BEARING
813 COAST CLUTCH PLATE (STEEL)
437 0.1875 DIAMETER BALL CHECK VALVE
814 COAST CLUTCH PLATE (FIBER) (2)
801 FORWARD AND COAST CLUTCH HOUSING
816 FORWARD CLUTCH PLATE (STEEL) (4)
803 HOUSING BUSHING (SMALL)
817 FORWARD CLUTCH PLATE (FIBER) (5)
804 HOUSING BUSHING (LARGE)
818 SNAP RING (FORWARD CLUTCH BACKING PLATE)
807 FORWARD CLUTCH PISTON
819 FORWARD CLUTCH BACKING PLATE
808 SEAL (INNER)
820 FORWARD CLUTCH RELEASE SPRING ASSEMBLY
809 SEAL (OUTER)
821 SNAP RING (FORWARD RETURN SPRING ASSEMBLY/ HOUSING)
810 COAST CLUTCH PISTON ASSEMBLY 811 FORWARD CLUTCH RING (APPLY)
840 FORWARD AND COAST CLUTCH PLATE (2)
812 COAST CLUTCH PLATE (APPLY)
841 FORWARD AND COAST CLUTCH PLATE (BELLEVILLE)
YH15569-4T80-E
120
Figure 117
Forward Clutch Support Assembly
135 120
833 828 822
826
834
121
122
832
824
825 829 835
830
13 827
13 LOW/REVERSE BAND
827 OIL HOLE PLUG BALL (2)
120 FINAL DRIVE INTERNAL GEAR
828 COOLER RETURN SEAL
121 FINAL DRIVE SUN GEAR
829 SUPPORT/HOUSING OIL SEAL RING
122 FINAL DRIVE SUN GEAR SEAL
830 LOW ROLLER CLUTCH ASSEMBLY
135 SNAP RING
832 FORWARD CLUTCH SUPPORT/PARK GEAR THRUST
822 FORWARD/COAST CLUTCH SUPPORT
BEARING
824 OIL TRANSFER SLEEVE
833 PARKING LOCK GEAR
825 LEFT SUPPORT/SUN SHAFT BUSHING
834 FINAL DRIVE SHAFT TO PARK GEAR SNAP RING
826 RIGHT SUPPORT/SUN SHAFT BUSHING
835 SUPPORT/CASE FRETTING RING
WH15572-4T80-E
Figure 118
121
Final Drive Assembly
114 110
133
132
107 111
115
113 56
107 116 103 106
104
106 118
105
56 119
101 117 112 116 113 108 109
102
100
101
56 OUTPUT SHAFT SNAP RING
111 RIGHT DIFFERENTIAL THRUST WASHER
100 FINAL DRIVE CARRIER
112 RIGHT DIFFERENTIAL SIDE GEAR
101 DIFFERENTIAL CARRIER DOWEL (2)
113 DIFFERENTIAL PINION THRUST WASHER (2)
102 SUN GEAR/CARRIER THRUST BEARING
114 DIFFERENTIAL PINION SHAFT
103 FINAL DRIVE PLANET PINION (4)
115 DIFFERENTIAL SHAFT RETAINING PIN
104 FINAL DRIVE PLANET PINION PIN (4)
116 DIFFERENTIAL PINION GEARS (2)
105 ROLLER NEEDLE BEARINGS (76)
117 LEFT DIFFERENTIAL THRUST WASHER
106 FINAL DRIVE PINION STEEL THRUST WASHERS (8)
118 LEFT DIFFERENTIAL SIDE GEAR
107 FINAL DRIVE PINION BRONZE THRUST WASHERS (8)
119 DIFFERENTIAL CARRIER TO FINAL DRIVE CARRIER BOLT
108 FINAL DRIVE CARRIER RETAINER
132 THRUST BEARING ASSEMBLY
109 ROLLED PIN
133 DIFFERENTIAL CARRIER/CASE EXTENSION SELECTIVE
110 DIFFERENTIAL CARRIER
THRUST WASHER
WH15575-4T80-E
122
Figure 119
Parking Pawl, Actuator Assembly and Manual Shaft
25 21
22
18 17
23
26
8
27
16
20
8 DRAIN PLUG
22 PARKING LOCK PAWL
16 MANUAL SHAFT
23 PARKING PAWL PIVOT PIN
17 INSIDE DETENT LEVER
25 PARKING PAWL RETURN SPRING
18 MANUAL SHAFT TO DETENT LEVER NUT
26 DETENT LEVER AND ROLLER ASSEMBLY
20 MANUAL SHAFT SEAL
27 DETENT SPRING
21 PARK LOCK ACTUATOR ASSEMBLY
XH412934-4T80-E
Figure 120
123
BASIC SPECIFICATIONS
HYDRA-MATIC 4T80-E TRANSMISSION Produced at: Ypsilanti, Michigan U.S.A.
RPO MH1
Vehicles used in:
HYDRA-MATIC 4T80-E (FOUR-SPEED)
Transmission Drive Transverse Front Wheel Drive Transmission Type 4T80-E = 4: Four Speed T: Transverse Mount 80: Product Series E: Electronically Controlled High Capacity Automatic Overdrive with Torque Converter Clutch Assembly.
Transfer Design 2-Axis Design, Link Chain Assembly Current Engine Range 4.0 L to 5.0 L Gasoline Control Systems Shift Pattern – Solenoid Control Shift Quality – Pressure Control Solenoid Torque Converter Clutch – Pulse Width Modulated Solenoid Control Additional transmission and engine sensors are provided depending on transmission/powertrain application.
Gear Ratios 1st 2.960 2nd 1.626 3rd 1.000 4th 0.681 Rev 2.130 Maximum Engine Torque 413 N•m (305 lb ft) Maximum Gearbox Torque 625 N•m (461 lb ft) The maximum torque limits are only to be used as a guide and may not be applicable under certain conditions.
Maximum Shift Speed (Restricted) 1-2 6,500 RPM 2-3 6,500 RPM 3-4 6,500 RPM The maximum shift speed allowed in each engine application must be calculated.
Maximum Gross Vehicle Weight 2,150 kg (4,750 lb) Transmission Fluid Type DEXRON® III 124
DIVISION
MODEL
E
Cadillac
Eldorado
G
Oldsmobile
Aurora
K
Cadillac
Concours/Seville
Ksp
Cadillac
DeVille
Converter Size 265 mm (Reference) Transmission Fluid Capacities (Approximate) Bottom Pan Removal: 10.4 liters (11.0 quarts) Complete Overhaul: 12.00 liters (12.6 quarts) Dry: 14.26 liters (15.0 quarts) (Dry Sump Design-Internal Drain)
Transmission Weight Dry: 121 kg (266.75 lb) Wet: 133 kg (293.21 lb) Chain Ratios* 39/39 *Designates the number of teeth on the drive/driven sprockets, respectively.
Final Drive Ratios 3.11, 3.48, 3.71 Transmission Packaging Information** Center Distance 249.25 mm (Reference) Engine Mounting Face to Side Cover 325.34 mm Engine Mounting Face to Differential 458.5 mm (Reference) Overall Length 783.84 mm (Reference) Engine Centerline to Bottom Pan 208.3 mm (Reference) Engine Mounting Face to Converter Lug Determined by Customer ** All dimensions shown are nominal.
7 Position Quadrant (P, R, N, D , 3, 2, 1) Pressure Taps Available Line Pressure Information may vary with application. All information, illustrations and specifications contained in this 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 4T80-E is a 4-speed, transversely mounted, 80 series unit, with electronic controls.
HYDRA-MATIC 4T80-E HYDRA-MATIC
4
T
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
125
GLOSSARY Accumulator: A component of the transmission that absorbs hydraulic pressure during the apply of a clutch or band. Accumulators are designed to control the quality of a shift from one gear range to another. Adaptive Learning: Programming within the PCM that automatically adjusts hydraulic pressures in order to compensate for changes in the transmission (i.e. component wear). Applied: An apply component that is holding another component to which it is splined or assembled with. Also referred to as “engaged”. Apply Components: Hydraulically operated clutches, servos, bands, and mechanical one-way roller or sprag clutches that drive or hold members of a planetary gear set.
Control Valve Body: A machined metal casting that contains valve trains and other hydraulically controlled components that shift the transmission. Converter: (See Torque Converter) Coupling Speed: The speed at which a vehicle is traveling and no longer requires torque multiplication through the torque converter. At this point the stator free wheels to allow fluid leaving the turbine to flow directly to the pump. (See torque converter) De-energize(d): To interrupt the electrical current that flows to an electronically controlled device making it electrically inoperable. Direct Drive: A condition in a gear set where the input speed and torque equals the output speed and torque. The gear ratio through the gear set is 1:1.
Apply Plate: A steel clutch plate in a clutch pack located next to the (apply) piston.
Downshift: A change in a gear ratio where input speed and torque increases.
Backing Plate: A steel plate in a clutch pack that is usually the last plate in that clutch assembly (farthest from the clutch piston).
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.
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.
Energize(d): To supply a current to an electronically controlled device enabling it to perform its designed function.
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 transaxle/ transmission. 126
Engine Compression Braking: A condition where compression from the engine is used with the transaxle/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 “transaxle/ transmission fluid”. Fluid Pressure: A pressure (in this textbook usually transaxle/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).
GLOSSARY Friction Material: A heat and wear resistant fibrous material bonded to clutch plates and bands. 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. Land (Valve Land): The larger diameters of a spool valve that contact the valve bore or bushing. Line Pressure: The main fluid pressure in a hydraulic system created by the pump and pressure regulator valve. Manual Valve: A spool valve that distributes fluid to various hydraulic circuits and is mechanically linked to the gear selector lever.
Planetary Gear Set: An assembly of gears that consists of an internal gear, planet pinion gears with carrier, and a sun gear. 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. Roller Clutch: A mechanical clutch (holding device) consisting of roller bearings assembled between inner and outer races. Servo: A spring loaded device consisting of a piston in a bore that is operated (stroked) by hydraulic pressure to apply or release a band. Solenoid Valve: An electronic device used to control transmission shift patterns or regulate fluid pressure.
Orifice: A restricting device (usually a hole in the spacer plate) for controlling pressure build up into another circuit.
Spool Valve: A cylindrical hydraulic control device, having a variety of land and valley diameters, used to control fluid flow.
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.
Sprag Clutch: A mechanical clutch (holding device) consisting of figure eight like elements assembled between inner and outer races.
Overrunning: The function of a one-way mechanical clutch that allows the clutch to freewheel during certain operating conditions of the transmission.
Throttle Position: The travel of the throttle plate that is expressed in percentages.
Pinion Gear: A small toothed gear that meshes with a larger gear.
Torque: A measurable twisting force expressed in terms of Newton- meters (N•m), pounds feet (lbs ft) or pounds inches (lbs in).
Planet Pinion Gears: Pinion gears (housed in a carrier) that are in constant mesh with a circumferential internal gear and centralized sun gear.
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. 127
ABBREVIATIONS LIST OF ABBREVIATIONS WHICH MAY BE USED IN THIS BOOK AC - Alternating Current A/C - Air Conditioning ACC or ACCUM - Accumulator ACT FD - Actuator Feed (circuit) APP - Apply BD - Band BST - Boost
°C - Degrees Celsius CKP - Crankshaft Position Sensor CL - Clutch CONV - Converter CST CL - Coast Clutch (circuit) CTS - Coolant Temperature Switch D21 - Drive 21 (circuit) D321 - Drive 321 (circuit)
ECT - Engine Coolant Temperature Sensor EX - Exhaust (circuit)
°F - Degrees Fahrenheit FD - Feed (circuit) FILT ACT FD - Filtered Actuator Feed FWD CL - Forward Clutch Hg - Mercury Hz - Hertz IMS - Internal Mode Switch KMH - Kilometers Per Hour kPa - KiloPascals LBS. FT. - Pounds Foot LBS. IN. - Pounds Inch LOW FD - Low Feed (circuit) LOW & REV BD APPLY - Low & Reverse Band Apply MAF - Mass Air Flow Sensor MAP - Manifold Absolute Pressure MM - Millimeter(s) MPH - Miles Per Hour MTV - Modulated Throttle Valve 128
N - Neutral N.C. - Normally Closed N•m - Newton Meters N.O. - Normally Open P - Park PCM - Powertrain Control Module PRESS REG - Pressure Regulator PRN - Park, Reverse, Neutral (circuit) PRND43 - Park, Reverse, Neutral, Drive 43 (circuit) PRND4 - Park, Reverse, Neutral, Drive 4 (circuit) PSI - Pounds per Square Inch PWM - Pulse Width Modulated R - Reverse REG - Regulator REL - Release (circuit) REV - Reverse RET - Return (circuit) RPM - Revolutions per Minute SCAV - Scavenge SIG - Signal SOL - Solenoid TCC - Torque Converter Clutch TCC CONT - Torque Converter Clutch Control (circuit) TCC SIG - Torque Converter Clutch Signal TFP - Transmission Fluid Pressure Manual Valve Position Switch TISS - Transmission Input Speed Sensor TOSS - Transmission Output Speed Sensor TPS - Throttle Position Sensor TRANS - Transaxle or Transmission TRQ SIG - Torque Signal V - Volts VCC - Viscous Converter Clutch VSS - Vehicle Speed Sensor 2ND CL - Second Clutch 3RD CL - Third Clutch 4TH BD FD - Fourth Band Feed
INDEX A Abbreviations ........................................................................... 128 Accumulators ......................................................................... 40-42 forward accumulator ....................................................... 40 reverse accumulator ........................................................ 41 1-2 accumulator ............................................................... 41 2-3 accumulator ............................................................... 42 3-4 accumulator ............................................................... 42 Apply Components ................................................................ 15-25 2nd clutch ........................................................................ 16 2nd sprag clutch .............................................................. 17 reverse clutch .................................................................. 18 4th band ........................................................................... 19 4th servo .......................................................................... 19 3rd clutch ......................................................................... 20 forward sprag clutch ........................................................ 21 forward clutch ................................................................. 22 coast clutch ...................................................................... 23 low/reverse band ............................................................. 24 low/reverse servo ............................................................ 24 low roller clutch .............................................................. 25 B Ball Check Valves – Location and Function ...................... 42A-43 Band Assembly (low/reverse) .................................................... 24 Band Assembly (4th) .................................................................. 19 Basic Specifications .................................................................. 124 Bushing, Bearing and Washer Locations ................................. 105 C Case and Associated Parts ................................................. 108-110 Clutch (2nd) ................................................................................ 16 Clutch (3rd) ................................................................................ 20 Coast Clutch ............................................................................... 23 Color Legend ....................................................................... 10A-B Complete Hydraulic Circuits ............................................... 81-104 park ............................................................................. 82-83 reverse ........................................................................ 84-85 neutral ......................................................................... 86-87 overdrive range – first gear ........................................ 88-89 overdrive range – second gear .................................... 90-91 overdrive range – third gear ....................................... 92-93 overdrive range – fourth gear (TCC applied) ............. 94-95 overdrive range – 4-3 downshift ................................ 96-97 manual third – third gear ............................................ 98-99 manual second – second gear ................................. 100-101 manual first – first gear .......................................... 102-103 lubrication points ........................................................... 104 Components Located in the Lower Control Valve Body ...... 36-37 low/reverse servo assembly ............................................ 36 #6 ball check valve and capsule ...................................... 36 reverse orifice bypass valve ............................................ 36 3-4 shift valve .................................................................. 36 1-2 shift solenoid valve ................................................... 36 1-2 shift valve .................................................................. 36 2-3 shift solenoid valve ................................................... 36 2-3 shift valve ............................................................. 36-37 forward orifice bypass valve ........................................... 37 manual valve ................................................................... 37 Components Located in the Upper Control Valve Body ....... 38-39 pressure control solenoid valve ....................................... 38 2-3 accumulator assembly ............................................... 38 TCC pressure solenoid valve .......................................... 38 converter clutch control valve ......................................... 38 converter clutch regulator valve ...................................... 38
TCC enable valve ............................................................ 38 converter feed limit valve ................................................ 38 actuator feed limit valve .................................................. 38 2-3 accumulator valve ..................................................... 38 accumulator boost valve .................................................. 38 1-2/3-4 accumulator valve .............................................. 38 Components Located in the Driven Sprocket Support ............... 39 3rd clutch exhaust valve .................................................. 39 Contents, Table of ........................................................................ 2 Cross Sectional Views ............................................................ 8-8A D Differential Components ............................................................ 31 Driven Sprocket Support and 2nd Clutch Assembly ................ 116 E Electrical Components ........................................................... 44-52 component locations ....................................................... 44 fail safe mode .................................................................. 44 transmission fluid pressure manual valve position switch ............................................................. 45 internal mode switch ....................................................... 46 automatic transmission input (shaft) speed sensor .......... 47 vehicle speed sensor ........................................................ 47 transmission fluid temperature sensor ............................. 48 shift solenoid valves ........................................................ 49 torque converter clutch solenoid valve ........................... 50 pressure control solenoid valve ....................................... 51 components external to the transmission ........................ 52 Explanation of Gear Ranges ......................................................... 9 F Fail Safe Mode ........................................................................... 44 Final Drive Assembly ............................................................... 122 Final Drive Components ............................................................. 30 First Gear (overdrive) ................................................. 62-63, 88-89 Forward Accumulator ................................................................. 40 Forward Clutch ........................................................................... 22 Forward Clutch Assembly ........................................................ 120 Forward Clutch Support Assembly .......................................... 121 Forward Sprag Clutch ................................................................. 21 Fourth Gear (overdrive) .............................................. 68-69, 94-95 G General Description ...................................................................... 9 Glossary Of Technical Terms ............................................ 126-127 H How To Use This Book ............................................................. 4-5 Hydra-matic Product Designation System ............................... 125 Hydraulic Control Components ............................................. 32-43 oil pump assemblies ................................................... 32-33 pressure regulation .......................................................... 34 valves located in the oil pump assembly ......................... 35 components located in the lower control valve body . 36-37 components located in the upper control valve body . 38-39 components located in the driven sprocket support ........ 39 accumulators .............................................................. 40-42 ball check valves – location and function ............... 42A-43 I Illustrated Parts List ........................................................... 107-123 case and associated parts ........................................ 108-110 scavenge, primary and secondary pump assemblies ..... 111 upper control valve body assembly ............................... 112 lower channel plate, control valve body and accumulator housing assembly .................................. 113
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INDEX lower control valve body assembly ............................... 114 accumulator assembly ................................................... 115 driven sprocket support and 2nd clutch assembly ......... 116 reverse clutch and 2nd sprag clutch assemblies ............ 117 3rd clutch and reaction carrier assembly ....................... 118 input carrier and forward sprag clutch assemblies ........ 119 forward clutch assembly ............................................... 120 forward clutch support assembly .................................. 121 final drive assembly ...................................................... 122 parking pawl, actuator assembly and manual shaft ....... 123 Input Carrier and Forward Sprag Clutch Assemblies ............... 119 Internal Mode Switch ................................................................. 46 Introduction .................................................................................. 3 L Low/Reverse Band ..................................................................... 24 Low/Reverse Servo .................................................................... 24 Low Roller Clutch ...................................................................... 25 Lower Channel Plate, Control Valve Body and Accumulator Housing Assembly .................................. 113 Lower Control Valve Body Assembly ..................................... 114 Lubrication Points .................................................................... 104 M Major Mechanical Components ................................................. 10 Manual First – First Gear ....................................... 78-79, 102-103 Manual Second – Second Gear ............................... 76-77, 100-101 Manual Third – Third Gear ........................................ 74-75, 98-99 Manual Valve ............................................................................. 37 N Neutral ..................................................................... 60-61, 86-87 O Oil Pump Assemblies .................................................... 32-33, 111 Operating Conditions - Range Reference Chart ......................... 80 Overdrive Range – First Gear ..................................... 62-63, 88-89 Overdrive Range – Fourth Gear (TCC Released) ................. 68-69 Overdrive Range – Fourth Gear (TCC Applied) ........ 70-71, 94-95 Overdrive Range – Second Gear ................................ 64-65, 90-91 Overdrive Range – Third Gear ................................... 66-67, 92-93 Overdrive Range – 4-3 Downshift .......................... 72-72A, 96-97 Overdrive Range – 3-2 Downshift ..................................... 72B-73 P Park ............................................................................. 56-57, 82-83 Parking Pawl, Actuator Assembly and Manual Shaft .............. 123 Planetary Gear Sets ................................................................ 27-29 description ....................................................................... 27 reduction .................................................................. 28-28A direct drive .............................................................. 28B-29 overdrive ................................................................. 28B-29 reverse direction of rotation .................................... 28B-29 Power Flow ............................................................................ 53-80 mechanical powerflow from TCC ........................... 54-54A common hydraulic functions ................................... 54B-55 park ............................................................................. 56-57 reverse ........................................................................ 58-59 neutral ......................................................................... 60-61 overdrive range – first gear ........................................ 62-63 overdrive range – second gear .................................... 64-65 overdrive range – third gear ....................................... 66-67 overdrive range – fourth gear ..................................... 68-69 overdrive fourth, TCC released to applied .............. 70-70A overdrive fourth, TCC applied to released .............. 70B-71 overdrive range – 4-3 downshift ............................. 72-72A overdrive range – 3-2 downshift ............................. 72B-73
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manual third – third gear ............................................ 74-75 manual second – second gear ..................................... 76-77 manual first – first gear .............................................. 78-79 Preface ....................................................................................... 1 Pressure Control Solenoid Valve .......................................... 38, 51 Pressure Regulation .................................................................... 34 Primary Pump ............................................................................. 33 Principles of Operation ......................................................... 9A-52 major mechanical components ........................................ 10 color legend .............................................................. 10A-B range reference chart ....................................................... 11 torque converter ......................................................... 12-14 apply components ...................................................... 15-25 planetary gear sets ...................................................... 27-29 final drive components .................................................... 30 differential components ................................................... 31 hydraulic control components .................................... 32-43 electrical components ................................................. 44-52 R Range Reference Charts ....................................................... 11, 80 Reverse ..................................................................... 58-59, 84-85 Reverse Accumulator ................................................................. 41 Reverse Clutch ............................................................................ 18 Reverse Clutch and 2nd Sprag Clutch Assemblies .................. 117 S Seal Locations .......................................................................... 106 Scavenge Pump .......................................................................... 32 Scavenge, Primary and Secondary Pump Assemblies ............. 111 Secondary Pump ......................................................................... 33 Second Gear (overdrive) ............................................. 64-65, 90-91 Servo Assembly (4th) ................................................................. 19 Servo Assembly (low/reverse) ............................................. 24, 36 Shift Solenoid Valves ................................................................. 49 Sprag Clutch (2nd) ..................................................................... 17 Sprag Clutch (forward) ............................................................... 21 Stator Assembly .......................................................................... 13 T Table of Contents ......................................................................... 2 Torque Converter Clutch Solenoid Valve ............................ 38, 50 TFP Manual Valve Position Switch ........................................... 45 Third Clutch and Reaction Carrier Assembly .......................... 118 Third Gear (overdrive) ............................................... 66-67, 92-93 Torque Converter Clutch ....................................................... 12-14 converter pump and turbine ............................................ 12 pressure plate ................................................................... 12 stator assembly ................................................................ 13 torque converter apply and release .................................. 14 viscous converter clutch .................................................. 14 Torque Converter Clutch Applied ..................... 14, 70B-71, 94-95 Torque Converter Clutch Released .............................. 14, 70-70A Transmission Fluid Temperature Sensor .................................... 48 Transmission Adapt Function ..................................................... 51 U Understanding The Graphics .................................................. 6-8A Upper Control Valve Body Assembly ...................................... 112 V Valves Located In The Oil Pump Assembly .............................. 35 pressure regulator valve .................................................. 35 pressure regulator boost valve ......................................... 35 secondary pump cut-off ball............................................ 35 Vehicle Speed Sensor ................................................................. 47 Viscous Converter Clutch ........................................................... 14
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