HYDRA-MATIC
4L60-E CONTENTS INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 HOW TO USE THIS BOOK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 UNDERSTANDING THE GRAPHICS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 TRANSMISSION CUTAWAY VIEW (FOLDOUT) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8 GENERAL DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 PRINCIPLES OF OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9A MAJOR MECHANICAL COMPONENTS (FOLDOUT) . . . . . . . . . . . . . . . . . . . 10 RANGE REFERENCE CHART . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11 TORQUE CONVERTER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12 APPLY COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15 PLANETARY GEAR SETS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24 HYDRAULIC CONTROL COMPONENTS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27 ELECTRONIC CONTROL COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34 POWER FLOW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41 COMPLETE HYDRAULIC CIRCUITS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 67 LUBRICATION POINTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 92 BUSHING, BEARING & WASHER LOCATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . 93 SEAL LOCATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 94 ILLUSTRATED PARTS LIST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 95 BASIC SPECIFICATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 103 PRODUCT DESIGNATION SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 104 GLOSSARY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 105 ABBREVIATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 107 INDEX . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 109 NOTES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 110
2
PREFACE The Hydra-matic 4L60-E Technician’s Guide is primarily intended for automotive technicians that have some familiarization with an automatic transaxle or transmission. Other persons using this book 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, some of the terminology used is specific to the transmission industry. Therefore, words commonly associated with a specific transaxle or transmission function have been defined as either throughout this publication or in the Glossary at the end of this book. The Hydra-matic 4L60-E Technician’s Guide is intended to assist technicians during the service, diagnosis and repair of this transmission. However, this book is not intended to be a substitute for other General Motors service publications that are normally used on the job. Since there is a wide range of repair procedures and technical specifications specific to certain vehicles and transmission models, the proper service publication must be referred to when servicing the Hydra-matic 4L60-E transmission.
© COPYRIGHT 1992 POWERTRAIN DIVISION 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 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 Division of General Motors Corp. This includes all text, illustrations, tables and charts.
1
INTRODUCTION The Hydra-matic 4L60-E Technician’s Guide is another Powertrain publication from the Technician’s Guide series. These publications provide in-depth technical information that is useful when learning or teaching the fundamental operations of a transaxle or transmission. This book is designed to graphically illustrate and explain the function of the mechanical, hydraulic, and electrical systems that make up the Hydra-matic 4L60-E transmission. The information contained in this book was developed to be useful for both the inexperienced and experienced technician. The inexperienced technician will find the explanations of the basic operating characteristics of this transmission as valuable when learning the function of each component used in this transmission. The experienced technician will find that this book is a valuable reference source when diagnosing a problem with the vehicle. 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 which further emphasize the operational theories presented. The second major section entitled “Power Flow”, blends the information presented in the “Principles of Operation” section into the complete transmission assembly. The transfer of torque from the engine
through the transmission is graphically displayed on a full page while a narrative description is provided on a facing half page. The opposite side of the half page contains the narrative description of the hydraulic fluid as it applies components or shifts valves in the system. Facing this partial page is a hydraulic schematic that shows the position of valves, checkballs, etc., as they function in a specific gear range. The third major section of this book displays the “Complete Hydraulic Circuit” for specific gear ranges. Foldout pages containing fluid flow schematics and two dimensional illustrations of major components graphically display hydraulic circuits. This information is extremely useful when tracing fluid circuits for learning or diagnosis purposes. The “Appendix” section of this book provides additional transmission information regarding lubrication circuits, seal locations, illustrated parts lists and more. Although this information is available in current model year Service Manuals, its inclusion provides for a quick reference guide that is useful to the technician. Production of the Hydra-matic 4L60-E Technician’s Guide was made possible through the combined efforts of many staff areas within the General Motors Powertrain Division. As a result, the Hydra-matic 4L60-E Technician’s Guide was written to provide the user with the most current, concise and usable information available with regards to this product.
3
HOW TO USE THIS BOOK First time users of this book may find the page layout a little unusual or perhaps confusing. However, with a minimal amount of exposure to this format its usefulness becomes more obvious. If you are unfamiliar with this publication, the following guidelines are helpful in understanding the functional intent for the various page layouts: •
Read the following section, “Understanding the Graphics” to know how the graphic illustrations are used, particularly as they relate to the mechanical power flow and hydraulic controls (see Understanding the Graphics page 6).
•
Unfold the cutaway illustration of the Hydramatic 4L60-E (page 8) and refer to it as you progress through each major section. This cutaway provides a quick reference of component location inside the transmission assembly and their relationship to other components.
•
The Principles of Operation section (beginning on page 9A) presents information regarding the major apply components and hydraulic control components used in this transmission. This section describes “how” specific components work and interfaces with the sections that follow.
•
4
The Power Flow section (beginning on page 41) 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 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, checkballs, 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 67) details the entire hydraulic system. This is accomplished by using a foldout circuit schematic with a facing page two dimensional foldout drawing of each component. The circuit schematics and component drawings display only the fluid passages for that specific operating range.
•
Finally, the Appendix section contains a schematic of the lubrication flow through the transmission, disassembled view parts lists and transmission specifications. This information has been included to provide the user with convenient reference information published in the appropriate vehicle Service Manuals. Since component parts lists and specifications may change over time, this information should be verified with Service Manual information.
HOW TO USE THIS BOOK
Figure 1
5
UNDERSTANDING THE GRAPHICS CASE ASSEMBLY (8)
3-4 ACCUMULATOR PISTON (44)
➤
➤
SPACER PLATE GASKETS (47 & 52)
➤
1-2 ACCUMULATOR PISTON (56)
➤
CONTROL VALVE ASSEMBLY (60)
➤ ➤
TCC SOLENOID (66)
FILTER (72)
SPACER PLATE (48)
➤
SERVO ASSEMBLY (12-29)
➤
➤
BOTTOM PAN (75)
Figure 2
The flow of transmission fluid starts in the bottom pan and is drawn through the filter, main case valve body, transmission case and into the oil pump assembly. This is a general route for fluid to flow that is more easily understood by reviewing the illustrations provided in Figure 2. However, fluid may pass between these and other components many times before reaching a valve or applying a clutch. For this reason, the graphics are designed to show the exact location where fluid passes through a component and into other passages for specific gear range operation. To provide a better understanding of fluid flow in the Hydra-matic 4L60-E transmission, the components involved with hydraulic control and fluid flow are illustrated in three major formats. Figure 3 provides an example of these formats which are:
6
•
A three dimensional line drawing of the component for easier part identification.
•
A two dimensional line drawing of the component to indicate fluid passages and orifices.
•
A graphic schematic representation that displays valves, checkballs, orifices and so forth, required for the proper function of transmission in a specific gear range. In the schematic drawings, fluid circuits are represented by straight lines and orifices are represented by indentations in a circuit. All circuits are labeled and color coded to provide reference points between the schematic drawing and the two dimensional line drawing of the components.
•
Figure 4 (page 7A) 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 7A) 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 EX
2
➤
PRESS REG
CONV FD LINE
EX
EX
PUMP ASSEMBLY (4)
(237)
REVERSE INPUT REV INPUT
4
CC SIGNAL
➤
INTAKE
3
(238)
APPLY OVERRUN CLUTCH FWD CL FEED
RELEASE
➤
(239)
LINE
CONV FD
COOLER
CONVERTER CLUTCH VALVE
EX
FILTER (232)
1
DECREASE
PRESSURE RELIEF VALVE
➤
EX
BOOST VALVE
RELEASE
AIR BLEED (240) EX
➤
PUMP COVER (215)
➤
PUMP BODY (200)
APPLY OVERRUN CLUTCH FWD CL FEED
OIL PUMP ASSEMBLY (4)
EX (237) TORQUE SIG
REV INPUT
TWO DIMENSIONAL
LINE REVERSE INPUT
OVERRUN CLUTCH FWD CL FEED
TCC SOLENOID (66) N.O.
THREE DIMENSIONAL
INTAKE
EX EX
EX
GRAPHIC SCHEMATIC REPRESENTATION
OVERRUN CL 3-4 ACCUM SERVO FD OVERRUN D3 3-4 ACC SERVO FD
PRESSURE CONTROL SOLENOID
EX
EX
2ND CL 3-4 ACCUM OVERRUN CL SERVO FD
3-2 SIG
ORIFICED EX
SIGNAL A
D4
EX
REV INPUT
LO
LO/1ST
SOL A N.O.
1-2 SHIFT VALVE
D4-3-2
3-4 CL
EX
➤
O' EX
3-4 CL 3-2 SIG
REVERSE
EX
EX
3-4 CL
3-2 CONT SOL N.C.
SIGNAL A D4-3-2 LO LO/1ST D4 SIGNAL A
D4-3-2
AFL
EX
REV ABUSE
3-2 DOWNSHIFT
2ND CL
2ND ORIFICED EX EX ACTUATOR FEED LIMIT
2ND
EX ACTUATOR FEED LIMIT
3-2 CONTROL
3
2
1
REV INPUT
EX
R N D
EX
FWD CL FD
VALVE BODY (60) P
PR LO/REV
EX
D4
3RD ACC ACTUATOR FEED LIMIT
3-4 CL REVERSE
LO/1ST
LO/REV LO/1ST LO/REV PR FWD CL FD
MANUAL VALVE
FORWARD CLUTCH ACCUMULATOR
D2 LO
EX
D3
PR
D4
EX REVERSE
LINE
3RD ACC
LO OVERRUN
FORWARD ABUSE
EX ➤
FILTERED AFL ACTUATOR FEED LIMIT
EX
EX ➤
2ND
3-4 CL 3-4 CL 3-2 SIG 3-2 SIG
SOL B N.O.
2-3 SHUTTLE
SIGNAL A
4TH SIG 3-4 SIG
4TH SIG 3-4 SIG SIGNAL A 2ND
EX
2-3 SHIFT VALVE
3-4 SIG
3-4 SHIFT VALVE
EX
4TH SIGNAL A
D3
2ND ACCUMULATOR D2 D4-3-2 ACTUATOR FEED LIMIT SIGNAL B
EX
OVERRUN CL FD 3-4 SIG
SIGNAL A D3
D2
D3
EX
EX
4-3 SEQUENCE VALVE
EX
3-4 ACC SERVO FD 2ND
3-4 RELAY
D4 ACCUMULATOR
ACCUM VALVE
OVERRUN
SERVO FD 2ND 4TH SIG
EX OVERRUN CL FD 4TH
D4
EX
EX
2ND CL SERVO FD
D4-3-2
EX
➤
EX
ACTUATOR FEED LIMIT
CONV CL SIGNAL VALVE
EX
LINE CC SIG LINE CC SIG
LINE CC SIG LINE
TORQUE SIG
AFL
AFL
CASE SIDE
FILTERED AFL
CONTROL VALVE BODY ASSEMBLY (60)
FORWARD CL FD
THREE DIMENSIONAL
TWO DIMENSIONAL
GRAPHIC SCHEMATIC REPRESENTATION
1-2 ACCUMULATOR COVER (57)
20c
ACCUM
CASE SIDE
2ND CL
2ND CL
1-2 ACCUMULATOR 1-2 ACCUMULATOR COVER (57)
THREE DIMENSIONAL
GASKET (47)
SPACER PLATE (48)
TWO DIMENSIONAL
GASKET (52)
GRAPHIC SCHEMATIC REPRESENTATION UNRESTRICTED PASSAGE
VALVE BODY SIDE SPACER PLATE GASKET
GASKET ➤
➤
➤
➤
ORIFICE IN SPACER PLATE ➤
THREE DIMENSIONAL
TWO DIMENSIONAL
Figure 3
GRAPHIC SCHEMATIC REPRESENTATION
FOLDOUT ➤
7
HYDRA-MATIC 4L60-E CASE ASSEMBLY
TURBINE SHAFT
8
REVERSE INPUT CLUTCH
TORQUE CONVERTER ASSEMBLY
INPUT CLUTCH HOUSING
STATOR ROLLER CLUTCH
OVERRUN CLUTCH
PUMP ASSEMBLY
FORWARD CLUTCH
2-4 BAND ASSEMBLY
FORWARD SPRAG CL ASSEMBLY
INSIDE DETENT LEVER
Figure 6
3-4 CLUTCH
MANUAL SHAFT
INPUT PLANETARY GEARSET
CONTROL VALVE ASSEMBLY
LO AND REVERSE CLUTCH
LO ROLLER CLUTCH ASSEMBLY
PARKING LOCK ACTUATOR ASSEMBLY
REACTION PLANETARY GEARSET
PARKING PAWL
OUTPUT SHAFT
SPEED SENSOR
GENERAL DESCRIPTION The Hydra-matic 4L60-E is a fully automatic, four speed, rear wheel drive transmission. It consists primarily of a four-element torque converter, two planetary gear sets, various clutches, an oil pump, and a control valve body. 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 transmit power smoothly 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 of the gear ratios is fully automatic and is accomplished through the use of various electronic powertrain sensors that provide input signals to the Powertrain Control Module (PCM). The PCM interprets these signals to send current to the various solenoids inside the transmission.
By using electronics, the PCM controls shift points, shift feel and torque converter clutch apply and release, to provide proper gear ranges for maximum fuel economy and vehicle performance. Five multiple-disc clutches, one roller clutch, a sprag clutch, and a brake band provide the friction elements required to obtain the various ratios with planetary gear sets. A hydraulic system (the control valve body), pressurized by a vane type pump provides the working pressure needed to operate the friction elements and automatic controls. Several electronic solenoids and sensors in the powertrain work in conjunction with the vehicle’s PCM to control various shift points, shift feel and converter clutch apply and release.
EXPLANATION OF GEAR RANGES
P
R
N
D
D
2
1
Figure 8
The transmission can be operated in any one of the seven different positions shown on the shift quadrant (Figure 8). P – Park position enables the engine to be started while preventing the vehicle from rolling either forward or backward. For safety reasons, the vehicle’s parking brake should be used with the transmission in the “Park” position. Since the output shaft is mechanically locked to the case through the parking pawl and reaction internal gear, Park position should not be selected until the vehicle has come to a complete stop. R – Reverse enables the vehicle to be operated in a rearward direction. N – Neutral position enables the engine to start and operate without driving the vehicle. If necessary, this position should be selected to restart the engine while the vehicle is moving. D – Overdrive range should be used for all normal driving conditions for maximum efficiency and fuel economy. Overdrive range allows the transmission to operate in each of the four forward gear ratios. When operating in the Overdrive range, shifting to a lower or
higher gear ratio is accomplished by depressing the accelerator or by manually selecting a lower gear with the shift selector. The transmission should not be operated in Overdrive range when pulling heavy loads. Typically these conditions put an extra load on the engine, therefore the transmission should be driven in a lower manual gear selection for maximum efficiency. D – Manual Third should be used when driving conditions dictate that it is desirable to use only three gear ratios. These conditions include towing a trailer or driving on hilly terrain. Automatic shifting is the same as in Overdrive range for first, second and third gears except the transmission will not shift into Fourth gear. 2 – Manual Second gear range prevents the transmission from operating in any gear other than second. This allows the transmission to start moving the vehicle in second gear which may be helpful under slippery conditions such as snow or ice. Manual Second also provides additional engine compression braking by not allowing the transmission to shift above second gear. Note: Some vehicle applications will downshift into first gear when the transmission is in Manual Second under heavy throttle conditions at low speed. 1 – Manual First can also be selected at any vehicle speed, however, the transmission will not shift into first gear until vehicle speed slows to below approximately 48 to 56 km/h (30 to 35 mph). Above this speed the transmission will remain in second gear. Manual First is particularly beneficial for maintaining maximum engine braking when descending steep grades. FOLDOUT ➤ 9
MAJOR MECHANICAL COMPONENTS TORQUE CONVERTER ASSEMBLY (1)
PUMP ASSEMBLY (4)
TRANSMISSION CASE (8)
SPLINED TOGETHER
SPLINED TOGETHER
INPUT INTERNAL GEAR (664)
INPUT CARRIER ASSEMBLY (662) FORWARD SPRAG INPUT ASSEMBLY SUN GEAR (642) (658)
SPLINED TOGETHER
INPUT HOUSING & SHAFT ASSEMBLY (621)
SPLINED TOGETHER
SPLINED TOGETHER
SPLINED TOGETHER
SPLINED TO OUTPUT SHAFT (687)
REVERSE INPUT CLUTCH HOUSING (605) 2-4 BAND ASSEMBLY (602) FORWARD CLUTCH OUTER RACE (644) OVERRUN CLUTCH HUB (639)
SERVO ASSEMBLY SPLINED TO TORQUE CONVERTER TURBINE
LOCKS TOGETHER WITH REACTION SUN SHELL (670)
BAND ANCHOR PIN (41) LO & REVERSE CLUTCH SUPPORT ASSEMBLY (679)
TRANSMISSION CASE (8) TRANSMISSION CASE (8)
LO & REVERSE ROLLER CLUTCH RACE (675)
REACTION INTERNAL GEAR (684) LO & REVERSE CLUTCH PLATE ASSEMBLY (682) SPLINED TO REACTION CARRIER SHAFT (666)
PARKING BRAKE PAWL (81)
SPLINED TOGETHER
PARKING LOCK ACTUATOR ASSEMBLY (85) REACTION CARRIER ASSEMBLY (681)
LOCKS TOGETHER WITH REVERSE INPUT CLUTCH HOUSING (605)
10
Figure 9
OUTPUT SHAFT (687)
SPLINED TO INPUT CARRIER ASSEMBLY (662)
MANUAL SHAFT (84)
LO & REVERSE ROLLER CLUTCH ASSEMBLY (678)
SPEED SENSOR ROTOR (699)
PARKING PAWL RETURN SPRING (80)
REACTION SUN SHELL (670)
REACTION SUN GEAR (673)
REACTION CARRIER SHAFT (666)
INSIDE DETENT LEVER (88)
SPLINED TO REACTION CARRIER ASSEMBLY (681)
COLOR LEGEND
RANGE REFERENCE CHART
COLOR LEGEND
MAJOR MECHANICAL COMPONENTS
APPLY COMPONENTS
The foldout graphic on page 10 contains a disassembled drawing of the major components used in the Hydra-matic 4L60-E transmission. This drawing, along with the cross sectional illustrations on page 8 and 8A, show the major mechanical components and their relationship to each other as a complete assembly. Therefore, color has been used throughout this book to help identify parts that are splined together, rotating at engine speed, held stationary, and so forth. Color differentiation is particularly helpful when using the Power Flow section for understanding the transmission operation.
The Range Reference Chart on page 11, provides another valuable source of information for explaining the overall function of the Hydra-matic 4L60-E transmission. This chart highlights the major apply components that function in a selected gear range, and the specific gear operation within that gear range.
The color legend below provides the “general” guidelines that were followed in assigning specific colors to the major components. However, due to the complexity of this transmission, some colors (such as grey) were used for artistic purposes rather than based on the specific function or location of that component.
Included as part of this chart is the same color reference to each major component. If a component is active in a specific gear range, a word describing its activity will be listed in the column below that component. The row where the activity occurs corresponds to the appropriate transmission range and gear operation. An abbreviated version of this chart can also be found at the top of the half page of text located in the Power Flow section. This provides for a quick reference when reviewing the mechanical power flow information contained in that section.
Components that are stationary. Examples: Case (8), Oil Pump Assembly (4), Lo & Reverse Clutch Support (679), Extension Housing (31). Components that rotate at engine speed. Examples: Torque Converter Cover and Pump, and the Oil Pump. Components that rotate at turbine speed. Examples: Converter Turbine, Pressure Plate, Turbine Shaft and Input Housing Assembly (621). Components that rotate at transmission output speed and other components. Examples: Reaction Internal Gear (684), Output Shaft (687), Speed Sensor Rotor (699), Forward Sprag Assembly (642), and Lo & Reverse Roller Clutch Assembly (678). Components such as the Stator in the Torque Converter (1), Reverse Input Housing (605) and Reaction Sun Shell (670).
SHIFT SOLENOIDS RANGE
GEAR
PARK
Components such as the Reaction Carrier Assembly (681) and Input Internal Gear (664).
“B”
ON
ON
* ON * ON *
REVERSE NEUTRAL
Components such as the Overrun Clutch Hub (639) and Input Sun Gear (658).
“A”
2-4 BAND
ON
ON
2nd
OFF
ON
3rd
OFF
OFF
4th
ON
OFF
1st
ON
ON
2nd
OFF
ON
3rd
OFF
OFF
1st
ON
ON
2nd
OFF
ON
1st
ON
ON
2nd
OFF
ON
OVERRUN CLUTCH
FORWARD CLUTCH
FORWARD SPRAG CL. ASSEMBLY
3-4 CLUTCH
LO ROLLER CLUTCH
LO/REV. CLUTCH APPLIED
* ON * ON *
1st
REVERSE INPUT CLUTCH
APPLIED
APPLIED
APPLIED
APPLIED
HOLDING
APPLIED
HOLDING
APPLIED
HOLDING
HOLDING
D
All bearings, bushings, gaskets and spacer plates.
All seals
D
APPLIED
APPLIED
APPLIED
APPLIED
HOLDING
APPLIED
HOLDING
APPLIED
APPLIED
HOLDING
APPLIED
APPLIED
HOLDING
APPLIED
APPLIED
HOLDING
APPLIED
APPLIED
HOLDING
APPLIED
APPLIED
HOLDING
APPLIED
APPLIED
HOLDING
APPLIED HOLDING
2
1
*
APPLIED
APPLIED
HOLDING
APPLIED
SOLENOID “A” & “B” OPERATION AND THE SHIFT VALVE POSITIONING IN P.R.N. RANGES ARE A FUNCTION OF THE INPUT TO THE SOLENOIDS FROM THE VSS. UNDER NORMAL OPERATING CONDITIONS THE SOLENOIDS ARE ON IN P,R,N.
NOTE: A MANUAL SECOND - FIRST GEAR CONDITION IS ONLY AVAILABLE ON SOME MODELS. OTHERWISE, THIS CONDITION IS ELECTRONICALLY PREVENTED.
10A
10B
Figure 10
11
TORQUE CONVERTER TURBINE THRUST SPACER (B)
CONVERTER HOUSING COVER ASSEMBLY (A)
PRESSURE PLATE SPRING (E)
DAMPER ASSEMBLY (D) PRESSURE PLATE ASSEMBLY (C)
TORQUE CONVERTER:
The torque converter (1) is the primary component for transmittal of power between the engine and the transmission. It is bolted to the engine flywheel (also known as the flexplate) so that it will rotate at engine speed. The major functions of the torque converter are: • to provide a fluid coupling for a smooth conversion of torque from the engine to the mechanical components of the transmission. • to multiply torque from the engine which enables the vehicle to achieve additional performance when required. • to mechanically operate the transmission oil pump (4) through the converter hub.
TORQUE CONVERTER ASSEMBLY (1)
THRUST BEARING ASSEMBLY (H)
TURBINE ASSEMBLY (F) C
STATOR ASSEMBLY (G) A
CONVERTER PUMP ASSEMBLY (I) F I TCC RELEASED
RELEASE FLUID ➤ RETAINER & BALL ASSEMBLY (617)
➤
CONVERTER HUB
• to provide a mechanical link, or direct drive, from the engine to the transmission through the use of the torque converter clutch (TCC), or pressure plate (C).
STATOR SHAFT (216)
The torque converter assembly consists of the following five main sub-assemblies: • a converter housing cover assembly (A) which is bolted to the engine flywheel and is welded to the converter pump assembly (I).
RELEASE FLUID
TURBINE SHAFT
• a converter pump assembly (I) which is the driving member. • a turbine assembly (F) which is the driven or output member. • a stator assembly (G) which is the reaction member located between the converter pump and turbine assemblies.
B
H E
• a pressure plate assembly (C) splined to the turbine assembly to provide a mechanical direct drive when appropriate.
G
CONVERTER PUMP ASSEMBLY AND TURBINE ASSEMBLY D
➤ APPLY FLUID ➤
12
➤
When the engine is running the converter pump assembly acts as a centrifugal pump by picking up fluid at its center and discharging it at its rim between the blades (see Figure 12). The force of this fluid then hits the turbine blades and causes the turbine to rotate. The turbine shaft is splined to the converter turbine to provide the input to the transmission. As the engine and converter pump increase in RPM, so does the turbine assembly and turbine shaft. However, with the pressure plate released, turbine speed does not equal engine speed due to the small amount of slip that occurs in a fluid coupling.
APPLY FLUID
Figure 11
TCC APPLIED
TORQUE CONVERTER PRESSURE PLATE, DAMPER AND CONVERTER HOUSING ASSEMBLIES
The pressure plate is splined to the turbine hub and applies (engages) with the converter cover to provide a mechanical coupling of the engine to the transmission. When the pressure plate assembly is applied, the small amount of slippage that occurs through a fluid coupling is eliminated, thereby providing a more efficient transfer of engine torque to the transmission and drive wheels. The bottom half of the cutaway view of the torque converter in Figure 11 shows the pressure plate in the apply position while the top half shows the released position. Refer to Torque Converter Release and Apply on pages 56 and 57 for an explanation of hydraulic control of the torque converter clutch.
To reduce torsional shock during the apply of the pressure plate to the converter cover, a spring loaded damper assembly (D) is used. The damper assembly is splined to the turbine assembly and the damper’s pivoting mechanism is attached to the pressure plate assembly. When the pressure plate applies, the pivoting mechanism allows the pressure plate to rotate independently of the damper assembly up to approximately 45 degrees. The cushioning effect of the damper assembly springs aid in reducing converter clutch apply feel and irregular torque pulses from the engine or road surface.
FLUID FLOW
STATOR ASSEMBLY (G) TURBINE ASSEMBLY (F)
CONVERTER PUMP ASSEMBLY (I)
Figure 12 STATOR ASSEMBLY
STATOR HELD FLUID FLOW REDIRECTED
The stator assembly is located between the pump assembly and turbine assembly and is mounted on a roller clutch. The roller clutch is a type of one-way clutch that prevents the stator from rotating in a counterclockwise direction. The function of the stator is to redirect fluid returning from the turbine which assists the engine in turning the converter pump assembly, thereby multiplying torque.
STATOR ROTATES FREELY
At low vehicle speeds, when greater torque is needed, fluid from the turbine hits the front side of the stator blades (converter multiplying torque). The roller clutch prevents the stator from rotating in the same direction as the fluid flow, thereby redirecting the fluid and increasing the fluid force on the pump assembly. Fluid from the converter pump then has more force to turn the turbine assembly and multiply engine torque.
STATOR
CONVERTER MULTIPLYING
FLUID FLOW FROM TURBINE
CONVERTER AT COUPLING SPEED
As vehicle speed increases, centrifugal force changes the direction of fluid leaving the turbine such that it hits the back side of the stator blades (converter at coupling speed). When this occurs, the stator overruns the roller clutch and rotates freely. Fluid is no longer redirected and torque is no longer multiplied. Figure 13
13
APPLY COMPONENTS APPLY COMPONENTS
The “Apply Components” section is designed to explain the function of the hydraulic and mechanical holding devices used in the Hydramatic 4L60-E transmission. Some of these apply components, such as clutches and bands, are hydraulically “applied” and “released” in order to provide automatic gear range shifting. Other components, such as a roller clutch or sprag clutch, often react to a hydraulically “applied” component by mechanically “holding” or “releasing” another member of the transmission. This interaction between the hydraulically and mechanically applied components is then explained in detail and supported with a graphic illustration. In addition, this section shows the routing of fluid pressure to the individual components and their internal operation when the component applies or releases.
The sequence in which the components in this section have been discussed coincides with their physical arrangement inside the transmission. This order closely parallels the disassembly sequence used in the Hydra-matic 4L60-E Unit Repair Section located in Section 7 of the appropriate Service Manual. It also correlates with the components shown on the Range Reference Charts that are used throughout the Power Flow section of this book. The correlation of information between the sections of this book helps the user to more clearly understand the hydraulic and mechanical operating principles for this transmission.
Figure 14
15
APPLY COMPONENTS SERVO ASSEMBLY ASSEMBLY and 2-4 BAND SERVO RETAINING RING (29)
CUSHION SPRING (16)
RETAINER SPRING RING RETAINER (14) (15)
CASE (8)
2-4 BAND ASSEMBLY (602)
The servo assembly and 2-4 band (602) are located in the front of the transmission case and applied in Second and Fourth gears. In Third gear, the servo assembly releases the band and acts as an accumulator for the 3-4 clutch apply. The band is held stationary to the transmission case by the band anchor pin (49) and wraps around the reverse input housing (605). When compressed by the servo assembly, the 2-4 band holds the reverse input housing stationary to the transmission case.
2-4 SERVO COVER (28) APPLY PIN SPRING (22)
LUBE WINDOW
4TH APPLY PISTON (25) INNER SERVO PISTON HOUSING (20) RETURN SPRING (12)
2ND APPLY PISTON (17)
29
28
SERVO APPLY PIN (13)
25
24
23
22
20
BAND ANCHOR PIN (41)
17
16
15
14
13
12
2-4 Band Applied - Second Gear
In Third gear, 3rd accumulator fluid is routed to the release side of the 2nd #7 CHECKBALL
➤
4TH
SECOND GEAR – 2-4 SERVO APPLIED
16
EX
➤ 2ND
➤
3RD CLUTCH ACCUM
In Fourth gear, 4th fluid is routed through the center of the apply pin and acts on the apply side of the 4th apply piston (25). 4th fluid pressure moves the 4th apply piston (25) and apply pin (13) to apply the band. The 4th apply piston moves against the 4th apply spring (22) to help cushion the band apply in Fourth gear. #7 CHECKBALL
➤
➤
➤
➤
➤ 2ND
2-4 Band Applied - Fourth Gear
#7 CHECKBALL
➤
EX
3-4 clutch. The movement of the 2nd apply piston against 2nd clutch fluid pressure acts as an accumulator to absorb initial 3-4 clutch apply fluid. This action helps cushion the 3-4 clutch apply, as well as release the 2-4 band.
3RD CLUTCH ACCUM
➤
4TH
THIRD GEAR – 2-4 SERVO RELEASED
Figure 15
➤
EX
➤ 2ND
➤
2-4 Band Release and 3-4 Clutch Accumulation
apply piston. The surface area on the release side of the 2nd apply piston (17) and servo cushion spring retainer (15) is greater than the surface area that 2nd clutch fluid pressure covers on the apply side of the piston. Therefore, the force from 3rd accumulator fluid pressure, in addition to servo return spring (12) force, overcomes the force of 2nd clutch fluid pressure. The 2nd apply piston then moves the apply pin (13) away from the 2-4 band to release the band from the reverse input housing. 3rd accumulator fluid is fed by 3-4 clutch fluid which is used to apply the
➤
To apply the 2-4 band in Second gear, 2nd clutch fluid is routed to the apply side of the 2nd apply piston (17). 2nd clutch fluid pressure moves the piston against servo cushion (16) and servo return (12) spring forces. These spring forces help cushion the 2-4 band apply in Second gear. The 2nd apply piston moves the apply pin (13) to compress the band around the reverse input housing.
3RD CLUTCH ACCUM
➤
4TH
FOURTH GEAR – 2-4 SERVO APPLIED
APPLY COMPONENTS REVERSE INPUT CLUTCH The reverse input clutch is located in the reverse input housing (605) and is used to provide an input to drive the vehicle in Reverse (R). The steel clutch plates (612A) are splined to the reverse input REVERSE housing while the fiber clutch plates
(612B) are splined to the input housing and turbine shaft assembly (621). When applied, the reverse input clutch transfers engine torque from the input housing to the reverse input housing.
INPUT HOUSING (605)
Reverse Input Clutch Applied
To apply the reverse input clutch, reverse input fluid is fed from the oil pump, through the stator REVERSE shaft (214) and to the reverse input housing. Feed INPUT HOUSING holes in the inner hub of the reverse input housing (605) allow reverse input fluid to enter the housing behind the reverse input clutch piston (607). Any air in the reverse input fluid circuit will exhaust through the fluid bleed hole to prevent excess cushion during the clutch apply. As fluid pressure PISTON increases, the piston compresses the steel, fiber ASSEMBLY and belleville (611) clutch plates together until (607) they are held against the reverse input clutch backing plate (613). The backing plate is splined to the housing and held in place by the retaining ring (614). LUBE INPUT With the clutch plates applied, the belleville plate SHAFT is compressed to cover the fluid bleed hole and prevent fluid from exhausting. The belleville plate also functions to assist spring force in cushioning the clutch apply. When fully applied, the steel and STATOR fiber plates are locked together to hold the reverse SHAFT (214) input housing and input housing together.
OUTER SEAL (608)
INNER SEAL (608)
SPRING ASSEMBLY (609) RETAINING RING (610)
Reverse Input Clutch Release
To release the reverse input clutch, reverse input fluid exhausts from the reverse input housing and back through the stator shaft. Without fluid pressure, force from the piston spring assembly and belleville plate moves the reverse input clutch piston away from the clutch pack. This disengages the clutch plates from the backing plate and disconnects the reverse input housing from the input housing assembly. Centrifugal force, resulting from the reverse input housing rotating, forces residual fluid to the outside of the piston cavity. During the clutch release the belleville plate moves away from the fluid bleed hole. This allows residual fluid at the outside of the piston housing to exhaust through the bleed hole. If this fluid did not completely exhaust from behind the piston there could be a partial apply, or drag of the reverse input clutch plates.
607
609
610
611
SELECTIVE BACKING PLATE (613)
REVERSE APPLY FLUID
RETAINING RING (614)
BELLEVILLE PLATE (611)
612A
612B
Figure 16
STEEL PLATE (612A)
FIBER PLATE (612B)
613
614
17
APPLY COMPONENTS OVERRUN CLUTCH
INPUT HOUSING (621)
TURBINE SHAFT
The overrun clutch assembly is located in the input housing and turbine shaft assembly (621) and is only applied in the Manual Gear ranges. The steel clutch plates (645A) are splined to the input housing while the fiber clutch plates (645B) are splined to the overrun clutch hub (639). When applied, the overrun clutch plates force the overrun clutch hub to rotate at the same speed as the input housing. This prevents the forward sprag clutch from being overrun during coast conditions, thereby providing engine compression braking to slow the vehicle. OVERRUN CLUTCH CHECKBALL APPLIED RELEASED
Overrun Clutch Applied
To apply the overrun clutch, overrun clutch fluid is routed 633 through the turbine shaft and into the input housing behind the overrun clutch piston (632). Overrun clutch fluid pressure seats the overrun clutch checkball (633), ➤➤ which is located in the overrun clutch piston, and moves the piston to compress the overrun clutch spring assembly (634). Any air in the overrun clutch fluid circuit will exhaust past the checkball before it fully seats to prevent excess cushion during the clutch apply. As fluid pressure increases, the piston compresses the steel and fiber clutch plates together until they are held against the forward clutch apply plate (646). When fully applied, INPUT HOUSING the steel and fiber plates are locked together and (621) hold the overrun clutch hub to the input housing.
TURBINE SHAFT
633
➤ ➤ ➤ ➤ EX OVERRUN CLUTCH PISTON (632)
STEEL CLUTCH PLATE (645A)
FIBER CLUTCH PLATE (645B)
LUBE PASSAGE
SNAP RING (635)
Overrun Clutch Released
OVERRUN
To release the overrun clutch, CLUTCH APPLY overrun clutch fluid exhausts FLUID from the input housing and back through the turbine shaft. Without fluid pressure, force from the piston spring assembly moves the overrun clutch piston away from the clutch pack. This disengages the clutch plates from the forward clutch apply plate and disconnects the overrun clutch hub from the input housing. During the exhaust of overrun clutch fluid, the overrun clutch checkball unseats (see illustration). Centrifugal force, resulting from the input housing rotating, forces residual overrun clutch fluid to the outside of the piston housing and past the unseated checkball. If this fluid did not completely exhaust from behind the piston there could be a partial apply, or drag of the overrun clutch plates. 633 632 634 635
18
OUTER INNER SEAL SEAL (631) (631)
645A
Figure 17
645B
SPRING ASSEMBLY (634)
APPLY COMPONENTS FORWARD CLUTCH
INPUT HOUSING (621)
627
EX
➤
TURBINE SHAFT
627
➤
Also included in the forward clutch assembly is a steel waved plate (648) that, in addition to the spring assembly, helps cushion the clutch apply. When fully applied, the steel and fiber plates are locked together and hold the input housing and forward clutch outer race together.
FORWARD CLUTCH HOUSING CHECKBALL APPLIED RELEASED
➤
To apply the forward clutch, forward clutch feed fluid is routed through the turbine shaft and into the input housing behind the forward clutch piston (630). Forward clutch feed fluid pressure seats the forward clutch housing checkball, which is located in the forward clutch housing (627), and moves the piston to compress the piston spring assembly (634). Any air in the forward clutch feed fluid circuit will exhaust past the checkball before it fully seats to prevent excess cushion during the clutch apply. As fluid pressure increases, the piston moves the apply plate (646) and compresses the steel and fiber clutch plates together until they are held against the selective forward clutch backing plate (650). The backing plate, which is selective for assembly purposes, is splined to the input housing and held in place by the retaining ring (651).
INPUT HOUSING (621)
➤
Forward Clutch Applied
➤
TURBINE SHAFT
The forward clutch assembly is located in the input housing and turbine shaft assembly (621) and is applied in all forward drive ranges. The steel clutch plates (649A) are splined to the input housing while the fiber clutch plates (649B) are splined to the forward clutch outer race (644). When applied, the forward clutch plates transfer engine torque from the input housing to the forward clutch outer race and forward sprag clutch assembly.
APPLY WAVED SELECTIVE RETAINING SPRING BACKING RING ASSEMBLY PLATE PLATE PLATE (648) (648) (646) (634) (650)
FORWARD CLUTCH APPLY FLUID
Forward Clutch Released
To release the forward clutch, forward clutch feed fluid exhausts from the input housing and back through the turbine shaft. Without fluid pressure, force from the piston spring assembly and waved plate moves the forward clutch piston away from the clutch pack. This disengages the clutch plates from the backing plate and disconnects the input housing from the forward clutch outer race. During the exhaust of forward clutch feed fluid, the forward clutch housing checkball unseats (see illustration). Centrifugal force, resulting from the input housing rotating, forces residual forward clutch feed fluid to the outside of the piston housing and past the unseated checkball. If this fluid did not completely exhaust from behind the piston there could be a partial apply, or drag of the forward clutch plates. 627
628
630
632
634
635
"O" RING INNER FORWARD OUTER FORWARD STEEL FIBER CLUTCH SEAL SEAL SEAL CLUTCH PLATE PLATE (622) (629) HOUSING (629) PISTON (649A) (649B) (628) (630)
646
648
Figure 18
649A
649B
650
651
19
APPLY COMPONENTS 3-4 CLUTCH
AIR BLEED ORIFICE CUP PLUG (698)
The 3-4 clutch assembly is located in the input housing and turbine shaft assembly (621) and is applied in Third and Fourth gears. The steel clutch plates (654B/C) are splined to the input housing while the fiber clutch plates (654A) are splined to the input internal gear (664). When applied, the 3-4 clutch plates transfer engine torque from the input housing to the input internal gear.
INPUT HOUSING (621)
TURBINE SHAFT
3-4 CLUTCH CHECKBALL APPLIED RELEASED 620
➤
➤
TURBINE SHAFT
620
EX
3-4 CLUTCH PISTON (623)
➤ ➤
To apply the 3-4 clutch, 3-4 clutch fluid is routed through the turbine shaft and into the input housing behind the 3-4 clutch piston (623). 3-4 clutch fluid pressure seats the 3-4 clutch checkball (620), which is located in the input housing, and moves the piston against the 3-4 clutch apply ring (625). The apply ring compresses the 3-4 clutch spring assembly (626) which helps cushion the 3-4 clutch apply. Any air in the 3-4 clutch fluid circuit will exhaust past the 3-4 clutch checkball before it fully seats to prevent excess cushion during the clutch apply. As fluid pressure increases, the apply ring moves against the retainer ring plate (652) and stepped apply plate (653). This force compresses the steel and fiber clutch plates (654) together until they are held against the selective 3-4 clutch backing plate (655). The backing plate, which is selective for assembly purposes, is splined to the input housing and held in place by the retaining ring (656).
➤
3-4 Clutch Applied
SPRING STEPPED BOOST RETAINING RING ASSEMBLY APPLY SPRING (656) PLATE (634) (600) (653)
INPUT HOUSING (621)
3-4 CLUTCH APPLY FLUID
3-4 Clutch Released
To release the 3-4 clutch, 3-4 clutch fluid exhausts from the input housing and back through the turbine shaft. Without fluid pressure, force from the piston spring assembly and boost springs (600) move the 3-4 clutch apply ring and piston away from the clutch pack. This disengages the clutch plates from the backing plate and disconnects the input housing from the forward clutch outer race. During the exhaust of 3-4 clutch fluid, the 3-4 clutch checkball unseats (see illustration). Centrifugal force, resulting from the input housing rotating, forces residual 3-4 clutch fluid to the outside of the piston housing and past the unseated checkball. If this fluid did not completely exhaust from behind the piston there could be a partial apply, or drag of the 3-4 clutch plates. 623
20
625
626
652
AIR BLEED OUTER ORIFICE SEAL CUP PLUG (624) (698)
653
654C 654A
Figure 20
INNER SEAL (624)
3-4 CLUTCH RETAINER STEEL FIBER PLATE PLATE APPLY RING RING (654A) (654B) (625) PLATE (652)
654B
655
656
APPLY COMPONENTS FORWARD SPRAG CLUTCH ASSEMBLY
FORWARD CLUTCH SPRAG ASSEMBLY (638-644)
The forward sprag clutch assembly (642) is located between the forward clutch race (644) and the sprag race & retainer assembly (641). The sprag race and retainer is connected to both the overrun clutch hub (639) and input sun gear while the forward clutch race is splined to the forward clutch plates. The sprag clutch is a type of one-way clutch that transfers engine torque from the forward clutch to the input sun gear during acceleration in First, Second and Third gears in Overdrive Range. When the throttle is released in these gear ranges the sprag clutch is overrun to allow the vehicle to coast freely.
Forward Sprag Clutch Holding
When the forward clutch is applied, engine torque is transferred to the forward clutch race (644) which functions as the outer race for the sprag assembly. The rotation of the outer race pivots the sprags toward their long diagonals. The length of the long diagonal (distance A) is greater than the distance between the outer race and inner race (641). This causes the sprags to “lock” between the inner and outer races and transfer engine torque from the forward clutch race to the inner race and input sun gear (658).
OUTER RACE (644)
OVERRUN CLUTCH HUB (639)
FORWARD SPRAG ASSEMBLY (642)
SPRAG CLUTCH HOLDING OUTER RACE DRIVING THE INNER RACE OUTER RACE (644)
➤
(B)
➤
➤ ➤
(A) INNER RACE (641)
LD HE
SPRAG CLUTCH RELEASED INNER RACE ROTATES FASTER THAN OUTER RACE OUTER RACE (644)
RETAINING RING (638)
SPRAG RETAINER (643)
FRE E
INNER RACE (641)
Forward Sprag Clutch Released
The sprag clutch releases when the sprags pivot toward their short diagonals. The length of the short diagonals (B) is less than the distance between the inner and outer sprag races. This occurs when power flow drives the input sun gear and sprag race and retainer assembly faster than the forward clutch drives the forward clutch race (644). During acceleration the sprag clutch is overrun only in Fourth gear. Coast Conditions
The sprag clutch is also overrun during coast conditions, or deceleration, in the following gear ranges: - Overdrive Range - First, Second and Third Gears - Manual Third - First and Second Gears - Manual Second - First Gear 638
639
INNER RACE AND RETAINER (641)
643
During coast conditions, power from vehicle speed drives the input sun gear faster than engine torque drives the forward clutch race (644). In this situation, the sprag race and retainer assembly (641), which is splined to the sun gear, overruns the sprag clutch and allows the vehicle to coast freely. Overrun Clutch Applied
When the overrun clutch is applied (see range reference chart) it holds the overrun clutch hub and sun gear together. These components are then forced to rotate at the same speed as the input housing. This prevents the input sun gear from being driven faster than the forward clutch race (644). During coast conditions when the throttle is released, power from vehicle speed is then transferred back to the torque converter and engine compression slows the vehicle.
642
Figure 20
643
644
641
21
APPLY COMPONENTS LO ROLLER CLUTCH
LO ROLLER CLUTCH ASSEMBLY (675-679)
The lo roller clutch (678) is a type of one-way clutch used to prevent the reaction carrier assembly (681), reaction carrier shaft (666) and input internal gear (664) from rotating in a counterclockwise direction. The roller clutch is located between the lo & reverse clutch support (679) and the lo roller clutch race (675). The lo roller clutch support functions as the outer cam for the roller clutch and is splined to the transmission case. The roller clutch race (675) is splined to the reaction carrier assembly (681) and functions as the roller clutch inner race.
LO & REVERSE CLUTCH SUPPORT (679)
Roller Clutch Holding
The roller clutch is holding during acceleration in First gear. When accelerating in First gear, the reaction carrier assembly and inner race (675) attempt to rotate counterclockwise. This action causes the rollers to roll up the ramps on the outer cam and wedge between the inner race and outer cam. With the rollers wedged and the lo and reverse clutch support held stationary to the transmission case, the reaction carrier assembly is also held stationary.
ROLLER CLUTCH ASSEMBLY (678)
ROLLER CLUTCH HOLDING
LO & REVERSE CLUTCH SUPPORT (679)
ROLLER CLUTCH RACE (675)
ROLLERS HELD ROLLER CLUTCH RACE (675)
LD HE
Roller Clutch Released
The roller clutch is overrun by the reaction carrier assembly and inner race when the throttle is released during First gear operation with the selector lever in Overdrive, Manual Third and Manual Second. When the throttle is released, power flow from vehicle speed drives the reaction carrier assembly and inner race in a clockwise direction. The inner race moves the rollers down the ramp, overruns the rollers and rotates freely in a clockwise direction. ROLLER CLUTCH RELEASED RAMP
FREE
LO & REVERSE CLUTCH SUPPORT (679)
Lo and Reverse Clutch Applied
In Manual First - First Gear, the lo and reverse clutch is applied to hold the reaction carrier assembly stationary to the transmission case. The lo and reverse clutch prevents the reaction carrier and inner race from rotating clockwise and overrunning the roller clutch when the throttle is released. Power flow is then transferred back through the transmission gear sets and to the torque converter, allowing engine compression to slow the vehicle. The lo and reverse clutch is also applied in Reverse to provide the necessary power flow to obtain Reverse. 679
675
22
ROLLERS FREE ROLLER CLUTCH RACE (675)
RETAINING RING (677)
677
678
Figure 21
677
APPLY COMPONENTS LO AND REVERSE CLUTCH The lo and reverse clutch assembly is located in the rear of the transmission case and is applied in Park, Reverse and Manual First - First Gear. The steel clutch plates (682A,B,D) are splined to the transmission case while the fiber clutch plates (682C) are splined to the reaction planetary carrier (681). When applied, the lo and reverse clutch plates hold the reaction planetary carrier stationary to the transmission case.
LO & REVERSE CLUTCH ASSEMBLY
LO & REVERSE SUPPORT ASSEMBLY (679)
RETAINER RING (676)
FIBER PLATE (682C)
STEEL PLATE (682D)
OUTER SEAL (696)
CENTER SEAL (696) CASE (8)
Lo and Reverse Clutch Applied
To apply the lo and reverse clutch, two different fluids are routed to the lo and reverse clutch piston (695). In Manual First, lo/reverse fluid is routed to the inner area of the clutch piston. In Park and Reverse, PR fluid is routed to the outer area of the lo and reverse clutch piston, in addition to lo/reverse fluid acting on the inner area of the piston, to provide a greater holding capacity of the clutch. Fluid pressure moves the piston to compress the lo and reverse clutch piston spring assembly (634). PR fluid seats the PR checkball and is orificed to the piston to help control the clutch apply. Also included in the forward clutch assembly is a steel waved plate (682A) that, in addition to the spring assembly, helps cushion the clutch apply. As fluid pressure increases, the piston compresses the steel and fiber clutch plates together until they are held against the lo and reverse support assembly (679), which is also splined to the transmission case. The spacer plate (682B) is selective for assembly purposes.
LO & REVERSE CLUTCH PISTON (695) INNER SEAL (696) RETAINER RING (693) SPRING ASSEMBLY (694)
Lo and Reverse Clutch Released
SELECTIVE SPACER PLATE (682B)
WAVED PLATE (682A)
PR FLUID
LO/REVERSE FLUID
➤ ➤
To release the lo and reverse clutch, apply fluid pressure exhausts from the behind the lo and reverse clutch piston. When exhausting, PR fluid unseats the PR checkball (42) for a quick exhaust. Without fluid pressure, force from the piston spring assembly and waved plate moves the lo and reverse clutch piston away from the clutch pack. This disengages the clutch plates from the lo and reverse clutch support, thereby allowing the reaction carrier assembly to rotate freely.
APPLIED
RELEASED
DOUBLE ORIFICE RETAINER & BALL ASSEMBLY (42) 676
679
682C
682D
Figure 22
682B
682A
693
694
695
23
PLANETARY GEAR SETS REDUCTION - FIRST GEAR
(664) HELD
INPUT CARRIER ASSEMBLY (662) DRIVEN
(662) DRIVEN
REACTION CARRIER SHAFT (666) HELD
INPUT INTERNAL GEAR (664) HELD
INPUT SUN GEAR (658) DRIVING
(658) DRIVING
(681) HELD
REACTION SUN GEAR (673)
(684) DRIVEN
TRANSMISSION CASE (8) OUTPUT SHAFT (687)
REACTION CARRIER ASSEMBLY (681) HELD
REACTION INTERNAL GEAR (684) DRIVEN
(673)
REDUCTION - SECOND GEAR
(664) DRIVEN
INPUT CARRIER ASSEMBLY (662) DRIVEN
(662) DRIVEN
REACTION CARRIER SHAFT (666) DRIVEN
INPUT SUN GEAR (658) DRIVING
(658) DRIVING
(681) DRIVEN
REACTION SUN GEAR (673) HELD
(684) DRIVING
TRANSMISSION CASE (8) OUTPUT SHAFT (687)
REACTION CARRIER ASSEMBLY (681) DRIVEN
(673) HELD
24
INPUT INTERNAL GEAR (664) DRIVEN
Figure 23
REACTION INTERNAL GEAR (684) DRIVING
PLANETARY GEAR SETS DIRECT DRIVE - THIRD GEAR
(664) DRIVING
(662) DRIVEN
(658) DRIVING
INPUT INTERNAL INPUT GEAR CARRIER (664) ASSEMBLY DRIVING (662) DRIVEN
REACTION CARRIER SHAFT (666)
OUTPUT SHAFT (687)
REACTION INTERNAL GEAR (684) DRIVEN
INPUT SUN GEAR (658) DRIVING
OVERDRIVE - FOURTH GEAR
(684) DRIVEN
TRANSMISSION CASE (8)
(681) DRIVING
REACTION SUN GEAR (673) HELD
(673) HELD
OUTPUT SHAFT (687)
REACTION CARRIER ASSEMBLY (681) DRIVING
REACTION INTERNAL GEAR (684) DRIVEN
REDUCTION - REVERSE
(684) DRIVEN
TRANSMISSION CASE (8)
(681) HELD
REACTION SUN GEAR (673) DRIVING
(673) DRIVING
Figure 24
OUTPUT SHAFT (687)
REACTION CARRIER ASSEMBLY (681) HELD
REACTION INTERNAL GEAR (684) DRIVEN
25
HYDRAULIC CONTROL COMPONENTS The previous section of this book describes the operation of the mechanical components used in the Hydra-matic 4L60-E transmission. In this section, a detailed description of the individual components used in the hydraulic system will be presented. These hydraulic control components apply and release the clutches, band and accumulators that provide for the automatic shifting of the transmission.
SLIDE SPRING (OUTER) (206)
PUMP BODY (200)
SLIDE SPRING (INNER) (207) PIVOT PIN PIVOT SPRING PIN (204) (205)
SLIDE SLIDE SEAL O-RING SEAL SEAL RING SEAL (209) SUPPORT (201) (202) (208)
VANE (213)
➤ ➤ ➤
➤
➤
➤
FILTER (232)
DECREASE
2
LINE
➤
ROTOR (212)
SLIDE (203) VANE RING (210)
➤ INTAKE ➤
PUMP ASM.
➤
FILTER
➤
➤
BOTTOM PAN (SUMP) ➤
VANE RING (210)
VANE RING (210)
➤
AIR BLEED
ROTOR (212)
PUMP COVER (215)
➤ LINE
EX
PRESS RELIEF VALVE
SLIDE (203)
ROTOR GUIDE (211)
STATOR SHAFT (214)
OIL PUMP ASSEMBLY
The oil pump assembly (4) contains a variable displacement vane type pump located in the oil pump body (200). The oil pump rotor (212) is keyed to the torque converter pump hub. Therefore, when the engine is running the converter pump hub drives the rotor at engine speed. As the oil pump rotor and the oil pump vanes (213) rotate, the area between the vanes increases and fluid volume is positively displaced, thereby creating a vacuum at the pump intake port. The vacuum force allows atmospheric pressure acting on the fluid in the bottom pan to prime the pump and pressurize the hydraulic system. Fluid from the transmission bottom pan is drawn through the oil filter assembly (72) and into the oil pump intake fluid circuit. This fluid is forced into the oil pump through the intake port and rotates around the oil pump slide (203) to the pump outlet port. As the fluid rotates around the slide, the volume between the pump vanes decreases before reaching the outlet port. Decreasing the volume pressurizes the fluid and forces the fluid into the line pressure fluid circuit. This fluid is directed to the pressure regulator valve and becomes the main supply of fluid to the various components and hydraulic circuits in the transmission.
Figure 25
27
HYDRAULIC CONTROL COMPONENTS COMPONENTS LOCATED IN THE OIL PUMP ASSEMBLY Torque Converter Clutch Solenoid
Pressure Regulator Valve (216)
The Powertrain Control Module (PCM) controls the TCC solenoid to apply and release the converter clutch. The TCC solenoid is a normally open, ON/OFF solenoid that, when energized (ON), initiates the converter clutch apply. Refer to the Electronic Component Section for a complete description of the TCC solenoid.
Regulates line pressure in relation to vehicle operating conditions (see page 29 on Pressure Regulation). The pressure regulator valve is biased by torque signal fluid pressure, pressure regulator spring (217) force, line pressure routed to the end of the valve, and reverse input fluid pressure acting on the boost valve in Reverse. Line pressure is routed through the valve and into both the converter feed and decrease fluid circuits.
Torque Converter Clutch Apply Valve (224)
Controlled by the TCC solenoid state and converter clutch signal fluid pressure, it directs converter feed fluid pressure to either the release or apply side of the converter clutch. The TCC apply valve also directs fluid into the cooler fluid circuit. The valve is held in the release position (as shown) by spring force when the TCC solenoid is OFF. With the TCC solenoid ON, converter clutch signal fluid pressure increases and moves the valve into the apply position against spring force. APPLY OVERRUN CLUTCH FWD CL FEED
AIR BLEED (240) EX
EX
2
➤
(238)
➤
4
CC SIGNAL
224
➤
PRESS REG
CONV FD LINE
PUMP ASSEMBLY (4)
(237)
223
EX
REVERSE INPUT REV INPUT
3
217
EX
➤
216
LINE
INTAKE
COOLER
FILTER (232)
1
DECREASE
RELEASE
225
CONVERTER CLUTCH VALVE
EX
CONV FD
226
(239)
APPLY OVERRUN CLUTCH FWD CL FEED
PRESSURE RELIEF VALVE
232
218 EX
BOOST VALVE
RELEASE
228
231
➤
229
Torque signal fluid pressure moves the boost valve against the isolator spring (218). The isolator spring then exerts the force from torque signal fluid pressure to the pressure regulator valve. Therefore, line pressure increases as throttle position and engine torque increase. Also, reverse input fluid pressure acting on the boost valve increases the operating range of line pressure when the transmission is in Reverse.
➤
227
Boost Valve (219)
EX (237)
219
TORQUE SIG
REV INPUT
220
EX
LINE REVERSE INPUT
TCC SOLENOID (66) N.O.
INTAKE
EX
222
OVERRUN CLUTCH FWD CL FEED
EX
221
Pressure Relief Ball (228)
The pressure relief ball and spring (229) prevent line pressure from exceeding approximately 2240 to 2520 kPa (320 to 360 psi). Above this pressure, line fluid pressure moves the ball against spring force and exhausts until line pressure decreases sufficiently.
Retainer and Checkball Assemblies (237)
These two assemblies are located in the reverse input and overrun clutch fluid circuits. Their function is to allow air to escape from the fluid circuit when fluid pressure increases during clutch apply. Also, when the clutch releases the ball unseats and allows air into the circuit to displace the exhausting fluid. Orifice Cup Plugs (238-240)
Various orifice cup plugs are located in the oil pump cover (215) to provide fluid flow control in the transmission’s hydraulic system.
28
Figure 26
HYDRAULIC CONTROL COMPONENTS PRESSURE REGULATION PRESSURE REGULATION
Minimum Pressure Regulation
The main components that control line pressure are the pressure control solenoid and pressure regulator valve. The fluid pressure required to apply the clutches and band varies in relation to throttle position and engine torque. At the pressure regulator valve, line pressure is regulated in response to the following:
When engine torque is a minimum, the PCS regulates torque signal fluid pressure to a minimum. During these conditions, line pressure acting on the end of the pressure regulator valve moves the valve against spring force and torque signal fluid pressure to a point where line pressure enters both the converter feed and decrease fluid circuits. Decrease fluid pressure moves the pump slide (203) against spring force and toward the center of the pump body, causing the slide to partially cover the pump intake port. This increases the concentricity between the pump slide and rotor which decreases the vacuum affect on the fluid, thereby decreasing line pressure.
- torque signal fluid pressure routed from the pressure control solenoid (PCS) (this fluid pressure is proportional to engine torque - see page 40). Torque signal fluid pressure moves the boost valve (219) against the pressure regulator isolator spring (218) which acts against the pressure regulator valve. - pressure regulator spring force. - line pressure acting on the end of the pressure regulator valve. - reverse input fluid pressure acting on the boost valve in Reverse. The pressure regulator valve routes line pressure into both the converter feed and decrease fluid circuits. Converter feed fluid is routed to both the torque converter and cooler fluid circuits. Decrease fluid pressure moves the oil pump slide against the force of the pump slide springs (outer - 206, inner - 207). Decrease fluid pressure and the position of the pump slide constantly vary in relation to torque signal fluid pressure and engine torque as controlled by the pressure regulator valve.
PRESS RELIEF VALVE
Maximum Pressure Regulation
When engine torque is a maximum, the PCS regulates torque signal fluid pressure to a maximum. Maximum torque signal fluid pressure moves the boost valve against the isolator spring to increase the force on the pressure regulator valve. This moves the pressure regulator valve to block line pressure from entering the decrease fluid circuit. With lower decrease fluid pressure, pump slide spring force moves the slide against the side of the pump body. This decreases the concentricity between the slide and rotor which increases the vacuum affect on the fluid. In this position line pressure is a maximum. The output of the oil pump continuously varies between these minimum and maximum points depending on vehicle operating conditions.
PRESS RELIEF VALVE
EX
EX LINE (To Manual Valve) ➤
10
EX
REV INPUT
PRESS REG BOOST VALVE
REV INPUT
LINE
➤
SLIDE SPRING (OUTER) (206) ➤
TORQUE SIG
➤
MINIMUM PUMP OUTPUT
➤
➤
EX
➤
PRESSURE CONTROL SOLENOID
➤ ➤
TORQUE SIG
TORQUE SIG
AFL
➤
➤
PRESSURE CONTROL SOLENOID
EX
VANE RING (210) PUMP ASM.
FEED
➤
FILTER (50)
➤
➤
TORQUE SIG
➤ CONVERTER ➤
➤
➤
SLIDE SPRING (INNER) (207)
FILTER (50)
AFL
DECREASE
➤ ➤
SLIDE (203) ➤ ➤
LINE
10
FILTER (232)
EX
REV INPUT
INTAKE ➤
REV INPUT
➤ ➤
SLIDE SPRING (OUTER) (206)
ROTOR (212)
➤
➤
➤ ➤
SLIDE SPRING (INNER) (207)
VANE RING (210) PUMP ASM.
BOOST VALVE
➤
➤
SLIDE (203)
PRESS REG
➤
➤
➤
FEED
➤
INTAKE ➤
DECREASE
➤
➤ CONVERTER
➤
➤
➤
➤
➤
➤
ROTOR (212)
FILTER (232)
2
LINE
➤
➤ ➤
➤
2
LINE
AIR BLEED
➤
AIR BLEED
LINE (To Manual Valve)
➤
➤
➤
➤
➤
MAXIMUM PUMP OUTPUT
Figure 27
29
HYDRAULIC CONTROL COMPONENTS COMPONENTS LOCATED IN THE VALVE BODY 3-4 Shift Valve (385)
Converter Clutch Signal Valve (380)
Biased by signal “A” fluid pressure from shift solenoid “A”, spring force and D3 fluid pressure, the 3-4 shift valve controls the routing of 3-4 signal fluid. To obtain Fourth gear, signal “A” fluid pressure moves the valve against spring force and directs 3-4 signal fluid into the 4th signal fluid circuit. However, in Manual Third, D3 fluid assists spring force and holds the valve against signal “A” fluid pressure to prevent Fourth gear under any conditions. In the downshifted position, the 4th signal fluid circuit is open to an exhaust past the valve.
The CC signal valve controls the routing of line pressure into the CC signal fluid circuit. 2nd clutch fluid pressure opens the valve in Second, Third and Fourth gears to direct line pressure into the CC signal fluid circuit.
Reverse Abuse Valve (387)
LINE CC SIG LINE CC SIG
2ND CL 3-4 ACCUM OVERRUN CL SERVO FD
SERVO FD 2ND 4TH SIG 3-4 RELAY
4-3 SEQUENCE VALVE
D3
EX
4TH
4TH SIG 3-4 SIG SIGNAL A 2ND
AFL
EX
3-4 SHIFT VALVE
EX
SIGNAL A
D3
➤
SIGNAL A D3
4TH SIG 3-4 SIG 2ND REV ABUSE
EX
EX
3-2 DOWNSHIFT
2ND CL 3-4 CL 3-4 CL 3-2 SIG 3-2 SIG
Pressure Control Solenoid (377)
3-4 CL 3-4 CL 3-2 SIG 3-2 SIG
3-4 CL
3-2 CONT SOL N.C.
EX
3RD ACC ACTUATOR FEED LIMIT
3-4 CL
P
Figure 28
REV INPUT
The AFL valve directs line pressure into the AFL fluid circuit. Spring force acting on the valve limits AFL fluid pressure to a maximum of approximately 795 kPa (115 psi). When line pressure is above this value, orificed AFL fluid pressure moves the valve against spring force to block line pressure, thereby providing the limiting action. AFL fluid is routed to the shift solenoids, pressure control solenoid, 3-2 control solenoid and the 2-3 shift valve train.
3RD ACC
REVERSE
Actuator Feed Limit Valve (374)
EX
3-2 CONTROL ➤
FILTERED AFL ACTUATOR FD LIMIT
REVERSE
The manual valve is supplied line pressure from the pressure regulator valve and is mechanically linked to the gear selector lever. When a gear range is selected, the manual valve directs line pressure into various circuits by opening and closing fluid passages. The fluid circuits fed by the manual valve include Reverse, PR, D4, D3, D2 and lo.
30
OVERRUN CL FD 3-4 SIG
Manual Valve (340)
Controlled by the PCM through a duty cycle operation, the pressure control solenoid (PCS) regulates AFL fluid pressure into the torque signal fluid circuit. Torque signal fluid pressure is regulated in response to engine torque and other vehicle operating conditions. Torque signal fluid pressure is routed to the boost valve to increase line pressure and to the accumulator valve to help control shift feel.
EX
EX OVERRUN CL FD 4TH
EX
2ND CL SERVO FD
OVERRUN
EX
EX
CONV CL SIGNAL VALVE
3-2 Control Valve (391)
The 3-2 control valve regulates the exhaust of 3rd accumulator fluid into the 3-4 clutch fluid circuit during a 3-2 downshift. This regulation is controlled by 3-2 signal fluid pressure from the 3-2 control solenoid. 3-2 signal fluid pressure moves the valve against spring force to open exhausting 3rd accumulator fluid to the 3-4 clutch fluid circuit. The amount the valve is opened to exhaust 3rd accumulator fluid controls the 3-2 downshift timing.
EX
The 3-2 control solenoid is normally closed and controls the timing between the 3-4 clutch release and the 2-4 band apply during a 3-2 downshift. This is done through the use of pulse width modulation (duty cycle operation). The solenoid’s duty cycle is controlled by the PCM in relation to vehicle operating conditions and regulates actuator feed limit (AFL) fluid into the 3-2 signal fluid circuit.
EX
EX
➤
3-2 Control Solenoid (394)
ACTUATOR FEED LIMIT EX
LINE CC SIG LINE
AFL
AFL
The reverse abuse valve provides a faster apply of the reverse input clutch when throttle position is greater than idle. During these conditions, reverse fluid pressure increases and moves the valve against spring force. Reverse fluid can then quickly fill the reverse input fluid circuit. This bypasses the control of the reverse input orifice (#17) for a faster clutch apply.
FILTERED AFL
OVERRUN CL 3-4 ACCUM SERVO FD OVERRUN D3 3-4 ACC SERVO FD
The 3-2 downshift valve helps control the 2-4 band apply rate during a 3-2 downshift. During the downshift, 3-4 clutch fluid pressure holds the valve against spring force before exhausting. This allows 2nd fluid to quickly fill the 2nd clutch fluid circuit for a faster 2-4 band apply.
These valves are used mainly to control the 4-3 downshift timing. The valves direct various fluids into different fluid circuits depending on the gear range. Spring force acting on the 4-3 sequence valve tends to keep the valves in the downshifted position. In Fourth gear, 4th signal fluid pressure moves both valves against spring force and into the upshifted position (see Overdrive Range: 4-3 Downshift on page 58).
REV INPUT
3-2 Downshift Valve (389)
3-4 Relay Valve (384) and 4-3 Sequence Valve (383)
R N D
3
2
1
MANUAL VALVE
EX REVERSE PR
HYDRAULIC CONTROL COMPONENTS COMPONENTS LOCATED IN THE VALVE BODY Accumulator Valve (371)
The accumulator valve is biased by torque signal fluid pressure, spring force and orificed accumulator fluid pressure at the end of the valve. The valve regulates D4 fluid into accumulator fluid pressure in relation to engine torque, as determine by torque signal fluid pressure. Accumulator fluid pressure is used to control shift feel during the 1-2 and 3-4 shifts. During the 1-2 and 3-4 upshifts, the valve regulates the exhaust of accumulator fluid to help control shift feel.
Shift Solenoid “B” (367)
Located at the end of the 2-3 shuttle valve, shift solenoid “B” is a normally open, ON/OFF type solenoid controlled by the PCM. The solenoid is used to control solenoid signal fluid pressure at the end of the 2-3 shuttle valve and the positioning of 2-3 shift valve train. When de-energized, the solenoid is open and solenoid signal fluid exhausts through the solenoid. When energized, the solenoid is closed and blocks solenoid signal fluid from exhausting, thereby creating solenoid signal fluid pressure at the end of the 2-3 shuttle valve. 2-3 Shift Valve (368) and 2-3 Shuttle Valve (369)
TORQUE SIG
PRESSURE CONTROL SOLENOID
EX
OVERRUN D3 3-4 ACC SERVO FD
FILTERED AFL
The 2-3 shift valve train responds to AFL fluid pressure acting on the 2-3 shift valve and solenoid signal fluid pressure from shift solenoid “B” at the 2-3 shuttle valve. Also, in Manual Second and Manual First gear ranges, D2 fluid pressure is routed between the two valves. D2 fluid pressure keeps the 2-3 shift valve in the downshifted position to prevent the transmission from upshifting above Second gear regardless of shift solenoid states. The valve train controls the routing and exhausting of various fluids to obtain the appropriate gear range as determined by the PCM or gear selector lever.
D4
Shift Solenoid “A” (367)
D4 ACCUMULATOR
ACCUM VALVE
D4-3-2
D2
3-4 ACC SERVO FD 2ND
SOL B N.O.
2-3 SHUTTLE EX
3-4 SIG
EX
EX
EX
2-3 SHIFT VALVE
EX
D3
OVERRUN
EX
2ND ACCUMULATOR D2 D4-3-2 ACTUATOR FEED LIMIT SIGNAL B
SIGNAL A D4-3-2 LO LO/1ST D4 SIGNAL A
SIGNAL A
AFL
D4-3-2
ORIFICED EX
SIGNAL A
D4
EX
LO
LO/1ST
EX
O' EX
➤
1-2 Shift Valve (366)
The 1-2 shift valve is biased by signal “A” fluid pressure, spring force and D432 fluid pressure. The valve position depends on the shift solenoid states. Shift solenoid “A” controls signal “A” fluid pressure and shift solenoid “B” controls the 2-3 shuttle valve position and D432 fluid pressure. The 1-2 shift valve directs D4 fluid into the 2nd fluid circuit to upshift the transmission to Second gear. The valve also routes lo fluid into the lo/ 1st fluid circuit in Manual First - First Gear. The exhaust past the valve is an annulus exhaust in which exhausting fluid, either 2nd fluid or lo/1st fluid, flows around the valve land and through the valve body. Forward Abuse Valve (357)
SOL A N.O.
1-2 SHIFT VALVE
D4-3-2
Located at the end of the 1-2 shift valve, shift solenoid “A” is a normally open, ON/OFF type solenoid controlled by the PCM. The solenoid is used to control signal “A” fluid pressure and the positioning of both the 1-2 shift valve and the 3-4 shift valve. When de-energized (OFF), the solenoid is open and signal “A” fluid exhausts through the solenoid. When energized (ON), the solenoid is closed and blocks signal “A” fluid from exhausting, thereby creating signal “A” fluid pressure at the 1-2 and 3-4 shift valves.
2ND ORIFICED EX EX ACTUATOR FD LIMIT
2ND
EX ACTUATOR FEED LIMIT
The forward abuse valve provides a faster apply of the forward clutch when throttle position is greater than idle. During these conditions, D4 fluid pressure increases and moves the valve against spring force. D4 fluid can then quickly fill the forward clutch feed fluid circuit. This bypasses the control of the forward clutch accumulator orifice (#22) for a faster clutch apply. Lo Overrun Valve (361)
LO/1ST
LINE
LO/REV LO/1ST LO/REV PR FWD CL FD
D2 LO
D3
EX
D4
LINE
EX
VALVE BODY (60)
PR LO/REV
EX
D4
FWD CL FD
EX
LO OVERRUN
FORWARD ABUSE
FORWARD CLUTCH ACCUMULATOR
FORWARD CL FD
In Reverse, PR fluid moves the valve against spring force and fills the lo/reverse fluid circuit. In Manual First, the lo overrun valve regulates lo/1st fluid pressure into the lo/reverse fluid circuit. This regulation is biased by spring force and orificed lo/ reverse fluid pressure acting on the valve. Forward Clutch Accumulator
Forward clutch accumulator spring force absorbs the initial increase in forward clutch feed fluid pressure to cushion the forward clutch apply. Refer to page 32 for a complete description of accumulator function. Note: Refer to the ‘Power Flow’ and ‘Complete Hydraulic Circuit’ sections for a detailed explanation of each components operation in a specific gear range. Also, refer to the ‘Electronic Components’ section for a detailed description of each electronic component.
31
HYDRAULIC CONTROL COMPONENTS ACCUMULATORS General Function
In the Hydra-matic 4L60-E transmission, accumulators are used to control shift feel during the apply of the forward clutch, 2-4 band (in both Second and Fourth gears) and 3-4 clutch. An accumulator is a spring loaded device that absorbs a certain amount of apply fluid pressure to cushion the apply of a clutch or band. Apply fluid pressure directed to an accumulator piston opposes a spring force, and an accumulator fluid pressure (except in the forward clutch accumulator), to act like a shock absorber.
During the apply of a clutch or band, apply fluid pressure builds up rapidly when the friction element begins to hold. As the fluid pressure increases, it also moves the accumulator piston against spring force and accumulator fluid pressure. Without an accumulator in the apply fluid circuit, the rapid buildup of fluid pressure would cause the clutch or band to apply very quickly and possibly create a harsh shift. However, accumulator spring force and accumulator fluid pressure absorb some of the initial apply fluid pressure to allow a more gradual apply of the clutch or band.
353
FORWARD CLUTCH ACCUMULATOR
354
The forward clutch accumulator is located in the valve body (350) and helps control the garage shift feel into a forward drive range from Park, Reverse or Neutral. Forward clutch feed fluid pressure that applies the forward clutch is also routed to the forward clutch accumulator piston (354). Forward clutch feed fluid pressure moves the accumulator piston against spring force (356) as the clutch begins to apply. This action absorbs some of the initial increase of clutch apply fluid pressure to cushion the forward clutch apply.
355 356
363
➤ ➤
MANUAL VALVE
➤
D2 LO ➤
➤
➤ FWD CL FD (To Forward Clutch Piston)
D3
FWD CL FEED
➤
D4
➤
➤
REVERSE
➤
PR
➤
➤
D4
➤
22
➤
#12
43 ➤
D4
➤
➤
EX
➤
➤
ACCUM VALVE ➤
46
➤
During a 1-2 upshift (as shown in Example), 2nd clutch fluid is routed to both the servo assembly and the 1-2 accumulator assembly. The rapid buildup of fluid pressure in the 2nd clutch fluid circuit strokes the accumulator piston against spring force and accumulator fluid pressure. This action absorbs some of the initial buildup of 2nd clutch fluid pressure and provides a time delay to cushion the 2-4 band apply.
➤
➤
➤
➤
18
ORF ACC
➤
➤
➤
➤ ➤
➤
56
➤
55
ACCUM
➤
➤
57 ➤
1-2 ACCUMULATOR ➤ 2ND CL
EXAMPLE: 1-2 UPSHIFT
32
#7 CHECKBALL
Upshift Control
3-4 ACCUMULATOR EX 19 3-4 ACC
➤
#1
2-4 SERVO ASSEMBLY
30
ACC
ACCUM
54
During a 2-3 upshift, the 2-4 band releases as the 3-4 clutch applies. To accomplish this, 3-4 clutch fluid that applies the 3-4 clutch is also routed into the 3rd accumulator fluid circuit. 3rd accumulator fluid pressure is used to release the band while 3-4 clutch fluid pressure is used to apply the 3-4 clutch. 3rd accumulator fluid pressure is routed to the 2-4 servo and moves the 2nd apply piston against spring force and 2nd clutch fluid pressure to release the band. This action functions as an accumulator for the 3-4 clutch by absorbing some of the initial increase in 3-4 clutch fluid pressure.
The 1-2 accumulator assembly is used to control the apply feel of the 2-4 band in Second gear. The assembly is located between the spacer plate (48) and 1-2 accumulator cover (57) and consists of a piston (56), spring (54) and apply pin.
31
45
When engine torque is a maximum, a greater apply pressure is required to prevent the band from slipping during apply and hold the band against the reverse input housing. When engine torque is a minimum, the band requires less apply force and a slower apply rate. The regulating action of the accumulator valve compensates for these various operating conditions by increasing accumulator fluid pressure as engine torque and torque signal fluid pressure increase.
2-3 UPSHIFT ACCUMULATION (Figure 29A)
1-2 Accumulator Assembly
TORQUE SIG
➤
44
The 1-2 and 3-4 accumulator assemblies help cushion the 2-4 band apply rate. These assemblies use an accumulator fluid pressure to assist spring force. Accumulator fluid pressure is regulated by the accumulator valve (371) in relation to torque signal fluid pressure. The pressure control solenoid (PCS) is controlled by the PCM and regulates torque signal fluid pressure in relation to engine torque, throttle position and other vehicle operating conditions.
2ND CL (To Servo)
As 2nd clutch fluid pressure moves the accumulator piston, some accumulator fluid is forced out of the 1-2 accumulator assembly. This fluid pressure is routed back to the accumulator valve. The increase in accumulator fluid pressure acting on the end of the accumulator valve moves the valve against spring force and torque signal fluid pressure. This blocks D4 fluid and regulates the exhaust of the excess accumulator fluid pressure past the accumulator valve and through an exhaust port. This regulation provides additional control for the accumulation of 2nd clutch fluid and apply of the 2-4 band.
Figure 29
➤
➤
FORWARD CLUTCH ACCUMULATOR
During a 4-3 downshift, accumulator fluid seats the #1 checkball and is orificed into the orificed accumulator fluid circuit. This orifice (#18) controls the increase of orificed accumulator fluid pressure and the movement of the 3-4 accumulator piston against exhausting 3-4 accumulator fluid.
➤
➤
1
3-4 Accumulator Checkball (#1)
EXHAUST
2ND CLUTCH
➤ ➤
2
The 3-4 accumulator assembly functions similar to the 1-2 accumulator assembly. During a 3-4 upshift the 3-4 accumulator absorbs the initial increase of 3-4 accumulator fluid pressure to control the 2-4 band apply.
➤
3
The 3-4 accumulator assembly is located in the transmission case and consists of a piston (44), piston spring (46) and piston pin (43). The 3-4 accumulator assembly is the primary device for controlling the apply feel of the 2-4 band in Fourth gear.
➤
D
3-4 ACCUMULATOR ASSEMBLY
3RD ACCUM
Figure 29A
➤
N
2nd clutch fluid pressure exhausts from the 1-2 accumulator assembly during a 2-1 downshift. As spring force and accumulator fluid pressure move the 1-2 accumulator piston against exhausting 2nd clutch fluid, the accumulator valve regulates more D4 fluid into the accumulator fluid circuit. This regulation controls the rate at which accumulator fluid fills the 1-2 accumulator and the rate at which 2nd clutch fluid exhausts from the accumulator.
➤
R
Downshift Control
➤
P
LINE
1-2 and 3-4 ACCUMULATOR ASSEMBLIES Accumulator Valve Function
ACCUMULATORS
4TH CLUTCH
32A
CHECKBALL LOCATION AND FUNCTION
ORF ACC
ACC 20d
21a
20e 21
21
CASE (BOTTOM)
#10
3-4 CL
#2 28
29f
➤
3RD ACCUM
➤
REV INPUT #7 #1
15c
➤
17
16
16
#3
➤
15b
12 29g 28
➤
➤ ➤
3-4 SIG
REV INPUT
SERVO BORE
#4
#8
#4
VALVE BODY (60)
29
27b
➤
35e
➤ 35c
#6 20
36
36
39
35b
#6 #5
35d ➤
➤
#5
3-4 CL
➤
13 27c 29
➤
➤
➤
OVERRUN CL FD ORIFICED D2
EX
OVERRUN
#3
3RD ACC
#2
#12
➤
➤
#7 INPUT HOUSING (621)
#9
24m
16
➤
D4
25
➤
#10
Figure 30
PR
FWD CL FEED
#12 ➤ 17a
17b
CASE BOTTOM
22
➤ 18
➤
➤
➤
#9
TURBINE SHAFT ➤
TCC RELEASE
➤
2ND CL
➤
2ND CL
18
25
➤
#8
24k
2ND
3RD ACC ➤
32B
18
CHECKBALL LOCATION AND FUNCTION
➤
#3 REVERSE INPUT Located in the valve body, the reverse input checkball controls the reverse input clutch apply when engine speed is at idle. During these conditions, all reverse fluid feeding the reverse input fluid circuit is routed to the ball, seats the ball, and is forced through orifice #17. This slows the flow of reverse fluid to cushion the reverse input clutch apply. When the reverse input clutch releases, exhausting reverse input fluid unseats the ball for a quick exhaust of fluid. #4 3-4 CLUTCH EXHAUST Located in the valve body, this checkball helps control the 3-2 downshift. Exhausting 3-4 clutch and 3rd accumulator fluids seat the ball and are forced through orifice #13. This helps control the 3-4 clutch release rate and 2-4 band apply. During a 3-4 upshift, 3-4 signal fluid unseats the ball for a quick feed into the 3-4 clutch fluid circuit. #5 OVERRUN CLUTCH FEED Located in the valve body, it routes either overrun fluid or D2 fluid into the overrun clutch feed fluid circuit while blocking the other fluid circuit. Overrun clutch feed fluid feeds the overrun clutch fluid circuit in the Manual gear ranges to apply the overrun clutch. #6 OVERRUN CLUTCH CONTROL Located in the valve body, the #6 checkball helps control the overrun clutch apply rate. Overrun clutch feed fluid pressure seats the ball and is forced through orifice #20. This orifice slows the flow of overrun fluid to cushion the overrun clutch apply. When the overrun clutch releases, overrun clutch feed fluid unseats the ball for a quick exhaust. #7 3RD ACCUMULATOR EXHAUST Located in the transmission case, it unseats when 3rd accumulator fluid exhausts from the 2-4 servo to prevent residual fluid pressure from accumulating. Also, before 3rd accumulator fluid pressure seats the ball during a 2-3 upshift, any air in the circuit exhausts past the ball. #8 1-2 UPSHIFT Located in the valve body, the 1-2 upshift checkball helps control the 2-4 band apply during a 1-2 upshift. During the upshift, 2nd fluid pressure seats the ball and is forced through the #16 orifice. This orifice slows the flow of 2nd fluid to help cushion the band apply. When the band releases during a 2-1 downshift, exhausting 2nd clutch fluid unseats, and exhausts past, the 1-2 upshift checkball. #9 TCC APPLY Located in the end of the turbine shaft, the #9 checkball is a retainer and ball assembly that helps control the converter clutch apply feel. As the converter clutch applies, exhausting release fluid seats, and is orifice around the checkball. This action slows the exhaust of release fluid to control the converter clutch apply feel. When the converter clutch is released, release fluid pressure unseats the checkball and flows freely past the ball to keep the pressure plate disconnected from the converter cover. #10 LO/REVERSE CLUTCH APPLY Located in the transmission case, the #10 checkball is a retainer and ball assembly that helps control the lo and reverse clutch apply feel. During the clutch apply, PR fluid pressure seats, and is orificed around the checkball. This orifice slows the increase of PR fluid pressure at the clutch piston to cushion the apply feel. When the clutch releases, exhausting PR fluid unseats the checkball for a quick exhaust. #12 FORWARD CLUTCH ACCUMULATOR Located in the valve body, it helps controls the forward clutch apply when engine speed is at idle. During these conditions, all D4 feeding the forward clutch feed fluid circuit is routed to the ball, seats the ball, and is forced through orifice #22. This slows the increase of forward clutch feed fluid pressure to cushion the forward clutch apply. When the forward clutch releases, exhausting forward clutch feed fluid unseats the ball for a quick exhaust of fluid.
#1
➤
Note: Some models do not include orifice #12 in the spacer plate. For these models, all exhausting 3rd accumulator fluid is routed to the 3-2 control valve.
HYDRAULIC CONTROL COMPONENTS ➤
#1 3-4 ACCUMULATOR Located in the transmission case, the 3-4 accumulator checkball helps control the flow of accumulator fluid to the 3-4 accumulator. When the ball is seated, accumulator fluid is forced through the #18 orifice. This action helps control the 2-4 band release during a 4-3 downshift. #2 3RD ACCUMULATOR Located in the valve body, the 3rd accumulator checkball directs exhausting 3rd accumulator fluid through orifice #12 and to the 3-2 control valve. This helps control the 2-4 band apply during a 3-2 downshift. During a 3-4 upshift, 3-4 clutch fluid unseats the ball for a quick feed into the 3rd accumulator fluid circuit.
FWD CL FEED 33
ELECTRICAL COMPONENTS The Hydra-matic 4L60-E transmission incorporates electronic controls that utilize a Powertrain Control Module (PCM). The PCM gathers vehicle operating information from a variety of sensors and control components located throughout the powertrain (engine and transmission). The PCM processes this information for proper control of the following: • transmission shift points - through the shift solenoids, • transmission shift feel - by adjusting line pressure with the pressure control solenoid, • TCC apply and release timing - through the TCC solenoid, and • the 3-2 downshift - through the pulse width modulated 3-2 control solenoid.
Electronic control of these transmission operating characteristics provides for consistent and precise shift points and shift quality based on the operating conditions of both the engine and transmission. FAIL-SAFE MODE
“Fail-safe” mode is an operating condition when the transmission will partially function if a portion of the electronic control system becomes disabled. For example, if the wiring harness becomes disabled, the PCM commands the fail-safe mode which causes the electronic solenoids to default to OFF. The following changes occur when the transmission is operating in the fail-safe mode. • the pressure control solenoid is OFF, increasing line pressure to a maximum to prevent any clutch or band slippage, • the TCC solenoid is OFF, preventing converter clutch apply, 4
With both shift solenoids OFF, the transmission will operate in Third gear when the selector lever is in the Overdrive position. However, with the Hydra-matic 4L60-E transmission the driver has some flexibility in gear selection during fail-safe mode. Changing gears during fail-safe mode is accomplished by moving the gear selector lever as follows: Gear Selector Lever Position Transmission Gear Operation Overdrive Range D Third gear Drive Range (D) Third gear Manual Second (2) Second gear Manual First (1) Second gear Reverse (R) Reverse Park, Neutral (P,N) Park, Neutral The downshift to First gear in Manual First is controlled electronically for safety and durability reasons. This means that the PCM must electronically command both shift solenoids to be ON to obtain First gear. NOTE: This section of the book contains “general” information about electrical components that provide input information to the PCM. Since some of this input information varies between vehicle application, it is important that the appropriate General Motors Service Manual is used during repair of diagnosis of the transmission. D1C
5
PCM
➤
➤ ➤
➤
11
• the 3-2 control solenoid is OFF, providing a faster 3-2 downshift, and • both shift solenoids are OFF.
➤
➤
➤ ➤
➤
➤ ➤
➤
➤
L D3
➤ ➤
R D2
➤ ➤
➤
➤
9
6
B
E
A
3
C
INPUTS
34
D
1
10
8
7
OUTPUTS
INFORMATION SENSORS
ELECTRONIC CONTROLLERS
1. VEHICLE SPEED SENSOR 2. TRANSMISSION FLUID TEMPERATURE SENSOR 3. FLUID PRESSURE SWITCH ASSEMBLY (PSA) 4. THROTTLE POSITION SENSOR (TPS) 5. ENGINE SPEED SENSOR 6. ENGINE COOLANT TEMPERATURE SENSOR 7. BRAKE SWITCH 8. 4 WHEEL DRIVE LOW SWITCH 9. AIR CONDITIONING REQUEST 10. CRUISE CONTROL INFORMATION 11. MANIFOLD ABSOLUTE PRESSURE SENSOR
•
ELECTRONICALLY CONTROLLED TRANSMISSION COMPONENTS
POWERTRAIN CONTROL MODULE (PCM)
A. PRESSURE CONTROL SOLENOID B. TORQUE CONVERTER CLUTCH SOLENOID
➭
➭
C. SHIFT SOLENOID "A" (1–2/3–4 SHIFT) D. SHIFT SOLENOID "B" (2–3 SHIFT) E. 3–2 CONTROL SOLENOID
Figure 31
ELECTRICAL COMPONENTS PRESSURE SWITCH ASSEMBLY D2 INDICATOR SWITCH
D4 INDICATOR SWITCH
FIVE PIN CONNECTOR
The transmission fluid Pressure Switch Assembly (PSA) is attached to the valve body and is used to signal the manual valve position to the PCM. Various fluids are routed to the PSA depending on the manual valve position. These fluids open and close the fluid pressure switches in the PSA to provide a signal to the PCM indicating the gear range position of the manual valve. The combination of opened and closed switches determines the voltage measured at each of the three pins in the PSA electrical connector. An open circuit measures 12 volts while a grounded circuit measures 0 volts. The electrical schematic and chart below show the PSA circuitry used to signal the manual valve position.
TRANSMISSION FLUID PRESSURE SWITCH ASSEMBLY (69) D2
D4
R P
L
N R
Normally Open Fluid Pressure Switch
The D4, Lo, and Reverse fluid pressure switches are normally open and electrical current is stopped at these switches when no fluid pressure is present. Fluid pressure moves the diaphragm and contact element until the contact element touches both the positive contact (+) and the ground contact ( ). This creates a closed circuit and allows current to flow from the positive contact, through the switch and to ground.
D3
LO INDICATOR SWITCH
TEMPERATURE SENSOR
D3 INDICATOR SWITCH
REVERSE INDICATOR SWITCH
Normally Closed Fluid Pressure Switch Body
Fluid
Fluid
O-Ring
+
Diaphragm
➤
Contact
Diaphragm
➤
Contact
O-Ring
+ Contact
Contact Element
–
–
Ground
Ground
Contact Element
NORMALLY OPEN
LO
Example
The hydraulic and electrical schematics below are shown in the Drive Range (Manual Third) position (D or 3). D4 fluid pressure closes the D4 fluid pressure switch and D3 fluid pressure opens the D3 fluid pressure switch. With the D2 switch normally closed, pins N and P measure 0 volts while pin R measures approximately 12 volts. This combination signals the PCM that the manual valve is in the Manual Third position.
NORMALLY CLOSED
TRANSMISSION CONNECTOR PIN N PIN R PIN P 12 0 12 0 0 12 12 0 12 12 0 0 12 12 0 12 12 12 0 12 12 EXPECTED VOLTAGE READINGS
LINE P
R
N
D
➤
3
2
➤
1
LINE PRESSURE TAP
➤
OIL PRESSURE RANGE INDICATOR REV D4 D3 D2 PARK REVERSE NEUTRAL D D 2 1 OIL PRESSURE PRESENT
Contact
LINE
Body
The D2 and D3 fluid pressure switches are normally closed and electrical current is free to flow from the positive contact to the ground contact when no fluid pressure is present. Fluid pressure moves the diaphragm to disconnect the positive and ground contacts. This opens the switch and stops current from flowing through the switch.
➤
MANUAL VALVE ➤
REVERSE
(N/C)
(N/O)
D2 PRESSURE SWITCH ASSEMBLY ➤
➤
D2
D2 LO
➤
➤
D4
➤
➤
D4 LO
D4-N.O.
➤
(N/C) D2-N.C.
GROUND
SWITCH LOGIC
D3
D4 D3
D3
(N/O)
D4
➤
(N/O)
D3
➤
LO
➤
REV
PR
P
➤
R
➤
➤
N
REV-N.O.
(N/O) - NORMALLY OPEN
LO-N.O.
EXAMPLE: MANUAL THIRD (D)
Figure 32
TEMP SENSOR ➤
D3-N.C.
REV INPUT
35
ELECTRICAL COMPONENTS
VEHICLE SPEED SENSOR (VSS)
The vehicle speed sensor is a magnetic inductive pickup that relays information relative to vehicle speed to the PCM. In two wheel drive (2WD) applications, the VSS is located on the transmission extension housing (31), opposite the speed sensor rotor. The speed sensor rotor is attached to the transmission output shaft and rotates with the output shaft at transmission output speed. The speed sensor rotor has 40 serrations, or teeth, cut into it’s outside diameter.
ROTOR
MAGNETIC PICKUP
O-RING
ELECTRICAL CONNECTOR
OUTPUT VOLTS
VEHICLE SPEED SENSOR
HIGH SPEED
LOW SPEED
5.0
The VSS consists of a permanent magnet surrounded by a coil of wire. As the output shaft and speed sensor rotor rotate, an alternating current (AC) is induced in the coil of wire from the teeth on the rotor passing by the magnetic pickup on the VSS. Whenever the vehicle is moving the VSS produces an AC voltage proportional to vehicle speed. This AC signal is sent to the digital ratio adaptor converter (DRAC) where it is converted to a direct current (DC) square wave form. The DC signal is then sent to the PCM and interpreted as vehicle speed. As vehicle speed increases and more rotor teeth pass by the magnetic pickup on the VSS in a given time frame, the frequency of the DC signal sent to the PCM increases. The PCM interprets this increase in frequency as an increase in vehicle speed (see Figure A). Note: On four wheel drive (4WD) applications the VSS is located on the transfer case.
TIME
➤
FIGURE A: CONDITIONED SIGNAL CONNECTOR
RESISTOR
TRANSMISSION FLUID TEMPERATURE SENSOR
TRANSMISSION FLUID PRESSURE SWITCH ASSEMBLY (69)
The temperature sensor is a negative temperature coefficient thermistor (temperature sensitive resistor) that provides information to the PCM regarding transmission fluid temperature. The temperature sensor is a part of the pressure switch assembly (PSA) which is attached to the valve body and submersed in fluid in the transmission bottom pan. The internal electrical resistance of the sensor varies in relation to the operating temperature of the transmission fluid (see chart). The PCM sends a 5 volt reference signal to the temperature sensor and measures the voltage drop in the circuit. A lower fluid temperature creates a higher resistance in the temperature sensor, thereby measuring a higher voltage signal.
TEMPERATURE SENSOR
Sensor Resistance (K ohms)
SENSORRESISTANCE VS. TEMPERATURE 110 100 90
The PCM measures this voltage as another input to help control TCC apply and line pressure. The PCM inhibits TCC apply until transmission fluid temperature reaches approximately 29°C (84°F). Also, when fluid temperatures exceed 135°C (275°F), the PCM commands TCC apply at all times in Fourth gear, as opposed to having a scheduled apply. Applying the TCC reduces fluid temperatures created by the fluid coupling in the converter.
80 70 60 50 40 30 20 10 0 -50
-30
-10
10
30
50
70
90
110
130
150
Temperature °C
36
Figure 33
ELECTRICAL COMPONENTS ELECTRICAL COMPONENTS EXTERNAL TO THE TRANSMISSION THROTTLE POSITION SENSOR (TPS)
BRAKE SWITCH
The TPS is a potentiometer mounted to the throttle body that provides the PCM with information relative to throttle angle (accelerator pedal movement). The PCM provides a 5 volt reference signal and a ground to the TPS and the sensor returns a signal voltage that changes with throttle valve angle. This signal varies from less than 1.0 volt at minimum throttle to nearly 5.0 volts at wide-open throttle. The PCM uses this information to modify fuel control, shift patterns, shift feel and TCC apply and release timing. In general, with greater accelerator pedal travel and higher TPS voltage signal, the following conditions occur:
The brake switch is a normally closed switch when the brake pedal is in the released position. When the brake pedal is depressed, the switch is open and the PCM commands TCC release.
• The PCM delays upshifts or initiates a downshift (through the shift solenoids) for increased acceleration. • The PCM increases line pressure (through the pressure control solenoid) to increase the holding force on the clutches and/or band. • The PCM keeps the TCC released during heavy acceleration. The TCC is also released during minimum acceleration. ENGINE COOLANT TEMPERATURE (ECT) SENSOR
The ECT sensor is a negative temperature coefficient resistor (temperature sensitive resistor) mounted in the engine coolant stream. Low coolant temperature produces high resistance in the sensor while high coolant temperature produces low resistance. With respect to transmission operation, the PCM monitors the voltage signal from the sensor, which is high at low coolant temperatures, to prevent TCC apply when coolant temperature is below approximately 20°C (68°F). ENGINE SPEED SENSOR
The PCM monitors engine speed as RPM through the ignition module for gasoline engines. For diesel engine applications, a separate engine speed sensor is used to monitor engine speed from the crankshaft. This information is used to help determine shift patterns and TCC apply and release timing.
AIR CONDITIONING (A/C) SWITCH SIGNAL
When the A/C cycling switch closes, the PCM is signaled that the A/C compressor is ON. The PCM uses this information to adjust transmission line pressure, shift timing and TCC apply timing. CRUISE CONTROL INFORMATION
The PCM monitors input signals from the cruise control switch to alter shift patterns when the cruise control is engaged. Depending on application, the PCM alters the shift pattern to require a time limit to be met between the 3-2/2-3 shifts and the 4-3/3-4 shifts. This time limit prevents the transmission from upshifting to quickly after downshifting when the cruise control is engaged. FOUR WHEEL DRIVE (4WD) LOW SWITCH
With 4WD applications, the VSS is located on the transfer case. The 4WD Low switch signals the PCM that the vehicle is operating in 4WD Low. The PCM then multiplies transfer case output speed signal by the transfer case ratio in low range to determine the transmission output shaft speed. The PCM uses this information to provide earlier upshifts and prevent an overspeed condition when operating in 4WD low. MANIFOLD ABSOLUTE PRESSURE (MAP) SENSOR
The MAP sensor measures changes relative to intake manifold pressure which results from changes in engine load and speed. These changes are converted to a voltage output which is monitored by the PCM in order to adjust line pressure and shift timing. ASSEMBLY LINE DIAGNOSTIC LINK (ALDL)
The ALDL is a multi-terminal connector wired to the PCM that is located under the vehicle dash. The ALDL can be used to diagnose conditions in the vehicle’s electrical system, PCM and the transmission’s electrical components. Refer to the appropriate General Motors Service Manual for specific electrical diagnosis information.
TORQUE CONVERTER CLUTCH SOLENOID
• TCC apply is prevented until engine coolant temperature is above approximately 20°C (68°F). • TCC apply is prevented until transmission fluid temperature is above approximately 29°C (84°F). CONVERTER CLUTCH SIGNAL FLUID
EXHAUST
+
➤ ➤ ➤
MOUNTING FLANGE
STEEL PLUNGER VALVE
➤
• The TCC is released when the brake pedal is depressed. • The TCC is released under minimum and maximum throttle conditions.
➤
Under normal operating conditions, the converter clutch only applies in Fourth gear when in Overdrive range or Third gear when in Manual Third gear range. However, at high speeds under heavy throttle conditions, the PCM will command TCC apply in Third gear when in Overdrive range. Also, when transmission fluid temperature is above approximately 135°C (275°F), the TCC is applied all of the time in Fourth gear to help reduce transmission fluid temperatures. Other conditions that cause the PCM to change the operating state of the TCC solenoid include:
➤
When vehicle operating conditions are appropriate for TCC apply, the PCM provides a ground for the TCC solenoid electrical circuit. Electrical current flows through the coil assembly in the solenoid which creates a magnetic field. The magnetic field moves the plunger and valve to block the exhaust port and prevent CC signal fluid from exhausting through the solenoid. CC signal fluid pressure increases at the converter clutch apply valve and moves the valve into the apply position against spring force.
➤
The TCC solenoid is a normally open, ON/OFF solenoid that the PCM controls to apply and release the converter clutch. When deenergized, converter clutch signal fluid pressure holds the valve and plunger away from the exhaust port. This allows converter clutch (CC) signal fluid to exhaust through the solenoid. Without CC signal fluid pressure at the end of the converter clutch apply valve, spring force holds the valve in the release position.
STEEL BAR WRAPPED WITH COPPER COIL
–
TORQUE CONVERTER CLUTCH SOLENOID (NORMALLY OPEN)
Figure 34
37
ELECTRICAL COMPONENTS PLUNGER
SPRING METERING O-RING BALL
➤ ➤
➤
➤
➤
➤
➤
➤
➤
COIL ASSEMBLY
FRAME
SHIFT SOLENOIDS
The Hydra-matic 4L60-E transmission uses two identical, normally open, electronic shift solenoids (“A” and “B”) to control upshifts and downshifts in all forward gear ranges. These shift solenoids work together in a combination of ON and OFF sequences to control the positions of the 1-2 shift valve, 2-3 shift valve train and 3-4 shift valve. The PCM monitors numerous inputs to determine the appropriate solenoid state combination and transmission gear for the vehicle operating conditions. The following table shows the solenoid state combination required to obtain each gear:
➤
CONNECTOR
SIGNAL FLUID
EXHAUST
GEAR Park, Reverse, Neutral First Second Third Fourth
SOLENOID “A” ON ON OFF OFF ON
SOLENOID “B” ON ON ON OFF OFF
Shift Solenoid De-energized (OFF)
The shift solenoids are OFF when the PCM opens the path to ground for the solenoid’s electrical circuit. When OFF, solenoid signal fluid pressure (blue color) moves the metering ball and plunger against spring force, away from the fluid inlet port. Solenoid signal fluid is then open to an exhaust port located on the side of the solenoid.
SHIFT SOLENOID (OFF)
➤
➤
AFL
➤
Shift Solenoid Energized (ON)
LO/1ST
➤
FILTER (49) ➤
➤
➤
➤
➤ ➤
SIG A LO
➤
D4
SIG A
➤ ➤
26
27
SOL A N.O.
➤
1-2 SHIFT VALVE EX
EX 4TH SIG 3-4 SIG
2ND
➤
D4-3-2 AFL
➤
➤
D2
SOL B N.O.
ON EX
EX
EX
2-3 SHUTTLE 3-4 SIG
3-4 ACC SERVO FEED
EX
29
EX
➤
2-3 SHIFT VALVE
➤
➤
28
AFL
EXAMPLE A: PARK/REVERSE/NEUTRAL/& FIRST GEAR
AFL
➤
LO/1ST
➤
FILTER (49) ➤
➤
➤
➤ ➤ ➤
D4
SIG A
1-2 SHIFT VALVE EX
EX
➤
EX 4TH SIG 3-4 SIG ➤
➤
D2
➤
2ND
EX
EX
EX
29
SOL B N.O.
➤➤
EXAMPLE B: THIRD GEAR
➤
3-4 SIG
2-3 SHUTTLE
➤➤
➤
3-4 ACC SERVO FEED
➤➤
➤
➤
28
AFL ➤
ORUN D3
➤
➤
AFL ➤
➤
EX
➤
➤
➤
➤
D4-3-2
2-3 SHIFT VALVE
38
OFF
➤
➤
2ND
SOL A N.O.
➤➤ ➤➤ ➤
➤
3-4 SHIFT VALVE
Shift Solenoid “B”
➤
➤
➤
➤
26
27
AFL
➤
➤
LO
SIG A
D3
➤ 25
EX
➤
➤
Shift Solenoid “A”
When shift solenoid “A” is de-energized in Second and Third gears (Example "B"), signal “A” fluid exhausts through the solenoid. Spring force holds the 1-2 shift valve in the upshifted position and the 3-4 shift valve in the downshifted position.
➤
AFL
To energize the shift solenoids, the PCM provides a path to ground for the solenoid’s electrical circuit. Electrical current passing through the coil assembly in the solenoid creates a magnetic field that magnetizes the solenoid core. The magnetized core repels the plunger which seats the metering ball against the fluid inlet port. With the ball seated, solenoid signal fluid is blocked from exhausting, thereby creating fluid pressure in the solenoid signal fluid circuit. Located at the end of the 1-2 shift valve, shift solenoid “A” controls the position of the 1-2 and 3-4 shift valves. The solenoid is fed solenoid signal “A” fluid by the actuator feed limit fluid (AFL) circuit through orifice #25. When energized (Example "A"), the solenoid blocks signal “A” fluid from exhausting, thereby creating pressure in the signal “A” fluid circuit. Signal “A” fluid pressure holds the 1-2 shift valve against spring force (downshifted position) in Park, Reverse, Neutral and First gears. In Fourth gear, D432 fluid pressure assists spring force to keep the 1-2 shift valve in the upshifted position against signal “A” fluid pressure. Also, signal “A” fluid pressure holds the 3-4 shift valve in the upshifted position against spring force.
➤
2ND
➤
ORUN D3
➤
➤
➤
ON
EX
➤
➤
3-4 SHIFT VALVE
➤
➤
➤
D3
AFL
25
➤
AFL
Located at the end of the 2-3 shuttle valve, shift solenoid “B” controls the position of the 2-3 shift valve train. The solenoid is fed solenoid signal fluid by the AFL fluid circuit through orifice #29. When energized by the PCM (Example "A"), solenoid signal fluid pressure holds the 2-3 shift valve train in the downshifted position against AFL fluid pressure acting on the 2-3 shift valve. When de-energized [Third and Fourth gears (Example "B")], solenoid signal fluid exhausts through the solenoid. This allows AFL fluid pressure acting on the 2-3 shift valve to move the shift valve train into the upshifted position. In Manual Second, D2 fluid pressure holds the 2-3 shift valve in the downshifted position against AFL fluid pressure regardless of shift solenoid “B” state.
OFF
Note: The feed orifices (#25 and #29) between the AFL and solenoid signal fluid circuits are smaller than the exhaust ports through the solenoids. This prevents fluid pressure buildup in the solenoid signal fluid circuits at the end of the shift valves when the shift solenoids are OFF. Figure 35
ELECTRICAL COMPONENTS 3-2 DOWNSHIFT CONTROL SOLENOID
METERING O-RING O-RING BALL FLUID SCREEN ➤ ➤
➤
➤
➤
➤ ➤
➤
➤
➤
➤
➤
O-RING
CENTER POLE
➤
➤
➤
➤
➤
➤
EXHAUST COIL ASSEMBLY
PRESSURE SUPPLY (AFL)
CONNECTOR
PRESSURE CONTROL (3-2 SIGNAL)
SPRING
3-2 DOWNSHIFT CONTROL SOLENOID
Solenoid De-energized
30%
When the solenoid is OFF, no current flows to the solenoid coil (duty cycle = 0%). Spring force holds the plunger and metering ball against the fluid inlet port to block AFL fluid from entering the 3-2 signal fluid circuit. The 3-2 signal fluid circuit is open to an exhaust through the solenoid. With the 3-2 signal fluid circuit empty, spring force holds the 3-2 control valve open.
70%
➤
➤
12
➤
VOLTS
(ON)
TIME
0
➤
➤
The 3-2 control solenoid operates on a negative duty cycle. This means that the ground (negative or low) side of the solenoid circuit is controlled by the PCM. The solenoid is constantly fed 12 volts to the high (positive) side and the PCM controls the length of time the path to ground for the electrical circuit is closed (duty cycle). When the PCM closes the solenoid ground circuit, current flows through the solenoid and the ground circuit is at a low voltage state (0 volts and solenoid energized).
HOUSING
➤
The PCM operates the 3-2 control solenoid at a frequency of 50 hz (cycles per second). This means that the solenoid is pulsed with electrical current 50 times per second. The amount of time the solenoid is energized during each cycle is referred to as the solenoid’s duty cycle. Figure A shows an example of a 70% duty cycle. A 70% duty cycle means that during each cycle (1/ 50 of a second) the solenoid is energized 70% of the time (see inset in Figure A).
At higher vehicle speeds, the solenoid duty cycle during the shift is greater and 3-2 signal fluid pressure is increased. Under these conditions, 3-2 signal fluid pressure closes the 3-2 control valve further against spring force, thereby slowing the exhaust of 3rd accumulator fluid into the 3-4 clutch fluid circuit. This prevents the pressure backup in the 3-4 clutch fluid circuit and allows the 3-4 clutch to release faster for proper shift timing.
➤
The 3-2 downshift control solenoid is a normally closed, pulse width modulated (PWM) solenoid used to control the 3-2 downshift. During a 3-2 downshift, the 2-4 band is applied as the 3-4 clutch releases. The timing between the 3-4 clutch release and 2-4 band apply must be varied depending on vehicle speed and throttle position (see downshift timing below). The 3-2 control solenoid regulates AFL fluid into the 3-2 signal fluid circuit. 32 signal fluid pressure controls the 3-2 control valve to provide for these varying requirements and achieve a precise control of the 3-2 downshift.
➤
1 CYCLE = 1/50 SECOND
16 14 12 10 8 6 4 2 0
FREQUENCY: 50 HZ
TIME ➤
1 SECOND (50 CYCLES) DUTY CYCLE = 70%
➤
The position of the metering ball is controlled by the amount of current flowing through the solenoid coil. Current flowing through the solenoid coil, which is controlled by the solenoid’s duty cycle, creates a magnetic field that magnetizes the solenoid core. When the core is magnetized it attracts the metering ball, moving the ball and plunger against spring force to block the exhaust port. A higher duty cycle means more current flowing through the coil and a greater magnetic field force. This greater force seats the ball further against the exhaust port, thereby increasing 3-2 signal fluid pressure.
VOLTS
Solenoid Energized
3-2 Downshift Timing
A lower solenoid duty cycle corresponds to lower 3-2 signal fluid pressure which allows spring force to keep the 3-2 control valve open farther. This provides a faster exhaust of 3rd accumulator fluid through the 3-2 control valve. However, this exhausting fluid creates a pressure backup in the 3-4 clutch fluid circuit due to the #4 checkball and #13 orifice. This delays the 3-4 clutch release at lower speeds for proper shift timing.
➤
FIGURE A: 3-2 DOWNSHIFT CONTROL SOLENOID NEGATIVE DUTY CYCLE
PERCENT DUTY CYCLE
The PCM operates the 3-2 control valve at approximately a 90% duty cycle when the transmission is in Second, Third and Fourth gears. In all other gear ranges, the solenoid is OFF and the duty cycle is 0%. During a 3-2 downshift, the solenoid duty cycle is decreased to control the exhaust of 3rd accumulator fluid through the 3-2 control valve. The value of the duty cycle during the downshift is related to vehicle speed - the lower the speed, the lower the duty cycle (see Figure B).
➤
100% 90 80 70 60 50 40 30 20 10 0
% D.C. DEPENDS ON VEHICLE SPEED. LOWER SPEED = LOWER D.C. DURING THE SHIFT
GEAR ➤
1
2
3
4
3
2
FIGURE B: 3-2 DOWNSHIFT TIMING
Figure 36
39
ELECTRICAL COMPONENTS PRESSURE CONTROL SOLENOID
➤ ➤
➤
➤
➤
➤
➤
➤
➤
➤ ➤
➤
➤
➤
➤
➤
➤
➤
➤
➤ ➤ SPOOL VALVE SPOOL VALVE SLEEVE
FLUID SCREENS
PUSH ROD COIL DAMPER SPRING RESTRICTOR ASSEMBLY
➤
FIGURE A: PRESSURE CONTROL SOLENOID
40%
12
➤
60% ➤
VOLTS
(ON)
TIME
0
➤ ➤
40
➤
SPOOL VALVE SPRING
At minimum throttle (idle), duty cycle is a maximum (approximately 40%) and current flow approaches 1.0 amp. This increases the magnetic field in the solenoid coil. The magnetic field force moves the armature toward the push rod and against the spring. In this position AFL fluid exhausts through the variable bleed exhaust port between the armature and spool valve sleeve. With AFL fluid exhausting, spool valve spring force holds the spool valve in the closed position blocking AFL fluid from feeding the torque signal fluid circuit. Also, torque signal fluid is open to the exhaust port through the spool valve sleeve. Therefore, torque signal fluid pressure is a minimum and line pressure is a minimum. Remember that torque signal fluid pressure controls line pressure at the pressure regulator valve.
➤
1 CYCLE = 1/292.5 SECOND FIGURE B: PRESSURE CONTROL SOLENOID POSITIVE DUTY CYCLE
100 90 CONTROL PRESSURE (PSI)
Under normal operating conditions between minimum and maximum throttle positions, the PCM varies the duty cycle between approximately 40% and 0% respectively. The changes in duty cycle varies the current flow to the PCS between approximately 1.0 and 0.0 amps. This varies the opening of the variable bleed exhaust between the armature and spool valve sleeve to regulate torque signal fluid pressure (see Figure C). If the electrical
➤
➤
➤
Fluid Regulation
At maximum throttle, the solenoid’s duty cycle is a minimum (approximately 0% - always de-energized) and current flow approaches 0.0 amps. This decreases the magnetic field in the solenoid coil and spring force acting on the armature moves the armature against the spool valve sleeve, thereby closing the variable bleed exhaust. With the variable bleed exhaust closed, AFL fluid pressure acting on the spool valve increases and moves the valve fully against the spool valve spring force. The AFL fluid circuit is then completely open to feed the torque signal fluid circuit and the torque signal fluid exhaust through the spool valve sleeve is closed. This provides maximum torque signal fluid pressure and maximum line pressure.
➤ ➤
➤
The PCM operates the PCS on a positive duty cycle. This means that the high (positive) side of the PCS electrical circuit at the PCM controls the PCS operation. The PCM always provides a ground path for the circuit and continually adjusts the PCS duty cycle depending on vehicle and transmission operating conditions. A positive duty cycle is measured as approximately 12 volts on the positive side of the PCS when it is energized. Figure B shows an example of a 40% positive duty cycle.
EXHAUST VARIABLE ARMATURE SPRING FRAME BLEED ORIFICE
ACTUATOR TORQUE SIGNAL FEED LIMIT FLUID FLUID
➤
The duty cycle and amount of current flow to the PCS are mainly affected by throttle position. Duty cycle and current flow are inversely proportional to throttle angle; as throttle angle increases, the duty cycle is decreased by the PCM which decreases current flow to the PCS. Current flow to the PCS creates a magnetic field force that moves the solenoid armature toward the push rod and against spring force. Note that AFL fluid flows through the restrictor to assist spring force in creating a dashpot for the armature to move against.
➤
The amount of current directed to the PCS is controlled by the solenoid’s duty cycle. Similar to the pulse width modulated 3-2 control solenoid, the duty cycle represents the percent time current is flowing through the solenoid coil during each cycle. As duty cycle increases, the amperage in the coil increases. The high frequency of the PCS acts to smooth the pulses created by the duty cycle energizing and de-energizing the PCS.
The 4L60-E PCM programming also allows for adjustments in line pressure based on the changing characteristics of the transmission components. This process is referred to as Adaptive Learning and is used to assure consistent shift patterns and increase transmission durability. As transmission apply components wear and shift overlap time (time required to apply a clutch or band) increases, the PCM adjusts line pressure to maintain the originally calibrated shift timing. This is done by changing torque signal fluid pressure through the PCS control. Note: Adaptive learning control is not used on all shifts and varies depending on application.
➤
Duty Cycle and Current Flow
system becomes disabled for any reason, current flow to the solenoid is 0.0 amps and the PCS will regulate maximum torque signal fluid pressure. This creates maximum line pressure to prevent any apply components form slipping until the condition can be corrected.
➤
The Pressure Control Solenoid (PCS) is a precision electronic pressure regulator controlled by the PCM at approximately 292.5 Hz (cycles per second). The PCS regulates actuator feed limit (AFL) fluid into torque signal fluid pressure. The PCM controls this regulation by varying the electrical current flowing to the PCS.
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)
FIGURE C: PRESSURE CONTROL SOLENOID CURRENT FLOW
Figure 37
POWER FLOW The purpose of this section is to describe how torque generated by the engine is transferred through the Hydra-matic 4L60-E transmission and to the vehicle's drive shaft. The information that follows describes the mechanical, electrical and hydraulic operation of the transmission while in each specific gear range. This section builds upon previously covered information. Therefore, if the operation of a certain component is unclear, refer to the previous sections of this book for individual component explanations. The material in this section is presented in the same order as the arrangement of the shift quadrants - a progression from Park to Manual First (P, R, N, D , D, 2, 1). The left hand, or even numbered pages, contain drawings of the
mechanical components and power flow used in a specific gear range. Facing this page is a half page insert with a detailed explanation of the mechanical operation for that gear range. At the top of this insert is a range reference chart showing a summary of which components are applied in that gear range. The right hand, or odd numbered pages, contain a simplified version of the Complete Hydraulic Circuit section (beginning on page 67). Facing this page is a half page of text with a detailed description of what is occurring hydraulically and electronically in that gear range. A reference to the corresponding Complete Hydraulic Circuit is located at the bottom of the half page, should more schematic information be desired.
Figure 38
41
PARK
PARK
Engine Running
Engine Running POWER FROM TORQUE CONVERTER (1)
NO POWER TRANSMITTED TO OUTPUT SHAFT (687)
SHIFT "A" SOL
SHIFT "B" SOL
ON
ON
2-4 BAND
REVERSE INPUT CLUTCH
FORWARD OVERRUN FORWARD 3-4 SPRAG CL. CLUTCH CLUTCH CLUTCH ASSEMBLY
LO-ROLLER CLUTCH
LO-REV CLUTCH APPLIED
The Hydra-matic 4L60-E automatic transmission requires a constant supply of pressurized fluid to cool and lubricate the components throughout the unit. It also requires a holding force be applied to the bands and clutches to obtain the various gear ranges. The oil pump and valve body assemblies provide for this pressurization and distribution of fluid. • The torque converter assembly (1) is connected to the engine through the engine flywheel and rotates at engine speed.
➤
• The oil pump rotor (212) is keyed to the torque converter pump hub and is also driven at engine speed.
➤
• The fluid circulating inside the converter creates a fluid coupling that drives the converter turbine. • The turbine shaft, connected to the input housing (621), is driven by the converter turbine. • The input housing contains three separate multiple disc clutches: The overrun clutch, forward clutch and the 3-4 clutch. All three clutches are released and power flow is terminated at the input housing. Lo and Reverse Clutch Applied INPUT HOUSING & SHAFT ASSEMBLY (621)
TORQUE CONVERTER ASSEMBLY (1)
TRANSMISSION CASE (8)
PUMP ASSEMBLY (4)
• The lo and reverse clutch plates (682) are applied and hold the reaction carrier (681) stationary to the transmission case (8). However, with power flow terminated at the input housing the lo and reverse clutch has no affect on transmission operation in Park. Parking Pawl Engaged
• The manual shaft (84) and manual valve (340) are in the Park position (P). The parking lock actuator assembly (85) engages the parking brake pawl (81) with the lugs on the reaction internal gear (684). • The reaction internal gear is splined to the output shaft (687) and both components are held stationary by the parking pawl. With the output shaft held, the vehicle is prevented from moving.
OIL PUMP ROTOR (212)
REACTION INTERNAL GEAR (684) HELD
OUTPUT SHAFT (687) HELD
SPEED SENSOR ROTOR (699)
Note: The transmission manual linkage must be adjusted correctly so the indicator quadrants in the vehicle correspond with the inside detent lever in the transmission. Refer to the appropriate General Motors service manual for the proper manual linkage adjustment procedure. Also, the vehicle should be completely stopped before selecting Park range or internal damage to the transmission could occur.
PARKING PAWL RETURN SPRING (80) MANUAL SHAFT (84)
PARKING LOCK ACTUATOR ASSEMBLY (85)
INSIDE DETENT LEVER (88)
42
PARKING BRAKE PAWL (81) ENGAGED
Figure 39
42A
PARK
PARK
Engine Running
ENGINE RUNNING
When the engine is running, the oil pump draws fluid from the bottom pan, through the oil filter assembly and into the oil pump. This fluid is pressurized by the oil pump and directed into the line fluid circuit.
TORQUE CONVERTER ASSEMBLY
LO & REVERSE CLUTCH ASSEMBLY
Pressure Regulation
#9
➤
➤
PR ➤
COOLER
➤
➤
➤
R
N
➤
D
3
2
➤
1
LINE PRESSURE TAP
FORWARD CLUTCH ACCUMULATOR
➤
PR
➤
➤
➤
➤
➤
➤
MANUAL VALVE
➤
➤
➤
➤
COOLER
LINE
➤
P
➤
➤
EX
LINE
➤
LINE
➤
➤
➤
➤
EX
D2 LO
D3
➤
➤ D2-N.C.
TEMP SENSOR
REV-N.O. LO-N.O.
➤
D3-N.C.
REV INPUT
REV INPUT FILTER (92)
➤
PR
➤
➤
➤
➤
LO OVERRUN
➤
➤
TORQUE SIG
➤
➤
AFL
➤
➤
➤
AFL
➤
➤
LINE
LO/1ST
FILTER (49)
➤
➤
➤
➤
EX
Figure 40
EX ➤
2ND ➤
29
SOL B N.O.
ON EX
EX
3-4 SIG
3-4 ACC SERVO FEED
AFL
2-3 SHUTTLE EX
28
AFL (To 3-2 Solenoid)
➤
D2
ORUN D3
➤
2-3 SHIFT VALVE EX
TORQUE SIG
SIG A
➤
EX 4TH SIG 3-4 SIG
EX
EX
D4
EX ➤
➤
➤
EX EX
➤
COMPLETE HYDRAULIC CIRCUIT Page 68
AFL
➤
➤
3-4 SHIFT VALVE
➤
➤
➤
D3
➤
➤
➤
TORQUE SIG
➤
EX
➤
LO
➤
➤
ACTUATOR FEED LIMIT
D4-3-2
➤
➤ ➤
PRESSURE CONTROL SOLENOID
ON
2ND
➤
FILTER (50) ➤
➤
➤
➤
➤
➤
SOL A N.O.
1-2 SHIFT VALVE
➤
➤
AFL
➤
➤
AFL
➤
26
27
➤
AFL
25
➤
➤
SIG A
9
2ND CL
LINE
➤ ➤
SIG A
➤
CONV CL SIGNAL VALVE
32
➤
➤
➤
8
EX
➤
PR LO/REV
23
➤
➤
OFF
EX
EX TCC SOLENOID N.O.
CC SIG
➤
➤
➤
FILTER
BOTTOM PAN (SUMP)
LO/REV
REVERSE
RELEASE
D4 D3
➤
➤
LO
D4-N.O.
➤
BOOST VALVE
D4
PR
REV INPUT
D4 PRESSURE SWITCH ASSEMBLY
4
10
➤
3 ➤
➤
APPLY
➤
LINE
➤
CONV FD
FWD CL FEED D2
➤
➤
EX
➤
➤
➤
➤
➤
➤ INTAKE ➤
➤
D3
➤
PRESS REG
➤
➤
➤
➤
PUMP ASM.
COOLER
➤
PR
➤
➤ ➤
➤
DECREASE
➤
CONVERTER CLUTCH VALVE
➤
➤
➤
FILTER (232)
EX
➤
➤
➤
2
➤
AIR BLEED
LINE
➤
➤
EX
• Line pressure is routed through the manual valve and into the PR (Park/Reverse) fluid circuit.
42B
➤ PR
➤
1
➤
PRESS RELIEF VALVE
Lo and Reverse Clutch Applies
• PR fluid pressure seats the lo/reverse checkball (#10) and is orificed to the outer area of the lo and reverse clutch piston. • PR fluid is also routed to the lo overrun valve. PR fluid pressure moves the valve against spring force and enters the lo/reverse fluid circuit. • Lo/reverse fluid is routed to the inner area of the lo and reverse clutch piston. This fluid pressure, in addition to PR fluid pressure acting on the outer piston area, applies the lo and reverse clutch. • All fluid circuits at the pressure switch assembly (PSA) are empty and the PSA signals the PCM that the manual valve is in either the Park or Neutral position.
➤
LUBE
➤
AIR BLEED
➤
• Fluid exits the converter in the apply fluid circuit, flows through the converter clutch apply valve and enters the cooler fluid circuit. • Cooler fluid flows through the transmission fluid cooler in the radiator and into the lubrication circuits throughout the transmission. Refer to page 92 for a complete drawing of the lubrication circuit.
➤
➤
• Release fluid pressure unseats the TCC apply checkball (#9) in the turbine shaft and is routed between the converter cover and pressure plate. This fluid pressure keeps the converter clutch released and fills the converter with fluid.
➤
➤
• The normally open TCC solenoid is OFF. • Line pressure enters the converter feed fluid circuit at the pressure regulator valve and is routed to the converter clutch apply valve. • Spring force holds the converter clutch apply valve in the release position. Converter feed fluid is routed through the valve and into the release fluid circuit.
➤
LO/REV ➤
• Line pressure is blocked by the converter clutch signal valve and the converter clutch signal fluid circuit is empty.
#10
COOLER
Note: Refer to Neutral range on page 47A for a description of the shift solenoid and shift valve operation in Park, Reverse and Neutral.
Converter Clutch Circuit
RELEASE
APPLY
➤
• Line pressure is routed through the AFL valve and into the AFL fluid circuit. AFL fluid is routed to the shift solenoids, pressure control solenoid, 3-2 control solenoid and the 2-3 shift valve train.
• The pressure control solenoid regulates AFL fluid into torque signal fluid pressure. The PCM controls this regulation in relation to throttle position and other vehicle operating conditions. • In all gear ranges, torque signal fluid pressure from the pressure control solenoid is directed to the boost valve and accumulator valve.
➤
➤
• Excess line pressure at the pressure regulator valve is fed into the decrease fluid circuit. Decrease fluid is routed back to the oil pump slide to help control pump output. • Line pressure is also directed to the pressure relief ball, line pressure tap, manual valve, converter clutch signal valve and actuator feed limit (AFL) valve.
➤
• Line pressure from the oil pump assembly is directed to the pressure regulator valve where it is regulated in response to torque signal fluid pressure, spring force and line pressure acting on the end of the valve.
43
REVERSE
REVERSE POWER FROM TORQUE CONVERTER (1)
REVERSE INPUT CLUTCH (605) APPLIED
LO & REVERSE CLUTCH APPLIED
➤
POWER TO DIFFERENTIAL ASSEMBLY
SHIFT "B" SOL
ON
ON
2-4 BAND
REVERSE INPUT CLUTCH
FORWARD OVERRUN FORWARD 3-4 SPRAG CL. CLUTCH CLUTCH CLUTCH ASSEMBLY
APPLIED
LO-ROLLER CLUTCH
LO-REV CLUTCH APPLIED
In Reverse (R), torque from the engine is transmitted to the turbine shaft and input housing in the same manner as Park range. The reverse input clutch is applied to transfer engine torque to the reaction planetary gear set and obtain Reverse.
➤ ➤
• The manual shaft (84) and manual valve (340) are in the Reverse (R) position. The parking pawl (81) is disengaged from the reaction internal gear (684) and the output shaft (687) is free to rotate.
➤
➤
➤
SHIFT "A" SOL
➤
➤
• All clutches in the input housing (621) are released, as in Park, preventing power flow from reaching the input planetary gear set. Reverse Input Clutch Applied
• The reverse input clutch plates (612) are applied and connect the reverse input clutch housing (605) to the input housing. Engine torque is transferred from the input housing, through the clutch plates, and to the reverse input clutch housing. • The reverse input clutch housing is connected to the reaction sun shell (670) and torque is transferred to the sun shell. • The reaction sun gear (673) is splined to the reaction sun shell and is driven clockwise by the sun shell. Lo and Reverse Clutch Applied
• As in Park range, the lo and reverse clutch plates (682) are applied and hold the reaction carrier (681) stationary to the transmission case. This also holds the reaction carrier shaft (666) and input internal gear (664) stationary.
REACTION SUN SHELL (670) INPUT HOUSING & SHAFT ASSEMBLY (621)
• The reaction sun gear drives the reaction carrier pinion gears in a counterclockwise direction.
REVERSE INPUT CLUTCH (605) APPLIED
• The reaction carrier pinion gears drive the reaction internal gear in a counterclockwise direction. REACTION SUN GEAR (673)
• The reaction internal gear is splined to and drives the output shaft (687) counterclockwise to obtain Reverse and a gear reduction of approximately 2.3:1. • The input carrier assembly (662), splined to the output shaft, also rotates but has no affect in Reverse with all other clutches released. Coast Conditions
TRANSMISSION CASE (8)
LO & REVERSE CLUTCH PLATE ASSEMBLY (682) APPLIED
REACTION INTERNAL GEAR (684)
OUTPUT SHAFT (687)
SPEED SENSOR ROTOR (699)
• When the throttle is released in Reverse, power from vehicle speed is transferred back through the transmission gear train to the engine. This action allows engine compression to slow the vehicle.
REACTION CARRIER ASSEMBLY (681) HELD
44
Figure 41
44A
REVERSE
REVERSE
When the gear selector lever is moved to the Reverse (R) position the manual valve also moves and line pressure enters the reverse fluid circuit, in addition to the PR fluid circuit. REVERSE INPUT CLUTCH ASSEMBLY
Lo and Reverse Clutch Remains Applied
LO & REVERSE CLUTCH ASSEMBLY
• PR and lo/reverse fluid pressures continue to act on the lo and reverse clutch piston. This keeps the lo and reverse clutch applied in Reverse (see note below). Reverse Input Clutch Applies
➤
• Reverse input fluid pressure is directed to the reverse input clutch piston to apply the reverse input clutch.
REV INPUT
#10
PR
LO/REV
➤
➤
• Reverse fluid also acts on the reverse abuse valve. At engine speeds above idle, reverse fluid pressure increases and moves the valve against spring force. This allows reverse fluid to feed the reverse input fluid circuit quickly, thereby bypassing the control of orifice #17.
LINE
➤
LINE
➤ ➤
P
R
N
➤
D
3
2
➤
➤
➤
➤
➤
➤
➤
➤
1
LINE PRESSURE TAP
FORWARD CLUTCH ACCUMULATOR
➤
EX
LINE (From Pump) ➤
➤ PR
➤
LINE
➤
• Reverse input fluid closes the normally open reverse fluid pressure switch in the pressure switch assembly (PSA). The PSA signals the PCM that the manual valve is in the Reverse position.
➤
➤
EX ➤
PR
Pressure Regulation
➤
• The pressure control solenoid continues to regulate actuator feed limit (AFL) fluid into the torque signal fluid circuit in relation to throttle position and other vehicle operating conditions.
➤
➤
➤
➤
➤
➤
➤
MANUAL VALVE EX
REVERSE
D2 LO
D4
➤
PRESS REG
➤
DECREASE
D4 PRESSURE SWITCH ASSEMBLY
➤
➤
FWD CL FEED D2
D3
➤ ➤
D3
➤
D3
➤
LO
D4-N.O.
➤
➤ ➤
Note: The hydraulic and electrical systems in Reverse operate in the same manner as Park (P) range except as described above. In each of the following gear ranges, most of the explanation is limited to what changes from the range on the previous page. If a component or circuit is not explained, it functions similar to the previous range. However, some explanations are repeated for clarity and continuity.
D4
➤ ➤
CONV FD
➤
➤
PR
➤
➤
• Torque signal fluid pressure continues to act on the boost valve to control line pressure. Also, reverse input fluid pressures acts on the boost valve to assist torque signal fluid pressure force and increase the operating range of line pressure.
LO/REV
• Reverse input fluid is routed through the boost valve and seats the air exhaust checkball located in the oil pump.
➤
• Reverse fluid pressure seats the reverse input checkball (#3) and is orificed into the reverse input fluid circuit. This orifice (#17) controls the reverse input clutch apply when engine speed is approximately at idle.
EX
PR
BOOST VALVE
➤
➤
➤
➤
TEMP SENSOR
LO-N.O. D3-N.C.
➤
REV INPUT
➤
➤
➤ 10
REV INPUT
➤
➤
➤
➤
REV INPUT
➤
➤
LINE
D2-N.C. REV-N.O.
➤
PR
➤
➤
➤
➤
➤
➤
23
➤
➤
TORQUE SIG
EX
PR LO/REV
➤
➤
➤
➤
LO OVERRUN
➤
TORQUE SIG
➤
➤
SIG A
➤
REV
SOL A N.O.
ON
EX
SIG A
D4
LO ➤
➤
EX
REV INPUT
➤
26
27
1-2 SHIFT VALVE 2ND
➤
➤
➤
D3
AFL
25
➤
➤
➤
➤
➤
➤
EX
LO/1ST ➤
➤
➤
FILTER (49)
➤
EX
➤
➤
➤
AFL
➤
➤
EX EX
➤
➤
➤
PRESSURE CONTROL SOLENOID
TORQUE SIG
➤
➤
➤
LINE
FILTER (50) ➤
ACTUATOR FEED LIMIT
AFL
➤
➤
➤
➤
➤
32
AFL
➤
➤
➤
➤
➤
➤
AFL
➤
➤
➤
2ND
D2
29
SOL B N.O.
EX
ON EX
EX
3-4 SIG
EX
AFL
2-3 SHUTTLE EX
ORUN D3
➤ ➤
➤
➤
➤
➤
EX
➤
2-3 SHIFT VALVE
➤
Figure 42
28
AFL (To 3-2 Solenoid)
➤
➤
REV
➤
➤
44B
➤
COMPLETE HYDRAULIC CIRCUIT Page 70
➤
REV ABUSE
REV
#3
AFL
3-4 ACC SERVO FEED
EX 4TH SIG 3-4 SIG
➤
➤
➤
➤ 17
➤
➤
➤
➤
REV INPUT
D4-3-2
➤
3-4 SHIFT VALVE
45
NEUTRAL
NEUTRAL
Engine Running
Engine Running POWER FROM TORQUE CONVERTER (1)
NO POWER TRANSMITTED TO OUTPUT SHAFT (687)
SHIFT "A" SOL
SHIFT "B" SOL
ON
ON
2-4 BAND
REVERSE INPUT CLUTCH
OVERRUN FORWARD FORWARD 3-4 SPRAG CL. CLUTCH CLUTCH CLUTCH ASSEMBLY
LO-ROLLER CLUTCH
LO-REV CLUTCH
Power flow in Neutral is the same as in Park range. • The turbine shaft and input housing assembly (621) are driven at converter turbine speed. • All clutch packs in the input housing assembly are released and power flow is terminated at the input housing. Lo and Reverse Clutch Released
➤
• Unlike Park range, the lo and reverse clutch plates (682) are released in Neutral. However, this does not affect the mechanical power flow.
➤
Parking Lock Pawl Disengaged
• The parking lock actuator (85) is disengaged from the parking brake pawl (81). • The parking pawl return spring (80) moves the parking brake pawl away from the lugs on the reaction internal gear (684). • The reaction internal gear and output shaft (687) are free to rotate. This allows the vehicle to roll freely when the transmission is in Neutral. • Neutral range may be selected to start the engine when the vehicle is standing still or moving down the road. INPUT HOUSING & SHAFT ASSEMBLY (621) TORQUE CONVERTER ASSEMBLY (1)
TRANSMISSION CASE (8)
PUMP ASSEMBLY (4)
REACTION INTERNAL GEAR (684)
OUTPUT SHAFT (687)
SPEED SENSOR ROTOR (699)
PARKING PAWL RETURN SPRING (80) MANUAL SHAFT (84)
PARKING LOCK ACTUATOR ASSEMBLY (85)
INSIDE DETENT LEVER (88)
46
PARKING BRAKE PAWL (81) DISENGAGED
Figure 43
46A
NEUTRAL
NEUTRAL
Engine Running
ENGINE RUNNING When the gear selector lever is moved to the Neutral (N) position, the manual valve also moves and blocks line pressure from entering any other fluid circuits. In this position, reverse and PR fluids are open to an exhaust past the end of the valve.
REVERSE INPUT CLUTCH ASSEMBLY
LO & REVERSE CLUTCH ASSEMBLY
Reverse Input Clutch Releases
• Reverse input fluid pressure, which was fed by reverse fluid, exhausts from the reverse input clutch piston. This releases the reverse input clutch plates. ➤
• Reverse input fluid also exhausts from the boost valve and pressure switch assembly (PSA). The PSA signals the PCM that the manual valve is in either the Park or Neutral position.
➤
➤
➤
➤
EX
REV INPUT
➤
LO/REV PR
➤
➤
Lo and Reverse Clutch Releases
➤
• PR fluid exhausts from the outer area of the lo and reverse clutch piston. Exhausting PR fluid unseats the lo and reverse clutch checkball (#10) for a quick exhaust.
➤
➤
➤
PR
➤
➤
➤
➤ ➤
➤
➤
• PR fluid exhausts from the lo overrun valve and spring force closes the valve. Lo/reverse fluid exhausts through the valve, into the lo 1st fluid circuit, through the 1-2 shift valve, into the lo fluid circuit and past the manual valve.
➤
LINE
➤ ➤
P
R
N
➤
D
3
2
➤
1
LINE PRESSURE TAP
FORWARD CLUTCH ACCUMULATOR
➤ ➤
D2 LO
D4
➤
FWD CL FEED D2
➤
D4 D4
➤
D3
➤
PRESSURE SWITCH ASSEMBLY
LO
➤
D4-N.O.
➤
➤
EX
➤
➤
➤ ➤
PRESS REG
D3
➤
➤
➤ ➤
➤
REVERSE
DECREASE ➤
D3
➤
➤
PR
PR ➤
BOOST VALVE
➤
➤
D3-N.C.
➤
➤
➤
➤
➤
REV INPUT
➤
➤
➤
➤
REV INPUT
➤
• In Park, Reverse and Neutral the normally closed 3-2 control solenoid is de-energized and blocking AFL fluid.
➤
➤
➤
➤
➤
REV INPUT
LO-N.O.
➤
➤
TEMP SENSOR
REV-N.O.
➤
➤
LINE
D2-N.C.
• Solenoid signal fluid holds the 2-3 shift valve train in the downshifted position against AFL fluid pressure acting on the 2-3 shift valve.
➤
➤
➤
• Signal “A” fluid pressure holds the 1-2 shift valve in the downshifted position against spring force.
CONV FD
➤
➤
➤
➤ ➤
➤
➤
• Both normally open shift solenoids are energized (ON). The solenoids block solenoid signal fluid from exhausting, thereby creating fluid pressure in these solenoid signal fluid circuits.
➤
➤
➤
➤ ➤
Shift Solenoid Operation in Park, Reverse and Neutral
➤
MANUAL VALVE EX
➤
➤
PR
➤
• With both PR and lo/reverse fluids exhausted, the lo and reverse clutch plates are released and the transmission is in Neutral.
LO/REV
LINE
➤
EX ➤
➤
LINE
LINE (From Pump) ➤
➤
➤
#10
• Reverse fluid also exhausts from the reverse abuse valve and spring force closes the valve.
➤
➤
• Exhausting reverse input fluid unseats the reverse input checkball (#3) for a quick exhaust through the reverse fluid circuit.
➤
➤
➤
➤
➤
➤ ➤ ➤
➤ ➤
LO
➤
➤ ➤
SIG A
➤REV
SOL A N.O.
1-2 SHIFT VALVE
ON
EX
➤
➤
➤
2ND
EX
SIG A
➤
25
➤
REV INPUT
➤
AFL
26
27
D3
➤
D4
➤
LO
➤
➤
➤
➤
TORQUE SIG
➤
EX
➤
➤
EX
➤
➤
➤
➤
➤
➤
LO/1ST ➤
➤
➤
➤
➤
➤
➤
EX EX
FILTER (49)
➤
LINE
➤
➤
TORQUE SIG
AFL
➤
➤
PRESSURE CONTROL SOLENOID
➤
➤
➤
➤
ACTUATOR FEED LIMIT
➤
➤
➤
FILTER (50)
AFL
➤
➤
➤
➤
➤
32
AFL
➤
➤
➤
➤
➤
➤
LO OVERRUN
➤
AFL
➤
23
EX
➤
TORQUE SIG
➤
➤ PR LO/REV
➤
➤
➤
➤
➤
➤
Note: With the manual valve blocking line pressure, the shift solenoid states do not affect transmission operation in Park, Reverse and Neutral. In Park, Reverse and Neutral the shift solenoids are shown energized, as in First gear. This is the normal operating state when the vehicle is stationary or at low vehicle speeds.
➤
➤
➤
➤
➤
PR
➤
➤
10
➤
46B
2ND ➤
AFL 29
SOL B N.O.
EX
ON EX
EX
EX
2-3 SHUTTLE 3-4 SIG
EX
AFL (To 3-2 Solenoid)
➤
D2
ORUN D3
➤
Figure 44
3-4 ACC SERVO FEED
COMPLETE HYDRAULIC CIRCUIT Page 72
EX
REV ABUSE
28
2-3 SHIFT VALVE
➤
➤
➤ REV
➤
➤
EX 4TH SIG 3-4 SIG
➤ ➤
➤
➤
➤
➤
➤
➤
➤
AFL
➤
➤
REV
#3
➤
➤
17
➤
➤
➤
➤
➤
➤
REV INPUT
D4-3-2
➤
3-4 SHIFT VALVE
47
OVERDRIVE RANGE - FIRST GEAR
OVERDRIVE RANGE - FIRST GEAR POWER FROM TORQUE CONVERTER (1)
FORWARD CLUTCH APPLIED
FORWARD SPRAG ASSEMBLY (642) HOLDING
LO ROLLER CLUTCH ASSEMBLY (678) HOLDING
POWER TO DIFFERENTIAL ASSEMBLY
SHIFT "A" SOL
SHIFT "B" SOL
ON
ON
2-4 BAND
REVERSE INPUT CLUTCH
FORWARD OVERRUN FORWARD 3-4 CLUTCH CLUTCH SPRAG CL. CLUTCH ASSEMBLY APPLIED HOLDING
LO-ROLLER CLUTCH
LO-REV CLUTCH
HOLDING
In First gear, torque from the engine is multiplied through the torque converter and transmission gear train to the vehicle’s drive shaft. The planetary gears operate in reduction to achieve a First gear starting ratio of approximately 3.06:1.
➤
• The manual shaft (84) and manual valve (340) are in the Overdrive position D .
➤
➤
➤
• Engine torque is transferred from the torque converter to the input housing assembly (621) in the same manner as during Park, Reverse and Neutral.
➤
➤
➤
Forward Clutch Applied
• The forward clutch is applied in all forward gear ranges. The forward clutch plates (649) transfer engine torque from the input housing to the forward clutch outer race (644). Forward Sprag Clutch Driving
• The sprag clutch (642), located between the forward clutch outer race and the sprag retainer and race assembly (641), locks and drives the sprag retainer and race assembly. • The sprag retainer and race assembly is splined to and drives the input sun gear (658).
FORWARD CLUTCH APPLIED
FORWARD SPRAG ASSEMBLY (642) HOLDING
INPUT CARRIER ASSEMBLY (662)
INPUT INTERNAL GEAR (664) HELD
INPUT SUN GEAR (658) FORWARD CLUTCH OUTER RACE OVERRUN (644) CLUTCH HUB (639)
LO & REVERSE CLUTCH SUPPORT ASSEMBLY (679)
48
REACTION INTERNAL GEAR LO & REVERSE (684) CLUTCH PLATE ASSEMBLY TRANSMISSION (682) CASE (8) TRANSMISSION CASE (8)
LO ROLLER CLUTCH RACE (675) HELD
Lo Roller Clutch Holding
• The input carrier pinion gears attempt to drive the input internal gear (664) and reaction carrier shaft (666) counterclockwise. The reaction shaft then attempts to drive reaction carrier assembly (681) counterclockwise. • The lo roller clutch (678) is located between the lo and reverse clutch support assembly (679) (which is splined to the case) and the reaction carrier assembly. With the reaction carrier attempting to rotate counterclockwise, the roller clutch locks and prevents the reaction carrier, reaction carrier shaft and input internal gear from rotating.
INPUT HOUSING & SHAFT ASSEMBLY (621)
LO ROLLER CLUTCH ASSEMBLY (678) HOLDING
REACTION CARRIER SHAFT (666) HELD
• The input sun gear drives the input carrier pinion gears counterclockwise.
REACTION CARRIER ASSEMBLY (681) HELD
OUTPUT SHAFT (687)
SPEED SENSOR ROTOR (699)
• The input carrier pinion gears, rotating counterclockwise on their pins, walk clockwise around the stationary input internal gear. This action drives the input carrier assembly (662) clockwise. • The input carrier assembly is splined to and drives the output shaft (687) clockwise in a First gear reduction of approximately 3.06:1. • As a result of the output shaft rotating, the reaction internal gear (684), reaction carrier pinion gears, reaction sun gear (673), reaction sun shell (670), and reverse input clutch housing (605) all rotate but do not affect the transmission’s mechanical power flow. Coast Conditions
• When the throttle is released in Overdrive Range - First Gear and engine RPM decreases, power from vehicle speed drives the output shaft and input carrier (662) faster than engine torque is driving the forward clutch outer race (644). This allows the input carrier pinion gears to drive the input sun gear (658) clockwise faster than the forward clutch outer race. This causes the sprag race and retainer assembly to overrun the sprag clutch and allow the vehicle to coast freely without engine compression slowing the vehicle. • Also during coast conditions, the reaction internal gear drives the reaction carrier pinion gears. This drives the reaction carrier clockwise and overruns the lo roller clutch.
48A Figure 45
OVERDRIVE RANGE - FIRST GEAR
OVERDRIVE RANGE - FIRST GEAR
When the gear selector lever and manual valve are moved to the Overdrive position D , line pressure fills the D4 fluid circuit. INPUT CLUTCH HOUSING ASSEMBLY
• D4 fluid pressure is routed to the pressure switch assembly (PSA) where it closes the normally open D4 fluid pressure switch. With the D4 switch closed, the PSA signals the PCM that the manual valve is in the Overdrive position.
➤
• D4 fluid pressure seats the forward clutch accumulator checkball (#12) and is orificed into the forward clutch feed fluid circuit. This orifice (#22) helps control the forward clutch apply when engine speed is approximately at idle.
➤
FWD CL FEED
Forward Clutch Applies ➤
➤
REAR LUBE
• Forward clutch feed fluid pressure acts on the forward clutch piston to apply the forward clutch plates. • As the forward clutch applies, forward clutch feed fluid pressure moves the forward clutch accumulator piston against spring force. This action absorbs some of the initial increase of forward clutch feed fluid pressure to cushion the forward clutch apply.
➤
24 ➤
➤
➤ ➤
LINE
➤
LINE
➤
P
R
N
➤
D
3
2
➤
1
EX
DECREASE
➤
➤
FORWARD CLUTCH ACCUMULATOR
➤
➤
➤ ➤
EX
D2 LO
22
D3
D4
➤ ➤
#12
➤
LO
D4-N.O.
➤
➤
➤ ➤
D2-N.C.
10
➤
EX
➤
EX
➤
TORQUE SIG
➤
➤ ➤
EX
➤
D4
FWD CL FEED
➤
D4
➤
➤ ➤
➤
➤
AFL
➤
➤
➤
AFL
➤
FILTER (49)
➤
➤
➤
D4
➤
EX
ON EX
➤
SIG A
➤
SOL A N.O.
2ND
➤
➤
➤
D2
28
➤
Figure 46
29
SOL B N.O.
EX
ON EX
EX
EX
2-3 SHUTTLE 3-4 SIG
3-4 ACC SERVO FEED
EX
1-2 ACCUMULATOR
AFL
➤
2-3 SHIFT VALVE 2ND CL
AFL (To 3-2 Solenoid)
➤
➤
➤
➤
AFL 2ND
➤
ORUN D3
➤
➤
➤
EX 4TH SIG 3-4 SIG
➤
➤ ➤
D4-3-2
➤
➤ ➤
➤
AFL
26
1-2 SHIFT VALVE
➤
➤
ACCUM ➤
D4
➤
D3 3-4 SHIFT VALVE
18
ORF ACC
48B
➤ 25
➤
➤
➤
3-4 ACCUMULATOR EX 19 3-4 ACC
➤
#1
27 ➤
LO LO/1ST
➤
EX
SIG A
➤
ACCUM
➤ ➤
➤
➤
30
ACC
• Accumulator fluid fills both the 1-2 and 3-4 accumulators in preparation for the 1-2 and 3-4 upshifts respectively.
COMPLETE HYDRAULIC CIRCUIT Page74
➤
➤
➤
ACCUM VALVE
➤
31
• D4 fluid is regulated into accumulator fluid pressure by the accumulator valve. This regulation is biased by spring force, torque signal fluid pressure and orificed accumulator fluid.
➤
➤
Accumulator System
➤
➤
D4
➤
➤
D4
➤
TORQUE SIG
• Solenoid signal fluid pressure holds the 2-3 shift valve train in the downshifted position against AFL fluid pressure acting on the 2-3 shift valve. In this position the 2-3 shuttle valve blocks AFL fluid from entering the D432 fluid circuit.
• D4 fluid is also routed through an orifice cup plug (#24) and into the lubrication circuit at the rear of the transmission.
➤
➤
EX EX
➤
➤
• The normally open shift solenoid “B” remains ON and blocks solenoid signal fluid from exhausting.
➤
PRESSURE CONTROL SOLENOID
ACTUATOR FEED LIMIT
FORWARD ABUSE
➤
➤
➤
LINE
FILTER (50)
➤
➤
➤
32
➤
➤
➤
AFL
➤
REV INPUT
➤
➤
➤
AFL
➤
TORQUE SIG
➤
Shift Solenoid “B” and 2-3 Shift Valve Train
FWD CL FD
D3-N.C.
➤
➤
➤
➤
LO-N.O.
• Signal “A” fluid pressure also holds the 3-4 shift valve in the upshifted position against spring force. • AFL fluid continues to feed the solenoid signal fluid circuit through orifice #29.
TEMP SENSOR
REV-N.O.
➤
• Signal “A” fluid pressure holds the 1-2 shift valve in the downshifted position against spring force. In this position the valve blocks D4 fluid in preparation for a 1-2 upshift.
➤
REVERSE
D3
D4
PRESS REG
➤
BOOST VALVE
➤
PRESSURE SWITCH ASSEMBLY
REV INPUT
D4
➤
➤
➤
LINE
D2
➤
REV INPUT
FWD CL FEED
➤
EX
➤
D3 ➤
➤
• Actuator feed limit (AFL) fluid continues to feed the signal “A” fluid circuit through orifice #25.
PR
➤
➤
➤
➤
➤
MANUAL VALVE
➤
CONV FD
➤
Shift Solenoid “A” and 1-2 Shift Valve
• The normally open shift solenoid “A” remains ON, as in Park, Reverse and Neutral, and blocks signal “A” fluid from exhausting through the solenoid.
LINE PRESSURE TAP
FWD CL FD
➤
LINE
LINE (From Pump) ➤
• D4 fluid pressure is also routed to the forward abuse valve. At engine speeds above idle, D4 fluid pressure increases and moves the abuse valve against spring force. This allows D4 fluid to fill the forward clutch feed fluid circuit quickly and bypass the control of orifice #22 for applying the forward clutch.
➤
➤
➤
➤
FWD CL FEED
49
OVERDRIVE RANGE - SECOND GEAR
OVERDRIVE RANGE - SECOND GEAR POWER FROM TORQUE CONVERTER (1)
2-4 BAND ASSEMBLY (602) APPLIED
FORWARD CLUTCH APPLIED
FORWARD SPRAG ASSEMBLY (642) HOLDING
POWER TO DIFFERENTIAL ASSEMBLY
SHIFT "A" SOL
SHIFT "B" SOL
2-4 BAND
OFF
ON
APPLIED
REVERSE INPUT CLUTCH
FORWARD OVERRUN FORWARD 3-4 CLUTCH CLUTCH SPRAG CL. CLUTCH ASSEMBLY
LO-ROLLER CLUTCH
LO-REV CLUTCH
APPLIED HOLDING
Input signals from the various engine and transmission information sensors are continually monitored by the Powertrain Control Module (PCM). As vehicle speed increases, the PCM processes this information to determine the precise moment to shift the transmission into Second gear. In Second gear, the planetary gear sets operate in reduction at a gear ratio of approximately 1.63:1.
➤
Forward Sprag Clutch Driving
➤
➤
➤
• The forward clutch (649) is applied and the forward sprag clutch (642) is driving as in First gear to transfer engine torque to the input sun gear (658) and input carrier pinion gears.
➤
➤
➤
➤
➤
➤
• The input carrier assembly (662) is driven clockwise by the input carrier pinion gears walking around the input internal gear (664) as in First gear. This action drives the output shaft (687) and the reaction internal gear (684). 2-4 Band Applied
• The 2-4 band (602) is applied and holds the reverse input clutch housing (605) stationary to the transmission case.
INPUT REACTION INTERNAL CARRIER INPUT CARRIER GEAR SHAFT REVERSE INPUT (664) FORWARD SPRAG ASSEMBLY (666) (662) CLUTCH HOUSING ASSEMBLY FORWARD (605) (642) CLUTCH INPUT HOUSING HELD HOLDING & SHAFT ASSEMBLY APPLIED (621) 2-4 BAND ASSEMBLY (602) APPLIED SERVO ASSEMBLY APPLIED INPUT SUN GEAR (658) FORWARD CLUTCH OUTER RACE OVERRUN (644) CLUTCH HUB (639)
REACTION SUN SHELL (670) HELD
LO & REVERSE CLUTCH PLATE ASSEMBLY TRANSMISSION (682) CASE (8)
REACTION SUN GEAR (673) HELD
50
REACTION INTERNAL GEAR (684)
OUTPUT SHAFT (687)
• The reverse input clutch housing and the reaction sun gear (673) are splined to the reaction sun shell (670). With the 2-4 band applied, the sun shell and reaction sun gear are also held stationary. • The reaction internal gear rotates with the output shaft and drives the reaction carrier pinion gears in a clockwise direction. • The reaction carrier pinion gears walk clockwise around the stationary reaction sun gear and drive the reaction carrier assembly (681). • The reaction carrier shaft (666) and input internal gear (664) are driven clockwise by the reaction carrier assembly. • The input internal gear drives the input carrier pinions, input carrier and output shaft in a second reduction to achieve the Second gear ratio of approximately 1.63:1. Coast Conditions
• Similar to Overdrive Range - First Gear, the forward sprag clutch is overrun when the throttle is released. This action allows the vehicle to coast freely in Overdrive Range - Second Gear.
SPEED SENSOR ROTOR (699)
REACTION CARRIER ASSEMBLY (681)
50A Figure 47
OVERDRIVE RANGE - SECOND GEAR
OVERDRIVE RANGE - SECOND GEAR
The PCM continually receives input signals from the vehicle speed sensor (VSS), throttle position sensor (TPS) and other vehicle sensors. The PCM processes these inputs to determine the precise moment to de-energize (turn OFF) shift solenoid “A” and shift the transmission into Second gear.
INPUT CLUTCH HOUSING ASSEMBLY
2-4 Band Applies
➤
➤
FWD CL FEED
• Shift solenoid “A” is de-energized and signal “A” fluid exhausts through the normally open solenoid. Spring force moves the 1-2 shift valve into the upshifted position. ➤
➤
REAR LUBE
• AFL fluid continues to feed the signal “A” fluid circuit through orifice #25. However, because the exhaust through the solenoid is larger than orifice #25, fluid pressure does not increase in the signal “A” fluid circuit.
24 ➤
• D4 fluid flows through the upshifted 1-2 shift valve and fills the 2nd fluid circuit.
➤
➤
➤
➤
LINE PRESSURE TAP ➤
➤
➤
D2 LO
D3 D2 PRESSURE SWITCH ASSEMBLY
➤
➤
D3
D4
#12
➤
LO
D4-N.O.
➤ ➤
➤
D3-N.C.
REV INPUT
➤
➤
EX
OFF
➤
FORWARD ABUSE
9
➤
➤
EX
➤
➤ ➤
LO-N.O.
➤ EX ➤
TCC SOLENOID N.O.
FWD CL FD
TEMP SENSOR ➤
➤
22
➤
➤
➤
➤
2ND CL
➤
➤
EX
D4
D2-N.C.
➤
TORQUE SIG
FWD CL FEED
➤
➤
➤
D4
D4
➤
➤
➤
D4
➤
➤
➤
➤
D4 EX
SIG A
EX
➤
2ND
D2 ➤
7
EX
EX ➤
OVERRUN CL FD FILTER (51)
➤
➤
➤
➤ ➤
➤
6
EX
➤ SERVO FD OVERRUN CL 3-4 ACC
➤
2ND 4TH SIG
➤
ON
EX
EX
EX
➤
➤
➤ ➤
➤
SOL B N.O.
➤
➤
➤
29
2-3 SHUTTLE 3-4 SIG
2ND
➤
➤
3-4 ACC SERVO FD
EX 4TH SIG 3-4 SIG
ORUN D3
➤
D4
➤
➤
➤
D4
➤
➤
➤
EX
➤
➤
➤
➤
➤
2-3 SHIFT VALVE
➤
➤
5
➤
EX
➤
➤
➤
➤
EX
4TH
➤
➤
➤
EX ➤
3-2 CONT SOL N.C.
14
3-2 CONTROL EX
➤
➤
2ND & 4TH SERVO
➤
➤ ➤
4TH ACTUATOR FEED LIMIT 3-4 CL 3-2 SIG ➤ 15 ➤
➤
➤
ACCUM
1-2 ACCUMULATOR ➤ ➤ 2ND CL
EX
4-3 SEQUENCE VALVE
➤
➤
➤
ORF ACC
3-4 RELAY
➤
➤
3RD ACC
➤
11
➤
➤
➤
18
➤
➤
28
➤
➤
➤
3-4 ACCUMULATOR EX 19 3-4 ACC
2ND
AFL
➤
➤
➤
EX
➤ ➤
➤
➤
➤
ACCUM
➤
➤
3-4 CL
2ND CL
AFL
➤
ACC
➤
➤
30
OFF
➤
2ND CL
2ND
SOL A N.O.
➤➤
D4-3-2
➤
3-4 SHIFT VALVE
➤
➤
26
1-2 SHIFT VALVE
3-2 DOWNSHIFT
#1
➤
➤➤ ➤
➤
16
➤
SIG A
LO LO/1ST
➤
➤
➤
TORQUE SIG ➤
➤
27
ACCUM VALVE ➤
2ND
➤
➤
EX
➤
➤
D3
#8 2ND
AFL
➤
➤
➤
➤
➤
TORQUE SIG
➤
➤
➤
EX
FILTER (49)
25 ➤
➤
EX EX
➤
➤
31
2ND CL
AFL
➤
➤
➤
PRESSURE CONTROL SOLENOID
ACTUATOR FEED LIMIT
➤
➤
➤
➤
➤
LINE
FILTER (50)
➤
AFL
➤
➤
32
➤
➤
➤
AFL
➤
➤
➤
AFL
➤
➤
➤
➤
➤
FWD CL FEED
➤
➤
4
FILTER (92)
CONV CL SIGNAL VALVE
➤
➤
➤
D3
D4
REVERSE
PR
➤
➤
➤
➤
EX
8
• 2nd clutch fluid is also routed to the converter clutch (CC) signal valve. 2nd clutch fluid pressure opens the valve and line pressure fills the CC signal fluid circuit. CC signal fluid is routed to the TCC solenoid and converter clutch apply valve.
COMPLETE HYDRAULIC CIRCUIT PAGE 76
FORWARD CLUTCH ACCUMULATOR EX
LINE
RELEASE
➤
1
MANUAL VALVE
APPLY
➤
PRESS REG
2
➤
BOOST VALVE
➤
CONVERTER CLUTCH VALVE
COOLER
DECREASE ➤
➤
LINE
3
➤
➤
➤
➤
REV INPUT
➤
D
➤
3 ➤
N
➤
➤
➤
➤
➤
• 3-2 signal fluid pressure closes the 3-2 control valve against spring force.
• The TCC solenoid is de-energized and CC signal fluid exhausts through the normally open solenoid. Orifice #4 in the cup plug is smaller than the exhaust through the TCC solenoid. This prevents fluid pressure from building up at the end of the TCC apply valve and spring force keeps the valve in the release position.
EX
R
REV-N.O.
• 2nd fluid is also routed through the downshifted 2-3 shift valve and into the servo feed fluid circuit. Servo feed fluid is blocked by both the 3-4 relay valve and the 4-3 sequence valve.
Torque Converter Clutch
➤
LINE
➤
P
10
• 2nd fluid is blocked by the 3-4 relay valve in preparation for the upshift to Fourth gear.
• In Second gear the PCM operates the normally closed 3-2 control solenoid at approximately a 90% duty cycle. This opens the solenoid and AFL fluid fills the 3-2 signal fluid circuit.
➤
➤
➤
➤
• Accumulator fluid orificed to the end of the accumulator valve moves the valve against spring force and torque signal fluid pressure. This action regulates the exhaust of excess accumulator fluid for additional control of the band apply.
• Signal “A” fluid pressure also exhausts from the 3-4 shift valve and spring force moves the valve into the downshifted position.
EX
CONV FD
REV INPUT
• Some accumulator fluid is forced out of the 1-2 accumulator as 2nd clutch fluid pressure moves the accumulator piston. This fluid is routed back to the accumulator valve.
• 2nd fluid and 2nd clutch fluid are both blocked by the 3-2 downshift valve which is held in the closed position by spring force.
➤
➤
➤
➤
1-2 Shift Accumulation
• 2nd clutch fluid pressure is also routed to the 1-2 accumulator where it moves the 1-2 accumulator piston against spring force and accumulator fluid pressure. This action absorbs initial 2nd clutch fluid pressure to cushion the 2-4 band apply.
CONV FD
➤
➤
• 2nd clutch fluid pressure is routed to the 2-4 servo. This fluid pressure moves the 2nd apply piston against servo cushion and servo return spring forces to apply the 2-4 band and obtain Second gear.
LINE
➤
➤
➤
➤
LINE (From Pump) ➤ ➤
• 2nd fluid pressure seats the 1-2 upshift checkball (#8) and is routed through orifice #16 to fill the 2nd clutch fluid circuit. This orifice helps control the apply rate of the 2-4 band during a 1-2 upshift.
FWD CL FD
➤
➤
➤
FWD CL FEED
2ND CL
3RD ACC
50B
Figure 48
51
OVERDRIVE RANGE - THIRD GEAR
OVERDRIVE RANGE - THIRD GEAR POWER FROM TORQUE CONVERTER (1)
FORWARD CLUTCH APPLIED
FORWARD SPRAG ASSEMBLY (642) HOLDING
3-4 CLUTCH APPLIED
POWER TO DIFFERENTIAL ASSEMBLY
SHIFT "B" SOL
OFF
OFF
2-4 BAND
REVERSE INPUT CLUTCH
OVERRUN FORWARD FORWARD 3-4 CLUTCH CLUTCH SPRAG CL. CLUTCH ASSEMBLY
LO-ROLLER CLUTCH
LO-REV CLUTCH
APPLIED HOLDING APPLIED
As vehicle speed increases further, the PCM monitors the various information sensors to determine the precise moment to shift the transmission into Third gear. In Third gear, both planetary gear sets, input and reaction, rotate at the same speed and provide a 1:1 direct drive gear ratio between the converter turbine and output shaft.
➤ ➤
• Engine torque is transmitted to the input sun gear (658) in the same manner as First and Second gears. The forward clutch (649) is applied and the forward sprag clutch (642) is driving the input sun gear.
➤
➤
➤
➤
SHIFT "A" SOL
➤
➤
2-4 Band Released
• The 2-4 band (602) is released and the reverse input clutch housing (605) is free to rotate. The reaction sun shell (670) and reaction sun gear (673) are also free to rotate. 3-4 Clutch Applied
• The 3-4 clutch plates (654) are applied and transfer engine torque from the input housing (621) to the input internal gear (664). • Both the input internal gear and the input sun gear are driven at the same speed. The input carrier pinion gears are splined to these components and act as wedges to drive the input carrier assembly (662).
FORWARD CLUTCH APPLIED
3-4 CLUTCH APPLIED
INPUT CARRIER ASSEMBLY FORWARD SPRAG (662) ASSEMBLY (642) HOLDING
INPUT INTERNAL GEAR (664)
INPUT HOUSING & SHAFT ASSEMBLY (621)
• The input carrier drives the output shaft (687) at converter turbine speed to achieve direct drive in Third gear. • The reaction internal gear (684) is driven by the output shaft. Also, the reaction carrier shaft (666) is driven by the input planetary gear set and drives the reaction carrier assembly (681). With the reaction carrier and reaction internal gear rotating at the same speed, the pinion gears act as wedges and drive the reaction sun gear (673) at the same speed. As a result, the entire gear set rotates as one unit at converter turbine speed. Coast Conditions
INPUT SUN GEAR (658) FORWARD CLUTCH OUTER RACE OVERRUN (644) CLUTCH HUB (639)
REACTION INTERNAL GEAR (684)
52
REACTION CARRIER SHAFT (666)
OUTPUT SHAFT (687)
Figure 49
• As in First and Second gears when the throttle is released, power from vehicle speed drives the input sun gear (658) faster than engine torque drives the forward clutch outer race (644). This action causes the forward sprag clutch inner race (641) to overrun the sprag clutch (642) and allow the vehicle to coast freely.
SPEED SENSOR ROTOR (699)
52A
OVERDRIVE RANGE - THIRD GEAR
OVERDRIVE RANGE - THIRD GEAR
The PCM continues to monitor input signals from the VSS, TPS and other vehicle sensors to determine the precise moment to upshift the transmission into Third gear. This upshift is initiated by de-energizing shift solenoid “B”.
INPUT CLUTCH HOUSING ASSEMBLY
3-4 CL
➤
➤ ➤
➤
• Shift solenoid “B” is de-energized by the PCM and solenoid signal fluid exhausts through the solenoid.
➤
FWD CL FEED
➤
2-4 Band Releases
➤
➤
➤
EX
➤ ➤ ➤ 22
➤
➤
D4
EX
➤
➤
➤
➤
➤
➤
D4
➤
➤ ➤
➤
➤
D4
➤
➤
D4
FWD CL FEED
➤
➤
➤
REV INPUT ➤
➤
EX
D4
➤
9
➤
EX
➤ ➤
TEMP SENSOR
LO-N.O.
FORWARD ABUSE
2ND CL
➤
D4
D3
➤
D2-N.C. REV-N.O.
➤
➤
#12
LO
D4-N.O.
➤
• 3-4 clutch fluid is directed to the 3-4 clutch piston to apply the 34 clutch plates and obtain Third gear.
➤
➤
D4
FWD CL FD
3-4 CL ➤
➤
➤
OFF
D2 LO
D3
D4
REVERSE ➤ EX ➤
FWD CL FEED
➤
➤
PRESSURE SWITCH ASSEMBLY
➤
➤
3-4 Clutch Applies
FWD CL FD
LINE
➤ ➤
D2
D3-N.C.
CONV CL SIGNAL VALVE
24
➤
D3
➤
➤
FORWARD CLUTCH ACCUMULATOR ➤
PR
TCC SOLENOID N.O.
➤
LINE PRESSURE TAP
➤
➤
➤
➤ 8
➤
1
EX
➤
➤
TORQUE SIG
2
➤
➤
➤
3
MANUAL VALVE
4
FILTER (92)
➤
D
REAR LUBE
➤
RELEASE ➤
➤
APPLY
N
➤
BOOST VALVE
LINE
R
➤
10
➤
LINE
➤
P
➤
➤
➤
➤
REV INPUT
➤
• 3-4 signal fluid is also directed to the 3-4 shift valve where it is blocked in preparation for the upshift to Fourth gear.
3 ➤
CONVERTER CLUTCH VALVE
COOLER ➤
PRESS REG
➤
➤
➤
➤
EX
CONV FD REV INPUT
• 3rd accumulator fluid seats the 3rd accumulator exhaust checkball (#7) and acts on the release side of the 2nd apply piston in the 24 servo. 3rd accumulator fluid pressure assists servo return spring force to move the piston and apply pin against 2nd clutch fluid pressure. This action releases the 2-4 band.
➤
➤
• 3-4 signal fluid unseats the 3-4 clutch exhaust checkball (#4) and fills the 3-4 clutch fluid circuit. 3-4 clutch fluid unseats the 3rd accumulator checkball (#2) and fills the 3rd accumulator fluid circuit.
➤
➤
➤
LINE (From Pump)
➤
DECREASE
FWD CL FEED
➤
➤
EX
➤
CONV FD
➤
➤
• Orificed 2nd fluid is routed through the upshifted 2-3 shift valve and into the 3-4 signal fluid circuit.
➤
➤
• AFL fluid pressure acting on the 2-3 shift valve moves the 2-3 shift valve train into the upshifted position.
LINE
➤
➤
➤
➤
• Actuator feed limit (AFL) fluid continues to feed solenoid “B” through orifice #29. However, because orifice #29 is smaller than the exhaust through the solenoid, fluid pressure does not increase at the 2-3 shuttle valve.
➤
EX
EX D2 EX
EX
EX
EX
3-4 CL
2ND
EX ➤
➤
OVERRUN CL FD
➤
➤ ➤
➤
➤
EX
EX
➤
➤ ➤ ➤
➤
➤
➤
➤
➤
➤
➤
➤
4TH
➤
11
➤
15
14
3-2 CONTROL EX
3RD ACC
#2
➤
➤ ➤ ➤
➤
4TH
➤
➤
➤ ➤
3-2 CONT SOL N.C.
3-2 SIG
➤
➤
➤
➤
➤
➤
EX
2ND & 4TH SERVO
12
3-4 CL
➤
➤
➤ ➤
#7
➤
➤
3-4 CL
ACTUATOR FEED LIMIT
➤
➤
➤ ➤
➤
➤
➤
ACCUM
#4
➤
➤
➤
ORF ACC
3RD ACC
➤
➤
➤ ➤
EX
➤
4-3 SEQUENCE VALVE
➤ 13
FILTER (51)
EX
3-4 RELAY
➤
5
➤
➤
EX
SERVO FD
7
➤
➤ ➤
➤
➤
6
➤
3-4 SIG
➤
3-4 CL
➤
➤
➤
➤
➤
➤
4TH SIG
➤
EX
LO ➤
2ND
➤
➤
➤
ORUN D3
2ND
➤
ACC
➤
D4
EX 4TH SIG 3-4 SIG ➤
➤
➤ ➤ 3-4
➤
➤
➤
➤
OFF
➤
➤
➤
SOL B N.O.
➤➤
➤
➤
➤ ➤
➤
29
➤➤
➤
➤
➤
EX ➤
➤ ➤
➤
➤
D4
➤
➤
LINE
➤
➤
EX EX
➤
➤
EX
➤
➤
➤➤
2-3 SHUTTLE
➤
➤
➤ AFL
➤
OVERRUN CL
➤
➤
➤
EX
➤
➤
OFF
➤
2ND CL
SOL A N.O.
➤➤ ➤
➤
➤
➤
➤
➤
3-4 SIG
➤
2ND
18
2ND CL
➤
➤
28
➤
➤
➤
➤
3-4 ACCUMULATOR EX 19 3-4 ACC
➤
➤
3-4 ACC
➤
AFL
➤➤
➤
➤
➤
ACCUM
➤
AFL
2-3 SHIFT VALVE
3-2 DOWNSHIFT
2ND CL
2ND D4-3-2
➤ AFL
3-4 SHIFT VALVE 30
3-4 CL
➤
➤
➤
SIG A
2ND
26
1-2 SHIFT VALVE
D3
#8 2ND
LO/1ST
27
➤
D4
1-2 ACCUMULATOR ➤ 2ND CL ➤
52B
➤
SIG A
➤
➤
SIG A
➤ ➤
ACCUM VALVE
#1
➤
➤
➤
TORQUE SIG
16
➤
COMPLETE HYDRAULIC CIRCUIT PAGE 78
FILTER (49)
25
PRESSURE CONTROL SOLENOID
ACC
Torque Converter Clutch
• The PCM will apply the converter clutch in Overdrive Range Third Gear only under heavy throttle at high speeds. Refer to page 56B for an explanation of TCC apply.
➤
➤
31
➤
• AFL fluid is routed through the 2-3 shuttle valve and fills the D432 fluid circuit. D432 fluid assists spring force at the 1-2 shift valve.
AFL
➤
➤
➤
➤
➤
➤
➤
• With the 2-3 shift valve train in the upshifted position, servo feed fluid exhausts through the 2-3 shift valve, into the 3-4 accumulator fluid circuit and through an orificed exhaust past the 3-4 relay and 4-3 sequence valves.
➤
ACTUATOR FEED LIMIT
• 3-4 clutch fluid and 3rd accumulator fluid are blocked by the closed 3-2 control valve in preparation for a 3-2 downshift. • 3-4 clutch fluid pressure is also routed to the 3-2 downshift valve where it moves the valve against spring force. This opens the valve in preparation for a 3-2 downshift.
AFL
➤
32
➤
➤
➤
• The PCM continues to operate the 3-2 control solenoid at approximately a 90% duty cycle and 3-2 signal fluid pressure holds the 3-2 control valve closed against spring force.
AFL
➤
FILTER (50)
➤
• With 3-4 clutch fluid feeding the 3rd accumulator fluid circuit, the movement of the 2nd apply piston in the 2-4 servo acts as an accumulator for the 3-4 clutch apply.
➤
➤
➤
3RD ACC
2ND CL
Figure 50
53
OVERDRIVE RANGE - FOURTH GEAR
OVERDRIVE RANGE - FOURTH GEAR POWER FROM TORQUE CONVERTER (1)
2-4 BAND ASSEMBLY (602) APPLIED
FORWARD CLUTCH APPLIED
FORWARD SPRAG ASSEMBLY (642) OVERRUNNING
3-4 CLUTCH APPLIED
POWER TO DIFFERENTIAL ASSEMBLY
SHIFT "B" SOL
2-4 BAND
ON
OFF
APPLIED
REVERSE INPUT CLUTCH
FORWARD OVERRUN FORWARD 3-4 CLUTCH CLUTCH SPRAG CL. CLUTCH ASSEMBLY APPLIED
LO-ROLLER CLUTCH
LO-REV CLUTCH
APPLIED
To maximize engine efficiency and fuel economy, an Overdrive gear ratio of approximately .73:1 is used. This allows the vehicle to maintain a given road speed with less engine output speed.
➤ ➤
• The 3-4 clutch plates (654) remain applied in Fourth gear to transfer engine torque from the input housing (621) to the input internal gear (664) and reaction carrier shaft (666). 2-4 Band Applied
• The 2-4 band (602) is applied and holds the reverse input clutch housing (605) stationary to the transmission case.
➤
➤
➤
SHIFT "A" SOL
➤
➤
• The reaction sun shell (670) is splined to the reverse input clutch housing and the reaction sun gear (673) is splined to the sun shell. Both the sun shell and reaction sun gear are held stationary as a result of the 2-4 band being applied. • The reaction carrier shaft drives the reaction carrier assembly (681) clockwise. • The reaction carrier pinion gears rotate clockwise on their pins as they walk clockwise around the stationary reaction sun gear. • The reaction carrier pinion gears drive the reaction internal gear (684) and output shaft (687) in an overdrive gear ratio of approximately .73:1.
FORWARD REVERSE INPUT CLUTCH CLUTCH HOUSING APPLIED (605) 3-4 HELD INPUT HOUSING CLUTCH & SHAFT ASSEMBLY APPLIED 2-4 BAND (621) ASSEMBLY (602) APPLIED
INPUT REACTION INTERNAL CARRIER GEAR SHAFT (664) (666)
SERVO ASSEMBLY APPLIED
Forward Sprag Clutch Overrunning
• The output shaft drives the input carrier assembly (662), input pinion gears and input sun gear (658) faster than the forward clutch is driving the forward clutch outer race (644). This allows the forward clutch inner race to overrun the forward sprag clutch (642). As a result, the forward clutch and forward sprag clutch are ineffective in Fourth gear. Converter Clutch Applied
• When operating conditions are appropriate, the TCC is applied in Fourth gear. With the TCC applied there is a mechanical link between the engine and transmission and turbine speed equals engine speed (see page 12). Coast Conditions
REACTION SUN SHELL (670) HELD
LO & REVERSE CLUTCH PLATE ASSEMBLY TRANSMISSION (682) CASE (8)
REACTION SUN GEAR (673) HELD
54
REACTION INTERNAL GEAR (684)
OUTPUT SHAFT (687)
SPEED SENSOR ROTOR (699)
• In Fourth gear, neither the forward sprag clutch nor the lo roller clutch are used to transfer engine torque during acceleration. Therefore, there are no elements to overrun and allow the vehicle to coast freely when the throttle is released. This causes engine compression braking to slow the vehicle. However, because of the Overdrive gear ratio, engine compression braking is not as noticeable by the driver in Fourth gear as in the manual gear ranges.
REACTION CARRIER ASSEMBLY (681)
54A Figure 51
OVERDRIVE RANGE - FOURTH GEAR
OVERDRIVE RANGE - FOURTH GEAR
When vehicle operating conditions are appropriate, the PCM energizes shift solenoid “A” to initiate the shift from Third to Fourth gear.
(TORQUE CONVERTER CLUTCH APPLIED) INPUT CLUTCH HOUSING ASSEMBLY
2-4 Band Applies 3-4 CL
➤
➤
➤
FWD CL FEED ➤
➤
➤
EX ➤
EX
➤ ➤
D3
➤
➤
D4
➤
➤
➤
AFL
➤
➤
➤
➤
FILTER (49)
➤
➤
D2 EX
EX
EX
➤
➤
EX
➤
➤
➤ ➤ ➤
➤
EX
➤
➤
➤
2ND
➤
OVERRUN CL FD
➤
➤
➤
➤
➤
➤ ➤
➤
➤
➤
➤
➤
➤
➤
➤
➤
➤
3-4 RELAY
➤
EX
➤ ➤
EX
➤
➤
➤
➤
➤
➤
➤
13
FILTER (51)
➤
4-3 SEQUENCE VALVE
➤
➤
EX
➤
5
7
6
➤
3-4 SIG
SERVO FD ➤
➤
3-4 CL
➤
4TH SIG
➤
➤
➤
4TH SIG
4TH
➤
➤
➤
EX
EX ORUN D3
3-4 CL
EX 4TH SIG 3-4 SIG ➤
➤
➤
➤
2ND
➤
➤
➤ ➤
➤
EX
➤
3-4 ACC
EX
EX
LO ➤
➤
D4
➤
D4
➤
2ND
➤
➤
➤
OFF
➤
EX
SOL B N.O.
➤➤
➤➤
➤
➤
➤
29
➤
2-3 SHUTTLE
➤
OVERRUN CL ➤
➤
➤
➤
➤
➤
➤
➤
EX
➤
➤
➤
➤
EX EX
➤
LINE
➤
➤
➤
2ND CL
➤
➤
➤➤
➤
➤
➤
AFL
➤
3-4 SIG ➤
2ND
➤
➤
28
2-3 SHIFT VALVE
3-4 ACC
➤
➤
18
➤
➤
➤
➤
➤
➤
3-4 ACCUMULATOR EX 19 3-4 ACC
➤
AFL
➤
➤
➤
➤
➤
➤
➤
AFL
➤
3-4 CL
➤
ACCUM
➤
➤
➤
2ND CL
ON
➤
➤ ➤
➤
➤
3-2 DOWNSHIFT
SOL A N.O.
➤
2ND D4-3-2
➤
16
➤
➤
➤
SIG A
➤
2ND
26
1-2 SHIFT VALVE
➤
➤ 30
ACC
#8 2ND
SIG A LO/1ST
27
➤
➤
3-4 SHIFT VALVE
➤
AFL
➤
SIG A
➤
➤
➤
D4
ACCUM VALVE
➤
➤
➤
➤ ➤
D3
Torque Converter Clutch
➤
15
14
3-2 CONTROL
➤
EX
3RD ACC
➤
➤
➤
➤
4TH
3-2 SIG ➤
➤
➤
➤
➤ ➤ ➤
➤
Figure 52
4TH
➤
➤
➤
3RD ACC
➤
2ND CL
3-2 CONT SOL N.C.
#2
3-4 CL
➤
➤
➤
➤
➤
12
➤
➤
EX
2ND & 4TH SERVO
➤
➤
➤
➤
➤
➤
➤
1-2 ACCUMULATOR ➤ 2ND CL ➤
3-4 CL
#7 ➤
➤
➤
➤
ACCUM
ACTUATOR FEED LIMIT
➤
ORF ACC
#4
➤
3RD ACC
➤
➤
11 ➤
➤
2ND CL
➤
➤
➤
➤
31
#1
D4
25
PRESSURE CONTROL SOLENOID
ACTUATOR FEED LIMIT
• Refer to page 56B, Converter Clutch Applied, for a complete description of converter clutch apply.
➤
➤
➤
TORQUE SIG
➤ ➤ ➤
➤
➤
EX
➤
➤
➤
➤
➤
D4
➤
➤
FWD CL FEED
➤
➤
➤
EX
➤
AFL
D4
EX
➤
➤
➤
9
➤
32
D4
➤
EX
➤
REV INPUT
2ND CL
➤
➤
TEMP SENSOR
LO-N.O.
FWD CL FD
➤
D2-N.C.
FORWARD ABUSE
➤
AFL
#12
LO
D4-N.O.
REV-N.O.
FILTER (50) ➤
➤
➤
D4
D4
➤
3-4 CL ➤
➤
➤
➤
➤
➤
➤
➤
➤
➤
➤
➤ 22
➤
D3-N.C.
➤
FWD CL FEED
➤
➤ ➤
D2 LO
D4
REVERSE
➤
D2
EX
ON
➤
D3
PRESSURE SWITCH ASSEMBLY
TCC SOLENOID N.O.
D3
PR
4
TORQUE SIG
FWD CL FD
LINE
➤
FORWARD CLUTCH ACCUMULATOR
24
➤
➤
CONV CL SIGNAL VALVE
• Servo feed fluid is also routed through the 2-3 shift valve and into the 3-4 accumulator fluid circuit.
54B
LINE PRESSURE TAP
➤
FILTER (92)
8
COMPLETE HYDRAULIC CIRCUITS Page 80
➤
1
MANUAL VALVE
➤
REV INPUT
2
REAR LUBE
➤
RELEASE APPLY
➤
➤
COOLER
CONVERTER CLUTCH VALVE
3
➤
➤
BOOST VALVE
➤
D
➤
10
➤
N
➤
LINE
3 ➤
R
➤
➤
PRESS REG
➤
P
➤
EX
LINE
➤
➤
➤
➤
➤
2-4 Band Accumulation
• When operating conditions are appropriate the PCM will energize the TCC solenoid to apply the converter clutch in Fourth gear. Figure 52 shows the TCC solenoid ON and the converter clutch applied.
➤
➤
➤
REV INPUT
• 4th fluid is routed through the center of the servo pin and acts on the apply side of the 4th apply piston. 4th fluid pressure moves the 4th apply piston against the apply pin spring force acting on the release side of the 4th apply piston. This action moves the apply pin to apply the 2-4 band and obtain Fourth gear.
➤
➤
CONV FD
• Servo feed fluid is routed through the 4-3 sequence valve and into the 4th fluid circuit.
• Accumulator fluid forced from the 3-4 accumulator unseats the 3-4 accumulator checkball and is exhausted back to the end of the accumulator valve. This fluid pressure, in addition to spring force and torque signal fluid pressure, regulates the exhaust of excess accumulator fluid past the valve to help control the 2-4 band apply feel.
➤
➤
DECREASE
• 2nd fluid flows through the 3-4 relay valve and fills the servo feed fluid circuit.
• 3-4 accumulator fluid pressure moves the 3-4 accumulator piston against spring force and orificed accumulator fluid. This action absorbs initial band apply fluid pressure to cushion the band apply. Some orificed accumulator fluid is forced out of the 3-4 accumulator.
➤
➤
FWD CL FEED
➤
LINE (From Pump)
➤
CONV FD
➤
EX
➤
• 4th signal fluid pressure moves the 3-4 relay and 4-3 sequence valves against spring force and into the Fourth gear position.
➤
➤
• 3-4 signal fluid is routed through the 3-4 shift valve and fills the 4th signal fluid circuit.
LINE
➤
➤
➤
➤
• Signal “A” fluid pressure moves the 3-4 shift valve against spring force and into the upshifted position.
• 3-4 accumulator fluid is blocked by the 3-4 relay and 4-3 sequence valves and is also routed to the 3-4 accumulator.
➤
➤
• D432 fluid pressure from the 2-3 shuttle valve assists spring force to hold the 1-2 shift valve in the upshifted position against signal “A” fluid pressure.
➤
• Shift solenoid “A” is energized and blocks signal “A” fluid from exhausting through the solenoid. This creates pressure in the signal “A” fluid circuit.
55
OVERDRIVE RANGE - FOURTH GEAR
OVERDRIVE RANGE - FOURTH GEAR
(Torque Converter Clutch Released)
(TORQUE CONVERTER CLUTCH RELEASED)
TORQUE CONVERTER ASSEMBLY
Under normal vehicle operating conditions the converter clutch is released and the converter is multiplying torque in First, Second and Third gears. In Fourth gear the converter may or may not be applied depending on the various inputs to the Powertrain Control Module (PCM). These inputs are both internal and external to the transmission and include the following:
➤
➤
RELEASE
➤
➤
➤
➤
➤
➤
APPLY
➤
➤
➤
APPLY
➤
RELEASE
➤
➤
➤
➤
#9
➤
REV INPUT
BOOST VALVE
➤
REV INPUT
➤ ➤
➤
➤
• Converter clutch (CC) signal fluid exhausts through the solenoid. Orifice #4 is smaller than the exhaust through the solenoid, thereby preventing a fluid pressure buildup at the end of the converter clutch apply valve.
➤
➤ EX ➤
TCC SOLENOID N.O.
➤
OFF 9
EX
EX
• Release fluid is routed between the turbine shaft and stator shaft and through the center of the turbine shaft. This fluid unseats the TCC apply checkball (#9) in the end of the turbine shaft and flows between the converter cover and pressure plate. Release fluid pressure keeps the converter clutch pressure plate released from the converter cover and fills the converter with fluid.
➤
CONV CL SIGNAL VALVE
2ND CL ➤
3-2 CONT SOL N.C.
PRESSURE CONTROL SOLENOID
SOL A N.O.
SOL B N.O.
ON
OFF
• Spring force holds the converter clutch apply valve in the release position. • Converter feed fluid from the pressure regulator valve is routed through the converter clutch apply valve and into the release fluid circuit.
➤
➤
➤
LINE
➤
➤
TORQUE SIG ➤
➤
➤
➤
➤
8
When the converter clutch is released, as determined by the PCM, the converter clutch hydraulic and electrical systems operate as follows: • The normally open converter clutch solenoid is de-energized and open.
➤
➤
*Internal to the transmission
➤
4
FILTER (92)
Vehicle Speed Sensor (VSS)* Transmission Fluid Temperature Sensor* Pressure Switch Assembly (PSA)* Throttle Position Sensor (TPS) Engine Speed Engine Coolant Temperature (ECT) Sensor Brake Switch 4WD Low Switch Air Conditioning (A/C) Request Cruise Control Information Manifold Absolute Pressure (MAP) Sensor
➤
CC SIG
➤
➤
➤
➤
3 ➤
➤
➤
➤
➤
CONV FD
➤
COOLER
➤
EX
10
LINE (From Pump)
➤
➤
COOLER
PRESS REG
➤
➤
➤
➤
APPLY
➤
DECREASE
➤
➤
LUBE
➤
➤
➤
LINE
EX
CONVERTER CLUTCH VALVE
➤
CONV FD
➤
➤
COOLER
COOLER
➤
COOLER
RELEASE
➤
➤
• • • • • • • • • • •
• Fluid exits the converter from between the stator shaft and converter hub in the apply fluid circuit.
ON
• Apply fluid is routed through the converter clutch apply valve and into the cooler fluid circuit.
(90% DUTY CYCLE)
• Cooler fluid flows through the transmission fluid cooler in the radiator and into the lubrication fluid circuit. Refer to page 92 for a complete description of the lubrication fluid circuits throughout the transmission.
Note: Refer to the Electronic Components Section for a complete description of the electrical inputs to the PCM that control the converter clutch apply and release. PCM
TPS
ECT
BRAKE SWITCH
ENGINE SPEED SENSOR
A/C
CRUISE CONTROL
4WD LOW SWITCH
EXTERNAL TO TRANSMISSION
56
MAP SENSOR
VSS
TEMP SENSOR
PSA
INTERNAL TO TRANSMISSION
Figure 53
56A
OVERDRIVE RANGE - FOURTH GEAR
OVERDRIVE RANGE - FOURTH GEAR
(Torque Converter Clutch Applied)
(TORQUE CONVERTER CLUTCH APPLIED)
➤
TORQUE CONVERTER ASSEMBLY
➤
The Powertrain Control Module (PCM) continually monitors and receives input signals from various electrical devices both internal and external to the transmission. The PCM processes these signals and determines the precise moment to apply the converter clutch. These input signals include the following:
➤
Vehicle Speed Sensor (VSS)* Transmission Fluid Temperature Sensor* Pressure Switch Assembly (PSA)* Throttle Position Sensor (TPS) Engine Speed Engine Coolant Temperature (ECT) Sensor Brake Switch 4WD Low Switch Air Conditioning (A/C) Request Cruise Control Information Manifiold Absolute Pressure (MAP) Sensor
➤ ➤ ➤
➤
➤
➤
➤
RELEASE
➤
➤
➤
➤
➤
➤
APPLY
➤
➤
➤
➤
RELEASE
➤ ➤
➤
➤
➤
➤➤
➤
#9
➤
APPLY ➤
➤
BOOST VALVE
➤
RELEASE
➤
➤
➤
APPLY
➤
COOLER ➤
EX TCC SOLENOID N.O.
➤
ON
➤
9
EX
EX
CONV CL SIGNAL VALVE
➤
8
➤
FILTER (92)
➤
LINE
➤ ➤
• As the pressure plate applies, release fluid exhausts from between the converter cover and pressure plate. This fluid seats the TCC apply checkball (#9) and is orificed around the ball. Release fluid then flows through the turbine shaft, between the stator shaft and turbine shaft, and past the converter clutch apply valve. The #9 checkball and orifice controls the exhaust rate of release fluid and the converter clutch apply rate.
CC SIG
4
➤
REV INPUT
➤
➤
➤
➤
➤
TORQUE SIG ➤
➤
➤
➤
3 ➤
CONV FD
10
LINE (From Pump)
➤
CONVERTER CLUTCH VALVE
REV INPUT
➤ ➤
COOLER
EX
➤
➤
• Apply fluid flows between the converter hub and stator shaft to maintain fluid pressure in the converter. This fluid pressure applies the pressure plate against the converter cover to obtain TCC apply.
➤ ➤
➤
COOLER
PRESS REG
➤
➤
• Converter feed fluid is routed through the converter clutch apply valve and into the apply fluid circuit. At the same time, the release fluid circuit is open to an exhaust port past the valve.
➤
➤
➤
LUBE
➤
DECREASE
EX
➤
➤
➤
LINE
➤
• Converter clutch signal fluid pressure moves the converter clutch apply valve against spring force and into the apply position.
CONV FD
➤
➤
➤
COOLER ➤
• The normally open TCC solenoid closes and blocks converter clutch signal fluid from exhausting through the solenoid.
➤
COOLER
➤
The PCM energizes the converter clutch solenoid when vehicle operating conditions are appropriate for converter clutch apply. This causes the following changes in the transmissions hydraulic system:
➤
*Internal to the transmission
➤
➤
➤
➤
➤
➤
• • • • • • • • • • •
2ND CL ➤
3-2 CONT SOL N.C.
• With the converter clutch apply valve in the apply position, the cooler fluid circuit is fed by converter feed fluid through an orifice cup plug (orifice #3).
PRESSURE CONTROL SOLENOID
SOL A N.O.
SOL B N.O.
ON
OFF
ON (90% DUTY CYCLE)
• The following conditions either prevent TCC apply or cause TCC release (refer to the Electronic Components Section for a complete description): - When engine coolant temperature is below approximately 20° C (68° F). - When transmission fluid temperature is below approximately 29° C (84° F). - When throttle position is at a minimum or maximum. - When the brake pedal is depressed.
Note: When transmission fluid temperature is above approximately 135° C (275° F), the PCM will operate in ‘hot mode’ and command TCC apply at all times when the transmission is in Fourth gear.
COMPLETE HYDRAULIC CIRCUIT PAGE 80
56B
PCM
TPS
ECT
BRAKE SWITCH
ENGINE SPEED SENSOR
A/C
CRUISE CONTROL
4WD LOW SWITCH
EXTERNAL TO TRANSMISSION
MAP SENSOR
VSS
TEMP SENSOR
PSA
INTERNAL TO TRANSMISSION
Figure 54
57
OVERDRIVE RANGE - 4-3 DOWNSHIFT
SERVO FD
OVERDRIVE RANGE - 4-3 DOWNSHIFT 3-4 ACC 2ND
OVERRUN CL
➤
A forced 4-3 downshift in Overdrive Range is achieved by increasing the percentage of accelerator pedal travel (throttle position) when the transmission is operating in Fourth gear. A 4-3 downshift can also occur when the vehicle is decelerating during coast conditions (minimum throttle). Remember that the PCM controls the pressure control solenoid to vary line pressure in relation to throttle position and other vehicle operating conditions.
INPUT CLUTCH HOUSING ASSEMBLY
OVERRUN CL FD
➤
➤
➤
➤
(Torque Converter Clutch Released)
➤
➤
➤
EX
EX
➤
➤
➤
4-3 SEQUENCE VALVE
➤
3-4 RELAY
➤
FWD CL FEED
➤
EX
➤
➤
➤
5 ➤
➤
3-4 CL
➤
7
➤
➤
SERVO FD
➤
6
➤
4TH SIG
4TH ➤
The PCM initiates a 4-3 downshift by de-energizing shift solenoid “A”, causing the following changes to occur in the transmission’s hydraulic system:
➤
#5 ORIFICE CONTROLED EXHAUST
➤
EX
• Signal “A” fluid exhausts from the 3-4 shift valve and spring force moves the valve into the downshifted position.
➤ ➤
D2 LO
D4
#12
➤
➤
LO
D4-N.O.
➤
➤
➤
D4
D3
D4
REVERSE
➤
FWD CL FD
➤
EX
D4
➤
➤
TEMP SENSOR
LO-N.O.
➤
FORWARD ABUSE
D4
➤
➤
➤
➤
➤
LO
EX
EX ➤
2ND
D2 EX
EX
➤
➤
OFF
• Accumulator fluid seats the 3-4 accumulator checkball (#1) and fills the orificed accumulator fluid circuit through orifice #18. The rate at which accumulator fluid fills the 3-4 accumulator and 3-4 accumulator fluid exhausts from the accumulator helps control the 2-4 band release.
EX
➤
2ND
➤
➤
➤
EX
ORUN D3
3-4 CL
EX 4TH SIG ➤ 3-4 SIG ➤ ➤
OVERRUN CL
➤
OVERRUN CL FD
➤
➤
➤
➤
➤
➤
➤ ➤
EX ➤
➤
➤
➤
➤ ➤
➤
➤
➤ ➤
➤
➤ ➤
➤
➤
➤
➤
➤
Converter Clutch Releases
4TH
➤
11
➤
➤
Figure 55
➤
4TH
➤ ➤
➤ 15
➤
➤
14
• The PCM releases the converter clutch before initiating a 4-3 downshift if it is applied in Fourth gear. Refer to TCC Released on page 56A for a complete description of converter clutch release.
3-2 CONTROL EX
➤ ➤
➤ ➤
➤
➤
➤ ➤
3RD ACC
➤
4TH
➤
2ND CL
➤
➤
#2
3-2 SIG
➤
➤
EX
2ND & 4TH SERVO
3-2 CONT SOL N.C.
➤
➤
#7 12
3-4 CL
➤
➤
➤
➤
➤
➤
1-2 ACCUMULATOR ➤ 2ND CL ➤
➤
➤
3RD ACC
➤
➤
➤
➤
➤
➤
➤
3-4 CL
ACTUATOR FEED LIMIT
➤
➤
ACCUM
➤
➤ ➤
➤
➤
➤
#4
➤
➤
ORF ACC
➤
3RD ACC
➤
➤
➤ ➤
EX
➤
➤
➤
• The accumulator valve regulates D4 fluid into the accumulator fluid circuit in response to spring force and torque signal fluid pressure. This regulation also helps control the 2-4 band release.
➤
➤
13
EX
➤
EX
➤
➤
➤
➤
➤
➤
➤
➤
➤
➤
➤
4-3 SEQUENCE VALVE
➤ ➤
➤
➤
➤
➤
➤
3-4 RELAY
FILTER (51)
➤
➤
EX
5 ➤
3-4 SIG
7
➤
6
➤
➤
➤
➤
SERVO FD
➤
3-4 CL
➤
➤
4TH SIG
➤
➤
➤
➤
➤
➤
➤
➤
➤
EX
EX ➤
➤
3-4 ACC
2ND
➤
• Spring force and orificed accumulator fluid pressure move the 34 accumulator piston into the Third gear position.
➤
➤
SOL B N.O.
➤➤
➤
➤
➤
29
➤➤
➤
EX
➤ ➤
D4
➤
➤
EX EX
➤
➤
➤
➤
➤
➤➤
➤
• 3-4 accumulator fluid also exhausts from the 3-4 accumulator piston.
➤
2ND
➤
➤
➤
3-4 SIG
➤
AFL
2-3 SHUTTLE
➤
3-4 ACC
➤
➤ ➤
2-3 SHIFT VALVE
➤
4TH SIG
➤
➤
➤
➤
28
➤
➤
➤ ➤
EX
Accumulator Circuit AFL
➤
➤
➤
➤
D4
OFF
➤
2ND
• 4th fluid exhausts from the 4th apply piston in the servo assembly. Apply pin spring force moves the 4th apply piston and apply pin to release the band and shift the transmission into Third gear.
SOL A N.O.
➤➤ ➤➤ ➤
AFL
➤
EX
➤
➤
➤
➤
3-4 CL
3-4 ACCUMULATOR EX 19 ➤ 3-4 ACC ➤ 18
26
D4-3-2
➤
➤
➤
➤
ACCUM
LO/1ST
27
➤
➤
3-2 DOWNSHIFT
2ND CL
➤
➤
➤
➤
➤
2ND
➤
➤
SIG A
3-4 SHIFT VALVE 30
SIG A
➤
D4
➤
16
➤
➤
➤
D3
#8 2ND
➤
➤
➤
➤
➤
➤
➤
1-2 SHIFT VALVE
➤
➤
2ND CL
SIG A
➤
➤
➤
➤
➤
➤
AFL
➤
➤
TORQUE SIG
➤
➤
➤
LINE
➤
25
PRESSURE CONTROL SOLENOID
ACCUM VALVE
➤
➤
➤
➤
ACC
2ND CL
FILTER (49)
➤
➤
31
58
➤
➤
➤
AFL
ACTUATOR FEED LIMIT
#1
AFL
➤
➤
➤
➤
➤
FILTER (50) ➤
32
➤
• As shown in the inset, exhausting 3-4 accumulator fluid and spring force acting on the 4-3 sequence valve regulates the exhaust of 4th fluid past the end of the valve. The release of the 24 band is initiated with 4th fluid exhausting. • When exhausting 3-4 accumulator fluid pressure decreases sufficiently, spring force will move the 4-3 sequence valve into the Third gear position (as shown in Figure 55). This opens 3-4 accumulator fluid to a quick exhaust past the 4-3 sequence valve. This also opens the 4th fluid circuit completely to exhaust past the 4-3 sequence valve.
➤
➤
AFL
➤
• 4th signal fluid exhausts from the 3-4 relay valve and 3-4 accumulator fluid moves the 3-4 relay into the Third gear position. This blocks 2nd fluid from feeding the servo feed fluid circuit and opens the 3-4 accumulator fluid circuit to an orificed exhaust (#5). Because the exhaust is orificed, 3-4 accumulator fluid pressure momentarily holds the 4-3 sequence valve against spring force (see inset in Figure 55).
➤
➤
➤
D4
➤
D4
➤
➤
➤
➤
➤
REV INPUT FWD CL FEED
➤
• 3-4 signal fluid is blocked by the downshifted 3-4 shift valve and 4th signal fluid exhausts past the valve.
➤
D2-N.C. REV-N.O.
D3-N.C.
➤
FWD CL FD
LINE
➤
3-4 CL
D4
➤
EX
REAR LUBE
➤
➤
➤
D3
➤ ➤
➤
➤
EX
➤ 22
➤
➤
OFF
2ND CL
➤
FWD CL FEED
➤
➤
➤
2-4 Band Releases
➤
➤
➤
➤
➤
➤
➤
D2
➤ EX ➤
➤
9
24
➤
D3
PRESSURE SWITCH ASSEMBLY
8
CONV CL SIGNAL VALVE
FORWARD CLUTCH ACCUMULATOR
➤
PR
TCC SOLENOID N.O.
TORQUE SIG
LINE PRESSURE TAP
➤
➤
➤
➤
➤
1
EX
10 ➤
2
MANUAL VALVE
➤
➤
3
➤
LINE
➤
4
FILTER (92)
➤
D
➤
BOOST VALVE
REV INPUT
N
➤
➤
➤
➤
REV INPUT
3 ➤
APPLY
PRESS REG
➤
CONV FD
R
• Shift solenoid “A” is OFF and signal “A” fluid exhausts through the solenoid.
➤
➤
➤
EX
LINE
➤
P
➤
➤
➤
CONVERTER CLUTCH VALVE
COOLER ➤
➤
➤
➤
DECREASE
➤
FWD CL FEED
➤
➤
EX
➤
CONV FD
➤ ➤
RELEASE
➤
➤
LINE (From Pump)
LINE
➤
➤
➤
COMPLETE HYDRAULIC CIRCUIT Page 82
58A
OVERDRIVE RANGE - 3-2 DOWNSHIFT
OVERDRIVE RANGE - 3-2 DOWNSHIFT
As with a 4-3 downshift, a forced 3-2 downshift occurs when throttle position is increased or when the vehicle decelerates during coast conditions. The PCM initiates a 3-2 downshift by energizing shift solenoid “B”.
INPUT CLUTCH HOUSING ASSEMBLY
3-4 Clutch Releases 3-4 CL
➤
➤
➤
➤
FWD CL FEED
➤
➤ ➤
➤
➤
• Shift solenoid “B” is energized and blocks solenoid signal fluid from exhausting. This creates solenoid signal fluid pressure which moves the 2-3 shift valve train into the downshifted position against AFL fluid pressure acting on the 2-3 shift valve.
➤
• AFL fluid is blocked by the 2-3 shuttle valve and the D432 fluid circuit is open to an exhaust past the valve. ➤ ➤
EX
➤
D2 LO
➤ 22
➤
➤
D4
➤
FILTER (49)
➤ ➤
➤
D2
FWD CL FD
EX
EX
EX
EX
➤
➤ ➤
➤
14
15
3-2 CONTROL EX
#2
3-4 CL
➤
➤
➤ ➤
3-2 SIG
3-2 CONT SOL N.C.
➤ ➤
4TH
3RD ACC
➤
ACTUATOR FEED LIMIT
➤
➤
➤
➤ ➤
EX➤ ➤
➤ 12
➤
➤
➤
➤
➤
EX
➤ ➤
➤
➤
➤
EX
EX
EX 2ND ORUN D3
EX
➤
➤
➤
3-4 CL
2ND
➤
2ND CL
EX ➤
➤
➤
2ND & 4TH SERVO
EX ➤
EX
EX
➤
➤
➤
➤
3-4 CL
➤
➤
➤
EX
➤
D4
➤
➤
#7
ACCUM
4TH
#4
➤
➤
➤
➤
3RD ACC
➤
➤
13
➤
➤
➤
EX 4TH SIG 3-4 SIG ➤
➤
FILTER (51)
4-3 SEQUENCE VALVE
➤
EX
LO D4
➤
➤
3-4 RELAY
➤
➤
5
➤
➤
SERVO FD
➤
LINE
➤
➤
EX EX
➤
➤
➤
➤
➤
➤
11
6
7
➤
EX ➤
➤
➤
3-4 SIG
➤
➤
OVERRUN CL FD
➤
➤
➤
➤
➤
➤
➤
2ND CL
➤➤ ➤
➤
➤
3-4 CL
➤
➤
➤
➤
➤
➤
18
1-2 ACCUMULATOR ➤ 2ND CL ➤
➤
➤ ➤
➤
OVERRUN CL
➤
4TH SIG
➤
➤
2ND
➤
➤
➤
➤
➤
ON
3-4 ACC
➤
➤
SOL B N.O.
➤
➤
➤
➤
➤ ➤
➤
➤ 29
2-3 SHUTTLE
➤
➤
➤
2ND
➤ AFL
➤
➤
➤
3-4 SIG
➤
➤
3-4 ACCUMULATOR EX 19 3-4 ACC
ORF ACC
➤
➤
2-3 SHIFT VALVE
➤
➤
➤
3-4 CL
➤
➤
➤
28
3-4 ACC
➤
➤
D4-3-2
➤
➤
➤
➤
ACCUM
➤
OFF
AFL
➤
3-4 SHIFT VALVE 30
➤
SOL A N.O.
➤➤
➤
2ND
➤
➤
➤ ➤ AFL
3-2 DOWNSHIFT
2ND CL
26
1-2 SHIFT VALVE
➤
➤
➤
SIG A
16
➤
➤
➤
➤
➤
D3
2ND
LO/1ST
27
➤
➤
SIG A
➤
ACC
AFL
➤
➤ ➤
D4
➤
➤
➤
➤
➤
➤
➤
ACCUM VALVE
#1
➤
25
PRESSURE CONTROL SOLENOID
31
➤
➤
➤
➤
➤ ➤
D4
➤
EX
➤
➤
➤
➤
AFL
➤
➤
➤
➤
➤ ➤
D4
➤
➤
➤
EX
➤ ➤
FWD CL FEED
➤
➤
➤
➤
➤
SIG A
ACTUATOR FEED LIMIT
#8 2ND
D4
➤
EX
➤
➤
➤
AFL
D4
➤
TORQUE SIG
➤
TEMP SENSOR
LO-N.O.
FORWARD ABUSE
➤
➤
32
➤
D4
D3
➤ ➤
D2-N.C.
REV INPUT
9
➤
AFL
#12
LO
D4-N.O.
REV-N.O.
FILTER (50) ➤
➤
➤
D4
➤
REVERSE
➤
➤
➤
➤
➤
3-4 CL
FWD CL FEED
➤
➤
D2
➤ EX ➤
2ND CL
➤
➤
D3
PRESSURE SWITCH ASSEMBLY
OFF
D3
D4
PR
TCC SOLENOID N.O.
➤
➤
EX
➤
➤
➤
➤
➤
➤
➤
➤ ➤
24
FWD CL FD
LINE
➤
➤
➤ ➤
FORWARD CLUTCH ACCUMULATOR
MANUAL VALVE
➤
TORQUE SIG
LINE PRESSURE TAP
REAR LUBE
➤
RELEASE ➤
➤
APPLY
CONVERTER CLUTCH VALVE
COOLER ➤
➤
1
➤
➤
PRESS REG
2
➤
➤
➤
➤
BOOST VALVE
3
➤
LINE (From Pump)
➤
D
➤
➤
➤
LINE
➤
N
D3-N.C.
➤
58B
R
4
FILTER (92)
CONV CL SIGNAL VALVE
➤
COMPLETE HYDRAULIC CIRCUIT Page 84
LINE
➤
P
8
➤
• If the converter clutch is applied in Third gear it will release prior to downshifting to Second gear. The PCM keeps the TCC solenoid de-energized and the converter clutch released In Second gear.
➤
REV INPUT
➤
➤
➤
Torque Converter Clutch
3 ➤
FWD CL FEED
10
Downshift Timing
• At higher vehicle speeds, the solenoid duty cycle during the shift is greater and 3-2 signal fluid pressure is increased. Under these conditions, 3-2 signal fluid pressure closes the 3-2 control valve further against spring force, thereby slowing the exhaust of 3rd accumulator fluid into the 3-4 clutch fluid circuit. This decreases the pressure backup in the 3-4 clutch fluid circuit and allows the 3-4 clutch to release faster for proper shift timing.
➤
➤
• When 3rd accumulator fluid exhausts from the 2-4 servo, 2nd clutch fluid pressure moves the 2nd apply piston and apply pin to apply the 2-4 band.
• A lower solenoid duty cycle corresponds to lower 3-2 signal fluid pressure which allows spring force to keep the 3-2 control valve open farther. This provides a faster exhaust of 3rd accumulator fluid through the 3-2 control valve. However, this exhausting fluid creates a pressure backup in the 3-4 clutch fluid circuit due to the #4 checkball and #13 orifice. This delays the 3-4 clutch release at lower speeds for proper shift timing. Refer to the page 39 on the 3-2 control solenoid for a complete description of the solenoid operation.
➤
EX
CONV FD REV INPUT
Note: Orifice #12 opposite the #2 checkball is not found on all models. For these models, all of the exhausting 3rd accumulator fluid is routed to the 3-2 control valve.
➤
➤
➤
➤
➤
DECREASE
EX
➤
➤
• 3rd accumulator fluid, which was fed by 3-4 clutch fluid, exhausts from the 2nd apply piston in the 2-4 servo. Exhausting 3rd accumulator fluid seats the 3rd accumulator checkball (#2), flows through orifice #12 and exhausts through the 3-4 clutch and 3-4 signal fluid circuits. 3rd accumulator fluid also exhausts through the 3-2 control valve (see downshift timing below).
• The PCM varies the 3-2 control solenoid’s duty cycle to regulate AFL fluid into the 3-2 signal fluid circuit. The lower the vehicle speed, the lower the solenoid duty cycle during the shift.
CONV FD
➤
2-4 Band Applies
• 3-4 clutch fluid exhausts from the 3-2 downshift valve and spring force moves the valve into the Second gear position (as shown in Figure 56). Before spring force overcomes exhausting 3-4 clutch pressure, 2nd fluid feeds the 2nd clutch fluid circuit through the valve. This increased supply of 2nd clutch fluid is needed at the 2-4 servo to apply the 2-4 band. Routing 2nd fluid through the 32 downshift valve bypasses the control of orifice #16 at the #8 checkball. Remember that this checkball and orifice are used to help control the 2-4 band apply during a 1-2 upshift.
➤
➤
• 3-4 clutch fluid exhausts from the 3-4 clutch piston to release the 3-4 clutch plates. Exhausting 3-4 clutch fluid pressure seats the 3-4 clutch exhaust checkball (#4), flows through orifice #13 and exhausts through the 3-4 signal fluid circuit. This orifice helps control the release of the 3-4 clutch and the 2-4 band apply (see downshift timing below).
LINE
➤
➤
➤
➤
• 2nd fluid fills the servo feed fluid circuit through the 2-3 shift valve and the 3-4 signal fluid circuit is open to an exhaust past the valve.
3RD ACC
2ND CL
Figure 56
59
MANUAL THIRD - THIRD GEAR
MANUAL THIRD - THIRD GEAR POWER FROM TORQUE CONVERTER (1)
OVERRUN CLUTCH APPLIED
FORWARD CLUTCH APPLIED
FORWARD SPRAG ASSEMBLY (642) HOLDING
3-4 CLUTCH APPLIED
POWER TO DIFFERENTIAL ASSEMBLY
SHIFT "B" SOL
OFF
OFF
2-4 BAND
REVERSE INPUT CLUTCH
FORWARD OVERRUN FORWARD 3-4 CLUTCH CLUTCH SPRAG CL. CLUTCH ASSEMBLY
LO-ROLLER CLUTCH
LO-REV CLUTCH
APPLIED APPLIED HOLDING APPLIED
Manual Third (D or 3) is available to the driver when vehicle operating conditions make it desirable to use only three gear ratios. These conditions include towing a trailer or driving on hilly terrain.
➤
In Manual Third the transmission is prevented from upshifting into Fourth gear. Otherwise, upshifts and downshifts between First, Second and Third gears are the same as in Overdrive range. If the transmission is in Fourth gear when Manual Third is selected the transmission will immediately downshift into Third gear.
➤
➤
➤
➤
➤
SHIFT "A" SOL
➤
➤
• Power Flow from the engine to the input housing assembly (621) is the same as in all other gear ranges. Overrun Clutch Applied
• The overrun clutch plates (645) are applied and connect the input housing with the overrun clutch hub (639). • The overrun clutch hub is connected to the forward clutch outer race (644) and input sun gear (658). • The overrun clutch plates transfer engine torque to the input sun gear. The forward sprag clutch (642) is holding as in Overdrive Range - Third Gear to assist the overrun clutch in transferring engine torque to the input sun gear.
FORWARD CLUTCH APPLIED OVERRUN CLUTCH APPLIED
3-4 CLUTCH APPLIED
INPUT CARRIER ASSEMBLY FORWARD SPRAG (662) ASSEMBLY (642) HOLDING
INPUT INTERNAL GEAR (664)
INPUT HOUSING & SHAFT ASSEMBLY (621)
REACTION CARRIER SHAFT (666)
• Power Flow from the input sun gear to the output shaft (687) is identical to Overdrive Range - Third Gear (refer to page 52A). Coast Conditions
• With the overrun clutch applied, power from vehicle speed is prevented from overrunning the forward sprag clutch when the throttle is released. This power is transferred back through the overrun clutch and to the engine, thereby allowing engine compression to slow the vehicle when the throttle is released. Manual Third - First and Second Gears
INPUT SUN GEAR (658) FORWARD CLUTCH OUTER RACE OVERRUN (644) CLUTCH HUB (639)
• Transmission power flow in First and Second gears in Manual Third is identical to the power flow in Overdrive Range. The overrun clutch is released and the forward sprag clutch overruns when the throttle is released during coast conditions, allowing the vehicle to coast freely.
When driving conditions are such that only two gear ratios are desired, or if increased engine compression braking is needed, the Manual Second gear selector position should be selected. Note: The power flow arrows in the top half of Figure 57 are shown during acceleration. During deceleration the power is transferred from the output shaft to the engine.
REACTION INTERNAL GEAR (684)
60
OUTPUT SHAFT (687)
SPEED SENSOR ROTOR (699)
60A Figure 57
MANUAL THIRD - THIRD GEAR
MANUAL THIRD - THIRD GEAR
(from Overdrive Range - Fourth Gear)
(FROM OVERDRIVE RANGE - FOURTH GEAR)
Transmission operation in Manual Third is similar to the operation in Overdrive Range. The transmission upshifts and downshifts normally between First, Second and Third gears. However, in Manual Third the transmission is prevented, both electronically and hydraulically, from operating in Fourth gear. Also, the overrun clutch is applied in Manual Third - Third Gear to provide engine compression braking. The following information explains the unique changes in Manual Third. Refer to page 58A, Overdrive Range: 4-3 Downshift, for a complete description of a 4-3 downshift.
INPUT CLUTCH HOUSING ASSEMBLY
➤
➤
➤ ➤ ➤ ➤
➤
EX
FWD CL FD
LINE
➤
REAR LUBE
➤
RELEASE
D2 LO
➤
➤
D3
➤
D4
D3
D4
#12
LO
➤
➤
D4-N.O.
➤
REVERSE
OVERRUN CL
D4
➤
➤
➤
➤
➤ ➤
D3
EX
➤
➤
D3-N.C.
FWD CL FD
➤
TEMP SENSOR
LO-N.O.
D4
➤
➤
APPLY
COOLER
➤
➤
➤
➤ ➤
➤
➤
REV INPUT FWD CL FEED
➤
➤
D4
D4
➤
➤
➤ ➤
➤
➤
➤
➤
➤
D4
➤
PRESS REG
CONVERTER CLUTCH VALVE
➤
➤
➤
➤
BOOST VALVE
➤
3-4 CL
D4
D2-N.C.
FORWARD ABUSE
➤
➤
➤
EX
➤
➤ ➤
➤ 22
➤
➤
➤
➤
➤
➤
FWD CL FEED
➤
PRESSURE SWITCH ASSEMBLY
➤
➤
➤
➤
EX
➤
D2
REV-N.O.
2ND CL
➤
24
➤
➤
➤ ➤ EX ➤
D3
➤
➤
➤ ➤
FORWARD CLUTCH ACCUMULATOR ➤
PR
OFF
9
LINE PRESSURE TAP
➤
8
CONV CL SIGNAL VALVE
➤
1
EX
TCC SOLENOID N.O.
TORQUE SIG
2
➤
➤
➤
3
MANUAL VALVE
4
FILTER (92)
➤
D
➤
LINE (From Pump)
N
➤
LINE
R
➤
10
➤
LINE
➤
P
➤
➤
➤
REV INPUT
EX
➤
3 ➤
➤
➤
• D3 fluid is routed through the 2-3 shift valve and fills the overrun fluid circuit.
➤
FILTER (49)
➤
➤
LO
EX
D3
D2
EX
➤
EX
EX
EX
2ND
EX
OVERRUN CL FD
➤
3-4 CL
D2
➤
➤
➤
➤
➤
➤
EX ➤
➤
EX 4TH SIG ➤ 3-4 SIG ➤
ORUN D3
EX
EX
➤ ➤
➤ ➤ ➤
➤
➤
➤
➤
➤
➤
➤ ➤
➤
➤
➤
➤
EX
➤
➤
EX
EX
➤
➤
➤
➤
➤
4-3 SEQUENCE VALVE ➤
➤
➤
➤
➤
➤ ➤
➤
13
➤
➤ ➤
➤
➤
➤
➤ ➤
➤
EX
➤
➤
➤
➤
➤
FILTER (51)
➤
➤ ➤
➤ ➤
3-4 RELAY
➤
➤
➤ ➤ ➤ ➤
➤ ➤
EX
5
➤
3-4 SIG
SERVO FD ➤
➤
7
➤
6
➤
➤
➤
4TH SIG
➤
3-4 CL
➤
➤
➤
➤
4TH
➤
11
➤
➤
➤ ➤
➤ ➤
➤
Figure 58
➤
4TH
➤ ➤
➤ 15
➤
14
3-2 CONTROL EX
3RD ACC
4TH
➤ ➤
➤
➤
2ND CL
➤
➤
#2
3-2 CONT SOL N.C.
3-2 SIG
➤
➤
EX
2ND & 4TH SERVO
12
3-4 CL
➤
➤
➤
➤
➤ ➤
➤
➤
➤
➤
➤
1-2 ACCUMULATOR ➤ 2ND CL ➤
3-4 CL
#7
➤
➤
➤
ACTUATOR FEED LIMIT
➤
➤
➤
ACCUM
➤
➤
➤
➤ ➤
➤
➤
➤ ➤
➤
3RD ACC
➤
➤
ORF ACC
#4
➤
➤
3-4 ACCUMULATOR EX 19 ➤ 3-4 ACC ➤
4TH SIG
➤
➤
➤
➤
OVERRUN CL
➤ ➤
➤
➤
➤
➤
➤
➤
➤
➤
➤
EX EX
➤ ➤
➤
➤
➤
➤
➤
➤
OVERRUN CL
➤
➤
3-4 ACC
2ND
➤
OFF
➤
➤
SOL B N.O.
➤➤
➤
2-3 SHUTTLE
➤
➤
➤
➤
➤
➤ 29
➤
➤
D4
➤
➤
AFL
➤➤
➤
➤
➤
➤➤
EX
➤
➤
➤
➤
➤
AFL
#6
D4-3-2
➤
➤
➤
D4
OVERRUN CL FD
➤
➤
➤
28
➤
➤
EX
➤
21
➤
➤
➤
OFF
➤
➤
➤➤ ➤
➤
➤
➤
2ND
➤
➤
➤
#5
AFL
3-4 SIG
3-4 ACC
➤
SOL A N.O.
➤➤
20
➤
2ND CL
➤
➤
➤
➤
➤
➤
➤
2ND CL
18
2ND
➤
➤
➤
➤
➤
3-4 CL ACCUM
26
2-3 SHIFT VALVE
OVERRUN CL ➤
➤
1-2 SHIFT VALVE
➤ ➤
➤
3-2 DOWNSHIFT
SIG A LO/1ST
➤
➤
➤
ACC
16
SIG A
➤
➤
30
➤
➤
➤
➤
3-4 SHIFT VALVE
2ND
➤
27
➤
➤
D3
#8 2ND
➤
➤
➤
D4
➤
➤
➤
SIG A
➤
➤
➤ ➤
AFL
➤
➤
TORQUE SIG
➤
➤
➤
LINE
➤
25
PRESSURE CONTROL SOLENOID
ACCUM VALVE
➤
➤
➤
➤
➤
➤
31
2ND CL
➤
➤
➤
AFL
ACTUATOR FEED LIMIT
#1
AFL ➤
➤
➤
➤
➤
FILTER (50) ➤
32
➤
➤
AFL
➤
• Overrun clutch feed fluid pressure assists spring force and moves the 3-4 relay and 4-3 sequence valves into the Third gear position against the exhausting 4th signal fluid. Overrun clutch feed fluid flows through the 4-3 sequence valve and fills the overrun clutch fluid circuit.
60B
➤
➤
REV INPUT
Overrun Clutch Applies
COMPLETE HYDRAULIC CIRCUIT Page 86
➤
CONV FD
• With the PSA signalling Manual Third, the PCM de-energizes shift solenoid “A” and signal “A” fluid exhausts through the solenoid. This electronically prevents Fourth gear.
• Shift solenoid “B” is energized in First and Second gears and the 2-3 shift valve train is in the downshifted position. In this position, the 2-3 shift valve blocks D3 fluid from feeding the overrun fluid circuit and overrun fluid exhausts past the valve. This prevents overrun clutch apply and engine compression braking in Manual Third - First and Second Gears.
➤
EX
➤
O'RUN CL
➤
DECREASE
➤
➤
FWD CL FEED
➤
➤
EX
➤
➤
• D3 fluid is also routed to the pressure switch assembly (PSA) and opens the normally closed D3 fluid pressure switch. The PSA signals the PCM that the manual valve is in the Manual Third position.
Manual Third - First & Second Gears (Overrun Clutch Released)
➤
CONV FD
➤
• 3-4 signal fluid is blocked by the 3-4 shift valve and 4th signal fluid exhausts past the valve. This releases the 2-4 band and hydraulically prevents Fourth gear.
• The PCM de-energizes the converter clutch solenoid and the TCC releases before downshifting from Fourth to Third gear. The PCM will re-apply the TCC in Manual Third - Third Gear at approximately the same vehicle speeds as in Overdrive Range Fourth Gear. However, since Fourth gear is prevented, the converter clutch applies with the transmission operating in Third gear in Manual Third.
LINE
➤
➤
• D3 fluid pressure is routed to the 3-4 shift valve to assist spring force and hold the 3-4 shift valve in the downshifted position.
Torque Converter Clutch
➤
➤
Fourth Gear Prevented
• Overrun clutch fluid is routed to the overrun clutch piston to apply the overrun clutch plates.
➤ ➤
• Line pressure is routed through the manual valve and fills the D3 fluid circuit.
Note: Overrun clutch feed fluid pressure immediately closes the 4-3 sequence valve against exhausting 3-4 accumulator fluid. This provides a quick exhaust of 4th fluid past the 4-3 sequence valve, unlike a forced 4-3 downshift where the initial exhaust of 4th fluid is regulated by the 4-3 sequence valve (see inset on page 58).
➤ ➤
• The gear selector lever, selector shaft and manual valve are moved to the Manual Third (D) position.
• Overrun fluid pressure seats the overrun clutch feed checkball (#5) against the empty D2 fluid circuit, seats the overrun clutch control checkball (#6), and is orificed (#20) into the overrun clutch feed fluid circuit.
➤
FWD CL FEED
➤
➤
3-4 CL
3RD ACC
➤
61
MANUAL SECOND - SECOND GEAR
MANUAL SECOND - SECOND GEAR POWER FROM TORQUE CONVERTER (1)
2-4 BAND OVERRUN ASSEMBLY (602) CLUTCH APPLIED APPLIED
FORWARD CLUTCH APPLIED
FORWARD SPRAG ASSEMBLY (642) HOLDING
POWER TO DIFFERENTIAL ASSEMBLY
2-4 BAND
OFF
ON
APPLIED
REVERSE INPUT CLUTCH
FORWARD OVERRUN FORWARD 3-4 SPRAG CL. CLUTCH CLUTCH CLUTCH ASSEMBLY
LO-ROLLER CLUTCH
LO-REV CLUTCH
APPLIED APPLIED HOLDING
• Power flow from the engine to the input housing (621) is the same as in all other gear ranges.
➤
➤
➤
➤
➤
➤
➤
SHIFT "B" SOL
Manual Second gear range is available to the driver when vehicle operating conditions make it desirable to use only two gear ratios. These conditions include descending a steep grade when increased engine compression braking is needed, or to retain Second gear when ascending a steep grade for additional engine performance. The transmission immediately shifts into Second gear when Manual Second is selected regardless of vehicle speed (see Note below).
➤
➤
SHIFT "A" SOL
➤
Overrun Clutch Applied
• The overrun clutch plates (645) are applied, as in Manual Third Third Gear, and connect the input housing with the overrun clutch hub (639). • The overrun clutch hub is connected to the forward clutch outer race (644) and input sun gear (658). • The overrun clutch plates transfer engine torque to the input sun gear. The forward sprag clutch (642) is holding as in Overdrive Range to assist the overrun clutch in transferring engine torque to the input sun gear.
INPUT REACTION INTERNAL CARRIER INPUT CARRIER GEAR SHAFT REVERSE INPUT (664) FORWARD SPRAG ASSEMBLY (666) OVERRUN (662) CLUTCH HOUSING ASSEMBLY CLUTCH (605) (642) APPLIED FORWARD HELD HOLDING CLUTCH INPUT HOUSING APPLIED & SHAFT ASSEMBLY 2-4 BAND (621) ASSEMBLY (602) APPLIED SERVO ASSEMBLY APPLIED
LO & REVERSE CLUTCH PLATE ASSEMBLY TRANSMISSION (682) CASE (8)
REACTION SUN GEAR (673) HELD
62
Coast Conditions
• Similar to Manual Third - Third Gear, the overrun clutch plates hold the overrun clutch hub and input sun gear to prevent the sprag clutch from overrunning when the throttle is release. This allows engine compression to slow the vehicle during coast conditions. Manual Second - First Gear
INPUT SUN GEAR (658) FORWARD CLUTCH OUTER RACE OVERRUN (644) CLUTCH HUB (639)
REACTION SUN SHELL (670) HELD
• Power Flow from the input sun gear to the output shaft is identical to Overdrive Range - Second Gear (refer to page 50A).
REACTION INTERNAL GEAR (684)
OUTPUT SHAFT (687)
Note: First gear in the Manual Second gear selector position is only available on some models at low speeds and under heavy throttle. • The overrun clutch remains applied in Manual Second - First Gear to provide engine compression braking. • The power flow arrows in Figure 59 are shown during acceleration. During coast conditions, when engine compression braking slows the vehicle, power flow is transferred from the output shaft to the engine.
SPEED SENSOR ROTOR (699)
REACTION CARRIER ASSEMBLY (681)
Figure 59
62A
MANUAL SECOND - SECOND GEAR
MANUAL SECOND
(from Manual Third - Third Gear)
(FROM MANUAL THIRD - THIRD GEAR)
When Manual Second (2) is selected, the transmission only operates in Second gear and is prevented from operating in First, Third and Fourth gears (see note below). The transmission will immediately shift to Second gear when Manual Second is selected. This allows the transmission to begin moving the vehicle in Second gear to reduce the torque to the drive axle and reduce tire slippage on ice and snow. Figure 60 and the following information explain what is unique to the Manual Second gear range. Refer to page 58B, Overdrive Range: 3-2 Downshift, for a complete description of the downshift from Third to Second gear.
INPUT CLUTCH HOUSING ASSEMBLY
➤
➤
➤
➤ ➤
➤
EX
FWD CL FD
LINE
➤
REAR LUBE
RELEASE ➤
➤
APPLY
D2 LO
➤
➤
D4
D3
➤ ➤
➤
REVERSE
➤
D3-N.C.
FWD CL FD
D4
D3
D2
➤
➤
➤
EX
TEMP SENSOR
➤ ➤
➤
➤
#12
LO
D4-N.O.
D4
D3
COOLER ➤
PRESS REG
CONVERTER CLUTCH VALVE
➤
➤
LINE (From Pump)
➤
➤
OVERRUN CL
➤
3-4 CL
D4
➤
➤
REV INPUT ➤
➤
➤
➤
➤
➤
BOOST VALVE
➤
LO-N.O.
➤
EX
➤ 22
➤
➤
➤
➤
D4
➤
➤
➤
➤
➤
➤
➤
➤
➤
➤
➤
➤
➤
EX
➤
FWD CL FEED
➤
➤
REV-N.O.
FWD CL FEED
➤
➤
➤
➤
➤
➤
➤
➤
➤
➤
➤
➤
AFL ➤
➤
➤
FILTER (49)
LO D2
EX D2
EX
➤
➤ ➤
➤
➤
14
15
3-2 CONTROL EX
➤
#2
➤
➤
3-2 CONT SOL N.C.
➤
3RD ACC
4TH
➤ ➤
12
3-4 CL
3-2 SIG
➤
➤ ➤
➤
➤
➤
EX
EX
➤
➤
➤
➤
➤
2ND & 4TH SERVO
➤
EX
EX
➤
➤
➤
3-4 CL
➤
➤
➤
➤
#7
ACTUATOR FEED LIMIT
➤
➤
➤
4TH
#4
➤
➤
3RD ACC
4-3 SEQUENCE VALVE
➤
➤
➤
➤
➤
➤ ➤ ➤
EX➤
13
FILTER (51)
➤
5
➤
➤
➤ 1-2 ACCUMULATOR ➤ 2ND CL ➤
➤
➤
EX
➤
EX➤
SERVO FD
3-4 RELAY
➤
ACCUM
➤
EX
EX
EX
➤
2ND
EX
EX
➤
➤
➤
➤
EX
D3
➤
3-4 CL ➤
3-4 SIG
6
7
➤
➤ ➤
➤
➤
➤
EX 4TH SIG 3-4 SIG
ORUN D3 ➤
➤
OVERRUN CL
D4
➤
➤
➤
➤
➤
➤
➤
➤
➤
CL
➤
11
➤
➤
➤ 3-4
➤
➤
➤
4TH SIG
➤
➤
➤
➤
➤
ORF ACC
2ND
➤
OVERRUN CL FD
➤
➤
➤
EX
➤
LINE
➤
➤
➤
D4
➤
➤
➤ ➤
EX EX
➤
➤
➤
OVERRUN CL
➤
➤
18
➤
➤
➤
➤
➤
➤
➤
➤
ON
➤
➤
➤
➤
SOL B N.O.
➤
➤
➤ ➤
➤
3-4 ACCUMULATOR EX 19 3-4 ACC
➤
➤
2-3 SHUTTLE
➤ ➤
➤
➤
➤
ACCUM
➤
➤ 29
➤
➤
➤
➤
➤
EX
➤
➤
➤
➤
2ND CL
➤
AFL
➤
➤
➤
➤
➤
➤
#6 ➤
D4-3-2
➤
OVERRUN CL FD AFL
3-4 ACC
➤
2ND CL
#1
2ND
➤
➤
➤
➤
➤
➤
➤
3-4 CL
➤
OFF
20
➤
➤ 28
SOL A N.O.
➤➤ ➤
➤
➤
➤
➤
➤
➤
➤
21
#5
3-4 SIG OVERRUN CL
➤
➤
➤
➤
➤
➤
➤
➤
➤
➤ ➤
➤
➤
2ND
➤
3-4 ACC
3-2 DOWNSHIFT
AFL
➤➤
➤
➤ ➤
AFL
➤
➤
1-2 SHIFT VALVE
2-3 SHIFT VALVE
➤
➤
16
➤
2ND
➤
#8 2ND
➤
➤
➤
ACC
26
➤
SIG A
3-4 SHIFT VALVE 30
➤
➤
ACCUM VALVE
LO/1ST
27
➤
➤
➤
D3
31
SIG A
➤
➤
D4
SIG A ➤
➤
➤
➤
➤
➤
➤
TORQUE SIG
➤
25
➤
PRESSURE CONTROL SOLENOID
ACTUATOR FEED LIMIT
➤
➤
➤
➤
➤
➤
AFL
➤
➤
➤
➤
➤
➤
➤
➤
AFL
➤
➤ ➤ 32
2ND CL
D4
➤
D4
➤
D4
FILTER (50) ➤
• D3 fluid is blocked by the downshifted 2-3 shift valve and overrun fluid exhausts past the valve.
62B
➤
PRESSURE SWITCH ASSEMBLY
➤
➤
➤
➤
FORWARD ABUSE
➤
Overrun Clutch Remains Applied
COMPLETE HYDRAULIC CIRCUIT Page 88
24
➤
D2-N.C.
2ND CL
➤
➤
D2
➤
➤ ➤ EX ➤
D3
➤
➤
➤
➤ ➤
FORWARD CLUTCH ACCUMULATOR ➤
PR
OFF
9
LINE PRESSURE TAP
EX
8
CONV CL SIGNAL VALVE
➤
1
➤
LINE
2
➤
TCC SOLENOID N.O.
TORQUE SIG
3
➤
➤
➤
➤
D
MANUAL VALVE
4
FILTER (92)
➤
N
➤
10
➤
R
➤
➤
➤
➤
REV INPUT
➤
3 ➤
CONV FD
LINE
➤
P
FWD CL FEED
EX
➤
➤
➤
O'RUN CL
➤
➤
EX
➤
• D2 fluid pressure is also routed between the 2-3 shuttle and 2-3 shift valves. D2 fluid pressure keeps the 2-3 shift valve downshifted against AFL fluid pressure regardless of shift solenoid “B” state. This hydraulically prevents Third and Fourth gears.
Note: A 2-1 downshift is available on some applications during heavy throttle conditions at lower speeds.
➤
➤
➤
➤
➤
• The PCM immediately changes the shift solenoid states to a Second gear operation. Shift solenoid “A” is OFF and shift solenoid “B” is ON. This electronically prevents First, Third and Fourth gears (see note below).
EX
➤
➤
DECREASE
REV INPUT
• The PCM output signal to the pressure control solenoid increases the operating range of torque signal fluid pressure in Manual Second. This provides increased line pressure for the additional torque requirements during engine compression braking and increased engine loads.
➤
➤
➤
• D2 fluid is routed to the pressure switch assembly (PSA) and opens the normally closed D2 fluid pressure switch. The PSA signals the PCM that the manual valve is in the Manual Second position.
Pressure Regulation
➤
➤
➤
CONV FD
➤
Third and Fourth Gears Prevented
• The prevention of First gear is controlled electronically by the PCM through shift solenoid “A”. The PCM keeps shift solenoid “A” de-energized regardless of vehicle operating conditions when the PSA signals Manual Second gear range. This keeps signal “A” fluid exhausted and spring force holds the 1-2 shift valve in the upshifted position.
➤
➤
LINE
➤
➤
• Line pressure is routed through the manual valve and fills the D2 fluid circuit.
First Gear Prevented (see note below)
➤ ➤
➤
• Before overrun fluid exhausts, D2 fluid seats the overrun clutch feed checkball (#5) against the overrun fluid circuit and feeds the overrun clutch feed fluid circuit. This provides a continuous supply of fluid to the overrun clutch fluid circuit to keep the overrun clutch applied in both Second and First gears in Manual Second (see note below).
FWD CL FEED
➤
• The gear selector lever, selector shaft and manual valve are moved to the Manual Second (2) position.
• Solenoid signal fluid pressure from shift solenoid “B” keeps the 2-3 shuttle valve downshifted against D2 fluid pressure. This blocks AFL fluid and opens the D432 fluid circuit to an exhaust past the valve.
➤
3-4 CL
3RD ACC
2ND CL
Figure 60
63
MANUAL FIRST - FIRST GEAR
MANUAL FIRST - FIRST GEAR OVERRUN CLUTCH APPLIED
FORWARD CLUTCH APPLIED
➤
➤
FORWARD SPRAG ASSEMBLY (642) HOLDING
LO & REVERSE CLUTCH APPLIED
LO ROLLER POWER FROM CLUTCH DIFFERENTIAL ASSEMBLY ASSEMBLY (678) HOLDING
➤
➤
➤
SHIFT "B" SOL
ON
ON
2-4 BAND
REVERSE INPUT CLUTCH
OVERRUN FORWARD FORWARD 3-4 SPRAG CL. CLUTCH CLUTCH CLUTCH ASSEMBLY
LO-ROLLER CLUTCH
APPLIED APPLIED HOLDING
HOLDING APPLIED
LO-REV CLUTCH
Manual First is available to the driver when vehicle operating conditions require maximum engine compression to slow the vehicle, or maintain maximum transfer of engine torque to the vehicle drive shaft. Under normal operating conditions in Manual First the transmission is prevented from upshifting past First gear. When Manual First is selected while operating in either Second, Third, or Fourth gears, the transmission may not immediately downshift into First gear. Vehicle speed must be below approximately 52 km/h (33 mph) before the transmission will downshift into First gear. Above this speed, the transmission will operate in a Manual First - Second Gear condition until vehicle speed decreases sufficiently.
➤
POWER TO TORQUE CONVERTER (1)
SHIFT "A" SOL
➤
The transfer of engine torque through the transmission during acceleration is similar to Overdrive Range - First Gear. Refer to Page 48A for a complete description of mechanical power flow during acceleration. When decelerating with the throttle released, engine compression braking is accomplished by applying the lo and reverse clutch.
OVERRUN CLUTCH APPLIED
FORWARD CLUTCH APPLIED
FORWARD SPRAG ASSEMBLY (642) HOLDING
INPUT CARRIER ASSEMBLY (662)
INPUT INTERNAL GEAR (664) HELD
REACTION CARRIER SHAFT (666) HELD
Note: Figure 61 shows the transfer of engine torque during deceleration with the throttle released, and engine compression braking slowing the vehicle. Power is transferred from the vehicle’s drive shaft, through the transmission components and to the engine. Overrun Clutch Remains Applied
•
The overrun clutch plates (645) are applied and prevent the forward sprag clutch (642) from overrunning when the throttle is released.
Lo and Reverse Clutch Applied INPUT HOUSING & SHAFT ASSEMBLY (621) INPUT SUN GEAR (658) FORWARD CLUTCH OUTER RACE OVERRUN (644) CLUTCH HUB (639)
LO ROLLER CLUTCH ASSEMBLY (678) HOLDING
LO & REVERSE CLUTCH SUPPORT ASSEMBLY (679)
64
TRANSMISSION CASE (8) TRANSMISSION CASE (8)
LO ROLLER CLUTCH RACE (675) HELD
REACTION INTERNAL LO & REVERSE GEAR CLUTCH PLATE (684) ASSEMBLY (682) APPLIED
OUTPUT SHAFT (687)
•
The lo and reverse clutch plates (682) are applied in Manual First - First Gear. The lo and reverse clutch holds the reaction carrier assembly (681) stationary to the transmission case.
•
With the reaction carrier held stationary, the lo roller clutch (678) is prevented from being overrun when the throttle is released. Without an element to overrun during coast conditions, (either the sprag clutch or roller clutch), engine compression slows the vehicle when the throttle is released.
SPEED SENSOR ROTOR (699)
REACTION CARRIER ASSEMBLY (681) HELD
64A Figure 61
MANUAL FIRST - FIRST GEAR
MANUAL FIRST - FIRST GEAR
(from Manual Second - Second Gear)
(FROM MANUAL SECOND - SECOND GEAR)
The downshift to First gear is controlled electronically by the PCM. The PCM will not energize shift solenoid “A” to initiate the 2-1 downshift until vehicle speed is below approximately 48 to 56 km/h (30 to 35 mph). Above this speed, the transmission will operate in a Manual First - Second Gear condition until vehicle speed slows sufficiently. In Manual First, as in Manual Second, the transmission is electronically and hydraulically prevented from operating in Third or Fourth gears. Figure 62 and the following text describes the downshift from Manual Second - Second Gear to Manual First - First Gear.
LO & REVERSE CLUTCH ASSEMBLY
INPUT CLUTCH HOUSING ASSEMBLY
3-4 CL
➤
➤
➤
FWD CL FEED
➤ ➤
➤
➤
• The selector lever, selector shaft and manual valve are in the Manual First position.
FWD CL FEED
PRESS REG
EX
➤
D2 LO
LO ➤
OVERRUN CL
➤ ➤
LO
EX
➤
➤
➤
➤ ➤ ➤
➤
➤ ➤
➤
EX
➤
2ND
➤
➤
➤
➤ ➤
ORUN D3
AFL (To 3-2 Solenoid) 29
ON
EX
➤
➤
➤
4-3 SEQUENCE VALVE EX
EX
3-4 RELAY
➤
➤ ➤
5
EX
➤
SERVO FD
4TH
➤
2ND CL
7
➤
➤
EX
➤
➤
➤
➤
1-2 ACCUMULATOR 2ND CL
2ND & 4TH SERVO
6
➤
➤
➤
4TH SIG
➤
➤
➤
➤
➤
➤
ACCUM
➤
➤
➤
3RD ACC ORF ACC
4TH
➤
➤
3-4 ACC
➤
➤
➤ ➤
➤
2ND
11
➤
➤
➤
➤
EX
OVERRUN CL FD ➤
➤
18
OVERRUN CL
3-4 ACC
➤
➤
➤
➤
3-4 ACCUMULATOR EX 19 3-4 ACC
➤
OVERRUN CL
➤
➤
➤
ACCUM
➤
3-4 SIG
#1
2ND CL
➤
➤
➤
EX
EX
➤
EX
2-3 SHUTTLE
➤
SOL B N.O.
➤
➤
2-3 SHIFT VALVE 3-4 CL
➤
D2 ➤
➤ ➤
➤ ➤
➤
➤
➤
D4-3-2
➤
EX
➤ ➤
#6
➤ 28
AFL
➤
➤
OVERRUN CL FD
➤
AFL
➤ 20 ➤
21
#5
➤
➤
➤
➤
➤
➤
➤
2ND
➤
EX
➤
➤ 2ND ➤
➤
➤
➤
➤
D4
D3 D2
➤
EX 4TH SIG 3-4 SIG
FWD CL FD ➤
PR
➤
EX
➤
➤
EX
➤
➤
EX
➤
➤
➤
ON
➤
➤
➤
D3
D2
D4
EX ➤
D4
➤
➤
SOL A N.O.
➤
➤
➤
➤
➤
➤
➤
➤
EX EX
➤
➤ ➤
➤
➤ ➤ ➤
26
➤
LO/1ST
➤
➤
➤
➤
LO
1-2 SHIFT VALVE
➤
➤
➤
27
➤
➤
➤
SIG A
➤
2ND
AFL
➤
➤
➤
➤
➤
➤
➤
➤
SIG A
➤
➤
➤
25
➤
➤
SIG A
➤
➤
➤
➤
➤
➤
30
LO/REV 23
LO OVERRUN
3-2 DOWNSHIFT
EX
➤
D3
D3
➤
➤
➤
LINE
LO/REV
D4 ➤
➤
FILTER (49)
➤
2ND CL (From CC Signal Valve)
D4 ➤
➤
➤
AFL ➤
3-4 SHIFT VALVE
ACC
➤
FWD CL FD
LINE
REVERSE
➤
OVERRUN CL
➤
➤
BOOST VALVE
➤ ➤
➤
D4
➤
➤
LINE (From Pump)
➤ ➤
FWD CL FEED
➤
➤
➤
D3
➤
REV INPUT ➤
➤
➤
D4
ACCUM VALVE
➤
#12 ➤
TEMP SENSOR
LO-N.O. D3-N.C.
➤
➤
31
2ND CL
LO
➤
D4
PRESSURE CONTROL SOLENOID
TORQUE SIG
16
D4
➤
➤
➤
ACTUATOR FEED LIMIT
➤
➤
➤
D4-N.O.
➤
REV-N.O.
➤
➤
#8 ➤ 2ND
➤ 22
➤ ➤
➤
➤
➤ ➤
➤
32
D4
➤
➤
➤
➤
➤
AFL
➤
AFL
FWD CL FEED
➤
➤ ➤
PRESSURE SWITCH ASSEMBLY
➤
FORWARD ABUSE
FILTER (50) ➤
➤
➤
D2
➤
LINE
➤
➤
D3
➤
➤
TORQUE SIG
LINE (To Conv Cl Signal Valve)
➤
➤
➤
PR
➤
REV INPUT
➤
EX EX
➤
➤
➤
➤
➤
COMPLETE HYDRAULIC CIRCUIT Page 90
➤
➤
D2-N.C.
Pressure Regulation
• As in Manual Second, the PCM output signal to the pressure control solenoid increases the operating range of torque signal fluid pressure in Manual First. This provides increased line pressure for the additional torque requirements during engine compression braking and increased engine loads.
FORWARD CLUTCH ACCUMULATOR
➤
➤
➤
• Lo/reverse fluid is routed to the lo and reverse clutch piston. This fluid pressure applies the lo and reverse clutch and, in addition to the overrun clutch, provides engine compression braking in Manual First - First Gear.
LINE PRESSURE TAP
MANUAL VALVE
➤
• Spring force holds the lo overrun valve open and lo/1st fluid is routed through the valve to fill the lo/reverse fluid circuit.
➤
1
➤
➤
• Lo fluid is orificed through the 1-2 shift valve and fills the lo/1st fluid circuit. This orifice (#27) helps control the lo and reverse clutch apply rate.
2
OVERRUN CL
EX
REV INPUT
• 2nd clutch fluid exhausts from the 1-2 accumulator piston. Spring force and accumulator fluid pressure move the accumulator piston into the First gear position.
Lo and Reverse Clutch Applies
3
➤
➤
DECREASE
10
• D2 fluid continues to feed the overrun clutch feed fluid circuit at the overrun clutch feed checkball (#5). This maintains overrun clutch apply in Manual First - First Gear.
➤
D
➤
➤
• 2nd clutch fluid exhausts from the 2nd apply piston in the 2-4 servo. Servo return and servo cushion spring forces move the apply piston and apply pin to release the 2-4 band.
Overrun Clutch Remains Applied
N
CONV FD
➤
• Signal “A” fluid pressure moves the 1-2 shift valve against spring force and into the downshifted position. This opens 2nd fluid to an orificed annulus exhaust through the 1-2 shift valve. This orifice (#26) helps control the 2-4 band release rate.
• 2nd fluid exhausts from the 3-4 relay valve and servo feed fluid exhausts from the 4-3 sequence valve. Exhausting servo feed fluid is routed through the downshifted 2-3 shift valve and into the 2nd fluid circuit.
R
➤
➤
P
➤
• When vehicle speed is below approximately 48 to 56 km/h (30 to 35 mph), the PCM energizes shift solenoid “A”. This closes the solenoid and blocks signal “A” fluid from exhausting.
LINE
➤
➤
➤
2-4 Band Releases
LINE
➤
➤
➤
LO/REV
➤
#10
• Lo fluid is routed to the pressure switch assembly (PSA) and closes the normally open lo fluid pressure switch. The PSA signals the PCM that the manual valve is in the Manual First position.
• 2nd clutch fluid also exhausts from the 3-2 downshift and converter clutch signal valves. Exhausting 2nd clutch fluid unseats the 1-2 upshift checkball (#8) for a quick exhaust into the 2nd fluid circuit.
➤
➤
• Line pressure is routed through the manual valve and fills the lo fluid circuit.
64B Figure 62
65
COMPLETE HYDRAULIC CIRCUITS The hydraulic circuitry of the Hydra-matic 4L60-E transmission is better understood when fluid flow can be related to the specific components in which the fluid travels. In the Power Flow section, a simplified hydraulic schematic was given to show what hydraulically occurs in a specific gear range. The purpose was to isolate the hydraulics used in each gear range in order to provide the user with a basic understanding of the hydraulic system. 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 for the given gear range along with the relative location of valves,
PASSAGE PASSAGE PASSAGE PASSAGE PASSAGE
checkballs and orifices within specific components. A broken line is also used to separate components such as the pump, valve body and case to assist the user when following the hydraulic circuits as they pass between them. Also, the numbers shown in the circuits at the broken lines reference specific holes and orifices in the spacer plate on the right hand foldout. The half page of information facing this foldout identifies the components involved in this gear range and a description of how they function. 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.
A IS LOCATED IN THE PUMP BODY (LIGHT GREY AREA) B IS LOCATED IN THE VALVE BODY (LIGHT GREY AREA) C IS LOCATED ON THE SPACER PLATE (DASHED LINE) D IS LOCATED IN CASE (WHITE AREA) E IS LOCATED IN THE ACCUMULATOR HOUSING (LIGHT GREY AREA)
Figure 63
FOLDOUT ➤ 67
PARK
Engine Running REVERSE INPUT CLUTCH ASSEMBLY
2ND & 4TH SERVO
EX
3-4 CLUTCH FORWARD CLUTCH FEED
LUBE
➤
3RD ACC
➤
➤
OVERRUN CLUTCH
➤
REAR LUBE
2ND CL
➤
20e
➤
14b
EX
ORIFICED D2
➤
PR
CASE (8)
➤
ACCUM
➤
FILTERED AFL D4
D2
➤
PR
➤ ➤
2ND ➤
➤
➤
PR ➤
21
➤
D4 ORIFICED D2 2ND
D4
D2 38e
34a
34b
LO 41c
18a
VALVE BODY (60) GASKET (52) SPACER PLATE (48) GASKET (47) LO
D3
FWD CL FEED D2
D4-N.O.
12a
D4
LO/1ST
LO ➤
12b
FWD CL FEED ➤
REV INPUT
12d 12c
41d
LO
D3-N.C.
PR
TEMP SENSOR
41b
D2-N.C.
➤
12e
D2 D3
D3 REV-N.O.
D4 D2
2ND CL
➤
38c
FORWARD CLUTCH ACCUMULATOR
LO-N.O.
17a
17b 22
18
17c
17
18b
15c
15b 16
9
D4-3-2 ➤
D2
EX
➤
D2 LO
D3
D4
EX
➤
#12
16
25h
25c
25e
25d
25
16
25b
24m
#3
PR
➤
AFL ➤ ➤
LO
EX
O' EX EX
➤ PR LO/REV
➤ 14a ➤
38b
41a
D4 2ND
24k
2ND CL 25a
25
24f
24g
#8
3-4 ACCUM D4
20d 21
➤
ORF ACC
ACCUM 20c
EX
EX
D4
EX
LO D4 LINE
2ND CL
2ND
2ND OVERRUN CL FD 35e
36a
20
36
36
39
D4
D4-3-2 EX
EX
EX
EX
➤ ➤
35c
#6 35d
➤
35b
LO/REV
38a
REV INPUT
PRESSURE SWITCH ASSEMBLY
➤
EX
D2
D3
3-4 ACC SERVO FD 2ND
EX
AFL REVERSE
REV INPUT
EX
9f
17f
➤ 11a
TORQUE SIG
EX
EX
EX
EX
EX
D3 ➤
27 23 14c
LO/1ST
➤
REVERSE
43c 26
42b
1
➤
18
3-4 CL
10
➤
AFL EX
OVERRUN
3-4 CL
2ND CL
OVERRUN 3RD ACC 2ND CL
17g
9d 33a
31a
35a
31b
9c
33c
37a
9e
9b
➤ 9a
31c
AFL EX
D3
2ND CL
D3
➤ ➤
LINE ➤
EX
3-4 SIG
PRESS REG BOOST VALVE
➤
OVERRUN CLUTCH CC SIGNAL
➤
CONV FD LINE REVERSE INPUT
➤
➤ ➤
EX
INTAKE ➤
➤
➤
34f
25f
34e
34d
34c
29e
TORQUE SIG
3RD ACC OVERRUN REVERSE INPUT 2ND CL
4TH
➤
➤ DECREASE ➤
➤ ➤ ➤
CONV FD
CONVERTER CLUTCH VALVE
➤ ➤
APPLY OVERRUN CLUTCH FWD CL FEED
➤
RELEASE
➤
EX
➤ ➤ ➤
LUBE
➤
CASE (8) LUBE COOLER
➤
INTAKE
2
PR ➤
➤
➤
3
➤
➤
LO OVERRUN
➤
➤
FWD CL FD
➤
➤
CC SIGNAL
➤
➤
➤
➤
➤
R N D
➤
2ND
Figure 64
44
➤
D3
#5
OVERRUN
68
➤
EX REVERSE
18c
BOTTOM PAN (SUMP) (75)
➤
➤
LINE
REV INPUT
FILTER (72)
24a 44a
ORIFICED EX EX
➤
FWD CL FEED
24c 24b
2ND
ACTUATOR FEED LIMIT
22 10c 25 24e 24d
ON
➤
➤
15a
SOL A N.O.
➤
➤
CASE (8)
➤
➤ 3c
➤
17d
MANUAL VALVE
12 29g 28
3a
42a
SIGNAL A
➤
➤ ➤ ➤
D4-3-2
➤
LINE
LO/1ST
1-2 SHIFT VALVE
➤
#2
28a
FLUID PRESSURES
➤
28
3b ➤
➤
REVERSE REV INPUT
➤
24f 13b
➤
➤ ➤
➤
P
9k
28
2ND
➤
16a 29f
➤
➤
➤ 10 10a
SIGNAL A
FORWARD ABUSE
FILTER (51)
ON
FILTER (49)
➤
9n
15d
CC SIGNAL
SUCTION CONVERTER & LUBE MAINLINE SOLENOID SIGNAL ACCUMULATOR ACTUATOR FEED LIMIT TORQUE SIGNAL
➤
➤ ➤ 10
➤
➤
➤
OVERRUN CLUTCH
29 23 10b
9g
SOL B N.O.
EX
3RD ACC ACTUATOR FEED LIMIT
AFL
➤
D4-3-2
➤
➤ FILTERED
➤
10d
➤
➤
29a
ACTUATOR FEED LIMIT SIGNAL B
➤
2-3 SHUTTLE
ORIFICED EX
3-2 CONTROL
38d 13a
3-4 SIG
3-4 CL
3-2 CONT SOL N.C.
30
20b
➤
➤
29c
17e
➤
REV INPUT
3-2 SIG
20a
D4 2ND ACCUMULATOR D2
➤
3-2 SIG
40b 40a
33b
➤
3-4 CL
15
9m ➤ 9h
➤
3-4 CL
➤
AFL ➤
2ND CL
29b
LINE
REV ABUSE
3-2 DOWNSHIFT
14
➤
➤
#4 3-4 CL
25g
VALVE BODY (60) 3-4 ACCUM
➤
4TH SIG 3-4 SIG 2ND
18
➤
13 27c 29
SIGNAL A
3-4 SHIFT VALVE
#1
1-2 ACCUMULATOR
➤
SIGNAL A 29
27b
TORQUE SIG
EX
TCC SOLENOID (66) N.O.
➤
D3
29d
EX
OFF
➤
➤
➤
➤
EX (237)
30a 27d 22a
➤
EX
➤
3-4 ACCUM
1-2 ACCUMULATOR COVER (57)
D4
2-3 SHIFT VALVE ➤
EX
4TH 3-4 SIG
➤
➤
PUMP ASSEMBLY (4)
4-3 SEQUENCE VALVE
EX
22b
EX
➤
3-4 RELAY
27a
➤
➤
➤
ORF EX
32a
➤ ➤
➤
(237)
FILTER (92)
➤
4
44
19
2ND CL
ACCUM VALVE
OVERRUN CL FD
➤
➤
➤
LINE
➤
LINE PRESSURE TAP (39)
3
(238)
5
43b
➤
(239) OIL COOLER PIPE CONNECTOR (10)
30b
EX
ACCUMULATOR
2ND CL 3-4 ACCUM OVERRUN CL SERVO FD
2ND 4TH SIG
6
➤
CONV CL SIGNAL VALVE
SERVO FD
43a
➤
➤
➤
➤
➤
COOLER
➤
FILTER (232)
1
PRESSURE CONTROL SOLENOID
ACTUATOR FEED LIMIT
➤
➤
11b 10 11c
➤
➤
PRESSURE RELIEF VALVE
EX
➤
➤
➤
26b
➤
31
3-4 ACCUMULATOR
3-4 ACCUM FILTERED AFL
➤
2
➤
8
➤
EX
LINE CC SIG LINE CC SIG
➤
➤
➤
EX
➤
26a
➤
➤
AIR BLEED (240)
D3
➤
FILTER (50)
PR LO/REV
➤
➤
➤
32
7
➤
➤
➤
➤
LUBE
➤
➤
➤
➤
AFL
➤
AFL
➤
TORQUE SIGNAL SERVO FEED
ORIFICED ACCUM
➤
3-4 CL OVERRUN CLUTCH
➤
FORWARD CLUTCH FEED
COOLER
#10
2ND CL
OVERRUN
24 ➤
OVERRUN CLUTCH
21a
LUBE
➤
39
➤
21
REV INPUT
➤
➤
4TH 2ND CL
EX
APPLY
➤
RELEASE
➤
➤
➤
➤
#9
➤
➤
➤
#7
➤
11
LO & REVERSE CLUTCH ASSEMBLY
➤
EX
INPUT CLUTCH HOUSING ASSEMBLY
➤
TORQUE CONVERTER ASSEMBLY
PARK
Engine Running 2
➤
PRESSURE RELIEF VALVE BORE
(240) 47
47
4
26
37
46
(237)
➤
➤
16
37
16
(237)
3
47
29
3 29
16
16
40
11 ➤
15
29 29 47
18
18
22
27
47
24
14
34f
31 37
36
33
33
43
17
36
26
32 28
28
32
9
24f 24e 31a
33b
13a
28a
10b23
17f
20a
32a
25d
9
9a
47
#4
3b
10
➤
38
12
SERVO BORE 29 29
16
40 28 29 29 16
(50)
15
#3
16 18
41
10
22
27
30
24 24 31
31 31
12
3
12
42
14
18 17 34 41
47
47
41 38
43
FORWARD CLUTCH ACCUMULATOR BORE
33
37
26
36
17
25
26
36
26 25
33
32
47
35 17
10 43
20 20
CASE (8) (Servo Bore)
17 9
25 9
11
25 20 21
21
21
3 9 25
9
23
11
3
21
25
10
24 35/39
28 25
20
33
37 44
25
9
9
31
33 43
11
24
9
25
14
13 24
38
34 31
20
3 9
35
32 25
9
24
24
24
9
42
22 27
24
24
14
22
24
9
(11)
12
43
41
34
29
34
31
9
18 34 13
22
25
9
11
3
9
12
17 42 44
17 38 41
9
27
30 10
25 25
18
44
28
#7/(40)
14
17
12 29
11
20
20
32
28 25
14 10
35
36
33
33
#12
41
18
17
16 29
15
29
10
24 39 39
43 43
13 24
40
15
22 24
24
12 34
29
30
34
24
10
9
27
24
15
34
38
12
44
41
13
35
25 25
25
42
34
27
30
- EXHAUST FLUID NOT SHOWN
14
38
41 3
28
40
42 44
18 34
14
12
17
17
38
15
38
29 14
18
12
9
11
25
47
VALVE BODY (60) (Case Side) 12
17
18
18
29
15
29
9
22
17
17 12
9d/10
9
43 42
34
9b
24
42
38
41
34
29
29
10
26
43
34
12
38
40
40
25
13
40
38
3
29 16
34
41
18
47
21a
47
17
24 34
3
47
23
47
41
- NON- FUNCTIONAL HOLES HAVE BEEN REMOVED FROM COMPONENT DRAWINGS TO TO SIMPLIFY TRACING FLUID FLOW.
34
SPACER PLATE (48) (Case/Valve Body)
NOTE:
13
38
15
29
20e/21 20d/21
24
24 3
#2
CASE (8) (Valve Body Side)
INDICATES BOLT HOLES
35
9
25
44 (38)
43
10 27
31
15
20c 25g
25e
25
47
11 22
24 47
9
35
33
17
30 27
47
47 20
32
24
47
11a
9e
25
#5
20 31
20b
9c
11b
17 17
33
31
47
(49)
9f
#6
11 47
37
34
9k/10
25f
3c 21
24
17g
25h
#1
#8
30
9g
3
43 43
10a
24c 38e/39
47
3 26
25 28 36
10c/22
35b 35c/39 35e/36
35d/36
33a
36a
26a
26
47
47
25 11
14b
24a
27a 24d
11
25
25c 11
47 47
47
34c
37a
20
47
47
31b
43b/44
25
3
9
13b
34e
33c
43a
25b
34d
24b
43
3
42b 12e
22a
16 3
47 9
47
47
12d 14a
9h
11 29
25
9 14c
17e
18c
24k/25
26b
33
25
11
25
TO LO/REVERSE CLUTCH
33
9
25 9
31c 47
33
37
47
24h
9
35
15d
35a
22b
24g
25a
37
-
24m/25
47 39
47
26
27d
30a
24
25
27c/29 27b/29
30b
➤
13
35
34
#10
47
10
(51)
11c
41a
18a 17b/18 17d 18b 12c 42a 44a 38d 17c 41c 41d 43c/44
9n/10
12
22 13
34
(92)
22
16a
9m
29e
47
14
18
10
47
47
17a/18 34b
29c
15a
29d
9 9
34a
12b
29b
29g/28 29a
12
9
24 34
27 30
44
37
CASE (8) (Pump Cover Side)
41b
38c 40b
40a
10d
9
11
18
29f/28
15c/16
19
17
42
42
41
9
10
11
47
12 17
38
REAR LUBE
14
12
29
10 29
17
16
3a
12a 15b/16
18
26
38a
38b 41 34
34
38
16
29 11 18
PUMP COVER (215) (Case Side)
38 41
37
1
16
PUMP COVER (215) (Pump Body Side)
3
3
37
➤
PUMP BODY (200) (Pump Cover Side)
16
18 11 29
37
(237)
3
1
3
26
47 16
3➤
26 46
➤
➤
37
37
38
➤
(10)
11
43
43
12
7 3
(237)
47
29
47
29
➤
11
16
43
➤
➤
16
➤
3
16
3
1
26 47
46
5 37 18
8
3
43
(238)
26
43
16
5 8 37 29 18
7
➤
16
➤
6 ➤
7
(239)
4
(39)
7
➤
1
8
➤
7
43
43 2
➤
3
7/6
43
3
➤
➤
5
➤
➤
8
➤
5
2
45
8 43
➤
4
3 4
➤
4 3
3
2
2 43
43 4
(10)
43
➤
2
47
(232)
➤
8
8
➤
3
(232)
4
4
45
(240)
3
➤
45
45
2
(240)
25
25 9
10
25 20
GASKET (47) (Case/Spacer plate)
Figure 65
GASKET (52) (Spacer plate/Valve Body)
FOLDOUT ➤ 69
1-2 ACCUMULATOR COVER (57)
REVERSE REVERSE INPUT CLUTCH ASSEMBLY
2ND & 4TH SERVO
EX
3-4 CLUTCH FORWARD CLUTCH FEED
LUBE
➤
3RD ACC
➤
➤
REAR LUBE
2ND CL
➤
20e
➤
➤
➤
ORIFICED D2
CASE (8)
➤
ACCUM
➤
FILTERED AFL D2
➤
PR
➤
LO/1ST
➤
2ND
LO ➤
PR
➤
➤
➤
PR ➤
21
➤
D4 ORIFICED D2 2ND
D4
D2 38e
34a
34b
LO 41c
41b
VALVE BODY (60) GASKET (52) SPACER PLATE (48) GASKET (47) LO
D3
FWD CL FEED D2
18a ➤
12d
12b
D4-N.O.
➤
12c
41d
LO
D3-N.C.
PR
TEMP SENSOR
12a ➤
D4
D4
D2
LO
EX
➤ PR LO/REV
EX
D2 LO
D3
D4
D3 REV-N.O. D2-N.C.
➤
12e
D2 D3
FWD CL FEED
➤
REV INPUT
D4-3-2 ➤
➤
D4
EX EX
D4 LINE
➤
EX
41a
D4 ➤
2ND CL
PR
➤
AFL
EX
EX
➤
LO
O' EX
EX
14b 38c
FORWARD CLUTCH ACCUMULATOR
LO-N.O.
17a
17b
18b
22
18
17
17c
15c
15b
16
25h
25c
25e
25d
25b
24m 25
9
16
2ND
24k
2ND CL 25a
25
24g
24f
36
16
PRESSURE SWITCH ASSEMBLY
3-4 ACCUM D4
20d 21
➤
ORF ACC
ACCUM D4
D4-3-2 EX
EX
EX
REVERSE ➤
2ND CL
2ND
OVERRUN CL FD 35e
35d
35c 39
36a
➤
36
➤
35b
➤
➤
EX
D2
D3
3-4 ACC SERVO FD 2ND
EX
AFL REV INPUT
EX EX
➤
20c
9f
17f
➤ 11a
TORQUE SIG
EX
EX
EX
EX
D3 ➤
➤
38b
➤
#12
18
3-4 CL ➤
2ND ➤
2ND CL
10
AFL EX EX
OVERRUN
3-4 CL
2ND CL
OVERRUN
➤
3RD ACC
➤ ➤
➤
➤
17g
9d 33a
31a
35a
31b
➤
➤
33c
9c
9b
37a
9e
AFL
31c
EX
D3
2ND CL
D3
➤ ➤
LINE ➤
EX
➤
BOOST VALVE
3-4 SIG
PRESS REG
CONV FD LINE
➤
OVERRUN CLUTCH CC SIGNAL
➤
➤
EX
INTAKE ➤
REVERSE INPUT
➤
➤
➤ ➤
CONV FD ➤
➤ 9a
34f
25f
34e
34d
34c
29e
TORQUE SIG
3RD ACC OVERRUN
➤ ➤
2ND CL
4TH
➤
➤ DECREASE ➤
➤
APPLY OVERRUN CLUTCH FWD CL FEED
➤
RELEASE
➤
REVERSE INPUT
➤
LUBE
➤
CASE (8) LUBE ➤
COOLER ➤
EX
➤ ➤
➤
➤
➤
➤
➤ 14a ➤
➤
➤
INTAKE
➤
➤
LO/REV
LO/1ST ➤
CONVERTER CLUTCH VALVE
➤
➤
CC SIGNAL
➤
➤
➤
27 23 14c
38a
D4 D2
➤
Figure 66
➤
➤
#3 ➤
20
#8
➤
#6
➤
2ND
70
FWD CL FD
➤
➤
CASE (8)
➤
REV INPUT
➤
43c 26
42b ➤
➤
➤
➤
➤
REVERSE
#5
OVERRUN
LO OVERRUN
D3
18c
➤
BOTTOM PAN (SUMP) (75)
➤
1
➤
➤
REV INPUT
FILTER (72)
24a 44a 44
➤
➤
FWD CL FEED
2
➤
➤
FLUID PRESSURES
24c 24b
ORIFICED EX EX
➤
28a 15a
3
PR
LINE
➤
➤
➤ ➤
3a
22 10c 25 24e 24d
2ND
ACTUATOR FEED LIMIT
➤
➤
➤
➤
➤
24f
17d
ON
EX
➤
LINE
➤
SOL A N.O.
➤
➤
9k
42a
SIGNAL A
➤
➤ 3c
3b
D4-3-2
➤
R N D
EX REVERSE
10
28
2ND
MANUAL VALVE
12 29g 28
➤ 10a
1-2 SHIFT VALVE
➤
#2
➤
28
FILTER (49)
➤
➤
16a 29f
REVERSE ➤ REV INPUT
29 23 10b
13b
➤
P
➤
➤
CC SIGNAL
SUCTION CONVERTER & LUBE MAINLINE SOLENOID SIGNAL ACCUMULATOR ACTUATOR FEED LIMIT TORQUE SIGNAL
➤
➤
LINE
➤
ON
LO/1ST
➤
➤
15d ➤
➤
FILTER (51)
➤
➤
9n
➤
➤
TCC SOLENOID (66) N.O.
➤ ➤ 10
➤
9g
SOL B N.O.
SIGNAL A
FORWARD ABUSE
3RD ACC ACTUATOR FEED LIMIT
AFL
➤
➤
OVERRUN CLUTCH
➤ FILTERED
➤
10d
2-3 SHUTTLE
ORIFICED EX
3-2 CONTROL ➤
29b
EX
ACTUATOR FEED LIMIT SIGNAL B
➤
➤
29a
3-2 CONT SOL N.C.
38d
➤
29c
3-4 CL
30
20b
D4-3-2
➤
14
17e
➤
3-2 SIG 3-2 SIG
40a
33b
➤
3-4 CL
15
➤
➤
3-4 CL
40b
REV INPUT
REV ABUSE
3-2 DOWNSHIFT
9m ➤ 9h
20a
D4 2ND ACCUMULATOR D2
➤
2ND CL
➤
AFL
13a
3-4 SIG
➤
TORQUE SIG
➤
➤
13 27c 29
#4 3-4 CL
25g
VALVE BODY (60) 3-4 ACCUM
➤
27b
4TH SIG 3-4 SIG 2ND
18
➤
SIGNAL A 29
#1
1-2 ACCUMULATOR
➤
3-4 SHIFT VALVE
29d
EX
OFF
➤
30a 27d 22a
SIGNAL A
➤
D3
➤
EX (237)
➤
➤
3-4 ACCUM
1-2 ACCUMULATOR COVER (57)
D4
2-3 SHIFT VALVE
3-4 SIG ➤
➤
EX
➤
➤
➤
4TH
➤
EX
➤
PUMP ASSEMBLY (4)
4-3 SEQUENCE VALVE
EX
22b
EX
➤
3-4 RELAY
27a
➤
➤
➤
ORF EX
19
2ND CL
ACCUM VALVE
OVERRUN CL FD ➤
➤
(237)
FILTER (92)
➤
4
44
32a
➤
➤
➤
➤
LINE
➤
LINE PRESSURE TAP (39)
3
(238)
5
43b
➤
(239) OIL COOLER PIPE CONNECTOR (10)
30b
EX
ACCUMULATOR
2ND CL 3-4 ACCUM OVERRUN CL SERVO FD
2ND 4TH SIG
6
➤
CONV CL SIGNAL VALVE
SERVO FD
43a
➤
➤
➤
➤
➤
COOLER
➤
11b 10 11c
PRESSURE CONTROL SOLENOID
ACTUATOR FEED LIMIT
➤
EX
FILTER (232)
1
➤
➤
PRESSURE RELIEF VALVE
➤
➤
➤
➤
26b
➤
31
3-4 ACCUMULATOR
3-4 ACCUM FILTERED AFL
➤
2
➤
8
➤
EX
LINE CC SIG LINE CC SIG
➤
➤
➤
EX
➤
26a
➤
➤
AIR BLEED (240)
D3
➤
FILTER (50)
PR LO/REV
➤
➤
➤
32
7
➤
➤
➤
➤
LUBE
➤
➤
➤
➤
AFL
➤
AFL
➤
TORQUE SIGNAL SERVO FEED
ORIFICED ACCUM
➤
3-4 CL OVERRUN CLUTCH
➤
FORWARD CLUTCH FEED
COOLER
#10
2ND CL
OVERRUN
24 ➤
OVERRUN CLUTCH
21a
LUBE
➤
39
➤
21
➤
REV INPUT
➤
➤
OVERRUN CLUTCH
2ND CL
➤
4TH
➤
➤
APPLY
➤
RELEASE
EX
➤
➤
➤
➤
#9
➤
➤
➤
#7
➤
11
LO & REVERSE CLUTCH ASSEMBLY
➤
EX
INPUT CLUTCH HOUSING ASSEMBLY
➤
TORQUE CONVERTER ASSEMBLY
REVERSE 2
➤
(240)
➤
➤
(237)
16
16
47
3
29
3 3➤
29
3 16 ➤
16
40
11 ➤
15
29 29 47
18
18
22
27
47
24
14
34f
31 37
36
33
33
43
17
36
26
32 28
28
32
9
24f 24e 31a
33b
13a
28a
10b23
17f
20a
32a
25d
9
9a
47
#4
3b
10
➤
38
12
SERVO BORE 29 29
16
40 28 29 29 16
(50)
15
#3
16 18
41
10
22
27
30
24 24 31
31 31
12
3
12
42
14
18 17 34 41
47
47
41 38
43
FORWARD CLUTCH ACCUMULATOR BORE
33
37
26
36
17
25
26
36
26 25
33
32
47
35 17
10 43
20 20
CASE (8) (Servo Bore)
17 9
25 9
11
25 20 21
21
21
3 9 25
9
23
11
3
21
25
10
24 35/39
28 25
20
33
37 44
25
9
9
31
33 43
11
24
9
25
14
13 24
38
34 31
20
3 9
35
32 25
9
24
24
24
9
42
22 27
24
24
14
22
24
9
(11)
12
43
41
34
29
34
31
9
18 34 13
22
25
9
11
3
9
12
17 42 44
17 38 41
9
27
30 10
25 25
18
44
28
#7/(40)
14
17
12 29
11
20
20
32
28 25
14 10
35
36
33
33
#12
41
18
17
16 29
15
29
10
24 39 39
43 43
13 24
40
15
22 24
24
12 34
29
30
34
24
10
9
27
24
15
34
38
12
44
41
13
35
25 25
25
42
34
27
30
- EXHAUST FLUID NOT SHOWN
14
38
41 3
28
40
42 44
18 34
14
12
17
17
38
15
38
29 14
18
12
9
11
25
47
VALVE BODY (60) (Case Side) 12
17
18
18
29
15
29
9
22
17
17 12
9d/10
9
43 42
34
9b
24
42
38
41
34
29
29
10
26
43
34
12
38
40
40
25
13
40
38
3
29 16
34
41
18
47
21a
47
17
24 34
3
47
23
47
41
- NON- FUNCTIONAL HOLES HAVE BEEN REMOVED FROM COMPONENT DRAWINGS TO TO SIMPLIFY TRACING FLUID FLOW.
34
SPACER PLATE (48) (Case/Valve Body)
NOTE:
13
38
15
29
20e/21 20d/21
24
24 3
#2
CASE (8) (Valve Body Side)
INDICATES BOLT HOLES
35
9
25
44 (38)
43
10 27
31
15
20c 25g
25e
25
47
11 22
24 47
9
35
33
17
30 27
47
47 20
32
24
47
11a
9e
25
#5
20 31
20b
9c
11b
17 17
33
31
47
(49)
9f
#6
11 47
37
34
9k/10
25f
3c 21
24
17g
25h
#1
#8
30
9g
3
43 43
10a
24c 38e/39
47
3 26
25 28 36
10c/22
35b 35c/39 35e/36
35d/36
33a
36a
26a
26
47
47
25 11
14b
24a
27a 24d
11
25
25c 11
47 47
47
34c
37a
20
47
47
31b
43b/44
25
3
9
13b
34e
33c
43a
25b
34d
24b
43
3
42b 12e
22a
16 3
47 9
47
47
12d 14a
9h
11 29
25
9 14c
17e
18c
24k/25
26b
33
25
11
25
TO LO/REVERSE CLUTCH
33
9
25 9
31c 47
33
37
47
24h
9
35
15d
35a
22b
24g
25a
37
-
24m/25
47 39
47
26
27d
30a
24
25
27c/29 27b/29
30b
➤
13
35
34
#10
47
10
(51)
11c
41a
18a 17b/18 17d 18b 12c 42a 44a 38d 17c 41c 41d 43c/44
9n/10
12
22 13
34
(92)
22
16a
9m
29e
47
14
18
10
47
47
17a/18 34b
29c
15a
29d
9 9
34a
12b
29b
29g/28 29a
12
9
24 34
27 30
44
37
CASE (8) (Pump Cover Side)
41b
38c 40b
40a
10d
9
11
18
29f/28
15c/16
19
17
42
42
41
9
10
11
47
12 17
38
REAR LUBE
14
12
29
10 29
17
16
3a
12a 15b/16
18
26
38a
38b 41 34
34
38
16
29 11 18
PUMP COVER (215) (Case Side)
38 41
3
➤
38
12
1
16
PUMP COVER (215) (Pump Body Side)
37
➤
PUMP BODY (200) (Pump Cover Side)
3
37
3
1
16
18 11 29
37
(237)
47 16
47
26
➤
(237)
29
26 46
➤
43
➤
37
37
➤
(10)
(237)
11
43
7 3
➤
46
5 37 18
8 29
➤
➤
➤
47 37
7
➤
11
43
(39)
7
➤
37
3
16
➤
3
➤
➤ 26 47
46
43
➤
1
(238)
26
3
43
➤
26 16
5 8 37 29 18
➤
4
➤ 16
8
➤
6 ➤
7
(239)
4
➤
1
43 2
➤ 16
➤
7/6
43
3
➤
➤
8
➤
➤
5 7
43
16
➤
5
2
45
8 43
➤
4
3
3 4
➤
4
(10)
43
3
2
2 43
43 4
47
(232)
➤
2
3
(232)
4 8
8
➤
3
➤
47
47 4
45
(240)
3
➤
45
45
2
(240)
➤
PRESSURE RELIEF VALVE BORE
25
25 9
10
25 20
GASKET (47) (Case/Spacer plate)
Figure 67
GASKET (52) (Spacer plate/Valve Body)
FOLDOUT ➤ 71
1-2 ACCUMULATOR COVER (57)
NEUTRAL
Engine Running REVERSE INPUT CLUTCH ASSEMBLY
2ND & 4TH SERVO
EX
3-4 CLUTCH FORWARD CLUTCH FEED
LUBE
➤
3RD ACC
➤
➤ ➤
➤ ➤ ➤ ➤ ➤ ➤ ➤ ➤ ➤ ➤ ➤
➤
➤
➤
➤
➤
➤
PR
➤
➤
➤
CASE (8)
➤ ➤
➤
ACCUM
➤ 14b
PR ➤ ➤
➤ ➤
➤
➤
➤
➤
➤
➤
12d
➤
➤ 12c
➤
➤
➤
➤
➤
12b
➤ ➤
FILTERED AFL
➤ ➤
D2
➤
D4
➤
D2 ➤
➤
D4 ORIFICED D2 2ND
➤
PR
D3 34a
➤ 21 ➤
34b
➤
VALVE BODY (60) GASKET (52) SPACER PLATE (48) GASKET (47) ➤ ➤ ➤ LO ➤ ➤
➤
D4
➤ 12e
➤
FWD CL FEED D2
➤
➤
PR ➤ ➤
➤
➤
PR
➤
➤ ➤
➤
➤
➤
➤
➤ ➤ ➤ ➤ ➤ ➤
➤
2ND
➤
LO
➤
➤
38a
➤
➤
➤ 41d
➤
LO ➤ ➤
41c
➤ 41b
➤
38c
➤
EX 41a ➤
D4-3-2
➤ ➤
➤ 14a ➤
38b
D2 LO
D3
➤
➤
➤
➤
➤
➤
➤ ➤
➤
➤
➤
➤
➤
➤
23 ➤ ➤ 14c
42b
➤
➤
➤
➤
➤
27
➤
➤
➤
➤
➤
➤
EX
➤ ➤
➤ PR ➤ LO/REV
EX
➤
➤
➤
LO/1ST
43c 26
➤
D2
➤
24a 44a
➤ ➤
3-4 ACCUM D4
➤
20d 21
➤ ➤
EX
O' EX
➤
➤ ➤
LO
EX
D4
➤
D4
LINE
18a
18
AFL
EX
EX
➤
LO D4
➤
➤ ➤
D3
12a
17a
17b
18b
18
15c
17c
16
15b
25h
16 ➤
25c
25e
25d
25b
24m 25
D4
D4-3-2 EX
EX
EX
D4
➤
2ND
24k
2ND CL 25a
25
24g
24f
ACCUM 20c
9f
EX
D3
D2
EX
3-4 ACC SERVO FD 2ND
OVERRUN
AFL REV INPUT
➤
REVERSE
17f
➤ 11a
TORQUE SIG
EX
EX
EX
EX
EX ➤ ➤ ➤ ➤
OVERRUN CL FD 36a
10
AFL
EX
2ND CL
➤
➤
➤
35e 36
➤
➤
35c
17g
9d 33a
31a
35a
31b
33c
➤
➤
9c
9b
37a
9e
AFL
EX
D3
2ND CL
EX
BOOST VALVE
➤ ➤
REVERSE INPUT
3-4 SIG
CONV FD LINE
PRESS REG
➤
EX
EX
OVERRUN CLUTCH CC SIGNAL
➤
➤
➤
OVERRUN
D3 ➤
2ND
2ND
2ND CL
➤
➤
➤ 9a
34f
25f
34e
34d
D3
EX
EX
2ND CL
4TH
➤
➤ DECREASE ➤
➤
34c
3RD ACC OVERRUN
REVERSE INPUT
➤
31c
➤ ➤ ➤
29e ➤
LUBE
➤
3-4 CL
➤
➤
LUBE
➤ ➤
➤
35d
➤
RELEASE
➤ ➤
➤
INTAKE
LINE
➤
39
➤
APPLY OVERRUN CLUTCH FWD CL FEED
➤
➤
➤
➤
➤
➤
➤
36
➤
➤
➤
➤
35b
➤
➤
➤
CASE (8)
TORQUE SIG
➤ ➤
➤
➤
➤
➤
3-4 CL
➤ ➤
➤
➤
➤
➤
➤
3RD ACC
➤
2ND CL
➤ ➤
➤
INTAKE
➤ ➤
➤
➤
➤ ➤
➤ ➤
➤
➤
➤
➤
➤
➤
➤
CONV FD
➤
➤
➤
➤
➤
CONVERTER CLUTCH VALVE
➤
➤
CC SIGNAL
➤
➤
➤
➤
➤
➤
CASE (8)
➤
➤
➤
➤
➤
➤
➤
➤
➤
➤
COOLER
➤
➤
➤
➤ ➤
➤
➤
➤
➤
24c
➤
ORIFICED D2
➤
24d
➤
D4
22 10c 25 24e
➤
INPUT ➤
D4-N.O.
➤
➤
17d
➤
D4 D2
FWD CL FEED ➤
➤ REV
➤ 42a
➤
➤
➤
➤
➤
22
➤
➤
➤
➤
➤
➤
LO
D3-N.C.
➤
➤
➤
➤
D2-N.C.
➤
➤
➤
➤
➤
➤
17
➤
➤
➤
D2 D3
➤
9
➤
44
EX
➤
➤
➤
16
➤
LO/REV
FORWARD CLUTCH ACCUMULATOR
➤
➤
➤
➤ ➤
LO/1ST
➤ ➤
➤
➤
➤
REV-N.O.
TEMP SENSOR
➤
➤
➤
LO-N.O.
#12
➤
➤
2ND
Figure 68
REV INPUT
PRESSURE SWITCH ASSEMBLY
➤ ➤
➤
➤
#3
➤
24b
➤
➤
#8
2ND CL ➤
OVERRUN
72
➤
➤
➤ 20
➤
➤
LO OVERRUN
➤
#6
➤
➤
➤
➤
#5
PR
13b
➤
SOL A N.O.
➤
➤
➤
➤
FWD CL FD
➤
➤
➤
BOTTOM PAN (SUMP) (75)
➤
➤
REV INPUT ➤
➤
➤
➤
FILTER (72)
➤
➤
18c
➤
SUCTION CONVERTER & LUBE MAINLINE SOLENOID SIGNAL ACCUMULATOR ACTUATOR FEED LIMIT TORQUE SIGNAL
FWD CL FEED
➤REVERSE
➤
➤
D3
15a ➤
➤ ➤
➤
➤
FLUID PRESSURES
➤
➤ ➤
SIGNAL A
ACTUATOR FEED LIMIT
➤
➤
28a ➤
➤
➤
➤
LINE
➤
3a
➤ ➤
ORIFICED EX EX
1
➤
➤
➤
➤
LINE
➤
REVERSE ➤
➤
➤
➤
3b
➤
➤ ➤
➤
➤
➤
➤ 3c
➤
9k
24f
2ND
MANUAL VALVE ➤ EX
10
28
ON
➤
➤
12 29g 28
2
➤
2ND
➤
#2
3
9g
FILTER (49)
➤
➤
➤
28
D4-3-2
29 23 10b
10a
1-2 SHIFT VALVE
➤
R N D
30
➤
SOL B N.O.
➤
➤
➤
16a
29f
P
REVERSE REV INPUT
➤
➤
➤
➤
➤
15d
➤
FILTER (51)
D4-3-2
➤
➤
➤
9n
➤
33b
38d
ON
➤ LO/1ST ➤
FORWARD ABUSE
3RD ACC ACTUATOR FEED LIMIT
AFL
➤ ➤ 10
ORIFICED EX
➤
➤ FILTERED
➤
10d
➤
➤
29b
9m ➤ 9h
20b
➤
SIGNAL A ➤
➤
3-2 CONTROL
➤
AFL
17e
ACTUATOR FEED LIMIT SIGNAL B
➤
EX ➤
29a
3-2 CONT SOL N.C.
➤
29c
3-4 CL
25g
20a
D4 2ND ACCUMULATOR D2
➤
➤
14
➤
3-2 SIG 3-2 SIG
40a
18
1-2 ACCUMULATOR
2-3 SHUTTLE
3-4 SIG
➤
➤
3-4 CL
➤
13a
➤
3-4 CL
#1
1-2 ACCUMULATOR COVER (57)
➤
➤
2ND CL
40b
REV INPUT
REV ABUSE
3-2 DOWNSHIFT
PR ➤ LO/REV
➤
3-4 ACCUM
VALVE BODY (60) 3-4 ACCUM
➤
#4 3-4 CL
➤
➤
13 27c 29
➤
2ND
15
➤
CC SIGNAL
29
27b
➤
LINE
4TH SIG 3-4 SIG
SIGNAL A
19
➤
30a 27d 22a
SIGNAL A
3-4 SHIFT VALVE
EX
➤
➤
➤
TORQUE SIG
➤
TCC SOLENOID (66) N.O.
➤
D3
29d
EX OVERRUN CLUTCH
➤
➤
EX (237)
➤
➤
3-4 ACCUMULATOR
D4
2-3 SHIFT VALVE
3-4 SIG ➤
➤
➤
➤
EX
EX
OFF
4TH
➤
2ND CL
ACCUM VALVE
4-3 SEQUENCE VALVE
EX
22b
➤
➤
➤
➤
➤
➤
EX
➤
PUMP ASSEMBLY (4)
EX
➤
3-4 RELAY
27a
➤
➤
➤
ORF EX
➤
ACCUMULATOR
OVERRUN CL FD ➤
➤
(237)
FILTER (92)
➤
➤
4
➤
➤
44
43a
➤
(238)
30b
32a
➤
➤
LINE PRESSURE TAP (39)
3
➤
LINE
➤
(239) OIL COOLER PIPE CONNECTOR (10)
➤
➤
➤
➤
2ND 4TH SIG
5
➤
2ND CL 3-4 ACCUM OVERRUN CL SERVO FD
SERVO FD
6
43b
PRESSURE CONTROL SOLENOID
CONV CL SIGNAL VALVE
➤
COOLER
➤
FILTER (232)
1
11b 10 11c
➤
➤
PRESSURE RELIEF VALVE
EX
➤
➤
➤
26b
➤
31
➤
3-4 ACCUM FILTERED AFL
ACTUATOR FEED LIMIT
➤
2
LINE CC SIG LINE CC SIG
➤
➤
8
➤
EX
➤
26a
➤
➤
EX
D3
➤
➤
➤
AIR BLEED (240)
32
7
➤
FILTER (50)
➤
➤
➤
➤
➤
➤
➤
LUBE
➤
AFL
➤
➤ ➤
➤
➤
COOLER
TORQUE SIGNAL SERVO FEED
3-4 CL OVERRUN CLUTCH
AFL
➤
ORIFICED ACCUM
➤
➤
➤
➤ ➤
2ND CL
➤
ORF ACC
➤
APPLY
2ND CL
OVERRUN FORWARD CLUTCH FEED
REAR LUBE 24
#10
20e
➤
➤
OVERRUN CLUTCH
21
➤
LUBE
➤
38e
➤
➤
➤
OVERRUN CLUTCH
➤
4TH
➤
2ND CL
REV INPUT
➤
➤
RELEASE
➤
EX
➤
➤
➤ ➤
➤
#9
➤
➤
21a
#7
39
11
LO & REVERSE CLUTCH ASSEMBLY
➤
EX
INPUT CLUTCH HOUSING ASSEMBLY
➤
TORQUE CONVERTER ASSEMBLY
➤
➤
➤
➤
➤
➤
NEUTRAL
Engine Running 2
➤
PRESSURE RELIEF VALVE BORE
(240) 47
47
4
26
37
46
(237)
➤
➤
16
37
16
(237)
3
47
29
3 29
16
16
40
11 ➤
15
29 29 47
18
18
22
27
47
24
14
34f
31 37
36
33
33
43
17
36
26
32 28
28
32
9
24f 24e 31a
33b
13a
28a
10b23
17f
20a
32a
25d
9
9a
47
#4
3b
10
➤
38
12
SERVO BORE 29 29
16
40 28 29 29 16
(50)
15
#3
16 18
41
10
22
27
30
24 24 31
31 31
12
3
12
42
14
18 17 34 41
47
47
41 38
43
FORWARD CLUTCH ACCUMULATOR BORE
33
37
26
36
17
25
26
36
26 25
33
32
47
35 17
10 43
20 20
CASE (8) (Servo Bore)
17 9
25 9
11
25 20 21
21
21
3 9 25
9
23
11
3
21
25
10
24 35/39
28 25
20
33
37 44
25
9
9
31
33 43
11
24
9
25
14
13 24
38
34 31
20
3 9
35
32 25
9
24
24
24
9
42
22 27
24
24
14
22
24
9
(11)
12
43
41
34
29
34
31
9
18 34 13
22
25
9
11
3
9
12
17 42 44
17 38 41
9
27
30 10
25 25
18
44
28
#7/(40)
14
17
12 29
11
20
20
32
28 25
14 10
35
36
33
33
#12
41
18
17
16 29
15
29
10
24 39 39
43 43
13 24
40
15
22 24
24
12 34
29
30
34
24
10
9
27
24
15
34
38
12
44
41
13
35
25 25
25
42
34
27
30
- EXHAUST FLUID NOT SHOWN
14
38
41 3
28
40
42 44
18 34
14
12
17
17
38
15
38
29 14
18
12
9
11
25
47
VALVE BODY (60) (Case Side) 12
17
18
18
29
15
29
9
22
17
17 12
9d/10
9
43 42
34
9b
24
42
38
41
34
29
29
10
26
43
34
12
38
40
40
25
13
40
38
3
29 16
34
41
18
47
21a
47
17
24 34
3
47
23
47
41
- NON- FUNCTIONAL HOLES HAVE BEEN REMOVED FROM COMPONENT DRAWINGS TO TO SIMPLIFY TRACING FLUID FLOW.
34
SPACER PLATE (48) (Case/Valve Body)
NOTE:
13
38
15
29
20e/21 20d/21
24
24 3
#2
CASE (8) (Valve Body Side)
INDICATES BOLT HOLES
35
9
25
44 (38)
43
10 27
31
15
20c 25g
25e
25
47
11 22
24 47
9
35
33
17
30 27
47
47 20
32
24
47
11a
9e
25
#5
20 31
20b
9c
11b
17 17
33
31
47
(49)
9f
#6
11 47
37
34
9k/10
25f
3c 21
24
17g
25h
#1
#8
30
9g
3
43 43
10a
24c 38e/39
47
3 26
25 28 36
10c/22
35b 35c/39 35e/36
35d/36
33a
36a
26a
26
47
47
25 11
14b
24a
27a 24d
11
25
25c 11
47 47
47
34c
37a
20
47
47
31b
43b/44
25
3
9
13b
34e
33c
43a
25b
34d
24b
43
3
42b 12e
22a
16 3
47 9
47
47
12d 14a
9h
11 29
25
9 14c
17e
18c
24k/25
26b
33
25
11
25
TO LO/REVERSE CLUTCH
33
9
25 9
31c 47
33
37
47
24h
9
35
15d
35a
22b
24g
25a
37
-
24m/25
47 39
47
26
27d
30a
24
25
27c/29 27b/29
30b
13
35
34
#10
47
10
(51)
11c
41a
18a 17b/18 17d 18b 12c 42a 44a 38d 17c 41c 41d 43c/44
9n/10
12
22 13
34
(92)
22
16a
9m
29e
47
14
18
10
47
47
17a/18 34b
29c
15a
29d
9 9
34a
12b
29b
29g/28 29a
12
9
24 34
27 30
44
37
CASE (8) (Pump Cover Side)
41b
38c 40b
40a
10d
9
11
18
29f/28
15c/16
19
17
42
42
41
9
10
11
47
12 17
38
REAR LUBE
14
12
29
10 29
17
16
3a
12a 15b/16
18
26
38a
38b 41 34
34
38
16
29 11 18
PUMP COVER (215) (Case Side)
38 41
37
1
16
PUMP COVER (215) (Pump Body Side)
3
3
37
➤
PUMP BODY (200) (Pump Cover Side)
16
18 11 29
37
(237)
3
1
3
26
47 16
3➤
26 46
➤
➤
37
37
38
➤
(10)
11
43
43
12
7 3
(237)
47
29
47
29
➤
11
16
43
➤
➤
16
➤
3
16
3
1
26 47
46
5 37 18
8
3
43
(238)
26
43
16
5 8 37 29 18
7
➤
16
➤
6 ➤
7
(239)
4
(39)
7
➤
1
8
➤
7
43
43 2
➤
3
7/6
43
3
➤
➤
5
➤
➤
8
➤
5
2
45
8 43
➤
4
3 4
➤
4 3
3
2
2 43
43 4
(10)
43
➤
2
47
(232)
➤
8
8
➤
3
(232)
4
4
45
(240)
3
➤
45
45
2
(240)
25
25 9
10
25 20
GASKET (47) (Case/Spacer plate)
Figure 69
GASKET (52) (Spacer plate/Valve Body)
FOLDOUT ➤ 73
1-2 ACCUMULATOR COVER (57)
OVERDRIVE RANGE - FIRST GEAR REVERSE INPUT CLUTCH ASSEMBLY
2ND & 4TH SERVO
EX
11
➤
#7
➤
➤ ➤
➤
OVERRUN CLUTCH
OVERRUN CLUTCH
➤
➤
ORIFICED ACCUM
➤
ORF ACC
3-4 ACCUM D4
21a
20e
➤
21
20c
20d
➤
ACCUM
➤ ➤
9f
17f ➤
➤ 11a
ACCUM
CASE (8)
➤
PR
➤
➤ ➤
EX
D4-3-2
AFL
D4
➤
➤
EX
43c 26
LO OVERRUN
D2
D4 ➤
27
42b
EX
PR LO/REV
PR
➤
LO/1ST
24a 44a 44
➤
EX
➤
➤
LO
D2
D4
EX O' EX
FILTERED AFL
EX
EX
D4-3-2 EX
EX
LO D4 ➤
23 14c
LO/REV LO/1ST
14a
➤
1
EX
38a
D2 LO
➤
D3
➤
➤
REV INPUT
FWD CL FEED
➤
D2 38e
PR
D3
21
39
LO
VALVE BODY (60) GASKET (52) SPACER PLATE (48) GASKET (47) LO
41c
41b
FWD CL FEED D2
➤
➤
2ND CL
➤
18a
18
22
12a
➤ 17a
➤
17b
18b
#12
➤ 18
17c
15b
15c 17
16
25h 9
16
25c
25d
25
16
25b
24m
#3
D4-N.O.
41a
➤
D4 D2
➤ ➤
PR D4
ORIFICED D2
➤
➤
➤
D4 ORIFICED D2 2ND
D4
12b
➤
34a
LO
D3-N.C.
34b
D2-N.C.
12c
41d
REV-N.O.
TEMP SENSOR
12d
➤
D4
LO-N.O.
PR D2 D3
➤
2ND
24k
2ND CL 25a
24f
24g
25
OVERRUN CL FD 35e
36a
36
20
PRESSURE SWITCH ASSEMBLY
12e ➤
FORWARD CLUTCH ACCUMULATOR
➤
D3
D4
EX ➤
➤
➤
2ND
LO
➤
LINE
2ND CL
2ND
2ND
38b
➤
➤
➤
#8
38c
➤
➤
➤ ➤
35d
35c
D2
D3 EX
2
REV INPUT
#6
39
3-4 ACC SERVO FD 2ND
EX
AFL REVERSE
REV INPUT
EX EX
3
PR
➤
36
35b
TORQUE SIG
EX
EX
EX
D3 ➤
24c
➤
➤
25e
3-4 CL
10
AFL EX EX
OVERRUN
3-4 CL
2ND CL
OVERRUN 3RD ACC 2ND CL
➤
17d 22 10c 25 24e 24d
2ND
FWD CL FD
➤
➤
Figure 70
17g
9d 33a
31a
35a
31b
➤
➤
EX
EX
D3
2ND CL
33c
9b
37a
9e
AFL
31c
9c
➤ 9a
34f
25f
34e
34d
34c
D3
➤ ➤
LINE ➤
EX
3-4 SIG
PRESS REG BOOST VALVE
➤
OVERRUN CLUTCH CC SIGNAL
➤
CONV FD LINE EX
REVERSE INPUT
➤
➤ ➤
➤
➤
29e
TORQUE SIG
3RD ACC OVERRUN REVERSE INPUT 2ND CL
4TH
➤
➤ DECREASE ➤
➤ ➤ ➤
INTAKE ➤
CONV FD ➤
CC SIGNAL
CONVERTER CLUTCH VALVE
➤ ➤
APPLY OVERRUN CLUTCH FWD CL FEED
➤
RELEASE
➤
➤
➤
R N D
➤
2ND
74
EX
➤ ➤ ➤
LUBE
➤
CASE (8) LUBE COOLER
➤
INTAKE
➤
OVERRUN
➤
➤
REVERSE
18c
BOTTOM PAN (SUMP) (75)
➤
➤
24f
24b
➤
D3
15a
#5
➤
➤
➤
CASE (8)
➤
➤
➤
➤
➤
LINE
➤
REV INPUT
FILTER (72)
➤
FWD CL FEED
SOL A N.O. ON
ACTUATOR FEED LIMIT
➤
9k
42a
SIGNAL A
➤
➤
➤
SUCTION CONVERTER & LUBE MAINLINE SOLENOID SIGNAL ACCUMULATOR ACTUATOR FEED LIMIT TORQUE SIGNAL
➤
10
13b
ORIFICED EX EX
EX REVERSE
28a
FLUID PRESSURES
➤
➤ 3c
3a
2ND
LO/1ST
D4-3-2
➤
28 ➤
➤ ➤
➤
➤
LINE
➤
FILTER (49)
10a
1-2 SHIFT VALVE
MANUAL VALVE
12 29g 28
3b
➤
➤ ➤
➤
CC SIGNAL
#2
➤
➤ ➤ ➤
28
29 23 10b
14b
P
REVERSE REV INPUT
15d
29f
➤
➤
ON
SIGNAL A
FORWARD ABUSE
FILTER (51)
➤
9n
➤
9g
SOL B N.O.
EX
3RD ACC ACTUATOR FEED LIMIT
AFL
➤ ➤ 10
16a
LINE
➤
OVERRUN CLUTCH
➤ FILTERED
➤
10d
➤
D4-3-2
➤
➤
EX
ACTUATOR FEED LIMIT SIGNAL B
➤
2-3 SHUTTLE
ORIFICED EX
3-2 CONTROL
38d 13a
3-4 SIG
3-4 CL
3-2 CONT SOL N.C.
20b
➤
29a 29b
TCC SOLENOID (66) N.O.
➤
➤
29c
➤
➤
3-2 SIG
14
➤
➤
REV INPUT
EX
OFF
➤
3-2 SIG
40b 40a
➤
30
➤
3-4 CL
15
17e
➤
3-4 CL
29d
TORQUE SIG
REV ABUSE
3-2 DOWNSHIFT
2ND CL
➤
#4 3-4 CL
33b 20a ➤
➤
➤
2ND
9m ➤ 9h
➤
13 27c 29
4TH SIG 3-4 SIG
➤
D4 2ND ACCUMULATOR D2
➤
AFL ➤
27b
➤
➤
SIGNAL A 29
VALVE BODY (60) 3-4 ACCUM
➤
3-4 SHIFT VALVE
25g
➤
30a 27d 22a
SIGNAL A
➤
1-2 ACCUMULATOR
➤
EX (237)
➤
D3
➤
➤
➤
➤
EX
➤
18
1-2 ACCUMULATOR COVER (57)
ACCUMULATOR
2-3 SHIFT VALVE
3-4 SIG ➤
22b
➤
EX
4TH
➤
➤
PUMP ASSEMBLY (4)
4-3 SEQUENCE VALVE
EX
27a
EX
➤
3-4 RELAY
#1
2ND CL
ACCUM VALVE
OVERRUN CL FD
➤
➤
➤
ORF EX
32a
➤ ➤
➤
(237)
FILTER (92)
44
➤
LINE
➤
4
43b
➤
➤
➤
➤
LINE PRESSURE TAP (39)
3
(238)
30b 5
43a
➤
(239) OIL COOLER PIPE CONNECTOR (10)
➤
➤
➤
➤
2ND 4TH SIG
➤
➤
D4 ➤
2ND CL 3-4 ACCUM OVERRUN CL SERVO FD
SERVO FD
6
➤
CONV CL SIGNAL VALVE
➤
COOLER
➤
FILTER (232)
1
PRESSURE CONTROL SOLENOID
ACTUATOR FEED LIMIT
➤
➤
EX
11b 10 11c
➤
➤
PRESSURE RELIEF VALVE
➤
➤
➤
➤
26b
➤
3-4 ACCUM FILTERED AFL
➤
2
➤
8
➤
EX
LINE CC SIG LINE CC SIG
➤
➤
➤
EX
➤
26a
➤
➤
AIR BLEED (240)
➤
D3
31
3-4 ACCUM
➤
➤
32
7
19
➤
➤
EX
➤
LUBE
➤
➤
FILTER (50)
3-4 ACCUMULATOR
➤
➤
➤
COOLER
➤
➤
➤
AFL
➤
AFL
➤
TORQUE SIGNAL SERVO FEED
➤
➤
➤
➤
3-4 CL OVERRUN CLUTCH
➤
➤
➤
FORWARD CLUTCH FEED
PR LO/REV
➤
2ND CL ➤
24
#10
2ND CL
OVERRUN ➤
➤
REAR LUBE ➤
LUBE
➤
21
➤
➤
2ND CL
➤
4TH
➤
RELEASE
➤
APPLY
REV INPUT
➤
EX
➤
➤
➤
➤
#9
➤
3-4 CLUTCH FORWARD CLUTCH FEED
LUBE
➤
3RD ACC
LO & REVERSE CLUTCH ASSEMBLY
➤
EX
INPUT CLUTCH HOUSING ASSEMBLY
➤
TORQUE CONVERTER ASSEMBLY
➤
OVERDRIVE RANGE - FIRST GEAR 2
➤
PRESSURE RELIEF VALVE BORE
(240) 47
47
16
(237)
➤
➤
3
47
➤
(237)
29
3 29
3 16
16
40
11 ➤ ➤ 18
15
29 29 47
18
30
22
27 34
14
34f
31 37
36
33
33
17
36
26
32 28
28
32
9
24f 24e 31a
33b
13a
28a
10b23
17f
20a
32a
9e 25d
9
9a
47
#4
3b
10
➤
38
12
SERVO BORE 29 29
16
40 28 29 29 16
(50)
15
#3
16 18
41
10
22
27
30
24 24 31
31 31
3
12
47
14 ➤
34 41
42
12
18 17
47
41 38
43
FORWARD CLUTCH ACCUMULATOR BORE
33
37
26
36
17
26
36
25 25
9
32
47
35 17
10 43
20 20
CASE (8) (Servo Bore)
17 9
25 9
11
25 20 21
21
21
3 9 25
9
33
11
3
21
23 35/39
28
25
25
33
37 44
26
20
10
24
9
25
25
➤
25 9
31
33 43
11
24
9
25
14
13 24
38
34 31
20
3 9
35
32 25
9
24
24
24
9
42
22 27
24
24
14
22
24
(11)
12
43
41
34
29
34
31
9
18 34 13
22
25
9
11
3
9
12
17 42 44
17 38 41
9
27
30 10
25 25
18
44
28
#7/(40)
14
17
12 29
11
20
20
32
28 25
14 10
35
36
33
33
#12
41
18
17
16 29
15
29
10
24 39 39
43 43
13 24
40
15
22 24
24
12 34
29
30
34
24
10
9
27
24
15
34
38
12
44
41
13
35
25 25
25
42
34
27
30
- EXHAUST FLUID NOT SHOWN
14
38
41 3
28
40
42 44
18 34
14
12
17
17
38
15
38
29 14
18
12
9
11
25
47
VALVE BODY (60) (Case Side) 12
17
18
18
29
15
29
9
22
17
17 12
9d/10
9
43 42
34
9b
24
42
38
41
34
29
29
10
26
43
34
12
38
40
40
25
13
40
38
3
29 16
34
41
18
47
21a
47
17
24 34
3
47
23
47
41
- NON- FUNCTIONAL HOLES HAVE BEEN REMOVED FROM COMPONENT DRAWINGS TO TO SIMPLIFY TRACING FLUID FLOW.
34
SPACER PLATE (48) (Case/Valve Body)
NOTE:
13
38
15
29
20e/21 20d/21
24
24 3
#2
CASE (8) (Valve Body Side)
INDICATES BOLT HOLES
35
9
25
44 (38)
43
10 27
31
15
20c 25g
25e
25
47
11 22
24 47
9
35
33
17
30 27
47
47 20
32
24
47
11a 11b
25
#5
20 31
20b
9c
3c
17 17
33
31
47
(49)
9f
#6
11 47
37
34
9k/10
25f
➤
21
24
17g
25h
#1
#8
30
9g
3
43 43
10a
24c 38e/39
47
3 26
25 28 36
10c/22
35b 35c/39 35e/36
35d/36
33a
36a
26a
26
47
47
25 11
14b
24a
27a 24d
11
25
25c 11
47 47
47
34c
37a
20
47
47
31b
43b/44
25
3
9
13b
34e
33c
43a
25b
34d
24b
43
3
42b 12e
22a
16 3
47 9
47
47
12d 14a
9h
11 29
25
9 14c
17e
18c
24k/25
26b
33
25
11
25
TO LO/REVERSE CLUTCH
33
9
25 9
31c 47
33
37
47
24h
9
35
15d
35a
22b
24g
25a
43
26
27d
24m/25
47 39
37
-
27c/29 27b/29 30a
24
25
(51)
41a
18a 17b/18 17d 18b 12c 42a 44a 38d 17c 41c 41d 43c/44
9n/10
#10
47
24
16a
9m
29e
30b
13
18
10
47
47
17a/18 34b
29c
15a
29d
11c
47
10
35
34
19
12
22
47
(92)
22
13
40a
10d
➤
9
34a
12b
29b
29g/28 29a
40b
9
41b
38c
15c/16
47
14 24
34
27
29f/28
12
9
9
11
18
44
➤
17
42
42
41
9
10
11
47
12 17
38
REAR LUBE
14
12
29
10 29
17
16
3a
12a 15b/16
18
37
CASE (8) (Pump Cover Side)
38a
38b 41 34
34
38
16
26
PUMP COVER (215) (Case Side)
38 41
3
29 11 18
➤
38
1
16
PUMP COVER (215) (Pump Body Side)
37
➤
PUMP BODY (200) (Pump Cover Side)
3
37
3
1
16
18 11 29
37
(237)
47 16
3➤
26
➤
➤
37
37
26 46
➤
(237)
16 11
43
43
12
➤
(10)
➤
46
37
29
47
7 3
➤
37
47
➤
11
29
➤
➤
16
➤
3
16
16
43
➤
1
26 47
46
3
7
5 37 18
8
3
43
(238)
26
43
16
5 8 37 29 18
➤
4
26 16
➤
6 ➤
7
(239)
4
(39)
7
➤
1
8
➤
7
43
43 2
➤
3
7/6
43
3
➤
➤
5
➤
➤
8
➤
5
2
45
8 43
➤
4
3 4
➤
4 3
3
2
2 43
43 4
(10)
43
➤
2
47
(232)
➤
8
8
➤
3
(232)
4
4
45
(240)
3
➤
45
45
2
(240)
9
10
25 20
GASKET (47) (Case/Spacer plate)
Figure 71
GASKET (52) (Spacer plate/Valve Body)
FOLDOUT ➤ 75
1-2 ACCUMULATOR COVER (57)
OVERDRIVE RANGE - SECOND GEAR REVERSE INPUT CLUTCH ASSEMBLY
2ND & 4TH SERVO
EX
11
➤
#7
➤
➤
➤
OVERRUN CLUTCH
➤
➤
➤
➤
ORF ACC
20e
3-4 ACCUM D4
21a
21
21
20c
20d
➤
ACCUM
➤
ACCUM
CASE (8) PR
➤
➤ ➤
EX
D4-3-2
FILTERED AFL
➤
➤
EX
LO OVERRUN
➤
PR ➤
27
42b
EX
PR LO/REV
EX
LO/1ST
43c 26
23 14c
LO/REV LO/1ST
14a
➤
EX
38a
D2 LO
➤ ➤
➤
FWD CL FEED
➤
D4
D2 38e
PR
D3 34a
21
39
34b
41c
VALVE BODY (60) GASKET (52) SPACER PLATE (48) GASKET (47) LO
41d
LO
FWD CL FEED D2
➤
➤
41b
18a
12a
22
41a
#12
D4-N.O.
➤
D4 D2
12c 12b
➤
➤ 17a
➤
17b
18b
17c
15b
25h
15c 16
16
25e
25c
➤
➤
25d
25b
24m 25
17
➤ 18
➤
2ND
➤
18
➤
24k
2ND CL 25a
25
LO
D3-N.C.
➤
➤
24g
9
➤
REV INPUT
➤
PR D4
➤
➤
➤
➤
➤
D2-N.C.
TEMP SENSOR
➤
D4
OVERRUN CL FD 35e
24f
36
36a
35d
➤
2ND CL
➤
REV-N.O.
➤
➤
16
LO-N.O.
➤
#3
➤
ORIFICED D2
PRESSURE SWITCH ASSEMBLY
12d
2ND
D4 ORIFICED D2 2ND
➤
➤
➤
➤
20
➤
PR D2 D3
D3
➤
D3
12e ➤
FORWARD CLUTCH ACCUMULATOR
➤
D3
D4
LINE
EX ➤
➤
➤
2ND
LO
➤
➤
➤
➤
➤
➤
➤
➤
➤
38b
➤
➤
2ND CL
➤ ➤
2ND
2ND
PR ➤ ➤
#8
38c
➤
D2
D2
LO
D4
EX O' EX
D4
EX
AFL
D4
D4-3-2 EX
EX
LO REVERSE
REV INPUT
EX
➤
ORIFICED ACCUM
9f
17f ➤
➤ 11a
17g
TORQUE SIG
EX
D2
D3 EX
AFL
➤
D4 ➤
➤
3-4 ACC SERVO FD 2ND
EX
OVERRUN
➤
EX ➤
EX EX ➤ ➤ ➤
➤
EX
1
REV INPUT
#6 35c
2
MANUAL VALVE
➤
36
3
➤
➤ ➤ ➤
39
10
EX
EX
EX
EX EX
EX ➤
➤ ➤
2ND CL
➤
D3 ➤
➤
31a
33a
➤
35a
31b
AFL
➤
D3
➤
➤ ➤
➤
➤
3-4 SIG
33c
37a
9b ➤
➤
9e
AFL
31c
9c
➤ 9a
➤
34f
➤
2ND CL
D3 3-4 CL
LINE
OVERRUN CLUTCH CC SIGNAL
PRESS REG
➤ ➤
➤
25f
34e
34d
29e ➤ ➤
➤
4TH
➤
➤ DECREASE ➤
➤
2ND CL
➤
34c
3RD ACC OVERRUN ➤
REVERSE INPUT
➤
➤
3-4 CL
➤
➤
➤
LUBE
TORQUE SIG
REVERSE
18c
35b
R N D
➤
OVERRUN
24a 44a 44
➤
FWD CL FD
➤
➤
➤
➤
3RD ACC
➤
➤
➤
➤
➤
ACTUATOR FEED LIMIT
➤
➤
BOOST VALVE
24d ➤
24b ➤
➤
➤
15a
2ND CL
2ND
➤
➤
➤
➤
CONV FD LINE
➤
REVERSE INPUT
➤
➤
➤
EX
➤
➤
➤
CASE (8)
9d
➤ ➤
➤
➤
➤
➤
➤
INTAKE
➤
➤ ➤
17d 22 10c 25 ➤ 24e
➤ 24c
OFF
➤
INTAKE
➤
➤
P
➤
➤
➤
SOL A N.O.
➤➤
42a
➤
➤
➤
SIGNAL A
➤
➤
➤
13b
➤
LO/1ST
➤
➤
24f
➤
➤ ➤
2ND
➤
➤ ➤
➤
➤
➤
APPLY OVERRUN CLUTCH FWD CL FEED
➤
➤
RELEASE
➤
➤
CONV FD
➤
➤
➤
➤
➤
CONVERTER CLUTCH VALVE
➤
➤
CC SIGNAL
➤
➤
➤
➤
➤
➤
28
➤
ORIFICED EX EX
➤
➤ ➤
➤
9k
➤
➤
➤
➤ 10
➤
FILTER (49)
10a
➤ ➤
➤
29 23 10b ➤
ON
➤
➤
38d ➤
9g
SOL B N.O.
➤
CASE (8)
➤ ➤
20b
➤
➤
30
➤
➤
➤
➤
➤
LUBE
➤
➤
➤
➤
17e
➤
SIGNAL A ➤
➤
D4-3-2
➤
➤
➤
33b
➤
COOLER
➤
➤
➤
➤
➤
➤
➤
➤
➤
➤
➤
➤
EX REVERSE
LINE
➤
REV INPUT
➤
➤
Figure 72
➤
➤ 3c
#5
9m ➤ 9h
14b
12 29g 28
3a
➤
AFL
20a
➤
➤
➤
#2
2-3 SHUTTLE
FORWARD ABUSE
REVERSE REV INPUT 28
➤
➤
D4 2ND ACCUMULATOR D2
EX
3RD ACC ACTUATOR FEED LIMIT
FILTER (51)
25g
➤
ACTUATOR FEED LIMIT SIGNAL B
➤
1-2 SHIFT VALVE
➤
AFL
➤
➤ FILTERED
2ND CL
13a
ORIFICED EX
3-2 CONTROL
➤
18
1-2 ACCUMULATOR
➤
➤
9n
29f
➤
➤
➤ ➤ 10
➤
➤
#1
➤
D4-3-2
3-4 CL
➤
➤
10d
3-2 CONT ➤ ➤ SOL N.C.
➤
➤
29a
➤
FWD CL FEED
BOTTOM PAN (SUMP) (75)
REV ABUSE
3-2 SIG
➤
29c
➤
LINE
➤
14
OVERRUN
76
➤
➤
40a
3-2 SIG
➤
➤
➤
3-4 ACCUM
VALVE BODY (60) 3-4 ACCUM
➤
➤
3-4 CL ➤
28a
FILTER (72)
➤
2ND CL
➤
15d
➤
➤ ➤
2ND
3-2 DOWNSHIFT
3b
➤
➤
➤
REV INPUT
➤
➤
15
OVERRUN CLUTCH
CC SIGNAL
➤
➤
➤ ➤
3-4 CL
40b
➤
➤
➤
➤
TORQUE SIG
➤
SUCTION CONVERTER & LUBE MAINLINE SOLENOID SIGNAL ACCUMULATOR ACTUATOR FEED LIMIT TORQUE SIGNAL
➤
16a
LINE
FLUID PRESSURES
4TH SIG 3-4 SIG
#4 3-4 CL
29b
TCC SOLENOID (66) N.O.
➤
➤
➤
19
1-2 ACCUMULATOR COVER (57)
➤
3-4 SIG
➤
13 27c 29
➤
➤
EX
➤
ACCUMULATOR
2-3 SHIFT VALVE
➤
3-4 ACCUMULATOR
➤
D4
➤
27b
➤
➤
SIGNAL A 29
➤
➤
➤
➤
➤
30a 27d 22a ➤
SIGNAL A
3-4 SHIFT VALVE
29d
EX
OFF
➤
➤
➤
➤
➤
EX (237)
D3
PRESSURE CONTROL SOLENOID
➤
4TH
22b
31
3-4 ACCUM FILTERED AFL
➤
OVERRUN CL FD 3-4 SIG
FILTER (50)
ACCUM VALVE
4-3 SEQUENCE VALVE
EX
27a
➤
EX
EX
FILTER (92)
3-4 RELAY
➤
➤
➤
PUMP ASSEMBLY (4)
➤
➤
LINE PRESSURE TAP (39)
EX
➤
(237)
EX
ORF EX
43a
➤
➤
➤
➤
➤
➤
44
➤
32a
➤
4
5
43b
➤
➤
2ND 4TH SIG
30b
➤
➤
3
(238)
➤
➤
(239) OIL COOLER PIPE CONNECTOR (10)
➤
LINE
SERVO FD
➤
6
➤
2ND CL 3-4 ACCUM OVERRUN CL SERVO FD
➤
➤
➤
➤
FILTER (232)
1
➤
CONV CL SIGNAL VALVE
➤
➤
COOLER
11b 10 11c
➤
➤
PRESSURE RELIEF VALVE
➤
➤
➤
➤
ACTUATOR FEED LIMIT
➤
2
D3
➤
EX
➤ ➤
26b ➤
➤
EX
➤
8 ➤
➤
LINE CC SIG LINE CC SIG
➤ ➤
➤
➤
AIR BLEED (240)
➤
➤ ➤
26a
32
7
➤
➤
➤
AFL
PR LO/REV
➤
➤
➤ ➤
➤
➤ ➤
➤
LUBE
AFL
➤
TORQUE SIGNAL SERVO FEED ➤ ➤
➤
EX
➤
➤
➤
➤
3-4 CL OVERRUN CLUTCH
➤
➤
2ND CL
➤
➤
FORWARD CLUTCH FEED
➤
➤
➤
➤
2ND CL
➤
➤
➤
➤
OVERRUN
24
#10
➤
2ND CL
➤
4TH
RELEASE
OVERRUN CLUTCH ➤
COOLER
REAR LUBE
➤
APPLY
LUBE
➤
➤
➤
➤
➤
REV INPUT
➤
➤
EX
➤
➤
➤
➤
➤ #9
➤
3-4 CLUTCH FORWARD CLUTCH FEED
LUBE
➤
3RD ACC
LO & REVERSE CLUTCH ASSEMBLY
➤
EX
➤
INPUT CLUTCH HOUSING ASSEMBLY
➤
TORQUE CONVERTER ASSEMBLY
OVERDRIVE RANGE - SECOND GEAR 2
➤
PRESSURE RELIEF VALVE BORE
(240) 47
47
16
➤
➤
3
47
➤
(237)
29
29
16
16
40
11 ➤ ➤ 18
15
29 29 47
18
30
22
27 34
14
34f
31 37
36
33
33
17
36
26
32 28
28
32
9
28a
33b
10b23
17f
20a
32a
9a
47
10
40 28 29 29 16
15
➤ ➤
38
12
SERVO BORE 29 29
16
41
10
24 24 31
31 31
33
37
26
36
17
34 41
47
47
41 38
43
FORWARD CLUTCH ACCUMULATOR BORE
31
33 36
26 25
9
33
32
47
35 17
10 43
20 20
CASE (8) (Servo Bore)
17 9
25 9
11
25 20 21
21
21
3 9 25
9
23
11
3
21
10
24 35/39
28 25
20
33
37 44
25
25
24
9
25 26
13 24
38
34 31
43
11
24
24
9
➤
24
9
25 ➤
25
➤
25 9
35
14
22
24
32 25
9
22 27
24
24
14 42
34
29
20
3
18 34 13
34 25
9
11
9
9
(11)
#7/(40)
12
43
41
44
28
12
17 42 44
17 38 41
9
22
31
9
18
27
30 10
25
3
#12
14
17
12 29
11
20
20
32
28 25
14 10
35
36
33
33
25
- EXHAUST FLUID NOT SHOWN
3
41
18
17
16 29
15
29
10
24 39 39
43 43
13 24
40
15
22 24
24
12 34
29
30
34
24
10
9
27
24
15
34
38
12
44
41
13
35
25 25
25
42
34
27 22
27
30
25
17
12
14 ➤
38
41 3
28
40
42 44
18 34
14
12
17
17
38
15
11 30
18
12
9
29
14
29
15
38
29
17
18
18
16 18
12
41
34
29
29
10
9
12
42
34
12
38
40
40
26
14
VALVE BODY (60) (Case Side)
38
3
29 16
25
47
18
38
#3
22
17
17 12
9d/10
9
43
34
(50)
24
42
42
40
9b
47
47
41
- NON- FUNCTIONAL HOLES HAVE BEEN REMOVED FROM COMPONENT DRAWINGS TO TO SIMPLIFY TRACING FLUID FLOW.
13
43
18
SPACER PLATE (48) (Case/Valve Body)
34
41
3
47
21a
23
17
24 34
#2
CASE (8) (Valve Body Side)
INDICATES BOLT HOLES
34
15
47
44 (38)
NOTE:
13
38
9 29
#4
24
24 3
15
25
47
27
31
35
22
24
20e/21 20d/21
3b 25e
25d
9
11
20c
11a
9e
10 17
30 27
47
9
35
33 32
24
47
25g
20 20
31
20b
9c
11b
25
#5
47
17 17
33
31
47
(49)
9f
#6
11 47
37
34
9k/10
25f
➤
21
24
30
9g
35b 35c/39 35e/36
35d/36
33a
3c
#1
#8
10a
24c 38e/39
3
36
10c/22
13a
47
3 26
25 28
43 43
17g
25h
25
47
43
24f 24e 31a
36a
26a
26
47
47
25 11
14b
24a
27a 24d
11
25
25c 11
47 47
47
34c
37a
20
47
47
31b
43b/44
25
3
9
13b
34e
33c
43a
25b
34d
24b
43
3
42b 12e
22a
16 3
47 9
47
47
12d 14a
9h
11 29
25
9 14c
17e
18c
24k/25
26b
33
25
11
25
TO LO/REVERSE CLUTCH
33
9
25 9
31c 47
33
37
47
24h
9
35
15d
35a
22b
24g
25a
43
➤ 26
27d
24m/25
47 39
37
-
27c/29 27b/29 30a
24
25
(51)
41a
18a 17b/18 17d 18b 12c 42a 44a 38d 17c 41c 41d 43c/44
9n/10
#10
47
24
16a
9m
29e
30b
13
18
10
47
47
17a/18 34b
29c
15a
29d
11c
47
10
35
34
19
12
22
47
(92)
22
13
40a
10d
➤
9
34a
12b
29b
29g/28 29a
40b
9
41b
38c
15c/16
47
14 24
34
27
29f/28
12
9
9
11
18
44
➤
17
42
42
41
9
10
11
47
12 17
38
REAR LUBE
14
12
29
10 29
17
16
3a
12a 15b/16
18
37
CASE (8) (Pump Cover Side)
38a
38b 41 34
34
38
16
➤
3 3
26
PUMP COVER (215) (Case Side)
38 41
3
29 11 18
➤
38
37
1
16
PUMP COVER (215) (Pump Body Side)
3
➤
1
PUMP BODY (200) (Pump Cover Side)
37
3
16
18 11 29
37
(237)
47 16
3➤
26
46
➤
➤
37
37
26
➤
(237)
➤
(237)
16 11
43
43
12
➤
(10)
➤
46
37
29
47
7 3
➤
37
47
➤
11
29
➤
➤
16
➤
3
16
16
43
➤
1
26 47
46
3
7
5 37 18
8
3
43
(238)
26
43
16
5 8 37 29 18
➤
4
26 16
➤
6 ➤
7
(239)
4
(39)
7
➤
1
8
➤
7
43
43 2
➤
3
7/6
43
3
➤
➤
5
➤
➤
8
➤
5
2
45
8 43
➤
4
3 4
➤
4 3
3
2
2 43
43 4
(10)
43
➤
2
47
(232)
➤
8
8
➤
3
(232)
4
4
45
(240)
3
➤
45
45
2
(240)
9
10
25 20
GASKET (47) (Case/Spacer plate)
Figure 73
GASKET (52) (Spacer plate/Valve Body)
FOLDOUT ➤ 77
1-2 ACCUMULATOR COVER (57)
OVERDRIVE RANGE - THIRD GEAR REVERSE INPUT CLUTCH ASSEMBLY
➤
➤
➤
➤
➤
➤
➤
ORF ACC
20e
AFL
CASE (8) PR
➤
➤
FILTERED AFL
PR
LO/1ST
➤
2ND
LO ➤
➤
D4
D2 38e
PR
D3 34a
21
39
34b
LO
VALVE BODY (60) GASKET (52) SPACER PLATE (48) GASKET (47) LO
41c
41b
➤
FWD CL FEED
FWD CL FEED D2
➤
➤
41a
18
22
D4-N.O.
18a
➤ 17a
#12
➤
➤
12b
➤
D4 D2
12c
41d
LO
D3-N.C.
12d
D2 D3
D3 D2-N.C.
TEMP SENSOR
12e
PR
PR ➤
➤
➤
➤ ➤
D4 2ND
D4 ORIFICED D2 2ND
➤
D2
➤
D4
D2
EX
EX
D2 LO
D3
➤
D4 ➤
17b
17c
18b
15b
25h
15c 16
17
➤
9
16
25c
25e ➤
25d
25b
24m
➤
➤ 18
➤
2ND
REV-N.O.
➤
#3
25
24k
LO-N.O.
12a
➤
2ND CL 25a
25
ACCUM ➤
➤
EX
PR LO/REV
EX ➤ ➤
D4
LINE
EX ➤
FORWARD CLUTCH ACCUMULATOR
➤
➤
24g
D4-3-2
➤ ➤
LO
D4
EX O' EX
➤
➤
2ND CL
➤ ➤
➤
OVERRUN CL FD 35e
24f
36a
36
3-4 ACCUM D4
21a
21
20d
21
➤
ACCUM
➤
➤
LO
➤
➤
2ND
2ND
38a
➤
➤
REV INPUT
➤
➤
➤
EX
D4
D2 EX
➤
20c
9f
17f ➤
17g
➤ 11a
EX
ACC SERVO FD 2ND ➤ 3-4
AFL REV INPUT
➤
D4 ➤
➤
EX
➤ ➤
D3 EX
EX
➤
EX ➤ ➤ ➤
EX
OVERRUN
➤
➤
EX
➤ ➤ ➤
➤ ➤
EX
EX
➤
2ND CL
➤
D3
REVERSE
➤ ➤ ➤
➤ ➤ ➤
35d
35c 39
ORIFICED ACCUM
9d 10
➤ ➤
31a
31b➤ ➤ ➤
EX
EX
EX EX
EX ➤
➤ ➤
TORQUE SIG
➤
➤
➤
EX
EX ➤
➤ ➤
LINE ➤
➤ ➤
OVERRUN
33c
9c
9b
37a
9e
AFL
➤ 31c
➤
D3 ➤
➤ ➤
AFL
➤ ➤
➤
2ND CL
D3
➤ 9a
➤
34f
25f
34e
34d
34c
29e ➤ ➤ ➤
➤ ➤
➤
BOOST VALVE
3-4 SIG
PRESS REG
CONV FD LINE
➤
OVERRUN CLUTCH CC SIGNAL
➤
➤
➤ 33a
➤
TORQUE SIG
3-4 CL
2ND CL ➤
4TH
➤
➤ DECREASE ➤
➤
➤
D4-3-2
➤
➤
➤
REVERSE INPUT
➤
➤
➤
36
➤
LUBE
➤
35a
➤
3RD ACC OVERRUN ➤
➤
➤
➤
➤
➤
38c 38b
➤
PRESSURE SWITCH ASSEMBLY
➤
➤
ORIFICED D2
➤
➤
➤
➤
14a
➤
➤
➤
➤
➤
➤
3-4 CL
27 23 14c
LO/REV
➤
➤
➤
35b
1
➤
➤
➤
➤
➤
➤ ➤
➤
3RD ACC
2
PR
2ND CL
43c 26
42b
LO/1ST
➤
➤
➤
➤
➤
➤
LO OVERRUN
➤
CASE (8)
OVERRUN CLUTCH
4TH
2ND CL
➤
➤
RELEASE ➤
➤
➤
3
EX REVERSE
➤
2ND CL
➤
➤
➤
REVERSE INPUT
➤
➤
EX
➤
➤
➤
➤
➤
INTAKE
➤
➤
➤
24a 44a 44
➤
➤
INTAKE
➤ ➤
➤
➤
➤
➤
➤
➤
➤
➤
24b ➤
➤
➤
➤
➤
➤
APPLY OVERRUN CLUTCH FWD CL FEED
➤
➤
CONV FD
➤
➤ ➤
RELEASE
➤
➤
➤
➤
➤
➤
➤
CONVERTER CLUTCH VALVE
➤
➤
➤
➤
CC SIGNAL
➤
➤ ➤
➤
➤
➤
➤
➤
24d ➤ ➤ 24c
OFF ➤
2ND
FWD CL FD
➤
➤
➤
17d 22 10c 25 ➤ 24e
➤
➤ ➤
➤
13b ➤
➤
R N D
MANUAL VALVE
16
➤
➤
SOL A N.O.
➤➤
➤
D3
➤
➤ ➤
➤
24f
42a
SIGNAL A
➤
P
➤
20
➤
➤
➤ ➤
ACTUATOR FEED LIMIT
➤
9k
28
ORIFICED EX EX
➤
➤
#8
10 10a
D4-3-2
FORWARD ABUSE
REV INPUT
#6
➤
➤
➤
29 23 10b
FILTER (49)
➤
➤➤
OFF
LO/1ST
D4-3-2
38d 13a
9g
SOL B N.O.
2ND
➤
➤
CASE (8)
➤
➤
➤
➤ ➤
➤
➤
➤
20b ➤
➤
➤
➤
➤
➤
30
➤
➤
➤ ➤
➤
2-3 SHUTTLE
➤
17e
➤
ACTUATOR FEED LIMIT SIGNAL B
➤
20a
➤
➤
➤➤
33b
➤
➤
➤
➤
LUBE
➤
➤
➤
➤
➤
➤
➤
➤
9m ➤ 9h
➤
➤
D4 2ND ACCUMULATOR D2
➤
AFL ➤
➤
COOLER
25g
➤
➤
➤
➤
➤
➤
2ND CL
➤
➤
➤
REVERSE
18c
➤
➤
➤
➤
➤
15a
➤
➤
➤
➤
➤
➤
➤
➤
➤
VALVE BODY (60) 3-4 ACCUM
EX
3RD ACC ACTUATOR FEED LIMIT
➤
LINE
➤
#5
➤
➤
➤
➤
3a
18
➤
1-2 SHIFT VALVE
➤
3b
➤
14b
➤
➤
➤
➤
Figure 74
➤
#2 ➤
➤
BOTTOM PAN (SUMP) (75)
➤
➤
➤
28
➤
#1
➤
➤ 3c
➤
➤
➤
12 29g 28
➤
3-4 ACCUM ➤
➤
ORIFICED EX
3-2 CONTROL
➤
19
1-2 ACCUMULATOR
➤
➤
➤
AFL
EX
➤
ACCUMULATOR
3-4 SIG
➤
3-4 CL
➤
REVERSE REV INPUT
OVERRUN
78
➤
➤ FILTERED
FILTER (51)
REV INPUT
FILTER (72)
➤
➤
29f ➤
➤
➤
9n
➤
3-4 ACCUMULATOR
1-2 ACCUMULATOR COVER (57)
➤
➤
FWD CL FEED
➤
➤
➤
➤
3-2 CONT ➤ ➤ SOL N.C.
➤
➤
3-2 SIG
➤
➤
3-4 CL
➤
3-2 SIG
➤
➤
➤ 10
➤
➤
➤
10d
➤
2-3 SHIFT VALVE
REV ABUSE
3-4 CL
➤
29c 29a
➤
LINE
➤
SUCTION CONVERTER & LUBE MAINLINE SOLENOID SIGNAL ACCUMULATOR ACTUATOR FEED LIMIT TORQUE SIGNAL
➤
➤
➤
14
PRESSURE CONTROL SOLENOID
➤
2ND CL
➤
➤
40a
3-4 ACCUM FILTERED AFL
D4 ➤
PR LO/REV
SIGNAL A
3-2 DOWNSHIFT
➤ 28a
➤
➤
➤
40b
➤
2ND
➤
15d
➤
➤
➤
#4 ➤ 3-4 CL
15
REV INPUT
4TH SIG 3-4 SIG
➤
➤
TORQUE SIG
➤
FLUID PRESSURES
➤
31
ACCUM VALVE
➤
SIGNAL A
13 27c 29
FILTER (50)
3-4 SHIFT VALVE
29
29d
OVERRUN CLUTCH
CC SIGNAL
2ND CL 3-4 ACCUM OVERRUN CL SERVO FD ➤
SIGNAL A
D3
16a
LINE
➤
4-3 SEQUENCE VALVE
3-4 SIG
➤
➤
27b ➤ ➤
➤
➤
30a 27d 22a
➤
EX
TCC SOLENOID (66) N.O.
➤
EX (237)
➤
OVERRUN CL FD
➤
➤
➤
➤
29b
OFF
EX
➤
➤
4TH
22b
➤
➤
➤
➤
➤
➤
EX
EX
FILTER (92)
43a
3-4 RELAY
➤
➤
LINE PRESSURE TAP (39)
EX
➤
➤
➤
PUMP ASSEMBLY (4)
(237)
EX
EX➤
27a
➤
➤
➤
➤
44 ➤ ORF
➤ 43b
➤
➤
SERVO FD ➤ 2ND 4TH SIG
30b 5
➤
4
➤
AFL
32a
➤
➤
ACTUATOR FEED LIMIT
CONV CL SIGNAL VALVE
➤
6
➤
➤
➤
➤
➤
3
(238)
11b 10 11c
➤
(239) OIL COOLER PIPE CONNECTOR (10)
➤
LINE
➤
➤
➤
➤
FILTER (232)
1
➤
26b
➤
➤
PRESSURE RELIEF VALVE
➤
➤
➤
➤
8 ➤
LINE CC SIG LINE CC SIG
➤
➤
2
➤
D3
➤
➤
➤
EX
➤ ➤
➤
➤
AIR BLEED (240)
➤
EX
COOLER
➤
26a
32
7
AFL
➤
TORQUE SIGNAL SERVO FEED ➤
➤
➤
➤
➤
➤
EX
➤
➤
➤
➤
3-4 CL OVERRUN CLUTCH ➤
2ND CL
➤
➤
➤
➤
➤
FORWARD CLUTCH FEED
2ND CL
➤
➤
➤
➤
➤
LUBE
➤
➤
➤
OVERRUN
24
#10
➤
APPLY
OVERRUN CLUTCH
➤
COOLER
REAR LUBE
➤
LUBE
➤
➤
➤
➤
➤
REV INPUT
➤
➤
EX
➤
➤ ➤
➤
➤
➤ ➤ ➤
➤
➤
➤
➤
#7
#9
3-4 CLUTCH FORWARD CLUTCH FEED
➤
LUBE
➤
➤
3RD ACC
➤
11
LO & REVERSE CLUTCH ASSEMBLY
➤
EX
EX
➤
INPUT CLUTCH HOUSING ASSEMBLY
➤
2ND & 4TH SERVO
TORQUE CONVERTER ASSEMBLY
OVERDRIVE RANGE - THIRD GEAR 2
➤
PRESSURE RELIEF VALVE BORE
(240) 47
47
29
➤
11 ➤
40
➤ 18
29 29 47
17
38 18
30
22
27 34
47
24
35
34
➤
➤ ➤
14
34f
24m/25
47
31 37
36
33
33
17
36
26
32 28
28
32
9
17f
20a
47
11
3b
10
12
15
#3
➤
➤
38
12
SERVO BORE 29 29
16
41
10
24 24 31
31 31
33
37
26
36
17
34 41
47
14 ➤
47
41 38
43
FORWARD CLUTCH ACCUMULATOR BORE
31
33 36
26 25
9
33
32
47
35 17
10 43
20 20
CASE (8) (Servo Bore)
17 9
25 9
11
25 20 21
21
21
3 9 25
9
23
11
3
21
10
24 35/39
28 25
20
33
37 44
25
25
24
9
25 26
13 24
38
34 31
43
11
24
24
9
➤
24
9
25 ➤
25
➤
25 9
35
14
22
24
32 25
9
22 27
24
24
14 42
34
29
20
3
18 34 13
34 25
9
11
9
9
(11)
#7/(40)
12
43
41
44
28
12
17 42 44
17 38 41
9
22
31
9
18
27
30 10
25
3
#12
14
17
12 29
11
20
20
32
28 25
14 10
35
36
33
33
25
- EXHAUST FLUID NOT SHOWN
3
41
18
17
16 29
15
29
10
24 39 39
43 43
13 24
40
15
22 24
24
12 34
29
30
34
24
10
9
27
24
15
34
38
12
44
41
13
35
25 25
25
42
34
27 22
27
30
25
12
17
12
42
38
41 3
28
40
42 44
18 34
14
12
17
17
38
15
11 30
18
12
9
29
14
29
15
38
29
17
18
18
16 18
12
41
34
29
29
10
9
14
34
12
38
40
40
26
17
VALVE BODY (60) (Case Side)
38
3
29 16
25
47
47
41
- NON- FUNCTIONAL HOLES HAVE BEEN REMOVED FROM COMPONENT DRAWINGS TO TO SIMPLIFY TRACING FLUID FLOW.
22
18
38
(50)
9
17
34
9d/10
47
43 42
40
9b
24
42
40 28 29 29 16
SPACER PLATE (48) (Case/Valve Body)
34
13
43
#2
CASE (8) (Valve Body Side)
NOTE:
41
18
47
21a
23
17
24 34
3
47
44 (38)
INDICATES BOLT HOLES
34
15
29
#4
13
38
9
20c 20e/21 20d/21
24
24 3
15
25
47
27
31
35
22
24
25g
25e 25d
9a
10 17
30 27
47
9
35
33 32
24
47
11a
9e
25
47
(49)
9f
20 20
31
33
31
#5
47
17 17
20b
9c
11b
9
➤
32a
3c ➤
21
25
47
43
33b
#6
11 47
37
34
9k/10
25f 25h
#1
24
10b23
9g
25c 11
47
#8
30
24c
3
36
10a
35b 35c/39 35e/36
35d/36
33a
47
3 26
25 28
43 43
17g 28a
26a
26
47
47
25 11
14b 10c/22
13a
38e/39
11
25
24a
27a 24d
24f 24e 31a
36a
20
47
47
34c
37a
25
3
9
31b
43b/44
25b
47
47
34e
33c
43a
24b
43
3
42b
22a
13b
24k/25
26b
33
25
11
25
TO LO/REVERSE CLUTCH
33
9
25 9
31c 47
33
37
47
24h
9
35
34d
35a
22b
24g
25a
43
➤ 26
27d
30a
39
37
-
27c/29 27b/29
47 9
47
47
12e
9h
16 3
25
9 14c
12d 14a
18c
➤
➤ ➤
#10
24
25
(51)
30b
13
15d
18a 17b/18 17d 18b 12c 42a 44a 38d 17c 41c 41d 43c/44
9n/10 11c
47
10
16a
9m
29e
41a 17e
11 29
10
47
47
17a/18 34b
29c
15a
29d
12
22
47
(92)
22
13
19
47
14 24
34
27
40a
10d
➤
40b
9
34a
12b
29b
29g/28 29a
15c/16
9
41b
38c
12
9
9
11
18
44
➤
17
42
42
41
9
10
47
12
12
29 15
11
14
16
10
REAR LUBE
18
CASE (8) (Pump Cover Side)
➤
16
17
37
➤
16
29f/28
15b/16 18
3a
12a
34 34
38
➤
29
26
38a
38b 41
➤
3 16
29 11 18
PUMP COVER (215) (Case Side)
38 41
3
37
1
16
PUMP COVER (215) (Pump Body Side)
3
➤
PUMP BODY (200) (Pump Cover Side)
37
3
16
18 11 29
37
(237)
47 16
➤
3
➤
47
26
➤
(237) 1
3
26 46
29
3➤
(10)
➤
16
(237)
➤
➤
37
37
38
➤
3
11
43
43
12
7
➤
(237)
16
➤
46
37
29
47
29
➤
37
47
➤
11
16
43
➤
➤
16
➤
3
16
3
7
5 37 18
8
3
43
(39)
7
➤
1
26 47
46
16
(238)
26
43
5 8 37 29 18
➤
4
26 16
➤
6 ➤
7
(239)
4
➤
1
8
➤
7
43
43 2
➤
3
7/6
43
3
➤
➤
5
➤
➤
8
➤
5
2
45
8 43
➤
4
3 4
➤
4 3
3
2
2 43
43 4
(10)
43
➤
2
47
(232)
➤
8
8
➤
3
(232)
4
4
45
(240)
3
➤
45
45
2
(240)
9
10
25 20
GASKET (47) (Case/Spacer plate)
Figure 75
GASKET (52) (Spacer plate/Valve Body)
FOLDOUT ➤ 79
1-2 ACCUMULATOR COVER (57)
OVERDRIVE RANGE - FOURTH GEAR
(Torque Converter Clutch Applied) REVERSE INPUT CLUTCH ASSEMBLY
2ND & 4TH SERVO
TORQUE CONVERTER ASSEMBLY
INPUT CLUTCH HOUSING ASSEMBLY
LO & REVERSE CLUTCH ASSEMBLY
➤ ➤
➤
➤
➤
➤
ORF ACC
20e
21a
21
20d 21
20c
AFL
ACCUM
CASE (8) PR
➤
D4-3-2
➤ ➤
D4
EX
➤
➤
D4 PR
LO/1ST
43c 26
EX
➤
27
EX
42b 23 14c
LO/REV LO/1ST
14a
➤
38c
EX
➤
38b 38a
D2 LO
➤
➤
➤
➤
D4
D2 38e
PR
D3 34a
21
39
34b
41d
LO
FWD CL FEED D2 VALVE BODY (60) GASKET (52) SPACER PLATE (48) GASKET (47) LO
41c
41b
➤
FWD CL FEED
12c
➤
➤
41a
18a
➤
➤
D3
D4-N.O.
12a
➤ 17a
18
22
12d
12b
➤
D4 D2
12e
PR D2 D3
D3
LO
D3-N.C.
TEMP SENSOR
2ND
LO ➤
D4
LINE
EX ➤
PR ➤
➤
➤
➤ ➤
D4 2ND
D4 ORIFICED D2 2ND
➤
D2
➤
➤
LO
D2
D4 PR LO/REV
EX
D4 ➤
FILTERED AFL
EX
EX O' EX
➤
FWD CL FD
➤
D4 ➤
17b
17c
18b
16
25h
15c
15b 17
➤
16
25c
25e ➤
25d
25b
24m
➤
D2-N.C.
#12
➤
➤ 18
➤
2ND 25
24k
2ND CL 25a
25
REV-N.O.
➤
➤
24g
➤
➤
D4-3-2
D2 LO
➤ ➤
➤
2ND CL
➤ ➤
2ND
2ND ➤
OVERRUN CL FD 35e
24f
36a
36
9
REV INPUT
➤
➤
3-4 ACCUM D4
TORQUE SIG
EX ➤
EX
AFL REV INPUT
REVERSE
ACCUM
➤
➤
9f
17f ➤
17g
➤ 11a ➤
D3
3-4 ACC SERVO FD 2ND
EX
OVERRUN EX
EX
➤
EX
EX ➤
➤
EX EX
➤
EX ➤
➤
➤ ➤
35d
35c 39
36
35b
ORIFICED ACCUM
9d 10
33a
➤
AFL EX EX
EX EX
➤
➤ ➤ ➤
2ND CL
➤
D3 ➤
31a
31b
➤
33c
9c
9b
37a
9e
➤
➤
➤ ➤ ➤
➤
➤ 9a
EX
➤
D3
➤ ➤ ➤ ➤ ➤
➤
3-4 CL
AFL
31c
➤
2ND CL
D3 ➤
➤ ➤
➤
➤
➤
➤
34f
25f
34e
34d
34c
➤
3-4 CL ➤
LINE ➤
➤
➤
➤
CONV FD LINE
PRESS REG BOOST VALVE
3-4 SIG
➤
➤
EX
➤
OVERRUN CLUTCH CC SIGNAL
➤
➤ ➤
➤
➤
2ND CL ➤
4TH
➤
➤ DECREASE ➤
➤
APPLY OVERRUN CLUTCH FWD CL FEED
35a
➤
29e
TORQUE SIG
3RD ACC OVERRUN ➤
REVERSE INPUT
➤ ➤
EX
➤ ➤
➤ ➤ ➤
LUBE
➤
➤
➤ ➤ ➤ ➤
CASE (8)
➤
#3
➤
OVERRUN
LO OVERRUN
FORWARD CLUTCH ACCUMULATOR
➤
3RD ACC
➤
➤
LO-N.O.
➤
➤
➤
➤
➤
➤
➤
➤
44
➤
➤
➤
➤
2ND CL
➤
4TH
RELEASE ➤
➤
➤
➤
➤
24a 44a
➤
2ND CL
➤
➤
REVERSE INPUT
24b ➤
➤
➤
➤
INTAKE
24d ➤
➤
➤
➤
➤
2ND
17d 22 10c 25 ➤ 24e
➤ 24c
ON
➤
INTAKE
SOL A N.O.
➤
PRESSURE SWITCH ASSEMBLY
➤
➤
➤
➤
➤
➤
➤
➤
SIGNAL A
➤
➤
➤
➤
42a ➤
➤
➤
CONV FD
➤
➤RELEASE ➤
➤
➤
➤
➤
➤ ➤
CONVERTER CLUTCH VALVE
➤
➤
➤
➤
➤
CC SIGNAL
➤
➤
➤
➤
➤
➤
➤
➤
➤
13b
➤
➤
➤ ➤
➤
24f
➤
1
➤
➤
➤
ORIFICED D2
9k
➤
2
EX REVERSE
➤
2ND CL
10
➤
➤
LO/1ST
➤
➤
➤
➤
➤
➤
➤
16
29 23 10b
28
D4-3-2
➤
D3
➤
13a
➤
FILTER (49)
2ND
➤
➤
20
38d
10a
➤
CASE (8)
➤
➤
➤
➤
20b ➤
➤
➤➤
➤
➤
➤
LUBE
➤
➤
➤
➤
➤
30
➤
➤
➤ ➤
➤
3
➤
#8
➤
COOLER
➤
➤
OFF
SIGNAL A
ACTUATOR FEED LIMIT
➤
➤
17e
9g
SOL B N.O.
➤➤
20a
➤
ACTUATOR FEED LIMIT SIGNAL B
➤
33b
➤
➤ ➤
➤
➤
➤
➤
➤
➤
➤
R N D
REV INPUT
#6
➤
➤
➤
➤
➤
➤
➤
➤
➤
➤
P
PR
➤
➤
➤
Figure 76
➤
REVERSE
18c
OVERRUN
80
➤
15a
#5
9m ➤ 9h
➤
➤
2-3 SHUTTLE
➤
AFL
ORIFICED EX EX
MANUAL VALVE
➤
BOTTOM PAN (SUMP) (75)
➤
FORWARD ABUSE
➤
LINE
➤
REV INPUT
FILTER (72)
25g
➤
3a
18
14b
➤
3b
➤
➤
FWD CL FEED
➤
➤
➤
SUCTION CONVERTER & LUBE MAINLINE SOLENOID SIGNAL ACCUMULATOR ACTUATOR FEED LIMIT TORQUE SIGNAL
➤
➤
#2 ➤
➤ 28a
FLUID PRESSURES
➤
D4-3-2
➤
28
➤
2ND CL
➤
➤
1-2 SHIFT VALVE
➤
➤
➤
#1
VALVE BODY (60) 3-4 ACCUM
D4 2ND ACCUMULATOR D2
EX
3RD ACC ACTUATOR FEED LIMIT
REVERSE REV INPUT
➤ 3c
➤
➤
12 29g 28
➤
1-2 ACCUMULATOR
➤
➤
➤
➤
3-4 ACCUM
➤
➤
LINE
➤
29f ➤
➤
➤
CC SIGNAL
➤
➤
➤
FILTER (51)
19
➤
➤
ORIFICED EX
3-2 CONTROL
➤
EX
➤
ACCUMULATOR
3-4 SIG
➤
3-4 CL
➤
AFL
➤
9n
15d
➤
➤
➤ FILTERED
16a
LINE
3-2 SIG
3-2 CONT ➤ ➤ SOL N.C.
➤
➤
➤ ➤
3-4 CL
➤
3-2 SIG
➤
➤
➤ 10
➤
➤ ➤
29c
10d
3-4 CL
➤
➤
14
REV ABUSE
3-2 DOWNSHIFT
➤
D4
3-4 ACCUMULATOR
➤
➤
➤
2ND CL
➤
PR LO/REV
1-2 ACCUMULATOR COVER (57)
➤
➤
OVERRUN CLUTCH
2ND
➤
➤
29a
4TH SIG ➤ 3-4 SIG
➤
➤
➤
40a ➤
➤
#4 ➤ 3-4 CL
40b
➤
➤
13 27c 29
SIGNAL A
➤
EX
TCC SOLENOID (66) N.O.
➤
29
29b
➤
➤
SIGNAL A
➤ ➤
PRESSURE CONTROL SOLENOID
2-3 SHIFT VALVE
➤ ➤
3-4 SHIFT VALVE
15
REV INPUT
3-4 SIG D3
➤
TORQUE SIG
EX
FILTER (92)
30a 27d 22a
3-4 ACCUM FILTERED AFL
➤ ➤
4TH
➤
➤
➤
OVERRUN CL FD ➤
➤
31
ACCUM VALVE
4-3 SEQUENCE VALVE
➤
➤
29d
EX
ON
3-4 RELAY
➤
27b ➤ ➤
➤
➤
➤
➤
2ND CL 3-4 ACCUM OVERRUN CL SERVO FD
EX
22b
➤
➤
➤
ORF EX
➤
➤
(237)
➤
PUMP ASSEMBLY (4)
EX (237)
➤
EX
➤
➤
➤
EX
44
43a
➤
➤
➤
LINE PRESSURE TAP (39)
➤
4
43b
➤
CONV CL SIGNAL VALVE
SERVO FD ➤ 2ND 4TH SIG
➤
27a
➤
➤
➤
(238)
➤
➤
30b
➤ 32a
➤
➤
ACTUATOR FEED LIMIT
➤
5
➤
➤
➤ ➤
➤
6
➤
3
➤
LINE
➤
(239) OIL COOLER PIPE CONNECTOR (10)
➤
➤
➤
➤
➤
COOLER
➤
➤
➤
➤
➤
26b
11b 10 11c
LINE CC SIG LINE CC SIG
➤ ➤
8 ➤
FILTER (232)
1
AFL
FILTER (50)
➤
➤ ➤
26a
➤
2
PRESSURE RELIEF VALVE
➤ ➤
D3
➤
➤
EX
➤
➤
AIR BLEED (240)
➤
EX
➤
➤
➤
➤
➤
➤
32
7
AFL
➤
TORQUE SIGNAL SERVO FEED ➤
➤
➤
2ND CL
➤
➤
➤
➤
➤
➤
➤
➤
➤
LUBE
➤
➤
➤
3-4 CL OVERRUN CLUTCH
➤
➤
EX
➤
➤
➤
➤ ➤ ➤
2ND CL
➤
➤
FORWARD CLUTCH FEED
➤
24
#10
➤
➤
➤
➤
➤
➤
OVERRUN
➤
➤
OVERRUN CLUTCH
➤
COOLER
REAR LUBE
➤
➤
LUBE
➤
➤
➤
➤
➤
➤
APPLY
REV INPUT
➤
EX
➤
➤
➤
➤
OVERRUN CLUTCH
➤
➤
➤
➤
➤
➤
➤
➤
➤
➤
➤ ➤
➤
➤
➤
➤
➤
➤
➤
➤
➤
➤
➤
➤
➤
➤
#9
➤
#7 ➤
3-4 CLUTCH FORWARD CLUTCH FEED
➤
LUBE
➤
➤
3RD ACC
➤
11
➤
EX
EX ➤
OVERDRIVE RANGE - FOURTH GEAR
(Torque Converter Clutch Applied) 2
➤
PRESSURE RELIEF VALVE BORE
(240) 47
47
5
➤ 6 ➤ 1
(238)
16
➤
3
40
➤ 18
15
29 29 47
17
38 18
30
22
27 34
13
47
24
35
34
14
34f
24m/25
47
31 37
36
33
33
17
36
26
32 28
28
32
9
➤
#1
32a
20a
9a
47
25
11
#4
3b
➤ ➤
38
12
SERVO BORE
10
40 28 29 29 16 12
15
#3
29 29
16
16 18
10 34 22
27
30
24 24 31
31 31
3
34 41
47
47
41 38
43
FORWARD CLUTCH ACCUMULATOR BORE
33
37
26
36
17
26
36
26 25 25
9
33
32
47
35 17
10 43
20 20
CASE (8) (Servo Bore)
17 9
25 9
11
25 20 21
21
21
3 9 25
9
23
11
3
21
25
10
24 35/39
28
25 20
33
37 44
➤
9
25 ➤
25
➤
25 9
31
33 43
11
24
9
25
14
13 24
38
34 31
20
3 9
35
32 25
9
24
24
24
9
42
22 27
24
24
14
22
24
(11)
12
43
41
34
29
34
31
9
18 34 13
22
25
9
11
3
9
12
17 42 44
17 38 41
9
27
30 10
25 25
18
44
28
#7/(40)
14
17
12 29
11
20
20
32
28 25
14 10
35
36
33
33
#12
41
18
17
16 29
15
29
10
24 39 39
43 43
13 24
40
15
22 24
24
12 34
29
30
34
24
10
9
27
24
15
34
38
12
44
41
13
35
25 25
25
42
34
27
30
- EXHAUST FLUID NOT SHOWN
17
12
14 ➤
38
41 3
28
40
42 44
18
11
14
12
17
17 41
9
38
29 14
18
12
38
15
12
17
18
18
29
15
29
25
12
42
VALVE BODY (60) (Case Side)
41
34
29
29
10
9
14
34
12
38
40
40
26
47
18
38
(50)
22
17
17
34
9d/10
9
43 42
40
9b
24
42
18
47
21a
38
3
29 16
25
43
3
SPACER PLATE (48) (Case/Valve Body)
34
41
13
15
29 47
47
17
24 34
9
25
23
47
41
- NON- FUNCTIONAL HOLES HAVE BEEN REMOVED FROM COMPONENT DRAWINGS TO TO SIMPLIFY TRACING FLUID FLOW.
34 15
20c 20e/21 20d/21
13
38
20b
9f
24
24 3
#2
CASE (8) (Valve Body Side)
INDICATES BOLT HOLES
10 27
31
35
22
24 47
9
35
33
17
30 27
47
47 20
32
24
47
#5
20 31
44 (38)
NOTE:
17 17
33
31
34
25g
25e 25d
9
➤
17f
#6
11 47
37
47
(49)
11a
9e
24
9k/10
9c
11b
25
47
➤
33b
3c
➤
21
#8
10b23
9g
3
36
30
24c
35b 35c/39 35e/36
35d/36
33a
47
3 26
25 28
43 43
10a
25f 25h
26
47
47
25 11
14b 10c/22
25c 11
47
43
9h
17g 28a
20
47
47
25
13a
38e/39
11
42b
24a
27a 24d
24f 24e 31a
36a
25
3
9
34c
37a 26a
24b
43
3
47
47
31b
43b/44
47 9
47
47
12e
22a
13b
34e
33c
43a
25b
34d
24k/25
26b
33
25
11
25
TO LO/REVERSE CLUTCH
33
9
25 9
31c 47
33
37
47
24h
9
35
25
9 14c
12d 14a
18c
35a
22b
24g
25a
43
➤ 26
27d
30a
39
37
-
27c/29 27b/29
30b
24
25
(51)
#10
47
10
15d
18a 17b/18 17d 18b 12c 42a 44a 38d 17c 41c 41d 43c/44
9n/10 11c
41a 17e
16 3
10
47
47
17a/18
16a
9m
29e
9
34b
29c
15a
29d
12
22
47
(92)
22
13
40b
40a
19
47
14 24
34
27
29g/28 29a
15c/16 10d
➤
12b
29b 38c
12
9
9
11
18
44
➤
17
42
42
41
9
10
11
47
12
12
29
29f/28
9
41b 34a
11 29
➤
29 ➤ 11 ➤
14
16
10
REAR LUBE
18
➤
16
17
➤
16
3a
12a 15b/16
18
37
CASE (8) (Pump Cover Side)
38a
38b 41 34
34
38
26
➤
29
➤
3 16
29 11 18
PUMP COVER (215) (Case Side)
38 41
3
1
16
PUMP COVER (215) (Pump Body Side)
37
➤
PUMP BODY (200) (Pump Cover Side)
37
3
3
➤
16
16
18 11 29
37
(237)
47 1
3
➤
47
➤
(237)
26
46
29
3➤
26
➤
(237)
➤
(237)
16
➤
➤
37
37
38
➤
(10)
11
43
43
12
7 3
➤
37
29
47
29
➤
46
47
➤
11
➤
37
➤
3
16
16
43
➤
➤
16
26 47
46
43
3
➤
26
5 37 18
8
3
43
7
➤
26 16
16
5 8 37 29 18
➤
4
(39)
7
➤
7
(239)
4
➤
1
8
43
➤
7
43
43 2
➤
7/6
➤
➤
8
➤
3
43
3
5
2
45
8
➤
4
3 4
➤
4 3
3
2
2 43
43 4
(10)
43
➤
2
47
(232)
➤
8
8
➤
3
(232)
4
4
45
(240)
3
➤
45
45
2
(240)
9
10
25 20
GASKET (47) (Case/Spacer plate)
Figure 77
GASKET (52) (Spacer plate/Valve Body)
FOLDOUT ➤ 81
1-2 ACCUMULATOR COVER (57)
OVERDRIVE RANGE - 4-3 DOWNSHIFT
(Torque Converter Clutch Released) REVERSE INPUT CLUTCH ASSEMBLY
➤
➤
➤
➤
➤
➤
➤ ➤
➤
➤
➤
➤ ➤
ORF ACC
20e
21a
20d
21
21
ACCUM 20c
AFL
ACCUM
CASE (8)
PR
➤
FILTERED AFL
➤
EX
➤
PR
LO/1ST
➤
38c
EX
38b 38a
D2 LO
➤
➤
➤
➤
D4
D2 34a
38e
PR
D3
21
39
34b
LO
FWD CL FEED D2 VALVE BODY (60) GASKET (52) SPACER PLATE (48) GASKET (47) LO
41c
41b
➤
FWD CL FEED
12c
➤
➤
41a
18a
➤
➤
D3
D4-N.O.
12a
➤ 17a
18
22
12d
12b
➤
D4 D2
PR
41d
LO
D3-N.C.
12e
D2 D3
D3 D2-N.C.
TEMP SENSOR
2ND
LO ➤
D4
LINE
EX ➤
PR ➤
➤
➤
➤ ➤
D4 2ND
D4 ORIFICED D2 2ND
➤
D2
➤
D4
D2
LO
EX
14a
➤
➤
D4 ➤
17b
17c
18b
16
25h
15c
15b 17
➤
16
25c
25e
25b
25d
➤
24m
➤
LO-N.O. REV-N.O.
#12
➤
➤ 18
➤
2ND 25
24k
2ND CL 25a
25
D4-3-2
➤ ➤
D4
EX
➤
D4 PR LO/REV
EX
D4 ➤
LO/REV
FORWARD CLUTCH ACCUMULATOR
➤
➤
24g
➤
➤
EX
EX O' EX
➤
➤
2ND CL
➤ ➤
2ND
2ND ➤
OVERRUN CL FD 35e
24f
36a
36
9
REV INPUT
➤
➤
3-4 ACCUM D4
➤ ➤
➤
➤
17g
➤
D2 LO
➤
REV INPUT
REVERSE
➤
➤
➤ ➤
35d
35c
9f
17f
➤ 11a
EX
ACC SERVO FD 2ND ➤ 3-4
➤
EX
EX
➤ ➤
D3 EX
AFL
➤ ➤
TORQUE SIG
EX ➤ ➤ ➤
EX
OVERRUN
➤ ➤
EX ➤
➤
EX
➤
➤
EX
EX
➤
D3 ➤
EX
2ND CL
➤
➤
➤
➤
ORIFICED ACCUM
9d 10
➤ ➤ ➤ ➤
EX
EX
➤
➤
➤
31a
➤ 33a
31b➤ ➤
AFL EX EX
EX
➤ ➤ ➤
➤
➤
➤
➤
➤
3-4 SIG ➤
D4-3-2
➤ ➤
➤
➤
➤
D3
➤ ➤
33c
9b
37a
9e
AFL
➤ 31c
9c
➤ 9a
➤ ➤ ➤
➤
2ND CL
D3
35a
➤
34f
25f
34e
34d
34c
29e ➤
LINE
➤ ➤ ➤
REVERSE INPUT
LUBE
➤
3-4 CL ➤
➤
4TH
2ND CL
➤ ➤
39
➤
36
➤
#3
➤
3-4 CL
27 23 14c
➤
➤
➤
➤
➤
35b
PRESSURE SWITCH ASSEMBLY ➤
➤
➤
➤
➤
43c 26
42b
LO/1ST
➤
➤
➤
➤
➤
➤
➤
➤ DECREASE ➤
➤
➤
➤
➤
➤
TORQUE SIG
➤
➤
➤
➤
➤
3RD ACC OVERRUN ➤
➤
➤
➤
➤
➤
OVERRUN CLUTCH CC SIGNAL
➤
➤
LO OVERRUN
➤
➤ ➤
➤
PRESS REG
➤
➤ ➤
➤
➤
CONV FD LINE
➤
➤
OVERRUN
➤
➤
➤
➤
➤
➤
➤
CASE (8)
OVERRUN CLUTCH
4TH
2ND CL
➤
➤
RELEASE ➤
➤
3RD ACC
44
➤
➤
➤
➤
➤
➤
➤
➤
➤
➤
➤ ➤
➤
➤
➤
➤
➤ ➤
➤
➤
➤
2ND CL
➤
➤
➤
BOOST VALVE
➤
➤
➤
➤
REVERSE INPUT
➤
➤
EX
➤
➤
➤
➤
➤
➤ ➤
➤
INTAKE
➤
➤
➤
➤
24a 44a
➤
INTAKE
➤ ➤
➤
➤
➤
➤
➤
➤
➤
➤
➤
➤
➤
➤ ➤
APPLY OVERRUN CLUTCH FWD CL FEED
➤
➤
➤
CONV FD
➤
➤
➤
➤
➤
➤
RELEASE
➤
➤
➤
➤
➤
CONVERTER CLUTCH VALVE
➤
➤
CC SIGNAL
➤
➤
➤
➤
➤
➤
➤
➤
➤
➤
➤
24d ➤ ➤ 24c
➤
➤
➤
17d
➤
CASE (8)
➤
➤
➤
➤
➤
➤
➤
➤
➤
LUBE
➤
➤
➤
➤
➤
42a 22 10c 25 ➤ 24e
24b ➤
➤
➤
➤
➤
➤
ORIFICED D2
➤
13b
➤
PR
2ND CL
➤
COOLER
➤ ➤
➤
➤
➤
1
EX REVERSE ➤
➤
➤
2
MANUAL VALVE
16
➤
2ND
FWD CL FD
➤
D3
➤
➤ ➤
➤
3
REV INPUT
20
➤
R N D
➤
#8
9k
➤
24f
➤
OFF
➤
➤
#6
➤
➤
➤
➤
2ND
➤
REVERSE
18c
➤ 10
➤
➤
SOL A N.O.
➤
15a
➤
➤
➤
➤
P
➤
LINE
➤
#5
➤
3a
13a
14b
➤
➤ 3c
38d
➤
➤
3b
SIGNAL A
➤ ➤
#2
➤
ORIFICED EX EX
➤
➤
29 23 10b
FILTER (49)
➤
REVERSE REV INPUT 28
20b ➤
➤
➤
ACTUATOR FEED LIMIT
➤
➤
28 ➤
➤
➤
FILTER (51)
➤
➤➤
FORWARD ABUSE
3RD ACC ACTUATOR FEED LIMIT
➤
30
➤
AFL
➤
17e
10a
➤
12 29g 28
3-2 CONTROL
➤
33b
9g
OFF
EX ➤
9m ➤ 9h
➤
➤ FILTERED
➤
➤
➤
1-2 SHIFT VALVE
3-4 CL
➤
➤
AFL
➤
LO/1ST
D4-3-2
25g
20a
➤
SOL B N.O.
D4-3-2
ORIFICED EX
➤
29f ➤
➤
➤
3-2 CONT ➤ ➤ SOL N.C.
➤
➤
3-2 SIG
➤
➤
3-4 CL
➤
3-2 SIG
18
➤
ACTUATOR FEED LIMIT SIGNAL B
➤➤
➤
3-4 CL
➤
➤
REV ABUSE
2ND CL
➤
➤
2ND CL
➤
➤
➤➤
SIGNAL A ➤
➤
➤
➤
➤
➤
9n
➤
➤
➤
➤ 10
➤ ➤
2ND
➤
29c
10d
➤
➤
14
29a
➤
D4 2ND ACCUMULATOR D2
➤ ➤
➤
➤
➤
2-3 SHUTTLE
➤
➤
➤
➤
➤ ➤
4TH SIG ➤ 3-4 SIG
➤
VALVE BODY (60) 3-4 ACCUM
➤
➤
➤
➤
➤
➤
➤
#1
1-2 ACCUMULATOR
➤
➤
➤
➤ ➤
1-2 ACCUMULATOR COVER (57)
➤
➤
➤
➤
➤
3-4 SIG
➤ ➤
➤
➤
➤
➤
➤
➤
➤
ACCUM ➤
➤
➤
➤
➤
➤ 3-4
➤
ACCUMULATOR
2-3 SHIFT VALVE ➤
➤
19
➤
➤
4TH
➤
➤
EX
➤
➤
➤
➤
3-4 ACCUMULATOR
➤
➤
PRESSURE CONTROL SOLENOID D4 ➤
PR LO/REV
➤
➤
➤
➤
➤
➤
➤
➤
➤
➤
Figure 78
➤
➤
➤
40b
OVERRUN
82
➤
SIGNAL A
3-4 ACCUM FILTERED AFL
➤
➤
BOTTOM PAN (SUMP) (75)
➤
➤
➤
REV INPUT
FILTER (72)
➤
➤
40a
➤
➤
3-2 DOWNSHIFT
➤
FWD CL FEED
➤
➤
#4 ➤ 3-4 CL
➤
➤
➤
➤
➤ 28a
➤
➤
➤
13 27c 29
➤
➤
➤
➤
➤
➤
LINE
➤
3-4 SIG D3
15d
➤
➤
➤ ➤
29
27b ➤
➤
CC SIGNAL
➤
3-4 SHIFT VALVE
15
OVERRUN CLUTCH
➤
➤ 30a ➤ ➤ 27d 22a ➤ SIGNAL A ➤
29d
➤
SUCTION CONVERTER & LUBE MAINLINE SOLENOID SIGNAL ACCUMULATOR ACTUATOR FEED LIMIT TORQUE SIGNAL
➤
16a
LINE
FLUID PRESSURES
➤
➤
➤
31
ACCUM VALVE
➤
➤
➤
➤
➤
➤
➤
➤
REV INPUT
EX
FILTER (50)
➤
➤
➤
TORQUE SIG
4-3 SEQUENCE VALVE
OVERRUN CL FD ➤
➤
➤
EX
TCC SOLENOID (66) N.O.
➤
➤
➤
➤
EX (237)
➤
EX
2ND 4TH SIG
➤
3-4 RELAY
➤
22b
SERVO FD
➤
32a ➤
➤
2ND CL 3-4 ACCUM OVERRUN CL SERVO FD ➤
➤
➤
➤
➤
➤
➤
➤
➤
EX
➤
➤
➤
43a
27a
➤
➤
➤
EX➤
29b
OFF
FILTER (92)
44 ➤ ORF
➤ 43b
➤
➤
EX EX
30b
➤
CONV CL SIGNAL VALVE
➤
5 ➤
➤
➤
➤
➤
➤ ➤
➤
➤
➤
➤
➤
ACTUATOR FEED LIMIT
➤
➤
➤
➤
LINE PRESSURE TAP (39)
➤
➤
➤
➤
(237)
➤
6
➤
PUMP ASSEMBLY (4)
➤
26b
11b 10 11c
LINE CC SIG LINE CC SIG
➤
➤
8 ➤
➤
➤
➤
➤
➤
➤
4
FILTER (232)
1
➤
➤
LINE
➤
(238)
➤
➤
3
(239) OIL COOLER PIPE CONNECTOR (10)
➤
➤
➤
➤
➤
➤
COOLER
➤
➤
PRESSURE RELIEF VALVE
➤
D3
➤
➤
2
➤
➤
➤
26a
32
7
➤
➤
➤
➤
➤
EX
AFL
➤
➤
➤
➤
EX
➤
➤
➤
➤
➤
AIR BLEED (240)
➤
➤
➤
AFL
➤
TORQUE SIGNAL SERVO FEED ➤
➤
➤
3-4 CL OVERRUN CLUTCH
➤
➤
➤
➤
➤
➤
➤
2ND CL
➤
➤
➤
➤
➤
FORWARD CLUTCH FEED
➤
2ND CL
➤
➤
➤
➤
➤
LUBE
➤
EX
➤
OVERRUN
24
#10
➤
APPLY
OVERRUN CLUTCH
➤
COOLER
REAR LUBE
➤
➤
LUBE
➤
➤
➤
➤
➤
➤
REV INPUT
➤
➤
EX
➤
➤
➤
➤
➤
➤
➤
#9
➤
➤
➤
➤
➤
➤
#7 ➤
3-4 CLUTCH FORWARD CLUTCH FEED
➤
LUBE
➤
➤
➤
3RD ACC
➤
11
LO & REVERSE CLUTCH ASSEMBLY
➤
EX
EX
➤
INPUT CLUTCH HOUSING ASSEMBLY
➤
2ND & 4TH SERVO
TORQUE CONVERTER ASSEMBLY
OVERDRIVE RANGE - 4-3 DOWNSHIFT
(Torque Converter Clutch Released) 2
➤
PRESSURE RELIEF VALVE BORE
(240) 47
47
29
➤
11 ➤
40
➤ 18
29 29 47
17
38 18
30
22
27 34
47
24
35
34
➤
➤ ➤
14
34f
24m/25
47
31 37
36
33
33
17
36
26
32 28
28
32
9
17f
20a
47
11
3b
10
12
15
#3
➤
➤
38
12
SERVO BORE 29 29
16
41
10
24 24 31
31 31
33
37
26
36
17
34 41
47
14 ➤
47
41 38
43
FORWARD CLUTCH ACCUMULATOR BORE
31
33 36
26 25
9
33
32
47
35 17
10 43
20 20
CASE (8) (Servo Bore)
17 9
25 9
11
25 20 21
21
21
3 9 25
9
23
11
3
21
10
24 35/39
28 25
20
33
37 44
25
25
24
9
25 26
13 24
38
34 31
43
11
24
24
9
➤
24
9
25 ➤
25
➤
25 9
35
14
22
24
32 25
9
22 27
24
24
14 42
34
29
20
3
18 34 13
34 25
9
11
9
9
(11)
#7/(40)
12
43
41
44
28
12
17 42 44
17 38 41
9
22
31
9
18
27
30 10
25
3
#12
14
17
12 29
11
20
20
32
28 25
14 10
35
36
33
33
25
- EXHAUST FLUID NOT SHOWN
3
41
18
17
16 29
15
29
10
24 39 39
43 43
13 24
40
15
22 24
24
12 34
29
30
34
24
10
9
27
24
15
34
38
12
44
41
13
35
25 25
25
42
34
27 22
27
30
25
12
17
12
42
38
41 3
28
40
42 44
18 34
14
12
17
17
38
15
11 30
18
12
9
29
14
29
15
38
29
17
18
18
16 18
12
41
34
29
29
10
9
14
34
12
38
40
40
26
17
VALVE BODY (60) (Case Side)
38
3
29 16
25
47
47
41
- NON- FUNCTIONAL HOLES HAVE BEEN REMOVED FROM COMPONENT DRAWINGS TO TO SIMPLIFY TRACING FLUID FLOW.
22
18
38
(50)
9
17
34
9d/10
47
43 42
40
9b
24
42
40 28 29 29 16
SPACER PLATE (48) (Case/Valve Body)
34
13
43
#2
CASE (8) (Valve Body Side)
NOTE:
41
18
47
21a
23
17
24 34
3
47
44 (38)
INDICATES BOLT HOLES
34
15
29
#4
13
38
9
20c 20e/21 20d/21
24
24 3
15
25
47
27
31
35
22
24
25g
25e 25d
9a
10 17
30 27
47
9
35
33 32
24
47
11a
9e
25
47
(49)
9f
20 20
31
33
31
#5
47
17 17
20b
9c
11b
9
➤
32a
3c ➤
21
25
47
43
33b
#6
11 47
37
34
9k/10
25f 25h
#1
24
10b23
9g
25c 11
47
#8
30
24c
3
36
10a
35b 35c/39 35e/36
35d/36
33a
47
3 26
25 28
43 43
17g 28a
26a
26
47
47
25 11
14b 10c/22
13a
38e/39
11
25
24a
27a 24d
24f 24e 31a
36a
20
47
47
34c
37a
25
3
9
31b
43b/44
25b
47
47
34e
33c
43a
24b
43
3
42b
22a
13b
24k/25
26b
33
25
11
25
TO LO/REVERSE CLUTCH
33
9
25 9
31c 47
33
37
47
24h
9
35
34d
35a
22b
24g
25a
43
➤ 26
27d
30a
39
37
-
27c/29 27b/29
47 9
47
47
12e
9h
16 3
25
9 14c
12d 14a
18c
➤
➤ ➤
#10
24
25
(51)
30b
13
15d
18a 17b/18 17d 18b 12c 42a 44a 38d 17c 41c 41d 43c/44
9n/10 11c
47
10
16a
9m
29e
41a 17e
11 29
10
47
47
17a/18 34b
29c
15a
29d
12
22
47
(92)
22
13
19
47
14 24
34
27
40a
10d
➤
40b
9
34a
12b
29b
29g/28 29a
15c/16
9
41b
38c
12
9
9
11
18
44
➤
17
42
42
41
9
10
47
12
12
29 15
11
14
16
10
REAR LUBE
18
CASE (8) (Pump Cover Side)
➤
16
17
37
➤
16
29f/28
15b/16 18
3a
12a
34 34
38
➤
29
26
38a
38b 41
➤
3 16
29 11 18
PUMP COVER (215) (Case Side)
38 41
3
37
1
16
PUMP COVER (215) (Pump Body Side)
3
➤
PUMP BODY (200) (Pump Cover Side)
37
3
16
18 11 29
37
(237)
47 16
➤
3
➤
47
26
➤
(237) 1
3
26 46
29
3➤
(10)
➤
16
(237)
➤
➤
37
37
38
➤
3
11
43
43
12
7
➤
(237)
16
➤
46
37
29
47
29
➤
37
47
➤
11
16
43
➤
➤
16
➤
3
16
3
7
5 37 18
8
3
43
(39)
7
➤
1
26 47
46
16
(238)
26
43
5 8 37 29 18
➤
4
26 16
➤
6 ➤
7
(239)
4
➤
1
8
➤
7
43
43 2
➤
3
7/6
43
3
➤
➤
5
➤
➤
8
➤
5
2
45
8 43
➤
4
3 4
➤
4 3
3
2
2 43
43 4
(10)
43
➤
2
47
(232)
➤
8
8
➤
3
(232)
4
4
45
(240)
3
➤
45
45
2
(240)
9
10
25 20
GASKET (47) (Case/Spacer plate)
Figure 79
GASKET (52) (Spacer plate/Valve Body)
FOLDOUT ➤ 83
1-2 ACCUMULATOR COVER (57)
OVERDRIVE RANGE - 3-2 DOWNSHIFT REVERSE INPUT CLUTCH ASSEMBLY
➤
OVERRUN CLUTCH
➤
➤
➤
ORF ACC
20e
CASE (8) PR
➤ ➤ D4-3-2 ➤ ➤
FILTERED AFL
➤
FWD CL FD
➤
27 23 14c
LO/REV LO/1ST
14a
➤
38c
EX
➤
38b 38a
D2 LO
➤
➤
➤
➤
D4
D2 38e
PR
D3
21
39
LO
VALVE BODY (60) GASKET (52) SPACER PLATE (48) GASKET (47) LO
41c
41b
➤
FWD CL FEED
FWD CL FEED D2
➤
➤
41a
18a
22
12a
➤ 17a
#12
D4-N.O.
34a
➤
D4 D2
12c
34b
LO
D3-N.C.
12d
12b
41d
D2-N.C.
TEMP SENSOR
PR D2 D3
➤
LO-N.O.
12e ➤
D3
FORWARD CLUTCH ACCUMULATOR
REV-N.O.
2ND
LO ➤
D4
LINE
EX ➤
➤
PR ➤
➤
➤
➤ ➤
D4 2ND
D4 ORIFICED D2 2ND
➤
D2
➤
D4 PR
LO/1ST
43c 26
42b
EX
PR LO/REV
EX
D4 ➤
ACCUM ➤
➤
➤
EX EX
O' EX
LO
D4
EX
➤ ➤
REVERSE
D2
LO
➤
➤
AFL ➤
➤
3-4 ACCUM D4
21a
21
21
20d
➤
ACCUM
➤
20c
AFL
D4-3-2
D2 ➤
EX
EX
LO OVERRUN
➤ ➤
17b
18b
17c
15b
15c 16
25h ➤
16
25c
25e
25b
25d
➤
24m 25
17
➤ 18
➤
2ND
➤
18
➤
24k
2ND CL 25a
25
➤
EX
3-4 ACC SERVO FD 2ND
D3 EX
EX
➤
➤
➤
➤
➤ ➤
➤ ➤
➤
➤
ORIFICED ACCUM
9f
17f ➤
➤ 11a
➤
EX
OVERRUN
➤
EX EX
EX
D4
OVERRUN CL FD 24f
24g
➤
➤
➤
35e
36a
36
➤
35d
24a 44a 44
➤
D3
➤
D4
EX
EX
EX
EX
EX ➤
EX EX ➤ ➤ ➤
➤
2ND CL
➤
TORQUE SIG
AFL EX
➤
➤
2ND
➤
➤
2ND
17g
9d 10
31a
33a
➤
35a
31b
33c
37a
9b
9c
➤
AFL
➤
9e
31c
➤
2ND CL ➤ ➤
➤ ➤ ➤
➤
➤ 9a
➤
34f
25f
34e
34d
➤ ➤ ➤
2ND CL ➤ ➤
➤
D3
➤
REVERSE INPUT 2ND CL ➤
4TH
34c
➤ ➤
REV INPUT
4TH
2ND CL
➤
➤
D3 ➤
LUBE
➤
➤
➤
➤
➤
➤
#3
➤
➤ DECREASE ➤
➤ ➤
➤
CASE (8)
TORQUE SIG SIG ➤
LINE ➤
D3
➤
➤
➤ ➤ ➤
➤
➤
LUBE
3RD ACC OVERRUN
➤
➤
➤
➤
➤
PRESS REG
➤
➤
➤
➤
➤
APPLY ➤
➤
➤ ➤
1
PRESSURE SWITCH ASSEMBLY
➤
➤ ➤
2
➤
➤ ➤
CONV FD LINE
➤ ➤
➤
➤
➤
29e
➤
➤
35c
➤
➤
➤
3-4 CL
➤
➤
39
➤
➤
36
24b ➤
➤
➤
RELEASE
➤
➤
➤
➤ 3-4
24d ➤ ➤ 24c
OFF
➤
➤
➤
OVERRUN CLUTCH CC SIGNAL
17d 22 10c 25 ➤ 24e
➤
➤
➤
35b
➤
➤
➤
➤
➤
3-4 CL ➤
➤
➤
➤
➤
➤
➤
➤
➤ ➤
➤
➤
➤
➤
➤
➤
➤
➤
➤
➤
OVERRUN
➤
➤
3RD ACC
➤
➤
➤
➤
➤
➤
➤
➤
➤
2ND CL
➤
3
➤
➤
➤
➤
➤
BOOST VALVE
➤
➤
REVERSE INPUT
➤
➤
EX
➤
➤
➤
➤
➤
➤
INTAKE
➤
➤
➤
➤ ➤
➤
➤
INTAKE
➤ 13b
➤
➤
R N D
➤
➤
➤
➤
➤
➤
➤
➤
➤
➤ ➤
➤
➤
➤
APPLY OVERRUN CLUTCH FWD CL FEED
➤
➤
CONV FD
➤
➤
➤
RELEASE
➤
➤
➤
➤
➤
CONVERTER CLUTCH VALVE
➤
➤
CC SIGNAL
➤
➤
➤
➤
➤
➤
➤
➤
➤
➤
➤
➤
➤
➤
➤ ➤
➤ ➤
COOLER
➤
➤
➤
➤
➤
➤
➤
24f
➤
CASE (8)
➤ ➤
➤
➤ ➤
➤
➤
9k
➤
➤ ➤
2ND
➤
REV INPUT
➤
➤
➤
➤
➤
➤
➤
➤
MANUAL VALVE
➤
9
➤ 10
➤
➤
➤
SOL A N.O.
➤➤
ACTUATOR FEED LIMIT
EX REVERSE
➤
➤
ORIFICED D2
➤
➤
➤
➤
➤
2ND CL
FILTER (49)
42a
SIGNAL A
➤
➤
29 23 10b
ORIFICED EX EX
➤
➤
➤
➤
➤
➤
➤
➤
LO/1ST
FORWARD ABUSE
PR
16
38d 13a
➤
28
➤
➤
20
20b
10a
➤
1-2 SHIFT VALVE
D4-3-2
➤
30
9g
ON
➤ D4-3-2 ➤
➤
17e
2ND
➤
33b
14b
P
D3
#8
9m ➤ 9h
20a
➤
SOL B N.O.
➤
➤
ORIFICED EX
REV INPUT
#6
➤
➤
➤
➤
➤
➤
➤
➤
➤
➤
➤
➤
➤
Figure 80
➤
REVERSE
18c
➤
➤
➤
➤
BOTTOM PAN (SUMP) (75)
➤
➤
AFL
➤
➤
EX
3RD ACC ➤ ACTUATOR FEED LIMIT
➤
D4 2ND ACCUMULATOR D2
➤
15a
3-4 CL
➤
➤
#5
➤
➤
➤
➤ ➤
➤ 28a
➤
LINE
REV INPUT
FILTER (72)
➤
➤
➤
➤ ➤
AFL
25g
➤
ACTUATOR FEED LIMIT SIGNAL B
➤
2-3 SHUTTLE
SIG ➤
2ND CL
➤
➤
➤
3a
3-4
➤
➤
➤
➤
➤
➤
#2
➤
➤
FWD CL FEED
28
➤
➤
➤
➤
➤
12 29g 28
3-4 CL
➤
3-2 CONTROL ➤
➤ FILTERED
16a 29f
REV ABUSE
➤
REVERSE REV INPUT
3b
➤
➤
➤
➤ 3c
➤
3-2 SIG
3-2 CONT ➤ ➤ SOL N.C.
➤
➤
FILTER (51)
3-4 CL
3-2 SIG
➤
9n
➤
➤
VALVE BODY (60) 3-4 ACCUM
➤
➤
➤
2-3 SHIFT VALVE
➤
18
SIGNAL A
➤
➤ ➤
➤
➤ 10
➤
➤
#1
1-2 ACCUMULATOR
➤
2ND CL
➤
➤
➤ ➤
10d
2ND
➤
➤
➤
➤
29b ➤
➤
➤
➤
➤
➤
➤29a
➤
SIGNAL A
4TH SIG 3-4 SIG
➤
➤
➤
29c
➤
➤
➤
14
➤
D3
➤
➤
➤
➤
40a
➤
LINE
3-4 SIG➤
3-2 DOWNSHIFT
15
➤
➤
➤
➤
➤
29d
➤
➤
➤
➤
➤
13 27c 29
#4 3-4 CL
➤
➤
➤
➤
➤
➤
➤
4TH ➤
➤
3-4 ACCUM
➤
ACCUMULATOR
➤
19
➤
➤
D4 ➤
➤
➤
➤
27b
➤
OVERRUN CL FD
EX
1-2 ACCUMULATOR COVER (57)
ACCUM VALVE
4-3 SEQUENCE VALVE
EX ➤
PRESSURE CONTROL SOLENOID
3-4 SHIFT VALVE
SIGNAL A 29
OVERRUN
84
➤
➤
30a 27d 22a
➤
➤
➤
➤ ➤
➤
2ND CL 3-4 ACCUM OVERRUN CL SERVO FD
3-4 RELAY
15d
➤
➤
➤
➤
SERVO FD ➤ 2ND 4TH SIG
➤
22b
➤
REV INPUT
OVERRUN CLUTCH
CC SIGNAL
➤
40b
➤
SUCTION CONVERTER & LUBE MAINLINE SOLENOID SIGNAL ACCUMULATOR ACTUATOR FEED LIMIT TORQUE SIGNAL
27a ➤
➤
LINE
FLUID PRESSURES
➤
➤
➤
TORQUE SIG
➤
➤
➤
➤
EX (237)
EX
TCC SOLENOID (66) N.O.
➤
➤
➤
➤
➤
➤
➤
OFF
FILTER (92)
➤
➤
➤
EX
EX EX
43a
➤
➤
(237)
➤
PUMP ASSEMBLY (4)
➤
➤
LINE PRESSURE TAP (39)
EX
➤
➤
➤
➤
➤
4
ORF EX
44
32a
➤
➤
5
43b
➤
31
3-4 ACCUM FILTERED AFL
ACTUATOR FEED LIMIT
CONV CL SIGNAL VALVE
30b
➤ ➤
➤
D3
➤
6
➤
3
(238)
➤
LINE
➤
(239) OIL COOLER PIPE CONNECTOR (10)
➤
➤
➤
➤
➤
➤
COOLER
➤
11b 10 11c
➤
➤
FILTER (232)
1
➤ ➤
26b
➤
➤
PRESSURE RELIEF VALVE
EX
➤
➤
➤
➤
8 ➤
➤
2
➤
LINE CC SIG LINE CC SIG
➤
➤
26a
➤
EX
➤ ➤
➤
EX
➤
➤
AIR BLEED (240)
➤
32
7
FILTER (50)
3-4 ACCUMULATOR
➤
➤
➤
➤
➤
➤
➤
LUBE
➤
➤
➤
➤
COOLER
AFL
➤
➤
➤
➤
➤
➤
3-4 CL OVERRUN CLUTCH
AFL
➤
TORQUE SIGNAL SERVO FEED ➤
PR LO/REV
➤
➤
➤
➤
➤
➤
➤
2ND CL
➤
➤
FORWARD CLUTCH FEED
➤
➤
➤
➤
➤
2ND CL
➤
➤
➤
➤
➤
24
#10
➤
➤
OVERRUN CLUTCH OVERRUN
➤
REAR LUBE
➤
➤
LUBE
➤
➤
➤
➤
➤
➤
➤
➤
REV INPUT
➤
➤
➤
EX
➤
➤ ➤
➤
➤
➤
EX ➤ ➤
➤
➤
➤
➤ #9
➤
➤
➤
➤
LO & REVERSE CLUTCH ASSEMBLY
➤
➤
#7
3-4 CLUTCH FORWARD CLUTCH FEED ➤
LUBE
➤
➤
➤
ACC ➤
➤
➤ 3RD
➤
11 ➤
➤
EX
➤
INPUT CLUTCH HOUSING ASSEMBLY
➤
2ND & 4TH SERVO
TORQUE CONVERTER ASSEMBLY
OVERDRIVE RANGE - 3-2 DOWNSHIFT 2
➤
PRESSURE RELIEF VALVE BORE
(240) 47
47
16
➤
➤
3
47
➤
(237)
29
29
16
16
40
11 ➤ ➤ 18
15
29 29 47
18
30
22
27 34
14
34f
31 37
36
33
33
17
36
26
32 28
28
32
9
28a
33b
10b23
17f
20a
32a
9a
47
10
40 28 29 29 16
15
➤ ➤
38
12
SERVO BORE 29 29
16
41
10
24 24 31
31 31
33
37
26
36
17
34 41
47
47
41 38
43
FORWARD CLUTCH ACCUMULATOR BORE
31
33 36
26 25
9
33
32
47
35 17
10 43
20 20
CASE (8) (Servo Bore)
17 9
25 9
11
25 20 21
21
21
3 9 25
9
23
11
3
21
10
24 35/39
28 25
20
33
37 44
25
25
24
9
25 26
13 24
38
34 31
43
11
24
24
9
➤
24
9
25 ➤
25
➤
25 9
35
14
22
24
32 25
9
22 27
24
24
14 42
34
29
20
3
18 34 13
34 25
9
11
9
9
(11)
#7/(40)
12
43
41
44
28
12
17 42 44
17 38 41
9
22
31
9
18
27
30 10
25
3
#12
14
17
12 29
11
20
20
32
28 25
14 10
35
36
33
33
25
- EXHAUST FLUID NOT SHOWN
3
41
18
17
16 29
15
29
10
24 39 39
43 43
13 24
40
15
22 24
24
12 34
29
30
34
24
10
9
27
24
15
34
38
12
44
41
13
35
25 25
25
42
34
27 22
27
30
25
17
12
14 ➤
38
41 3
28
40
42 44
18 34
14
12
17
17
38
15
11 30
18
12
9
29
14
29
15
38
29
17
18
18
16 18
12
41
34
29
29
10
9
12
42
34
12
38
40
40
26
14
VALVE BODY (60) (Case Side)
38
3
29 16
25
47
18
38
#3
22
17
17 12
9d/10
9
43
34
(50)
24
42
42
40
9b
47
47
41
- NON- FUNCTIONAL HOLES HAVE BEEN REMOVED FROM COMPONENT DRAWINGS TO TO SIMPLIFY TRACING FLUID FLOW.
13
43
18
SPACER PLATE (48) (Case/Valve Body)
34
41
3
47
21a
23
17
24 34
#2
CASE (8) (Valve Body Side)
INDICATES BOLT HOLES
34
15
47
44 (38)
NOTE:
13
38
9 29
#4
24
24 3
15
25
47
27
31
35
22
24
20e/21 20d/21
3b 25e
25d
9
11
20c
11a
9e
10 17
30 27
47
9
35
33 32
24
47
25g
20 20
31
20b
9c
11b
25
#5
47
17 17
33
31
47
(49)
9f
#6
11 47
37
34
9k/10
25f
➤
21
24
30
9g
35b 35c/39 35e/36
35d/36
33a
3c
#1
#8
10a
24c 38e/39
3
36
10c/22
13a
47
3 26
25 28
43 43
17g
25h
25
47
43
24f 24e 31a
36a
26a
26
47
47
25 11
14b
24a
27a 24d
11
25
25c 11
47 47
47
34c
37a
20
47
47
31b
43b/44
25
3
9
13b
34e
33c
43a
25b
34d
24b
43
3
42b 12e
22a
16 3
47 9
47
47
12d 14a
9h
11 29
25
9 14c
17e
18c
24k/25
26b
33
25
11
25
TO LO/REVERSE CLUTCH
33
9
25 9
31c 47
33
37
47
24h
9
35
15d
35a
22b
24g
25a
43
➤ 26
27d
24m/25
47 39
37
-
27c/29 27b/29 30a
24
25
(51)
41a
18a 17b/18 17d 18b 12c 42a 44a 38d 17c 41c 41d 43c/44
9n/10
#10
47
24
16a
9m
29e
30b
13
18
10
47
47
17a/18 34b
29c
15a
29d
11c
47
10
35
34
19
12
22
47
(92)
22
13
40a
10d
➤
9
34a
12b
29b
29g/28 29a
40b
9
41b
38c
15c/16
47
14 24
34
27
29f/28
12
9
9
11
18
44
➤
17
42
42
41
9
10
11
47
12 17
38
REAR LUBE
14
12
29
10 29
17
16
3a
12a 15b/16
18
37
CASE (8) (Pump Cover Side)
38a
38b 41 34
34
38
16
➤
3 3
26
PUMP COVER (215) (Case Side)
38 41
3
29 11 18
➤
38
37
1
16
PUMP COVER (215) (Pump Body Side)
3
➤
1
PUMP BODY (200) (Pump Cover Side)
37
3
16
18 11 29
37
(237)
47 16
3➤
26
46
➤
➤
37
37
26
➤
(237)
➤
(237)
16 11
43
43
12
➤
(10)
➤
46
37
29
47
7 3
➤
37
47
➤
11
29
➤
➤
16
➤
3
16
16
43
➤
1
26 47
46
3
7
5 37 18
8
3
43
(238)
26
43
16
5 8 37 29 18
➤
4
26 16
➤
6 ➤
7
(239)
4
(39)
7
➤
1
8
➤
7
43
43 2
➤
3
7/6
43
3
➤
➤
5
➤
➤
8
➤
5
2
45
8 43
➤
4
3 4
➤
4 3
3
2
2 43
43 4
(10)
43
➤
2
47
(232)
➤
8
8
➤
3
(232)
4
4
45
(240)
3
➤
45
45
2
(240)
9
10
25 20
GASKET (47) (Case/Spacer plate)
Figure 81
GASKET (52) (Spacer plate/Valve Body)
FOLDOUT ➤ 85
1-2 ACCUMULATOR COVER (57)
MANUAL THIRD - THIRD GEAR
(from Overdrive Range - Fourth Gear) REVERSE INPUT CLUTCH ASSEMBLY
➤
➤
➤
➤
➤
ORF ACC
20e
21a
20d
21
21
ACCUM
ACCUM
CASE (8)
PR
➤
➤
D4-3-2
➤
FILTERED AFL
➤
➤
EX
EX
PR LO/REV
LO/1ST
PR ➤
EX
EX ➤
➤
➤
➤
D4
D2
PR 38e
➤
34a
21
39
D3 34b
FWD CL FEED D2 VALVE BODY (60) GASKET (52) SPACER PLATE (48) GASKET (47) LO
41c
41b
➤
FWD CL FEED
12c 12b
➤
➤
41a
18a
➤
LO
D4-N.O.
12a
➤ 17a
18
22
12d
➤
➤
D4 D2
PR D2 D3
41d
LO
D3-N.C.
2ND
LO ➤
➤
D3
D2 LO
➤
➤
D4
LINE ➤ D3 D2-N.C.
TEMP SENSOR
12e
PR ➤
➤
➤
➤ ➤
D4 2ND
D4 ORIFICED D2 2ND
➤
D2
➤
D4
D2
LO
D4
EX O' EX
AFL
D4
EX
EX
EX
LO D4 ➤
➤
FORWARD CLUTCH ACCUMULATOR
➤
D4 ➤
17b
17c
18b
16
25h
15c
15b 16
17
➤
25e ➤
25d
25b
➤
LO-N.O. REV-N.O.
#12
➤ 18
➤
2ND 24m
24k
2ND CL 25a
25
EX ➤
➤
➤
➤
24f
24g
9
REV INPUT
➤
➤
➤
➤ ➤
D2 ➤
EX
➤
➤
➤
2ND CL
➤ ➤
2ND
2ND ➤
OVERRUN CL FD 35e
36a
36
3-4 ACCUM D4
➤ ➤
➤
➤
➤
EX
ACC SERVO FD 2ND ➤ 3-4
EX ➤
20c
9f
17f
➤ 11a
17g
10
EX ➤ ➤
➤
D3
EX
AFL REV INPUT
EX
➤
➤
TORQUE SIG
➤ ➤ ➤ ➤
➤
➤
➤
EX
EX
➤ ➤ ➤
➤
D3 ➤
➤
➤ ➤
35d
➤ 35c
36
25
➤
ORIFICED ACCUM
9d ➤
➤ ➤ ➤
EX
EX
➤ ➤
EX ➤
➤
EX
➤
2ND CL
➤
➤
➤
➤
3-4 CL
REVERSE
➤
➤
➤
➤
➤
➤
➤
➤
➤
➤
D4-3-2
➤ ➤
➤
➤
EX EX
EX ➤
➤
➤
31a
➤ 33a
35a
31b➤
33c
9b
9c ➤
AFL
➤ ➤ ➤
D3 ➤ ➤
➤ ➤
37a
9e
AFL
➤ 31c
➤
➤ 9a
➤
34f
25f
34e
➤
2ND CL
D3 3-4 CL ➤
LINE
➤
OVERRUN CLUTCH ➤
➤
34d ➤
34c
➤ ➤ ➤
➤ ➤
3-4 SIG
➤ ➤
OVERRUN
➤
OVERRUN
➤
29e
TORQUE SIG
➤ ➤
2ND CL
➤ ➤
➤
➤ ➤
➤ ➤
3RD ACC OVERRUN
➤ ➤
REVERSE INPUT
➤
LUBE
➤
➤
➤
39
25c
➤
CASE (8)
➤
4TH
➤
35b
➤
➤
2ND CL
➤
PRESSURE SWITCH ASSEMBLY
➤
LUBE
➤
➤
➤
➤
3RD ACC
38a
➤
➤
➤
➤
➤
➤
➤ DECREASE ➤
➤
➤
➤
➤
38c 38b
➤
➤
➤
4TH
➤
➤
➤
OVERRUN CLUTCH ➤ CC SIGNAL
➤
➤
➤
➤
14a
➤
➤
RELEASE
➤
➤
PRESS REG
➤
➤
➤
CONV FD LINE
➤
➤ ➤
LO/REV
➤
APPLY ➤
➤
➤
➤
➤
➤
➤
➤
➤
APPLY OVERRUN CLUTCH FWD CL FEED
➤
➤
23 14c
➤
➤
2ND CL
27
42b
LO/1ST
➤
➤
➤
➤
➤
BOOST VALVE
➤
➤
➤
REVERSE INPUT
➤
➤
➤
EX
➤
➤
➤
➤
➤
➤
➤
➤
INTAKE
➤
➤
➤
➤
43c 26
➤
INTAKE
➤
44 ➤
➤
➤
➤
➤
➤
➤
➤
➤
➤
➤
➤
➤ ➤
➤
CONV FD
➤
➤
➤
➤
➤
RELEASE
➤
➤
CONVERTER CLUTCH VALVE
➤
➤
➤
➤
➤
➤
➤
➤
CC SIGNAL
➤
➤
➤
➤
➤
➤
➤
➤
➤
➤ ➤
24b ➤ 24a 44a
➤
➤
➤
➤
➤
➤
➤
➤
➤
➤
➤
➤ ➤
➤
➤
CASE (8)
➤
➤
➤
➤ ➤
➤
➤
➤
➤
ORIFICED D2
➤
➤
#3
2ND CL
➤
➤
➤
➤
➤
COOLER
➤
➤
➤
24d ➤
LO OVERRUN
➤
16
17d 22 10c 25 ➤ 24e
➤ 24c
➤
➤
➤
REV INPUT
➤
➤
42a
➤
PR
D3
➤
➤
13b ➤
1
EX REVERSE ➤
➤
➤
20
➤
➤
2
MANUAL VALVE
➤
#8
➤
➤
➤
FWD CL FD
➤
➤
➤
➤ ➤
➤
24f
➤
3
➤
#6
➤
2ND
➤
➤
➤
➤
➤
➤ ➤
➤
9k
➤
➤
OFF
➤
REVERSE
18c
OVERRUN
➤
SOL A N.O.
➤
2ND
ACTUATOR FEED LIMIT
➤
R N D
➤
15a
➤ 10
14b
P
➤
LINE
➤
#5
➤
➤
3a
SIGNAL A
➤
3b
➤ ➤
➤➤
FORWARD ABUSE
REVERSE REV INPUT
➤
➤ 3c
13a
28 ➤
➤
➤
38d
29 23 10b
FILTER (49)
ORIFICED EX EX
➤
➤
➤
10a
EX
3RD ACC ACTUATOR FEED LIMIT
➤
#2
➤
➤
AFL ➤
FILTER (51) ➤
28
➤
➤ FILTERED
D4-3-2
➤
3-2 CONTROL
➤
OFF
➤
1-2 SHIFT VALVE
➤
➤
➤
➤
9g
LO/1ST
ORIFICED EX
3-4 CL
➤ ➤
3-2 CONT ➤ ➤ SOL N.C.
➤
➤
3-2 SIG
➤
16a
12 29g 28
3-4 CL
➤
➤
➤
29f ➤
REV ABUSE
3-2 SIG
➤
➤
➤
3-4 CL
➤
➤
9n
➤
2ND CL
➤
➤
➤
➤
➤ 10
➤ ➤
2ND
➤
➤
10d
➤
➤
29c 29a
➤
20b ➤
➤
➤
➤
30
➤
SOL B N.O.
D4-3-2
➤
33b
17e
➤
➤ ➤
4TH SIG ➤ 3-4 SIG
➤
9m ➤ 9h
20a
➤
ACTUATOR FEED LIMIT SIGNAL B
➤➤
➤
AFL
➤
➤
➤
➤
25g
➤
SIGNAL A ➤
➤
➤
2-3 SHUTTLE
➤
18
2ND CL
➤
➤
➤➤
➤
VALVE BODY (60) 3-4 ACCUM
D4 2ND ACCUMULATOR D2
➤ ➤
➤
➤
➤
➤
➤
➤
➤
➤
➤
➤
➤
➤
➤
➤
➤
#1
1-2 ACCUMULATOR
➤
3-4 SIG
➤
➤
➤
➤ ➤
➤
➤
➤
➤ ➤
➤
➤
➤ ➤
1-2 ACCUMULATOR COVER (57)
➤
➤
➤
➤
➤
➤
ACCUMULATOR
2-3 SHIFT VALVE ➤
➤
ACCUM ➤
➤
➤
➤
➤
➤
➤
➤ 3-4
➤
➤ ➤
➤
4TH
➤
➤
19
➤
➤
➤
➤
D4 ➤
EX
➤
➤
➤
SIGNAL A
PRESSURE CONTROL SOLENOID
ACCUM VALVE
➤
D3
3-4 ACCUM FILTERED AFL
3-4 ACCUMULATOR
➤
➤
➤
➤
➤
➤
➤
➤
➤
➤
➤
➤
➤
31
➤
➤
➤
Figure 82
➤
➤
➤
➤
40b
➤
86
➤
➤
➤
➤
3-4 SIG
➤
14
➤
➤
➤
40a
BOTTOM PAN (SUMP) (75)
➤
➤
OVERRUN CL FD
3-2 DOWNSHIFT
➤
REV INPUT
FILTER (72)
EX
➤
13 27c 29
➤
➤
4-3 SEQUENCE VALVE
➤
➤
➤
FWD CL FEED
➤
2ND CL 3-4 ACCUM OVERRUN CL SERVO FD ➤
➤
➤
#4 ➤ 3-4 CL
➤
➤
➤
SUCTION CONVERTER & LUBE MAINLINE SOLENOID SIGNAL ACCUMULATOR ACTUATOR FEED LIMIT TORQUE SIGNAL
➤
➤
27b ➤
➤
➤
FILTER (50)
➤
➤
➤ 28a
FLUID PRESSURES
➤
➤
➤ ➤
15
➤
LINE
➤
➤
3-4 SHIFT VALVE
15d
➤
CC SIGNAL
➤
29
29d
➤
SERVO FD ➤ 2ND 4TH SIG
➤
➤ 30a ➤ ➤ 27d 22a ➤ SIGNAL A ➤
➤
LINE
➤
➤
➤
➤
22b
➤
➤
➤
➤
➤
REV INPUT
EX
TCC SOLENOID (66) N.O.
➤
➤
➤
TORQUE SIG
OVERRUN CLUTCH
➤
➤
3-4 RELAY ➤
AFL
ACTUATOR FEED LIMIT
➤
➤
➤
➤ ➤
➤
➤
32a ➤
➤
➤
➤
➤
27a
➤
EX (237)
➤
29b
OFF
FILTER (92)
43a
➤
EX
EX EX
ORF EX➤
44 ➤
➤
➤
➤
➤
30b
➤ 43b
➤
➤
➤
➤
(237)
➤
➤
PUMP ASSEMBLY (4)
➤
➤
➤
EX
➤
➤
➤
➤
➤ ➤
D3
CONV CL SIGNAL VALVE
➤
5
➤
➤
➤
LINE PRESSURE TAP (39)
➤
➤
➤
➤
➤
➤
➤
➤
4
➤
➤
➤
➤ ➤
6
➤
➤
3
(238)
➤
LINE
➤
26b
11b 10 11c
➤
(239) OIL COOLER PIPE CONNECTOR (10)
FILTER (232)
1
➤
➤
LINE CC SIG LINE CC SIG
➤ ➤
8 ➤
➤
➤
➤
➤
➤
➤
➤
➤
2
➤ ➤
➤
➤
EX
PRESSURE RELIEF VALVE
➤
EX
➤
➤
AIR BLEED (240)
➤
➤
COOLER
➤
➤
26a
32
7
➤
➤
➤
EX
➤
➤
➤
➤
➤
➤ ➤
➤
➤
➤
➤
➤
➤
➤
➤
➤
➤
LUBE
➤
3-4 CL CLUTCH
➤ OVERRUN ➤
➤
AFL
➤
TORQUE SIGNAL SERVO FEED ➤
➤
➤
➤ ➤
➤
COOLER
➤
➤
PR LO/REV
➤
➤
➤
2ND CL
➤
➤
➤
➤
➤
FORWARD CLUTCH FEED
➤
➤
➤
2ND CL
➤
➤
➤
➤
➤
➤
OVERRUN ➤
➤
#10
➤
➤
➤
➤
24
➤
➤
➤
➤
➤
OVERRUN CLUTCH
➤
➤
➤
➤
➤
➤
REAR LUBE
➤
➤
LUBE
➤
➤
➤
➤
➤
➤
REV INPUT
➤
EX
➤
➤
EX
➤
➤
➤
➤
➤
➤
➤ ➤ ➤
➤
➤
#9
➤
➤
➤
➤
➤
➤
➤
➤
➤ ➤
➤
➤
➤
#7 ➤
3-4 CLUTCH FORWARD CLUTCH FEED
➤
LUBE
➤
➤
➤
3RD ACC
➤
11
LO & REVERSE CLUTCH ASSEMBLY
➤
EX
➤
INPUT CLUTCH HOUSING ASSEMBLY
➤
2ND & 4TH SERVO
TORQUE CONVERTER ASSEMBLY
MANUAL THIRD - THIRD GEAR 2
➤
PRESSURE RELIEF VALVE BORE
(240) 47
47
47
18
30
22
27
47
24
35
34
➤
➤ ➤
14
34f
31
32 28
28
32
9
17f
20a
32a
9a
47
11
3b
24
13
24 34
41
13
43
10
40 28 29 29 16 12
9d/10
(50)
15
#3
47
14
3
34 41
47
14 ➤
17
12
42
12
18
38
9b
22
17
17
34 40
9
43 42
3
47
21a
24
42
18
15
47
47
17
24 34
9
25
23
38
3
15
29
#4
27
31
35
22
47
41 38
43
FORWARD CLUTCH ACCUMULATOR BORE
47
44 (38)
#2
#12
➤
➤
10
24
20c 20e/21 20d/21
9
35
33 32
20b 47
47 20
17
30 27
47
#5
20 31
24
25g
25e 25d
9
25
47
11a
9e
17 17
33
31
47
(49)
9f
#6
11 47
37
34
9k/10
9c
11b
➤
21
25
47
CASE (8) (Valve Body Side)
SPACER PLATE (48) (Case/Valve Body) 38
12
38
29 16
29 29
16
10
41
- NON- FUNCTIONAL HOLES HAVE BEEN REMOVED FROM COMPONENT DRAWINGS TO TO SIMPLIFY TRACING FLUID FLOW.
34
26
33 36
17
9
- EXHAUST FLUID NOT SHOWN
25
9
26
26
11
25 25
9
33
32
47
35 17
10 43
20 20
CASE (8) (Servo Bore)
17 9
25 9
11
25 20 21
21
21
3 9 25
9
23
11
3
21
25
10
24 35/39
28
25 20
33
37 36
➤
9
➤25
25
➤
25 9
31
33 44
20
3
24
9 43
14
13 24
38
34 31
25
9
11
3
35
32 25
9
24
24
24
9
42
22 27
24
24
14
22
24
(11)
12
43
41
34
29
34 25
31
9
18 34 13
22
10
25 25
9
12
17 42 44
17 38 41
9
27
30
20
20
18
44
28
#7/(40)
14
17
12 29
11
10
24 39
32
28 25
14 10
41
18
17
16 29
15
29
35
36
33
33 37
24
39
43 43
13
31 31
31
25 26
24 24
40
15
22 24
24
12 34
29
30
34
24
10
9
27
24
15
34
38
12
44
41
13
35
25 25
25
42
34
27 22
38
41 3
28
40
42 44
18 34
14
12
17
17
38
15
10
27
30
18
12
9
11 30
14
29
15
29
NOTE:
16 18
38
29
17
18
18
34
29
29
41
12
38
40
40
INDICATES BOLT HOLES
3
12
34
41
SERVO BORE
VALVE BODY (60) (Case Side)
➤
➤
43
33b
3c
#1
24
10b23
9g
25c 11
47
#8
30
24c
3
43 43
10a
35b 35c/39 35e/36
35d/36
33a
47
3 26
25 28 36
10c/22
25f 25h
26
47
47
25 11
14b
17g 28a
26a
9h
13a
38e/39
11
25
24a
27a 24d
24f 24e 31a
36a
20
47
47
34c
37a
25
3
9
31b
43b/44
25b
47
47
34e
33c
43a
24b
43
3
42b 12e
22a
13b
24k/25
26b
33
25
11
25
TO LO/REVERSE CLUTCH
33
9
25 9
31c 47
17
36
26 47
24h
9
35
33
37
➤ 26
36
33
33
43
34d
35a
22b
24g
25a
37
-
24m/25
47 39
37 ➤
27d
30a
24
25
27c/29 27b/29
47 9
47
47
12d 14a
18c
➤
➤ ➤
#10 30b
13
47
(51)
11c
47
10
15d
18a 17b/18 17d 18b 12c 42a 44a 38d 17c 41c 41d 43c/44
9n/10
12
22 13
34
(92)
22
16a
9m
29e
25
9 14c
17e
16 3
10
47
47
41a
34b
29c
15a
29d
47
14 24
34
27
40a
19
12
9
9
11
18
44
41
9
10
29g/28 29a
40b
9 9
17a/18
38c
15c/16 10d
➤
12b
29b
11 29
➤
29
➤
17
42
42
18
➤
29
17
38
➤
➤ 18
15
11
12
12
29
47
37
CASE (8) (Pump Cover Side)
41b 34a
➤
29 ➤ 11 ➤
14
➤
40
10
REAR LUBE
➤
16
29f/28
15b/16
16
3a
12a
17
26
38a
38b 41
18
29 11 18
PUMP COVER (215) (Case Side)
34 34
38
16
3 37
1
16
38 41
3 29
37
3
PUMP COVER (215) (Pump Body Side)
38
12
➤
16
➤
16
16
18 11 29
37
(237)
47
3 3
➤
3
1
3➤
26
➤
47
26
46
29
47
➤
➤
16
(237)
➤
(237)
PUMP BODY (200) (Pump Cover Side)
7
(10)
➤
(237)
16
➤
37
➤
43 29
➤
➤
3
11
43 37
29
➤
46
47 37
16
43
➤
37
3
7
5 37 ➤ 18
8
3
43
➤
11
16
(39)
7
16
➤
3
16
8 29
➤
26 47
46
43
18
1
(238)
26
5
➤37
➤
4
26 16
➤
6 ➤
7
(239)
4
➤
1
8
➤
7
43
43 2
➤
3
7/6
43
3
➤
➤
5
➤
➤
8
➤
5
2
45
8 43
➤
4
3 4
➤
4 3
3
2
2 43
43 4
(10)
43
➤
2
47
(232)
➤
8
8
➤
3
(232)
4
4
45
(240)
3
➤
45
45
2
(240)
9
10
25 20
GASKET (47) (Case/Spacer plate)
Figure 83
GASKET (52) (Spacer plate/Valve Body)
FOLDOUT ➤ 87
1-2 ACCUMULATOR COVER (57)
MANUAL SECOND - SECOND GEAR
(from Manual Third - Third Gear) REVERSE INPUT CLUTCH ASSEMBLY
➤
OVERRUN CLUTCH
➤
➤
➤
➤
ORF ACC
20e
ACCUM ➤ ➤ D4-3-2 ➤ ➤
EX ➤
➤
FWD CL FEED
➤
PR
LO/1ST
➤
2ND ➤
➤
➤
D4
D2 38e ➤
PR
➤
21
39
➤
LO
VALVE BODY (60) GASKET (52) SPACER PLATE (48) GASKET (47) LO
41c
41b
➤
FWD CL FEED D2 ➤
➤
➤
41a
➤
18a
18
22
➤
12a
➤ 17a
➤
#12
➤
D4-N.O.
12b
D3
➤
D4 D2
12c
➤
34a
LO
D3-N.C.
12d
➤
D2 D3
34b
D2 LO
LO ➤
D3
➤
PR
41d
➤
➤
D4
LINE ➤ D3 D2-N.C.
➤
12e ➤
FORWARD CLUTCH ACCUMULATOR
➤
D4
REV-N.O.
➤
EX
➤
TEMP SENSOR
PR D4
➤
➤ ➤
2ND
➤ ➤
D2
➤
D4
➤ ➤
➤
38a
➤
LO-N.O.
➤
38c 38b
➤ ➤
➤
D4 ORIFICED D2 2ND
➤ ➤
FILTERED AFL
AFL ➤
EX
PR LO/REV
EX
D4 ➤
CASE (8) PR
➤
➤
➤ ➤
EX EX
O' EX
➤
LO
D4
EX
➤
REV INPUT
D2
LO
➤
➤
AFL ➤
➤
➤
3-4 ACCUM D4
21a
21
20d
21
➤
➤
ACCUM ➤
D4-3-2 EX
EX
➤
EX
D4
➤
D2
D3
EX
20c
9f
17f ➤
➤ 11a
EX
➤
EX
OVERRUN
➤
REVERSE
EX
EX 17b
18b
17c
15b
25h
15c 16
16
25c
25e
17
➤
➤
25d
25b
24m 25
➤
➤
➤
14a
➤
➤
➤
➤ 18
➤
2ND
17g
10
EX
EX
EX
EX
➤
EX EX ➤ ➤ ➤
➤
2ND CL
➤
24k
2ND CL 25a
25
TORQUE SIG
33a
31a
➤
➤
EX EX
EX
➤ ➤ ➤ ➤ ➤
➤ ➤ ➤ ➤
➤
24g
➤ ➤
ORIFICED ACCUM
9d
➤
35a
31b
33c
37a
9b
9c
AFL
➤
D3
➤
➤
➤ ➤ ➤
2ND CL
D3 ➤
2ND
2ND ➤
OVERRUN CL FD 35e
24f
36a
36
36
➤
➤
AFL
➤
9e
31c
➤
➤ 9a
34f
25f
34e
➤
2ND CL
➤
D3 ➤
SIG ➤ ➤ 3-4
➤
➤
34d ➤
34c
29e
3RD ACC OVERRUN ➤
TORQUE SIG
➤
➤ ➤ ➤ ➤ ➤
➤ ➤ ➤ ➤
➤
LUBE
➤
➤ ➤ ➤
➤ ➤
➤
➤
➤
➤
LINE ➤ ➤
➤
35c
LO/REV LO/1ST
➤
➤
➤
35d
➤
OVERRUN CLUTCH ➤ CC SIGNAL
➤ ➤ ➤
➤
39
27 23 14c
➤
➤
PRESSURE SWITCH ASSEMBLY
➤
LUBE
➤
➤ ➤ ➤
➤
➤
CASE (8)
REVERSE INPUT 2ND CL
➤
4TH
3-4 CL ➤
➤
➤
➤ ➤
➤
➤
➤
➤
➤
PRESS REG
➤
➤ ➤
➤
➤
➤
➤
➤
➤
➤ DECREASE ➤
➤
➤
➤
➤
➤ ➤
➤
➤
➤
➤
➤
➤
➤
3-4 ACC SERVO FD 2ND
EX ➤
4TH
2ND CL ➤
➤
➤
➤ ➤
35b
1
➤
➤
➤
➤
➤
➤
3-4 CL ➤
➤
➤
➤
➤
➤
➤
43c 26
42b
➤
2
➤
➤
➤
➤ OVERRUN ➤
➤
➤
➤
LO OVERRUN
➤
➤
➤
➤
➤
➤
➤
➤
➤
➤
➤
➤
➤
➤
➤
➤
3RD ACC
➤
➤
➤
➤
➤
➤
➤
➤
➤
➤
➤
➤
➤
➤
➤
➤
➤
➤
44
➤
➤
➤
➤
➤ ➤
➤
➤
➤
➤
➤
➤
24a 44a
➤
➤
➤
➤
➤
➤
➤
➤
➤
➤
➤
➤
➤
➤
24b ➤
➤
➤
2ND CL
24d ➤ ➤ 24c
➤
➤
➤
➤
➤
➤
CONV FD LINE
➤
➤
BOOST VALVE
➤
➤
REVERSE INPUT
➤
➤
EX
➤
➤
➤
➤
➤
➤
INTAKE
➤
➤ ➤
➤
➤
➤
2ND
➤
INTAKE
➤
3
➤
➤
➤
OFF
17d 22 10c 25 ➤ 24e
➤
➤
➤
➤
➤ ➤
➤
➤
➤
➤
➤
APPLY OVERRUN CLUTCH FWD CL FEED
➤ 13b
➤
CONV FD
➤
➤
➤
➤
➤
➤
RELEASE
➤ ➤➤
➤ ➤
➤
➤
➤
➤
➤
➤
➤
➤
CONVERTER CLUTCH VALVE
➤
SOL A N.O.
➤
CC SIGNAL
➤ ➤
➤
➤
➤
➤
➤
➤
➤
SIGNAL A
➤
➤
➤
➤
➤
24f
➤
➤
➤
10a
➤
➤
➤
➤
➤
CASE (8)
➤
➤ ➤
➤
➤ ➤
9k
➤
➤
➤
➤
➤
➤
➤
➤
➤ 10
42a
FWD CL FD
➤
➤
➤
COOLER
➤
➤
➤
➤
➤
➤
➤
➤
➤
➤
➤
➤ ➤
R N D
➤
REV INPUT ➤
➤
➤
➤
➤
➤
➤
➤
➤
ORIFICED D2
FILTER (49)
ORIFICED EX EX
EX REVERSE
#3
2ND CL
➤
MANUAL VALVE ➤
➤
9
13a
29 23 10b
➤
LO/1ST
➤
➤
38d ➤
➤
28
➤
ACTUATOR FEED LIMIT
PR
16
20b
➤
14b
➤
➤
➤
30
9g
ON
1-2 SHIFT VALVE
D4-3-2
➤
17e
➤
SOL B N.O.
➤ D4-3-2 ➤
➤
33b 20a
➤
➤
➤
20
➤
ORIFICED EX
REV INPUT
#8
9m ➤ 9h
2ND
FORWARD ABUSE
➤
➤
➤
➤
AFL
➤
➤
➤
➤
D3
25g
➤
ACTUATOR FEED LIMIT SIGNAL B
➤
➤
➤
➤
D4 2ND ACCUMULATOR D2
EX
3RD ACC ➤ ACTUATOR FEED LIMIT P
➤
➤ #6
➤
➤
➤
➤
➤
➤
REVERSE
18c
➤
➤
➤
➤
2ND CL
➤
➤
➤
➤
➤
➤
➤
VALVE BODY (60) 3-4 ACCUM
➤
2-3 SHUTTLE
SIG ➤
18
➤
➤
➤
➤
➤
3-4 CL
3-2 CONTROL
AFL
➤
➤
➤
➤
➤
➤
Figure 84
➤
➤
3-4 CL
➤
➤
REVERSE REV INPUT
LINE
15a
OVERRUN
➤
➤
➤
➤
➤
#5
➤
➤
➤
➤
➤
BOTTOM PAN (SUMP) (75)
3-2 SIG
3-2 CONT ➤ ➤ SOL N.C.
➤
➤
➤
➤ 28a
3-4 CL
3-2 SIG
➤ FILTERED
➤
➤
#2
3-4
➤
➤
#1
SIGNAL A
REV ABUSE
➤
➤
28
3a
➤
REV INPUT
FILTER (72)
12 29g 28
➤
FWD CL FEED
2ND CL
➤
16a 29f
➤
➤
➤
➤
2-3 SHIFT VALVE
➤
➤
3-4 ACCUM
➤
➤ ➤
19
➤
ACCUMULATOR
➤
➤
EX
1-2 ACCUMULATOR
ACCUM VALVE
➤
3-4 ACCUMULATOR
➤
D4 ➤
PR LO/REV
1-2 ACCUMULATOR COVER (57)
➤
➤
➤
FILTER (51)
3b
➤
2ND
➤
➤
9n
➤
➤
4TH SIG 3-4 SIG
➤
➤ ➤ 10
➤
➤
➤ ➤
➤
10d
➤
SIGNAL A
➤
➤ ➤
➤
➤
➤
29b ➤
D3
➤
➤
➤
➤29a
➤
➤
➤
➤
29c
➤ 3c
➤
➤
➤
➤
➤
14
3-4 SIG➤
➤
➤
➤
40a
➤
➤
3-2 DOWNSHIFT
15
➤
➤
➤
➤
➤
➤
➤
➤
29d
➤
➤
OVERRUN CL FD
➤
➤
➤
LINE
➤
PRESSURE CONTROL SOLENOID ➤
4TH ➤
➤
➤
➤
➤
13 27c 29
#4 3-4 CL
➤
➤
27b
4-3 SEQUENCE VALVE
EX
➤
31
3-4 ACCUM FILTERED AFL
3-4 SHIFT VALVE
SIGNAL A 29
➤
➤
➤
➤
30a 27d 22a
➤
2ND CL 3-4 ACCUM OVERRUN CL SERVO FD
3-4 RELAY
➤
FILTER (50)
➤
➤
➤ ➤
➤
➤
➤
➤
15d
➤
88
➤
➤
➤
➤
27a ➤
➤
➤
➤
➤
➤
➤
➤
➤
➤
➤
➤
➤
OVERRUN CLUTCH
CC SIGNAL
SERVO FD ➤ 2ND 4TH SIG
➤
22b ➤
REV INPUT
➤
SUCTION CONVERTER & LUBE MAINLINE SOLENOID SIGNAL ACCUMULATOR ACTUATOR FEED LIMIT TORQUE SIGNAL
➤
➤
LINE
FLUID PRESSURES
➤
➤
➤
➤
AFL
ACTUATOR FEED LIMIT
➤
➤
40b
➤
TCC SOLENOID (66) N.O.
➤
➤
➤
➤
➤
TORQUE SIG
EX
OFF
FILTER (92)
43a
➤
➤
➤
➤
➤
➤
➤
➤
EX (237)
EX EX
ORF EX
44
➤
➤
➤
(237)
➤
➤
PUMP ASSEMBLY (4)
➤
LINE PRESSURE TAP (39)
EX
➤
➤
➤
➤
EX
➤
4
5
43b
32a
➤
➤
D3
CONV CL SIGNAL VALVE
30b
➤
➤
6
➤
➤
3
(238)
➤
➤
(239) OIL COOLER PIPE CONNECTOR (10)
➤
LINE
➤
➤
➤
11b 10 11c
➤
COOLER
➤
➤
➤
➤
FILTER (232)
1
➤ ➤
26b
➤
➤
PRESSURE RELIEF VALVE
➤
EX
➤
➤
➤
2
➤
EX
➤
➤
EX
➤
LINE CC SIG LINE CC SIG
➤ ➤
➤
8 ➤
32
7
➤
➤ ➤
26a
AFL
➤
➤
2ND CL
➤ ➤
TORQUE SIGNAL SERVO FEED ➤ ➤
➤
➤
➤
AIR BLEED (240)
➤
➤
➤
➤
➤
➤
➤
➤ ➤
➤
➤
➤
➤
➤
LUBE
➤
➤
➤
➤
➤
3-4 CL ➤ OVERRUN CLUTCH
➤
➤
➤
➤ ➤
➤
➤
➤
2ND CL
➤
FORWARD CLUTCH FEED
➤ ➤
➤
➤
➤
➤
➤
➤
➤
➤
➤
➤
OVERRUN ➤
➤
➤
➤
➤
➤
➤
➤
➤
➤
#10
➤
➤
➤
➤
24
➤
➤
➤
➤
➤
➤
➤
➤
➤
OVERRUN CLUTCH
➤
➤
➤
➤
➤
➤
REAR LUBE
➤
LUBE
➤
➤
➤
➤
APPLY
➤
➤
➤
RELEASE
➤
REV INPUT
➤
COOLER
➤
➤
➤
EX
➤ ➤
➤
➤
➤
➤
➤
➤
➤
➤
➤ ➤
➤ #9
➤
➤
➤
➤
LO & REVERSE CLUTCH ASSEMBLY
➤
➤
#7
3-4 CLUTCH FORWARD CLUTCH FEED ➤
LUBE
➤
➤
➤
ACC ➤
➤
➤ 3RD
➤
11 ➤
➤
EX
➤
INPUT CLUTCH HOUSING ASSEMBLY
➤
2ND & 4TH SERVO
TORQUE CONVERTER ASSEMBLY
MANUAL SECOND - SECOND GEAR 2
➤
PRESSURE RELIEF VALVE BORE
(240) 47
47
➤
➤
11 ➤ ➤ 18
15
29 29 47
12 17
38 18
30
22
27 34
47
24
14
34f
24m/25
47
31 37
36
33
33
17
36
26
32 28
28
32
9
28a
33b
10b23
17f
20a
32a
9a
47
#4
3b
10
➤
➤
38
12
SERVO BORE 29 29
16
40 28 29 29 16
(50)
15
#3
16 18
41
10
14 12
18
3
34 41
47
14 ➤
17
12
42
47
41 38
43
FORWARD CLUTCH ACCUMULATOR BORE
22
27
30
24 24 31
31 31
33
26
36
17
26
11
9
33
32
47
35 17
10 43
20 20
CASE (8) (Servo Bore)
17 9
25 9
11
25 20 21
21
21
3 9 25
9
23
11
3
21
25
10
24 35/39
28 25
➤
9
25 ➤
25
➤
25 9
36
25 20
33
37
26
25
3 9
31
33 44
20
9
24
9 43
14
13 24
38
34 31
25
9
11
3
35
32 25
9
24
24
24
9
42
22 27
24
24
25
14
22
24
(11)
12
43
41
34
29
34 10
25 25
25
18 34 13
22
31
32
28
9
12
17 42 44
17 38 41
9
27
30
20
20
18
44
28
#7/(40)
14
17
12 29
11
35
36
33
33 37
14 10
41
18
17
16 29
15
29
10
24 39 39
43 43
13 24
40
15
22 24
24
12 34
29
30
34
24
10
9
27
24
15
34
38
12
44
41
13
35
25 25
25
42
34
27
30
#12
38
41 3
28
40
42 44
18 34
14
12
17
17
38
15
38
29 14
18
12
9
11
- EXHAUST FLUID NOT SHOWN
47
VALVE BODY (60) (Case Side) 12
17
18
18
29
15
29
25
22
17
17 12
9d/10
9
43 42
34
9b
24
42
38
41
34
29
29
10
9
43
34
12
38
40
40
26
13
40
38
3
29 16
25
41
18
47
21a
47
17
24 34
3
47
23
47
41
- NON- FUNCTIONAL HOLES HAVE BEEN REMOVED FROM COMPONENT DRAWINGS TO TO SIMPLIFY TRACING FLUID FLOW.
34
SPACER PLATE (48) (Case/Valve Body)
34
13
38
15
29
20e/21 20d/21
24
24 3
#2
CASE (8) (Valve Body Side)
INDICATES BOLT HOLES
35
9
25
44 (38)
NOTE:
10 27
31
15
20c 25g
25e 25d
9
11 22
24 47
9
35
33
17
30 27
47
47 20
32
24
47
11a
9e
25
#5
20 31
20b
9c
11b
17 17
33
31
47
(49)
9f
#6
11 47
37
34
9k/10
25f
➤
21
24
30
9g
35b 35c/39 35e/36
35d/36
33a
3c
#1
#8
10a
24c 38e/39
3
36
10c/22
13a
47
3 26
25 28
43 43
17g
25h
25
47
43
24f 24e 31a
36a
26a
26
47
47
25 11
14b
24a
27a 24d
11
25
25c 11
47 47
47
34c
37a
20
47
47
31b
43b/44
25
3
9
13b
34e
33c
43a
25b
34d
24b
43
3
42b 12e
22a
16 3
47 9
47
47
12d 14a
9h
11 29
25
9 14c
17e
18c
24k/25
26b
33
25
11
25
TO LO/REVERSE CLUTCH
33
9
25 9
31c 47
33
37
47
24h
9
35
15d
35a
22b
24g
25a
43
➤ 26
27d
30a
39
37 ➤
-
27c/29 27b/29
30b
13
35
34
#10
24
25
(51)
41a
18a 17b/18 17d 18b 12c 42a 44a 38d 17c 41c 41d 43c/44
9n/10 11c
47
10
18
10
47
47
17a/18
16a
9m
29e
9 9
34b
29c
15a
29d
12
22
47
(92)
22
13
40b
40a
19
47
14 24
34
27
29g/28 29a
15c/16 10d
➤
12b
29b 38c
12
9
9
11
18
44
➤
17
42
42
41
9
10
11
47
➤
29
14
12
29
REAR LUBE
37
CASE (8) (Pump Cover Side)
41b 34a
➤
40
10
29f/28
15b/16
16
3a
12a
17
26
38a
38b 41
18
29 11 18
PUMP COVER (215) (Case Side)
34 34
38
➤
29
3
37
1
16
38 41
3
➤
38
12
37
3
16
18 11 29
37
(237)
➤
29
PUMP COVER (215) (Pump Body Side)
16
16
26
➤
3
47
➤
16
26 46
47
3 3
➤
16
(237)
1
3➤
➤
(237)
16
16
47
➤
(10)
➤
(237)
PUMP BODY (200) (Pump Cover Side)
7 3
➤
37
➤
43 29
➤
➤
➤
11
43 37
29
➤
46
47 37
16
43
7
16
➤
11
3
➤
37
5 37 18
8
3
43
➤
3
16
16
8 29
➤
26 47
46
43
18
1
(238)
26
5
➤ 37
(39)
7
➤
4
26 16
➤
6 ➤
7
(239)
4
➤
1
8
➤
7
43
43 2
➤
3
7/6
43
3
➤
➤
5
➤
➤
8
➤
5
2
45
8 43
➤
4
3 4
➤
4 3
3
2
2 43
43 4
(10)
43
➤
2
47
(232)
➤
8
8
➤
3
(232)
4
4
45
(240)
3
➤
45
45
2
(240)
9
10
25 20
GASKET (47) (Case/Spacer plate)
Figure 85
GASKET (52) (Spacer plate/Valve Body)
FOLDOUT ➤ 89
1-2 ACCUMULATOR COVER (57)
MANUAL FIRST - FIRST GEAR
(from Manual Second - Second Gear) REVERSE INPUT CLUTCH ASSEMBLY
➤
➤
➤
ORF ACC
20e
21a
21
20d
21
➤
➤
D2 LO
CASE (8) ➤
➤
➤
D4 ➤ ➤
➤
➤
➤
12c
D2
PR
38e ➤
➤
39
D3
34a
21
➤
➤
➤
34b
VALVE BODY (60) GASKET (52) SPACER PLATE (48) GASKET (47) ➤ LO
D4
➤
LO 41b
FWD CL FEED D2 ➤
41d
➤
➤
➤ 41c
➤
41a ➤
18a
12d
➤
12b
➤
➤ ➤
PR D2 D3
PR ➤
2ND
➤ ➤
➤ ➤
➤
➤
➤ ➤
➤
➤
➤ ➤
➤ ➤
➤ ➤
➤
➤
➤
➤
D4 ORIFICED D2 ➤ ➤ 2ND
➤
➤
➤
➤
➤ ➤
➤
➤
➤
➤
➤
➤
FILTERED AFL
➤
PR
➤
➤
LO ➤
2ND
➤
D3
➤
D4-N.O.
12e
➤
➤ ➤
➤
➤ ➤
D2 ➤
➤ ➤
➤
LO/1ST
➤
➤
EX
EX ➤
D4
➤
D2
AFL ➤
➤ ➤
LO
EX ➤
PR LO/REV
EX
D4 ➤ ➤ D3
➤
ACCUM ➤
PR
➤
➤ ➤ ➤ ➤ ➤
D4-3-2
➤
➤
D4
EX
➤
➤
O' EX➤
➤
LINE
➤
FORWARD CLUTCH ACCUMULATOR ➤
12a
18
➤
➤
EX
TEMP SENSOR ➤ LO
FWD CL FEED
➤
➤
ACCUM
➤
EX
EX
EX
D4
D4-3-2
D2 EX
LO
D4 ➤
D4 D2
3-4 ACCUM D4
TORQUE SIG
EX ➤
3-4 ACC SERVO FD 2ND
D3 EX
20c
9f
17f ➤
➤ 11a
17g
10
EX ➤
EX
AFL ➤
REV INPUT
REVERSE
➤
➤
38b 38a
➤
➤
D3-N.C.
➤ 17a
17b
18b
➤ 18
15c
17c
16
25h ➤
15b 16
➤
25c
➤ 25e ➤
➤
➤
➤
9d 33a
31a
➤ ➤
➤
EX ➤ ➤
EX
➤
➤ ➤
➤ ➤ 25b
24m
24k
2ND 25
25d
➤ ➤ ➤
2ND CL
25
➤ 25a
ORIFICED ACCUM
➤
31b➤ ➤ ➤
EX
EX ➤
EX
➤
CL
➤
➤
➤
➤ ➤ ➤ ➤ ➤24g ➤
D2-N.C.
➤
38c
➤
➤
REV-N.O.
➤
14b
➤
➤
➤
➤
➤
➤
AFL EX EX
EX ➤
EX ➤
➤ ➤
➤
➤ ➤
➤ ➤ ➤ ➤ ➤ ➤ ➤
➤ 2ND
➤
➤
2ND
➤
➤ ➤ 2ND ➤ ➤ ➤ ➤ ➤ 24f
OVERRUN CL FD 35e
36a
36
33c
37a
9b
➤
9c
➤ 9a
9e
AFL
➤ 31c
➤
➤
EX
➤ ➤ ➤
➤
➤
➤
➤
CL
➤
➤ 2ND
➤ ➤ ➤ ➤
➤ ➤ ➤
35c
35d
➤ 14a
➤
➤
39
➤
➤
36
23 14c
➤
35b
➤ ➤
➤ ➤ ➤
D3 ➤
➤ ➤ ➤ ➤ ➤ ➤ ➤ ➤ ➤ ➤
➤ ➤ ➤ ➤
D3
➤ ➤ ➤
➤
42b
➤
➤
3-4 CL
➤
➤ ➤ ➤ ➤ ➤ ➤ ➤ ➤ ➤ ➤
OVERRUN
➤
➤ ➤ ➤ ➤ ➤
➤ ➤
➤
3-4 CL
➤
➤
➤
34f ➤
➤ ➤ ➤
CL ➤ 2ND
D3
➤ ➤
LINE ➤
➤
➤
3-4 SIG
➤ ➤ ➤
3RD ACC
➤
➤ ➤ ➤ ➤ ➤ ➤
➤ ➤ ➤
PRESS REG
OVERRUN CLUTCH ➤ ➤ CC SIGNAL ➤
➤
➤
➤
➤
➤
➤
➤
➤
OVERRUN
➤
25f ➤
34e
34c
34d ➤
29e
TORQUE SIG
3RD ACC OVERRUN
➤ ➤
➤
➤ ➤
REVERSE INPUT
➤
2ND CL ➤
4TH
➤
➤ DECREASE ➤
➤
➤
➤ ➤ ➤
35a
➤
➤
➤
➤
CASE (8)
➤
➤
➤
➤
➤
➤
LUBE
LUBE ➤
➤
➤ ➤
OVERRUN CLUTCH
2ND CL ➤
4TH
➤
RELEASE
➤
➤
➤
➤
➤
CONV FD LINE
➤
➤
➤
➤
➤
➤
➤
➤
➤
➤
➤
➤
➤ ➤
➤
➤
➤
LO/REV
➤
➤
➤
➤
➤
27
LO/1ST
➤
#12
D4 ➤
➤
➤ 24a ➤ 44a ➤ ➤ ➤ 44 43c 26
➤
➤ ➤
➤
➤
➤ ➤ ➤
➤
➤
➤ ➤ ➤
➤
➤
EX
➤ ➤ ➤
➤
CL
➤
➤ ➤ ➤
➤
➤ 2ND
➤ ➤ ➤ ORIFICED EX ➤ ➤
➤
➤
➤
BOOST VALVE
➤ 24c
➤
➤
➤ ➤
➤
➤
➤
REVERSE INPUT
17d
24b
➤ ➤ ➤
➤
➤ ➤
➤
➤
➤ ➤
➤
EX
➤
➤
INTAKE
➤
➤
➤
➤
42a ➤
➤
INTAKE
SOL A N.O.
➤
LO-N.O.
➤
22 10c 25 ➤ 24e ➤ ➤ 24d
➤
➤
➤
LO OVERRUN
➤
➤
➤ ➤
➤
➤
1
PRESSURE SWITCH ASSEMBLY
22
➤ ➤
➤
➤
28
24f
➤
➤
➤
➤
➤
APPLY OVERRUN CLUTCH FWD CL FEED
➤
➤ ➤
➤
➤
CONV FD
➤
➤
➤
➤
➤
➤
➤
➤
RELEASE
➤
➤
CONVERTER CLUTCH VALVE
2ND
➤
➤
➤
➤
17
9k
10a
➤
CC SIGNAL
➤
➤
➤
➤ 10
➤
CASE (8)
➤
➤
9g
FILTER (49)
➤
➤
13a 29 23 10b
➤
➤
➤
➤
➤
COOLER
➤
➤
38d ➤
➤
➤
20b
➤
2
➤
9
➤
30
➤ ➤
➤
➤ ➤
➤
➤
➤ 2ND➤ ➤ ➤
➤ ➤
➤
➤
33b 17e
ON
FWD CL FD
➤
➤
➤
9m ➤ 9h
13b
➤
➤ ➤
➤
➤
➤
➤
➤
AFL
20a
➤
➤
3
➤
#3
➤
➤
➤
ON
SIGNAL A
➤
➤ ➤
➤
25g
➤
➤
➤
2ND CL ➤
➤
SOL B N.O.
ACTUATOR FEED LIMIT
➤
➤
➤
➤
➤
➤
➤ ➤
➤
➤
➤
➤
➤ ➤
EX
REV INPUT
16
➤
➤
➤
➤
➤
➤
➤
➤
➤
➤ ➤
➤
#8
2ND CL
➤
➤
➤
➤
➤
➤
➤
➤
➤
R N D
➤
➤ ➤
➤
➤
➤
➤
18
➤
➤
ACTUATOR FEED LIMIT SIGNAL B
➤
LO/1ST ➤ ➤
➤
REV INPUT ORIFICED D2
ORIFICED EX
➤
D4-3-2
PR
➤
➤
➤
➤
➤
➤
➤
➤
SIGNAL A
➤
➤
➤
#1
➤
D4 ➤ ➤ ➤ 2ND ACCUMULATOR ➤ D2
1-2 SHIFT VALVE
EX REVERSE
➤
➤
➤
VALVE BODY (60) 3-4 ACCUM
MANUAL ➤ VALVE
D3
➤
➤
➤
2-3 SHUTTLE
➤ ➤
➤
P
➤
➤
1-2 ACCUMULATOR
FORWARD ABUSE
REVERSE REV INPUT
➤
3-4 ACCUM
➤
➤
➤
➤ ➤
➤
3RD ACC ACTUATOR FEED LIMIT
AFL ➤
➤
20
➤
3-4 CL
3-2 CONTROL
19
➤
➤
3-2 SIG
3-2 SIG ➤
➤
3-2 CONT SOL N.C.
➤
➤
➤
➤
➤
#6
➤ ➤
➤
➤
Figure 86
➤
➤
3-4 CL
➤
➤
REV ABUSE
EX
D4-3-2
➤
3-4 CL
➤
➤
2ND ➤
2ND CL ➤
➤
➤
➤
➤
3-2 DOWNSHIFT
➤
➤
➤
➤
➤
➤
➤
➤
OVERRUN
90
➤
➤
➤
➤
➤
➤
➤
➤
3-4 SIG
➤
18c
➤
BOTTOM PAN (SUMP) (75)
4TH SIG 3-4 SIG
PR LO/REV
1-2 ACCUMULATOR COVER (57)
➤
➤
REVERSE
#5
SIGNAL A
3-4 SHIFT VALVE
➤
➤
➤
➤
ACCUMULATOR
2-3 SHIFT VALVE
➤
15a
➤
REV INPUT
FILTER (72)
28a
➤
D3
➤ FILTERED
LINE
➤
3a
➤
OVERRUN CL FD ➤
➤
➤
➤
3-4 ACCUMULATOR
➤
D4 ➤
CL
➤
➤
➤ 3c
➤
FWD CL FEED
➤
PRESSURE CONTROL SOLENOID
➤
#2
➤
28
12 29g 28
➤
FILTER (51)
16a 29f
EX
➤
31
3-4 ACCUM FILTERED AFL
ACCUM VALVE
4TH
➤
➤
➤
9n
4-3 SEQUENCE VALVE
➤
➤
➤
SUCTION CONVERTER & LUBE MAINLINE SOLENOID SIGNAL ACCUMULATOR ACTUATOR FEED LIMIT TORQUE SIGNAL
➤
3-4 RELAY
➤ ➤
➤
➤
➤
➤
LINE
➤
➤
29b
3b
FLUID PRESSURES
➤
29a
➤ 10
CL ➤ 3-4 ACCUM OVERRUN CL SERVO FD ➤
➤
➤
SERVO FD
2ND ➤
➤
➤ 2ND
➤
➤
FILTER (50)
➤
➤
➤
➤
➤
➤
➤
➤
➤
➤
➤
➤
➤
➤
➤
➤
➤
➤
➤
➤
29c
➤
CC SIGNAL ➤
➤
14
10d
➤
CONV CL SIGNAL VALVE
➤ ➤
ACTUATOR FEED LIMIT
➤
➤
➤
➤ 40a
➤
➤
40b
15d
➤ ➤
#4 3-4 CL
13 27c 29
AFL
➤
29
27b
➤
➤
➤
➤
➤
29d
➤ ➤
SIGNAL A
➤
➤
LINE
➤
➤
➤
➤
3-4 SIG
➤
22b
➤
LINE SIG ➤ LINE CC SIG ➤ CC
➤
➤
AFL
➤
➤
27a
➤
➤
➤
TCC SOLENOID (66) N.O.
OVERRUN CLUTCH
D3
4TH SIG
➤
32a
30a 27d 22a
➤
➤
➤
43a
REV INPUT
➤ ➤
➤
ORF EX
44
15
EX
OFF
➤
➤
30b 5
EX
➤
➤
➤
TORQUE SIG
EX
➤
11b 10 11c
43b
➤
➤
➤
➤
➤
➤
➤
26b
32
➤
➤
PUMP ASSEMBLY (4)
EX (237)
➤
➤
8
➤
EX
➤
➤
➤
➤
➤
EX
➤
(237)
FILTER (92)
➤
➤
➤
➤
➤
LINE PRESSURE TAP (39)
➤
6
➤
4
➤
➤
➤
➤
➤
(238)
➤
LINE
➤
3
➤
➤
➤
➤
(239)
➤
➤
➤
FILTER (232)
1
➤
➤
PRESSURE RELIEF VALVE
➤
EX ➤
➤
➤
➤
➤
➤ ➤
➤
2
➤ 26a
➤
➤
EX
➤
➤
➤
➤
TORQUE SIGNAL SERVO FEED ➤
➤
➤
AIR BLEED (240)
➤
➤
➤
7
➤ ➤
➤
➤
➤
➤
EX
COOLER
➤
➤
➤
➤
➤
➤
➤
➤
➤
LUBE
➤
➤
➤
3-4 CL CLUTCH
➤ OVERRUN ➤
➤
➤
➤ ➤
➤
➤
➤
2ND CL
➤
➤ ➤
➤
➤
➤
➤
➤
24
➤
➤
➤
➤
➤
➤
#10 ➤
➤
➤
➤
➤
FORWARD CLUTCH FEED
➤
➤ 2ND
➤
OVERRUN
➤
COOLER
REAR LUBE
➤
➤
OVERRUN CLUTCH
➤
➤
➤
➤
➤
➤
➤
➤
➤
➤
➤
LUBE
➤
➤
➤
APPLY
REV INPUT ➤
➤
➤
➤ EX
➤
OIL COOLER PIPE CONNECTOR (10)
➤ ➤
➤
➤
➤
➤
➤
➤
➤
➤
EX
➤
#7
#9
➤
3-4 CLUTCH FORWARD CLUTCH FEED
LUBE
➤
3RD ACC
➤
11
LO & REVERSE CLUTCH ASSEMBLY
➤
EX
INPUT CLUTCH HOUSING ASSEMBLY
➤
2ND & 4TH SERVO
TORQUE CONVERTER ASSEMBLY
MANUAL FIRST - FIRST GEAR 2
➤
PRESSURE RELIEF VALVE BORE
(240) 47
47
➤
➤ 29
11 ➤ ➤ 18
15
29 29 47
30
22
27 34
35
34
#10
47
24
➤
14
34f
24m/25
47
31 37
36
33
33
17
36
26
32 28
28
32
9
24f 24e 31a
33b
13a
28a
10b23
17f
20a
32a
9e 25d
9
9a
47
#4
3b
10
➤
38
12
SERVO BORE 29 29
16
40 28 29 29 16
(50)
15
#3
16 18
41
10
22
27
30
24 24 31
31 31
12
18
3
12
34 41
47
42
14 ➤
17
47
41 38
43
FORWARD CLUTCH ACCUMULATOR BORE
33
37
26
36
17
26
36
25 25
9
32
47
35 17
10 43
20 20
CASE (8) (Servo Bore)
17 9
25 9
11
25 20 21
21
21
3 9 25
9
33
11
3
21
23 35/39
28
25
25
33
37 44
26
20
10
24
9
25
25
➤
25 9
31
33 43
11
24
9
25
14
13 24
38
34 31
20
3 9
35
32 25
9
24
24
24
9
42
22 27
24
24
14
22
24
(11)
12
43
41
34
29
34
31
9
18 34 13
22
25
9
11
3
9
12
17 42 44
17 38 41
9
27
30 10
25 25
18
44
28
#7/(40)
14
17
12 29
11
20
20
32
28 25
14 10
35
36
33
33
#12
41
18
17
16 29
15
29
10
24 39 39
43 43
13 24
40
15
22 24
24
12 34
29
30
34
24
10
9
27
24
15
34
38
12
44
41
13
35
25 25
25
42
34
27
30
- EXHAUST FLUID NOT SHOWN
14
38
41 3
28
40
42 44
18 34
14
12
17
17
38
15
38
29 14
18
12
9
11
25
47
VALVE BODY (60) (Case Side) 12
17
18
18
29
15
29
9
22
17
17 12
9d/10
9
43 42
34
9b
24
42
38
41
34
29
29
10
26
43
34
12
38
40
40
25
13
40
38
3
29 16
34
41
18
47
21a
47
17
24 34
3
47
23
47
41
- NON- FUNCTIONAL HOLES HAVE BEEN REMOVED FROM COMPONENT DRAWINGS TO TO SIMPLIFY TRACING FLUID FLOW.
34
SPACER PLATE (48) (Case/Valve Body)
NOTE:
13
38
15
29
20e/21 20d/21
24
24 3
#2
CASE (8) (Valve Body Side)
INDICATES BOLT HOLES
35
9
25
44 (38)
43
10 27
31
15
20c 25g
25e
25
47
11 22
24 47
9
35
33
17
30 27
47
47 20
32
24
47
11a 11b
25
#5
20 31
20b
9c
3c
17 17
33
31
47
(49)
9f
#6
11 47
37
34
9k/10
25f
➤
21
24
17g
25h
#1
#8
30
9g
3
43 43
10a
24c 38e/39
47
3 26
25 28 36
10c/22
35b 35c/39 35e/36
35d/36
33a
36a
26a
26
47
47
25 11
14b
24a
27a 24d
11
25
25c 11
47 47
47
34c
37a
20
47
47
31b
43b/44
25
3
9
13b
34e
33c
43a
25b
34d
24b
43
3
42b 12e
22a
16 3
47 9
47
47
12d 14a
9h
11 29
25
9 14c
17e
18c
24k/25
26b
33
25
11
25
TO LO/REVERSE CLUTCH
33
9
25 9
31c 47
33
37
47
24h
9
35
15d
35a
22b
24g
25a
43
26
27d
30a
39
37 ➤
-
27c/29 27b/29
30b
24
25
(51)
41a
18a 17b/18 17d 18b 12c 42a 44a 38d 17c 41c 41d 43c/44
9n/10
➤
13
16a
9m
29e 11c
47
10
18
10
47
47
17a/18 34b
29c
15a
29d
12
22
47
(92)
22
13
19
9 9
34a
12b
29b
29g/28 29a
40b
40a
10d
➤
37
CASE (8) (Pump Cover Side)
41b
38c
15c/16
47
14 24
34
27
29f/28
12
9
9
11
18
44
➤
17
42
42
41 18
47
12 17
38
9
10
11
14
12
29
REAR LUBE
➤
40
10 29
17
16
3a
12a 15b/16
18
26
38a
38b 41 34
34
38
1 29 11 18
➤
29
37
PUMP COVER (215) (Case Side)
38 41
3
➤
38
12
3
37 16
16
18 11 29
37
(237)
3
PUMP COVER (215) (Pump Body Side)
16
16
26
➤
3
47
➤
16
26 46
47
3 3
➤
16
(237)
1
3➤
➤
(237)
16
16
47
➤
3
➤
(237)
PUMP BODY (200) (Pump Cover Side)
7
(10)
➤
37
➤
43 29
➤
➤
➤
11
43 37
29
➤
46
47 37
16
43
7
16
➤
11
3
➤
37
5 37 18
8
3
43
➤
3
16
16
8 29
➤
26 47
46
43
18
1
(238)
26
5
➤ 37 ➤
4
26 16
➤
6 ➤
7
(239)
4
(39)
7
➤
1
8
➤
7
43
43 2
➤
3
7/6
43
3
➤
➤
5
➤
➤
8
➤
5
2
45
8 43
➤
4
3 4
➤
4 3
3
2
2 43
43 4
(10)
43
➤
2
47
(232)
➤
8
8
➤
3
(232)
4
4
45
(240)
3
➤
45
45
2
(240)
9
10
25 20
GASKET (47) (Case/Spacer plate)
Figure 87
GASKET (52) (Spacer plate/Valve Body)
FOLDOUT ➤ 91
1-2 ACCUMULATOR COVER (57)
LUBRICATION POINTS COOLER AND LUBRICATION CIRCUITS
➤
➤
➤
➤
➤ ➤
➤
➤
➤
➤ ➤
➤
➤
➤
LUBE FROM COOLER
➤
To maintain proper transmission fluid temperature, the fluid is routed to the transmission fluid cooler located in the vehicle radiator. After the fluid is cooled it is routed back to the transmission and into the lubrication fluid circuit. Lube fluid is routed through the oil pump assembly, into the turbine shaft and down the center axis of the transmission. This fluid is routed into the various clutch packs and onto the planetary gear sets to cool and lubricate the various components.
REAR LUBE FLUID ORIFICED CUP PLUG
D4 FLUID
92
Figure 88
The rear of the transmission is lubricated by D4 fluid feeding the rear lube fluid circuit through an orifice cup plug (#24). Rear lube fluid is routed into the transmission case extension housing (31) to cool and lubricate the bushings and components in the housing.
XX XX XX
242
603
241
601
7 33 234 241 242 601 603 606 615 616 637
615
616
234
637
606
663
BUSHING, CASE BUSHING, CASE EXTENSION BUSHING, STATOR SHAFT (FRONT) BUSHING, STATOR SHAFT (REAR) BUSHING, OIL PUMP BODY WASHER, THRUST (PUMP TO DRUM) BUSHING, REVERSE INPUT CL. (FRONT) BUSHING, REVERSE INPUT CLUTCH (REAR) BEARING ASSEMBLY, STATOR SHAFT/ SELECTIVE WASHER WASHER, THRUST (SELECTIVE) BEARING ASSEMBLY, INPUT SUN GEAR
665
657 659
669
657 659 663 665 667 669 672 674 683 692
672
674
667
7
683
692
33
BUSHING, INPUT SUN GEAR (FRONT) BUSHING, INPUT SUN GEAR (REAR) BEARING ASSEMBLY, THRUST (INPUT CARRIER TO REACTION SHAFT) BUSHING, REACTION CARRIER SHAFT (FRONT) BUSHING, REACTION CARRIER SHAFT (REAR) WASHER, THRUST (REACTION SHAFT/SHELL) BUSHING, REACTION SUN WASHER, THRUST (RACE/REACTION SHELL) BEARING ASSEMBLY, THRUST (REACTION CARRIER/ SUPPORT) BEARING., REACTION GEAR SUPPORT TO CASE
RH0212-4L60-E
Figure 89
93
XX XX XX 608 696
629
696 608
629
622
30 696
3
26 21 27
618
619
19
37
18
636
230
243
691 SOME MODELS
631
624 624
34
631
5
3 5 18 19 21 26 27 30 34 37 230 243 608
O-RING, PUMP TO CASE BOLT SEAL, OIL (PUMP TO CASE) RING, OIL SEAL (2ND APPLY PISTON - OUTER) RING, OIL SEAL (2ND APPLY PISTON - INNER) SEAL, O-RING RING, OIL SEAL (4TH APPLY PISTON - OUTER) SEAL, O-RING (2-4 SERVO COVER) SEAL, CASE EXTENSION TO CASE SEAL ASSEMBLY, CASE EXTENSION OIL SEAL, O-RING (ITSS TO CASE EXTENSION) RING, OIL SEAL (STATOR SHAFT) SEAL ASSEMBLY, OIL SEALS, REVERSE INPUT CLUTCH (INNER AND
618 619 622 624 629 631 636 691 696
OUTER) SEAL, O-RING (TURBINE SHAFT/ SELECTIVE WASHER) RING, OIL SEAL (SOLID) SEAL, O-RING INPUT TO FORWARD HSG. SEAL, 3RD AND 4TH CL. (INNER AND OUTER) SEAL, FORWARD CLUTCH (INNER AND OUTER) SEAL, OVERRUN CLUTCH (INNER AND OUTER) SEAL, INPUT HOUSING TO OUTPUT SHAFT SEAL, OUTPUT SHAFT SEAL, TRANSMISSION (LO AND REVERSE CLUTCH –OUTER, CENTER, INNER)
RH0211-4L60-E
94
Figure 90
XX XX XX
ILLUSTRATED PARTS LIST
95
XX XX XX
29 28 27 26 25 24 23 22
19 18
21
17
20
16 15
33
12
32
14 13
34
31
30
11
10 9
8
4 1
37 79
78
36 35
80 81 39 38 43 6 7 2
5
92
42 40 41 91
3
82
44 45 46
83
84
85 87
90
86
47 89
88
49 50
48 52 54
51
55 56
61 60
57
62 58 63 64
65
66
68
69 70
L
67
53 59 77
D3
R D2
71 72 74 73 75 76
96
Figure 91
XX XX XX ILL. NO. 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40 41 42 43 44 45 46 47
DESCRIPTION TORQUE CONVERTER ASSEMBLY BOLT, PUMP TO CASE O-RING, PUMP TO CASE BOLT PUMP ASSEMBLY, OIL SEAL, OIL (PUMP TO CASE) GASKET, PUMP COVER TO CASE BUSHING, CASE CASE, TRANSMISSION VENT ASSEMBLY, TRANSMISSION CONNECTOR, OIL COOLER PIPE PLUG, CASE SERVO SPRING, SERVO RETURN PIN, 2ND APPLY PISTON RING, RETAINER (2ND APPLY PISTON) RETAINER, SERVO CUSHION SPRING SPRING, SERVO CUSHION PISTON, 2ND APPLY RING, OIL SEAL (2ND APPLY PISTON - OUTER) RING, OIL SEAL (2ND APPLY PISTON - INNER) HOUSING, SERVO PISTON (INNER) SEAL, O-RING SPRING, SERVO APPLY PIN WASHER, SERVO APPLY PIN RING, RETAINER (APPLY PIN) PISTON, 4TH APPLY RING, OIL SEAL (4TH APPLY PISTON - OUTER) SEAL, O-RING (2-4 SERVO COVER) COVER, 2-4 SERVO RING, SERVO COVER RETAINING SEAL, CASE EXTENSION TO CASE EXTENSION, CASE BOLT, CASE EXTENSION TO CASE BUSHING, CASE EXTENSION SEAL ASSEMBLY, CASE EXTENSION OIL BOLT, SPEED SENSOR RETAINING SPEED SENSOR, INTERNAL TRANSMISSION SEAL, O-RING (ITSS TO CASE EXTENSION) PLUG, TRANSMISSION CASE (ACCUM. BLEED) PLUG, PRESSURE RETAINER AND BALL ASSEMBLY, 3RD ACCUM. PIN, BAND ANCHOR RETAINER AND BALL ASM. (DOUBLE ORIFICE) PIN, ACCUMULATOR PISTON PISTON, 3-4 ACCUMULATOR RING, OIL SEAL (3-4 ACCUMULATOR PISTON) SPRING, 3-4 ACCUMULATOR GASKET, SPACER PLATE TO CASE
ILL. NO. 48 49 50 51 52 53 54 55 56 57 58 59 60 61 62 63 64 65 66 67 68 69 70 71 72 73 74 75 76 77 78 79 80 81 82 83 84 85 86 87 88 89 90 91 92
Figure 92
DESCRIPTION PLATE, VALVE BODY SPACER SCREEN, SHIFT SOLENOIDS SCREEN, PRESSURE CONTROL SOLENOID SCREEN, 3-2 CONTROL SOLENOID GASKET, SPACER PLATE TO VALVE BODY PLATE, SPACER PLATE SUPPORT SPRING, 1-2 ACCUMULATOR RING, OIL SEAL (1-2 ACCUMULATOR) PISTON, 1-2 ACCUMULATOR COVER AND PIN ASSEMBLY, 1-2 ACCUMULATOR BOLT, ACCUMULATOR COVER BOLT, ACCUMULATOR COVER VALVE ASSEMBLY, CONTROL BODY CHECKBALL BOLT, VALVE BODY SPRING ASSEMBLY, MANUAL DETENT BOLT, MANUAL DETENT SPRING SEAL, WIRING HARNESS PASS-THRU CONNECTOR O-RING SOLENOID ASSEMBLY, WIRING HARNESS SEAL, O-RING (SOLENOID) BOLT, HEX WASHER HEAD (SOLENOID) SWITCH ASSEMBLY, TRANSMISSION PRESSURE BOLT, PRESSURE SWITCH ASSEMBLY SEAL, FILTER FILTER ASSEMBLY, TRANSMISSION OIL GASKET, TRANSMISSION OIL PAN MAGNET, CHIP COLLECTOR PAN, TRANSMISSION OIL SCREW, TRANSMISSION OIL PAN BOLT, SPACER PLATE SUPPORT PLUG, STEEL CUP SHAFT, PARKING BRAKE PAWL SPRING, PARKING PAWL RETURN PAWL, PARKING BRAKE SEAL, MANUAL SHAFT RETAINER, MANUAL SHAFT SHAFT, MANUAL ACTUATOR ASSEMBLY, PARKING LOCK BRACKET, PARKING LOCK BOLT, PARKING LOCK BRACKET LEVER, INSIDE DETENT LINK, MANUAL VALVE NUT, HEX HEAD NO. 10 CHECKBALL SCREEN, TCC
97
XX XX XX 602
601 603
617
698
605
621
606
600
608
622 623
607
609
624
625
610
611
626 627 628
612A
630
612B
613 614
633 632 631
629
615 616
634 635
618
301
619 645A
645B 636 638 639 637 643
652
653
654C
642
654A
643
644
641 301
654B
655
646
656
658 657
668
669
670
671 672
673
674
675
648
676
649A
661 662
663 664
682D
690
691 692 693 694
682B
695
682A
683
684
696
SOME MODELS
98
Figure 93
685
665
651
666
667
659
677
678
679
677
680 682C
650
649B
686
687
681
697
XX XX XX ILL. NO. 600 601 602 603 605 606 607 608 609 610 611 612A 612B 613 614 615 616 617 618 619 620 621 622 623 624 625 626 627 628 629 630 631 632 633 634 635 636 637 638 639 641 642 643 644 645A 645B 646 648 649A 649B 650 651 652 653
ILL. NO.
DESCRIPTION SPRING ASM., 3-4 CLUTCH BOOST (5) WASHER, THRUST (PUMP TO DRUM) BAND ASSEMBLY, 2-4 BUSHING, REVERSE INPUT CL. (FRONT) HOUSING AND DRUM ASSEMBLY, REVERSE INPUT CLUTCH BUSHING, REVERSE INPUT CLUTCH (REAR) PISTON ASM., REVERSE INPUT CLUTCH SEALS, REVERSE INPUT CLUTCH (INNER AND OUTER) SPRING ASM., REVERSE INPUT CLUTCH RING, REVERSE INPUT CLUTCH SPRING RETAINER PLATE, REVERSE INPUT CLUTCH (BELLEVILLE) PLATE ASM., REVERSE INPUT CLUTCH (STEEL) PLATE, REVERSE INPUT CLUTCH (FIBER) PLATE, REVERSE INPUT CLUTCH BACKING (SELECTIVE) RING, REVERSE INPUT CL. RETAINING BEARING ASSEMBLY, STATOR SHAFT/ SELECTIVE WASHER WASHER, THRUST (SELECTIVE) RETAINER AND BALL ASM., CHECK VALVE SEAL, O-RING (TURBINE SHAFT/ SELECTIVE WASHER) RING, OIL SEAL (SOLID) RETAINER AND CHECKBALL ASSEMBLY HOUSING AND SHAFT ASSEMBLY, INPUT SEAL, O-RING INPUT TO FORWARD HSG. PISTON, 3RD AND 4TH CLUTCH SEAL, 3RD AND 4TH CL. (INNER AND OUTER) RING, 3RD AND 4TH CLUTCH (APPLY) SPRING ASSEMBLY, 3RD AND 4TH CLUTCH RETAINER AND BALL ASSEMBLY, FORWARD CLUTCH HOUSING HOUSING, FORWARD CLUTCH SEAL, FORWARD CLUTCH (INNER AND OUTER) PISTON, FORWARD CLUTCH SEAL, OVERRUN CLUTCH (INNER AND OUTER) PISTON, OVERRUN CLUTCH BALL, OVERRUN CLUTCH SPRING ASSEMBLY, OVERRUN CLUTCH SNAP RING, OVERRUN CLUTCH SPRING RETAINER SEAL, INPUT HOUSING TO OUTPUT SHAFT BEARING ASSEMBLY, INPUT SUN GEAR SNAP RING, OVERRUN CL. HUB RETAINING HUB, OVERRUN CLUTCH RETAINER AND RACE ASSEMBLY, SPRAG FORWARD SPRAG ASSEMBLY RETAINER RINGS, SPRAG ASSEMBLY RACE, FORWARD CLUTCH (OUTER) PLATE ASSEMBLY, OVERRUN CLUTCH (STEEL) PLATE, OVERRUN CLUTCH (FIBER) PLATE, FORWARD CLUTCH (APPLY) PLATE, FORWARD CLUTCH (WAVED) PLATE ASSEMBLY, FORWARD CLUTCH (STEEL) PLATE, FORWARD CLUTCH (FIBER) PLATE, FORWARD CLUTCH BACKING (SEL.) RING, FORWARD CLUTCH BACKING PLATE RETAINER PLATE, 3-4 CLUTCH RING RETAINER PLATE, 3-4 CLUTCH APPLY (STEPPED)
654A 654B 654C 655 656 657 658 659 661 662 663 664 665 666 667 668 669 670 671 672 673 674 675 676 677 678 679 680 681 682A 682B 682C 682D 683 684 685 686 687 690 691 692 693 694 695 696 697 698 699
Figure 94
DESCRIPTION PLATE ASSEMBLY, 3RD AND 4TH CLUTCH (FIBER) PLATE, 3-4 CLUTCH (STEEL) PLATE, 3-4 CLUTCH (STEEL) PLATE, 3-4 CLUTCH BACKING (SEL.) RING, 3-4 CLUTCH BACKING PLATE RETAINER BUSHING, INPUT SUN GEAR (FRONT) GEAR, INPUT SUN BUSHING, INPUT SUN GEAR (REAR) RET., OUTPUT SHAFT TO INPUT CARRIER CARRIER ASSEMBLY, INPUT (COMPLETE) BEARING ASSEMBLY, THRUST (INPUT CARRIER TO REACTION SHAFT) GEAR, INPUT INTERNAL BUSHING, REACTION CARRIER SHAFT (FRONT) SHAFT, REACTION CARRIER BUSHING, REACTION CARRIER SHAFT (REAR) RING, REACTION SHAFT/INTERNAL GEAR RETAINER WASHER, THRUST (REACTION SHAFT/SHELL) SHELL, REACTION SUN RING, REACTION SUN GEAR RETAINER BUSHING, REACTION SUN GEAR, REACTION SUN WASHER, THRUST (RACE/REACTION SHELL) RACE, LO ROLLER CLUTCH RING, LO AND REVERSE SUPPORT TO CASE RETAINER RING, LO AND REVERSE RETAINER (ROLLER ASSEMBLY/CAM) CLUTCH ASSEMBLY, LO ROLLER SUPPORT ASM., LO AND REVERSE CLUTCH SPRING, TRANSMISSION (LO AND REVERSE CLUTCH SUPPORT RETAINER) CARRIER ASSEMBLY, REACTION PLATE, LO AND REVERSE CLUTCH (WAVED) PLATE, SPACER LO AND REVERSE CLUTCH (SELECTIVE) PLATE ASSEMBLY, LO AND REVERSE CLUTCH (FIBER) PLATE, LO AND REVERSE CLUTCH (STEEL) BEARING ASSEMBLY, THRUST (REACTION CARRIER/ SUPPORT) GEAR, INTERNAL REACTION SUPPORT, INTERNAL REACTION GEAR RING, REACTION GEAR/SUPPORT RETAINER SHAFT, OUTPUT SLEEVE, OUTPUT SHAFT SEAL, OUTPUT SHAFT BRG., REACTION GEAR SUPPORT TO CASE RING, LO AND REVERSE CLUTCH RETAINER SPRING ASSEMBLY, LO AND REVERSE CLUTCH PISTON, LO AND REVERSE CLUTCH SEAL, TRANSMISSION (LO AND REVERSE CLUTCH – OUTER, CENTER, INNER) DEFLECTOR, OIL (HIGH OUTPUT MODELS ONLY) PLUG, ORIFICED CUP ROTOR, INTERNAL TRANSMISSION SPEED SENSOR
99
XX XX XX
350 353 354 355 357
356 358
360 359
365
361
370
368
362
366
363
374
371
367
369
375
372
367
376
373
364
360 395
379 379
377 378 364
350
380 381
382 385
383
395
386 381
384
360
381 395
387 392
389
395
391
388
359
390
393 381
381 395 395
394 379
100
Figure 95
340
XX XX XX 340 350 353 354 355 356 357 358 359 360 361 362 363 364 365 366 367A 367B 368 369 370 371 372 373 374 375 376 377 378 379 380 381 382 383 384 385 386 387 388 389 390 391 392 393 394 395
VALVE, MANUAL VALVE ASSEMBLY, CONTROL BODY SEAL, FORWARD ACCUMULATOR OIL PISTON, FORWARD ACCUMULATOR PIN, FORWARD ACCUMULATOR SPRING, FORWARD ACCUMULATOR VALVE, FORWARD ABUSE SPRING, FORWARD ABUSE VALVE PLUG, BORE PIN, COILED SPRING VALVE, LOW OVERRUN SPRING, LOW OVERRUN VALVE COVER, FORWARD ACCUMULATOR BOLT, FORWARD ACCUMULATOR COVER SPRING, 1-2 SHIFT VALVE VALVE, 1-2 SHIFT SHIFT SOLENOID A (1-2/3-4) SHIFT SOLENOID B (2-3) VALVE, 2-3 SHIFT VALVE, 2-3 SHUTTLE SPRING, ACCUMULATOR VALVE VALVE, ACCUMULATOR SLEEVE, ACCUMULATOR VALVE PLUG, BORE VALVE, ACTUATOR FEED LIMIT SPRING, ACTUATOR FEED LIMIT VALVE PLUG, BORE PRESSURE CONTROL SOLENOID RETAINER, PRESSURE CONTROL SOLENOID RETAINER, SOLENOID VALVE, CONVERTER CLUTCH SIGNAL PLUG, BORE SPRING, 4-3 SEQUENCE VALVE VALVE, 4-3 SEQUENCE VALVE, 3-4 RELAY VALVE, 3-4 SHIFT SPRING, 3-4 SHIFT VALVE VALVE, REVERSE ABUSE SPRING, REVERSE ABUSE VALVE VALVE, 3-2 DOWNSHIFT SPRING, 3-2 DOWNSHIFT VALVE VALVE, 3-2 CONTROL SPRING, 3-2 CONTROL VALVE SPRING, BORE PLUG 3-2 CONTROL SOLENOID RETAINER, BORE PLUG
Figure 96
101
XX XX XX
ILL. NO.
241 230 233
227
236
229 228 231 232 236 236
240 236
239 236 238
215 237 214 236 216
237
226
234 235 210
225
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218
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221 206
205 204
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222 223 224 225 226 227 228 229 230 231 232 233 234 235 236 237 238 239 240 241 242 243 244
200
242
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102
200 201 202 203 204 205 206 207 208 209 210 211 212 213 214 215 216 217 218 219 220 221
Figure 97
DESCRIPTION BODY, PUMP RING, OIL SEAL (SLIDE TO WEAR PLATE) SEAL, O-RING (SLIDE SEAL BACK-UP) SLIDE, PUMP SPRING, PIVOT PIN PIN, PIVOT SLIDE SPRING, PUMP SLIDE (OUTER) SPRING, PUMP SLIDE (INNER) SUPPORT, PUMP SLIDE SEAL SEAL, PUMP SLIDE RING, PUMP VANE GUIDE, ROTOR ROTOR, OIL PUMP VANE, PUMP SHAFT, STATOR COVER, PUMP VALVE, PRESSURE REGULATOR SPRING, PRESSURE REGULATOR VALVE SPRING, PRESSURE REGULATOR ISOLATOR VALVE, REVERSE BOOST SLEEVE, REVERSE BOOST VALVE RING, OIL PUMP REVERSE BOOST VALVE RETAINING RING, OIL PUMP CONVERTER CLUTCH VALVE RETAINING VALVE, STOP VALVE, CONVERTER CLUTCH SPRING, CONVERTER CLUTCH VALVE (INNER) SPRING, CONVERTER CLUTCH VALVE (OUTER) RIVET, PRESSURE RELIEF BOLT BALL, PRESSURE RELIEF SPRING PRESSURE RELIEF RING, OIL SEAL (STATOR SHAFT) SEAL, OIL PUMP COVER SCREEN SCREEN, OIL PUMP COVER BOLT, M8 X 1.25 X 40 (COVER TO BODY) BUSHING, STATOR SHAFT (FRONT) PLUG, OIL PUMP COVER (FWD CLUTCH FEED) PLUG, OIL PUMP COVER RETAINER AND BALL ASSEMBLY, CHECK VALVE ORIFICE, CONVERTER CLUTCH SIGNAL (CUP PLUG) ORIFICE, OIL COOLER (CUP PLUG) PLUG, CUP ORIFICE BUSHING, STATOR SHAFT (REAR) BUSHING, PUMP BODY SEAL ASSEMBLY, OIL RETAINER, FRONT HELIX
BASIC SPECIFICATIONS Transmission Type 4L60-E = 4: Four Speed L: Longitudinal Mount 60: Product Series E: Electronically Controlled Automatic Overdrive with a Torque Converter Clutch Assembly Curent Engine Range 2.5L to 5.7L Gasoline 6.2L Diesel
Converter Stall Torque Ratio Range For 245 mm Converter – 1.63 to 2.70 For 298 mm Converter – 1.84 to 2.34 Converter ‘K’ Factor Range For 245 mm Converter – 122 to 240 For 298 mm Converter – 100 to 140 Not all ‘K’ Factors are applicable across the range of Converter Stall Torque Ratios.
Transmission Drive Rear Wheel Drive 4-Wheel Drive All Wheel Drive
Transmission Fluid Capacities (Approximate) 245 mm Converter 298 mm Converter Dry: 7.9L (8.4 QTS) Dry: 10.6L (11.2 QTS)
Control Systems Shift Pattern – Solenoid Control Shift Quality – Variable Bleed Solenoid Pulse Width Modulated Solenoid (For 3-2 Downshifts Only) Torque Converter Clutch – Solenoid Control Additional transmission and engine sensors are provided depending on transmission/powertrain application.
Gear Ratios 1st: 2nd: 3rd: 4th: Rev:
Converter Bolt Circle Diameters For 245 mm Converter – 247.65 mm (Reference) For 298 mm Converter – 273.05 mm (Reference)
3.059 1.625 1.000 0.696 2.294
Maximum Engine Torque 475 Nm (350 LB-FT) Maximum Gearbox Torque 910 Nm (670 LB-FT) The maximum torque limits are only to be used as a guide and may not be applicable under certain conditions.
Transmission Weight 245 mm Converter Dry: 65.4 Kg (144.30 LB) Wet: 72.4 Kg (159.55 LB)
298 mm Converter Dry: 70.5 Kg (155.70 LB) Wet: 80.5 Kg (176.16 LB)
Transmission Packaging Information** Engine Mounting Face to Rear of Case 593.50 mm (Reference - Less Extension) Overall Length Current Minimum: 756.20 mm (Reference) Current Maximum: 778.30 mm (Reference) Case Extension Lengths Determined by Customer Requirements Current Minimum: 162.70 mm (Reference) Current Maximum: 184.80 mm (Reference) Current Converter Housings Available 245 mm (Small Style Bell) 298 mm (Large Style Bell) Two-Piece Case Assembly Bell Housing with Main Body Case Extension
Maximum Shift Speed 1-2 6,000 RPM 2-3 6,000 RPM 3-4 4,600 RPM
7 Position Quadrant (P, R, N, D , D, 2, 1) / (P, R, N, D , 3, 2, 1)
The maximum shift speed allowed in each engine application must be calculated.
Pressure Taps Available Line Pressure
Maximum Gross Vehicle Weight 3,900 Kg (8,600 LB)
Manufacturing Location Toledo, Ohio
Transmission Fluid Type Dexron® IIE
* All dimensions shown are nominal.
Converter Sizes Available 245 mm and 298 mm (Reference)
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.
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HYDRA-MATIC PRODUCT DESIGNATION SYSTEM The product designation system used for all Hydra-matic transaxles and transmissions consists of a series of numbers and letters that correspond with the special features incorporated in that product line. The first character is a number that designates the number of forward gear ranges available in that unit. For example: 4 = four forward gear ranges. The second character is a letter that designates how the unit is mounted in the vehicle. When the letter “T” is used, it designates that the unit is transversely mounted and is used primarily for front wheel drive vehicles. The letter “L” designates that it is longitudinally mounted in the vehicle and it is used primarily for rear wheel drive vehicles. The letter “M” designates that the unit is a manual transaxle or transmission but not specific to a front or rear wheel drive vehicle application.
The third and fourth characters consists of a set of numbers, (i.e. “60”), that designate the transaxle or transmission “Series” number. This number signifies the relative torque capacity of the unit. The fifth character designates the major features incorporated into this unit. For example, the letter “E” designates that the unit has electronic controls. By using this method of classification, the HYDRA-MATIC 4L60-E is a 4-speed, longitudinally mounted, 60 series unit.
HYDRA-MATIC 4L60-E HYDRA-MATIC
104
4
L
60
E
Number of Speeds: 3 4 5 V (CVT)
Type: T - Transverse L - Longitudinal M - Manual
Series: Based on Relative Torque Capacity
Major Features: E - Electronic Controls A - All Wheel Drive HD - Heavy Duty
GLOSSARY OF TECHNICAL TERMS Accumulator: A component of the transmission that absorbs hydraulic pressure during the apply of clutch or band. Accumulators are designed to control the quality of a shift from one gear range to another.
Control Valve Body: A machined metal casting that contains valve trains and other hydraulically controlled components that shift the transmission.
Adaptive Learning: Programming within the PCM that automatically adjusts hydraulic pressures in order to compensate for changes in the transmission (i.e. component wear).
Coupling Speed: The speed at which a vehicle is traveling and no longer requires torque multiplication through the torque converter. At this point the stator free wheels to allow fluid leaving the turbine to flow directly to the pump. (See torque converter)
Applied: An apply component that is holding another component to which it is splined or assembled with. Also referred to as “engaged”.
De-energize(d): To interrupt the electrical current that flows to an electronically controlled device making it electrically inoperable.
Apply Components: Hydraulically operated clutches, servos, bands, and mechanical one-way roller or sprag clutches that drive or hold members of a planetary gear set.
Direct Drive: A condition in a gear set where the input speed and input torque equals the output speed and output 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.
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. Checkball: 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. 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.
Energize(d): To supply a current to an electronically controlled device enabling it to perform its designed function. Engine Compression Braking: A condition where compression from the engine is used with the transmission to decrease vehicle speed. 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: In this publication fluid refers primarily to transmission fluid. Fluid Pressure: A pressure that is consistent throughout a given fluid circuit. Force: A measurable effort that is exerted on an object (component). Freewheeling: A condition where power is lost through a driving or holding device (i.e. roller or sprag clutches). Friction Material: A heat and wear resistant fibrous material bonded to clutch plates and bands. 105
GLOSSARY OF TECHNICAL TERMS Gear: A round, toothed device that is used fortransmitting 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. 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.
Pressure: A measurable force that is exerted on an area and expressed as kilopascals (kPa) or pounds per square inch (psi). Pulse Width Modulated (PWM): An electronic signal that continuously cycles the ON and OFF time of a device (such as a solenoid) while varying the amount of ON time. Race (Inner or Outer): A highly polished steel surface that contacts bearings or sprag or roller 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.
Manual Valve: A spool valve that distributes fluid to various hydraulic circuits and is mechanically linked to the gear selector lever.
Spool Valve: A round hydraulic control valve often containing a variety of land and valley diameters.
Orifice: A restricting device (usually a hole in the spacer plate) for controlling pressure build up into another circuit.
Sprag Clutch: A mechanical clutch (holding device) consisting of “figure eight” like elements assembled between inner and outer races.
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.
Throttle Position: The travel of the throttle plate that is expressed in percentages and measured by the throttle position sensor (TPS).
Overrunning: The function of a one-way mechanical clutch that allows the clutch to freewheel during certain operating conditions of the transmission.
Torque: A measurable twisting force expressed in terms of Newton- meters (N.m), pounds feet (lbs. ft.) or pounds inches (lbs. in.).
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.
Planetary Gear Set: An assembly of gears that consists of an internal gear, planet pinion gears with a carrier, and a sun gear. Powertrain Control Module (PCM): An electronic device that manages most of the electrical systems throughout the vehicle.
106
Variable Capacity Pump: The device that provides fluid for operating the hydraulic circuits in the transmission. The amount of fluid supplied varies depending on vehicle operating conditions.
ABBREVIATIONS AC - Alternating Current A/C - Air Conditioning ACC or ACCUM - Accumulator AFL - Actuator Feed Limit ALDL - Assembly Line Diagnostic Link AMP - Amperage ASM - Assembly
°C - Degrees Celsius CC - Converter Clutch CL - Clutch CONT - Control CONV - Converter DC - Direct Current D.C. - Duty Cycle DRAC - Digital Ratio Adaptor Converter D2 - Drive 2 (circuit) D3 - Drive 3 (circuit) D4 - Drive 4 (circuit) D432 - Drive 432 (circuit) ECM - Electronic Control Module ECT - Engine Coolant Temperature EX - Exhaust °F - Degrees Fahrenheit FD - Feed FWD - Forward
NC - Normally Closed N.m - Newton Meters NO - Normally Open ORF - Orificed ORUN - Overrun PCM - Powertrain Control Module PCS - Pressure Control Solenoid PR - Park Reverse (circuit) PSA - Pressure Switch Assembly PRESS REG - Pressure Regulator PSI - Pounds per Square Inch REV - Reverse RPM - Revolutions per Minute SEL - Selective SIG - Signal SOL - Solenoid TCC - Torque Converter Clutch TPS - Throttle Position Sensor TRANS - Transmission or Transaxle V - Volts VSS - Vehicle Speed Sensor 2WD - 2 Wheel Drive 4WD - 4 Wheel Drive
Hz - Hertz KM/H - Kilometers per Hour kPa - KiloPascals MAP - Manifold Absolute Pressure MPH - Miles per Hour
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INDEX A Abbreviations, 109 Accumulators, 32 Apply Components, 15-23
O Oil Pump Assembly, 27 Overrun Clutch, 18 P
B Band Assembly (2-4), 16 Basic Specifications, 103 Bushing, Bearing and Washer Locations, 93 C Checkballs, 32B Clutch (3-4), 20 Color Legend, 10A Complete Hydraulic Circuits, 67-91
Planetary Gears, 24-25 Power Flow, 41-65 Pressure Control Solenoid, 40 Pressure Regulation, 29 Pressure Switch Assembly, 35 Principles of Operation, 9A R Range Reference Chart, 11 Reverse Input Clutch, 17 Roller Clutch, 22
D S Downshift Control Solenoid (3-2), 39 E Electrical Components, 34-40
Seal Locations, 94 Servo Assembly, 16 Shift Solenoids, 38 Sprag Clutch, 21 Stator Assembly, 13
F T Forward Clutch, 19 Forward Sprag Clutch, 21 G General Description, 9 Glossary, 105
Temperature Sensor (transmission fluid), 36 TCC Solenoid, 37 Torque Converter, 12-13 U Understanding the Graphics, 6-7A
H V How To Use This Book, 4-5 Hydra-matic Product Designation System, 104 Hydraulic Control Components, 27-33
Vehicle Speed Sensor, 36
I Illustrated Parts List, 95-102 L Lo and Reverse Clutch, 23 Lo Roller Clutch, 22 Lubrication Points, 92
109
NOTES
110
NOTES
111
NOTES
111