4L60E

4L60-E
HYDRA-MATIC
CONTENTS
INTRODUCTION ..................................................................................... 3 HOW TO USE THIS BOOK ...................................................................... 4 UNDERSTANDING THE GRAPHICS ....................................................... 6 TRANSMISSION CUTAWAY VIEW (FOLDOUT) ....................................... 8 GENERAL DESCRIPTION ....................................................................... 9 PRINCIPLES OF OPERATION ............................................................... 9A MAJOR MECHANICAL COMPONENTS (FOLDOUT) ...................... 10 RANGE REFERENCE CHART ......................................................... 11 TORQUE CONVERTER .................................................................. 12 APPLY COMPONENTS ................................................................. 15 PLANETARY GEAR SETS ............................................................. 24 HYDRAULIC CONTROL COMPONENTS ........................................ 26 ELECTRICAL COMPONENTS ........................................................ 36 POWER FLOW ...................................................................................... 45 COMPLETE HYDRAULIC CIRCUITS ..................................................... 73 LUBRICATION POINTS ......................................................................... 98 BUSHING AND BEARING LOCATIONS ................................................. 99 SEAL LOCATIONS .............................................................................. 100 ILLUSTRATED PARTS LIST ................................................................ 101 BASIC SPECIFICATIONS .................................................................... 112 PRODUCT DESIGNATION SYSTEM ................................................... 113 GLOSSARY ........................................................................................ 114 ABBREVIATIONS ............................................................................... 116 INDEX ................................................................................................ 117
PREFACE
The Hydra-matic 4L60-E Technicians Guide is intended for automotive technicians that are familiar with the operation of an automatic transaxle or transmission. Technicians or other persons not having automatic transaxle or transmission know-how may find this publication somewhat technically complex if additional instruction is not provided. Since the intent of this book is to explain the fundamental mechanical, hydraulic and electrical operating principles, technical terms used herein are specific to the transmission industry. However, words commonly associated with the specific transaxle or transmission function have been defined in a Glossary rather than within the text of this book. The Hydra-matic 4L60-E Technicians Guide is also intended to assist technicians during the service, diagnosis and repair of this transaxle. However, this book is not intended to be a substitute for other General Motors service publications that are normally used on the job. Since there is a wide range of repair procedures and technical specifications specific to certain vehicles and transmission models, the proper service publication must be referred to when servicing the Hydra-matic 4L60-E transmission.
COPYRIGHT 2000 POWERTRAIN GROUP General Motors Corporation ALL RIGHTS RESERVED
All information contained in this book is based on the latest data available at the time of publication approval. The right is reserved to make product or publication changes, at any time, without notice. No part of any GM Powertrain publication may be reproduced, stored in any retrieval system or transmitted in any form or by any means, including but not limited to electronic, mechanical, photocopying, recording or otherwise, without the prior written permission of Powertrain Group of General Motors Corporation. This includes all text, illustrations, tables and charts.
INTRODUCTION
The Hydra-matic 4L60-E Technicians Guide is another Powertrain publication from the Technicians Guide series of books. The purpose of this publication, as is the case with other Technicians Guides, is to provide complete information on the theoretical operating characteristics of this transmission. Operational theories of the mechanical, hydraulic and electrical components are presented in a sequential and functional order to better explain their operation as part of the system. In the first section of this book entitled Principles of Operation, exacting explanations of the major components and their functions are presented. In every situation possible, text describes component operation during the apply and release cycle as well as situations where it has no effect at all. The descriptive text is then supported by numerous graphic illustrations to further emphasize the operational theories presented. The second major section entitled Power Flow, blends the information presented in the Principles of Operation section into the complete transmission assembly. The transfer of torque from the engine through the transmission is graphically displayed on a full page while a narrative description is provided on a facing half page. The opposite side of the half page contains the narrative description of the hydraulic fluid as it applies components or shifts valves in the system. Facing this partial page is a hydraulic schematic that shows the position of valves, ball check valves, etc., as they function in a specific gear range. The third major section of this book displays the Complete Hydraulic Circuit for specific gear ranges. Foldout pages containing fluid flow schematics and two dimensional illustrations of major components graphically display hydraulic circuits. This information is extremely useful when tracing fluid circuits for learning or diagnosis purposes. The Appendix section of this book provides additional transmission information regarding lubrication circuits, seal locations, illustrated parts lists and more. Although this information is available in current model year Service Manuals, its inclusion provides for a quick reference guide that is useful to the technician. Production of the Hydra-matic 4L60-E Technicians Guide was made possible through the combined efforts of many staff areas within the General Motors Powertrain Group. As a result, the Hydra-matic 4L60-E Technicians Guide was written to provide the user with the most current, concise and usable information available regarding this product.
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. The Power Flow section (beginning on page 45) presents the mechanical and hydraulic functions corresponding to specific gear ranges. This section builds on the information presented in the Principles of Operation section by showing specific fluid circuits that enable the mechanical components to operate. The mechanical power flow is graphically displayed on a full size page and is followed by a half page of descriptive text. The opposite side of the half page contains the narrative description of the hydraulic fluid as it applies components or moves valves in the system. Facing this partial page is a hydraulic schematic which shows the position of valves, ball check valves, etc., as they function in a specific gear range. Also, located at the bottom of each half page is a reference to the Complete Hydraulic Circuit section that follows. The Complete Hydraulic Circuits section (beginning on page 73) details the entire hydraulic system. This is accomplished by using a foldout circuit schematic with a facing page two dimensional foldout drawing of each component. The circuit schematics and component drawings display only the fluid passages for that specific operating range. Finally, the Appendix section contains a schematic of the lubrication flow through the transmission, disassembled view parts lists and transmission specifications. This information has been included to provide the user with convenient reference information published in the appropriate vehicle Service Manuals. Since component parts lists and specifications may change over time, this information should be verified with Service Manual information.
HOW TO USE THIS BOOK

LARGE CUTAWAY VIEW OF TRANSMISSION (FOLDOUT) HALF PAGE TEXT FOR EASY REFERENCE TO BOTH PAGES RANGE REFERENCE CHART
HYDRA-MATIC 4L60-E
CASE ASSEMBLY REVERSE INPUT CLUTCH INPUT CLUTCH HOUSING
PARK
(Engine Running)
OVERRUN CLUTCH
FORWARD CLUTCH
FORWARD SPRAG CL ASSEMBLY
3-4 CLUTCH
INPUT PLANETARY GEARSET
LO AND REVERSE CLUTCH
LO ROLLER CLUTCH ASSEMBLY
REACTION PLANETARY GEARSET
OUTPUT SHAFT
1 POWER FROM TORQUE CONVERTER (1)
2 POWERFLOW TERMINATED
LO & REVERSE CLUTCH APPLIED
NO POWER TRANSMITTED TO OUTPUT SHAFT (687)
k (P Par the oil r in the leve from ing: ctor re llow sele essu e fo gthe line pr to th 18): Re ) With tion, rected lve(2 sure posip is di lator Vae pres ion (lin m gu pu re Re outputnsmissp
su p tra m d Press pumto the hen pu man ulaterding ts. Wthe de m accoiremeneds fluid fro requut excesure, lator outp e presre regu su of lin pres the
En
gin
RK g PA nnin u eR
)
PARK
(Engine Running)
TORQUE CONVERTER ASSEMBLY LOW AND REVERSE CLUTCH ASSEMBLY
APPLY
RELEASE
COOLER
#10
LUBE
COOLER
PR
AIR BLEED
LINE
LINE
PR
EX
DECREASE
CONVERTER CLUTCH VALVE
PUMP ASSEMBLY (4)
EX
1a
D4
TFP SWITCH ASSEMBLY
PRESS REG
APPLY
D3
D4
D4-N.O.
CONV FD
LO
EX
EX
D2-N.C. REV-N.O.
LINE
BOOST VALVE
PR
EX
LO-N.O. D3-N.C.
TEMP SENSOR
EX
REVERSE INPUT
REGULATED APPLY
SUCTION
PUMP ASSEMBLY
REV INPUT
TORQUE SIGNAL
PR
FILTER
EX
1b
PR LO/REVERSE
23
10
AFL
LO
EX
EX
27
26
D4
REG APPLY
ISOLATOR
9
LINE
CC SIGNAL
AFL
1-2 SHIFT VALVE
EX
EX EX
EX
EX
EX
3-4 SIGNAL
CU
IT
Figure 39
Figure 40
EX
42
PAGE NUMBER FOR REFERENCE TO FLUID FLOW SCHEMATIC
FLUID FLOW SCHEMATIC (FOLDOUT)

RK g PA nnin u eR
)
FLUID FLOW THROUGH COMPONENTS (FOLDOUT)
PARK
Engine Running
TORQUE CONVERTER ASSEMBLY
2ND & 4TH SERVO
REVERSE INPUT CLUTCH ASSEMBLY
INPUT CLUTCH HOUSING ASSEMBLY
LOW AND REVERSE CLUTCH ASSEMBLY
EX
EX
11
#7
OVERRUN CLUTCH
43
5 37 29 18 8
4TH
RELEASE
2ND CL
APPLY
OVERRUN CLUTCH
FORWARD CLUTCH FEED 3-4 CLUTCH OVERRUN CLUTCH SERVO FEED CC SIGNAL TORQUE SIGNAL
29e 34d 34e 26a 34c 34f 25f

ACTUATOR FEED LIMIT
ORIFICED ACCUM
TORQUE SIGNAL SERVO FEED
3-4 ACCUMULATOR
EX
19
3-4 ACCUM #1
20d 20e
18
3RD ACCUMULATOR OVERRUN
ORF ACC
ACCUM
20c
3-4 ACCUMULATOR D4
11a
37a
31b
35a
33a
31a
33c
9a
26b
31c
17g
COOLER
21
21
32
31
21a
17f
9p
9b
9c
9f
9e
10
AFL
LUBE
TORQUE SIGNAL
ACCUMULATOR
CASE (8)
AFL
REVERSE INPUT
D3
LUBE
LUBE
D3
D3
AIR BLEED (240) EX
EX
EX
EX
EX
48a
8
REGULATED APPLY
REG APPLY
1-2 ACCUMULATOR COVER (57) VALVE BODY (60) 3-4 ACCUMULATOR D4 2ND ACCUMULATOR D2

9m
9h
EX
29 11 11
AFL
29 29 47 18 30 34 25 24 47 11 9
9 18 9
41 24 27 34 13 34 35 39 24 22
44
9 22
12 14 12 47 10 47
24 29e 9n 11c 10
9m 13
15d 18c 34d 13b 34c 28
41c
41d 24b 21
43c/44 24a
EX
ISOLATOR
33b 20a 17e
CASE (8)
D4 ACCUMULATOR
ACCUM VALVE
48b
1
COOLER
DECREASE
EX
APPLY OVERRUN CLUTCH FORWARD CLUTCH FEED
2ND CLUTCH
OVERRUN
3-4 ACC SERVO FD 2ND
4TH
30b
2ND CL
4TH SIGNAL
3-4 CL
13a
25a 47 9 31 37 33
33
34e 31b 36a 33a
38e/39
9g 9k/10
D4-3-2
RELEASE
EX
D2
EX
D3
D4-3-2
D2
43a 32a 27a
AFL
D4
LINE

4TH 3-4 SIGNAL

4TH
EX
2-3 SHIFT VALVE

EX
2-3 SHUTTLE
EX EX
OVERRUN CLUTCH REGULATED APPLY
3-4 SIGNAL
EX
22b
PRESS REG
FILTERED AFL
LINE
CONV FD LINE
AFL
COOLER
EX
EX
EX
D4
BOOST VALVE
EX
EX
REVERSE INPUT
CONV FD
REGULATED APPLY
REVERSE INPUT
D4 2ND D2
EX
EX
EX (237) TORQUE SIG
LO
SUCTION
13 27c 29
D2
3-2 DOWNSHIFT
REV ABUSE
1-2 SHIFT VALVE

O EX
REVERSE
(238) (237)
OVERRUN
CASE (8)
14
D3
29c 29a 29b
EX
3-4 CLUTCH
EX
EX
EX

EX
OFF

3-2 CONTROL SOLENOID VALVE N.C.
ACTUATOR FEED LIMIT

FORWARD ABUSE
PR
REV INPUT
LO/1ST
PUMP ASSEMBLY (4)
29d 40
3-4 CLUTCH 3-4 CLUTCH 3-2 SIGNAL
D4-3-2 EX
EX
2ND CLUTCH
2ND ORIFICED EX EX
LO OVERRUN
EX
3-2 CONTROL
PR LO/REV
D4
15d 16a
3RD ACCUM
LO
EX
LINE
2ND 2ND 2ND CL
LINE
12 29g 28 3c
3RD ACCUM REVERSE PR

D4
LO
D3
D2
3b 3a 28a 15a
D3 REVERSE D4 OVERRUN CL FD
REVERSE INPUT
SUCTION
REV-N.O. D2-N.C. D3-N.C.
12b
68
HALF PAGE TEXT AND LEDGEND
SUCTION CONVERTER & LUBE MAINLINE SOLENOID SIGNAL ACCUMULATOR ACTUATOR FEED LIMIT TORQUE SIGNAL
2ND CL
2ND CLUTCH
FILTER (72)
D2
REVERSE INPUT #5
35c
D4 D4 2ND
LO
2ND
2ND CL
35b
39
36
25
16
36
25
16
BOTTOM PAN (SUMP) (75) OVERRUN
18
18
39
20
16
17
22
FORWARD CLUTCH FEED 2ND CLUTCH REVERSE INPUT ORIFICED D2 2ND

VALVE BODY (60) GASKET (52) SPACER PLATE (48) GASKET (47) LO
PR PR
35d
#3
15b 15c 17b 18b 17c
D3
#8
24k
LO
#6
35e
#12
17a 12a
D4 D2
D4-N.O.
FWD CL FEED D2
24m
38e
36a
24h
24g
25a
25b
25d
25e
18a
41a
41b
34b
41d
34a
41c
21
PR
D4
D4 ORIFICED D2 2ND
Figure 64
Figure 65
FLUID PRESSURES
FORWARD CLUTCH FEED
18c
TFP SWITCH ASSEMBLY
D2 D3 D3
D3
LO-N.O.
TEMP SENSOR
LINE
LINE
REGULATED APPLY
29f
#2
28
MANUAL VALVE
REVERSE REVERSE INPUT
EX
EX
FORWARD CLUTCH ACCUMULATOR
LINE PRESSURE TAP (39)
OVERRUN CLUTCH
9n
LO/1ST

14a
TCC SOLENOID (66) N.O.
14b 38c 38b 38a
R N D 3 2 1
12e
PR
12d
12c
OFF
EX
9o
AFL
3RD ACCUMULATOR ACTUATOR FEED LIMIT
FWD CL FD
27b
LO/REVERSE
29
#4 3-4 CL
ORIFICED EX
1-2 SHIFT SOLENOID VALVE N.O.
22 10c 25 24e 24d 24c 24b 24a 44a 43c 44 26
ON
27
42b
LO/REVERSE
23 14c
1-2 SIGNAL
25d 44 9a 19
9b
#3
41
47
38
43 47
47
32
(38) #2 #12
43
CASE (103) (Control Valve Body Side)

12 29 29 29 47 29 29 15 9 9 34 27 30 34 32 25 24 25 31 43 43 48 48 37 28 25 26 9 26 3 26 11 3 9 9 11 25 9 9 25 20 21 21 33 36 32 25 25 27 24 33 31 33 31 36 17 35 20 9 20 20 22 35 34 34 27 24 24 24 39 39 9 24 13 10 10 13 29 15 38 41 18 24 24 17 41 38 16 18 12 38 41 12 34 18 18 18 17 42 44 44 9 22 10 14 12 34 17 14 12 42 38 41 14
SPACER PLATE (48) (Case/Control Valve Body)

12 29 15 40 9 29 15 29 11 30 30 34 25 24 31 43 25 48 48 26 9 3 9 25 9 26 25 11 3 25 9 10 9 44 33 37 36 28 25 11 25 20 21 32 31 33 33 17 20 17 9 24 24 22 27 29 35 34 31 35 9 35/39 20 10 47 24 34 13 24 10 23 9 9 34 13 43 29 29 15 18 38 41 18 24 28 16 12 17 41 17 42 44 43 24 22 38 38 3 12 34 17 41 34 18 17 12 14 42 12 9 22 14 38 41 14
CONTROL VALVE BODY (60) (Case Side)
CU
2-4 SERVO BORE

16 47 9
N
R
37
16
NOTE: INDICATES BOLT HOLES
D2
40
CL
UT CH
11 28 44
29
#7/(40)
3
(11)
30
11
27 24
24 38
- NON-FUNCTIONAL HOLES HAVE BEEN REMOVED FROM COMPONENT DRAWINGS TO TO SIMPLIFY TRACING FLUID FLOW. - EXHAUST FLUID NOT SHOWN
25
43
21
25
CASE (103) (2-4 Servo Bore)
25 9
25 20
GASKET (47) (Case/Spacer Plate)
GASKET (52) (Spacer Plate/Control Valve Body)
1-2 ACCUMULATOR COVER (57)
FOLDOUT 69
COMPLETE ILLUSTRATED PARTS LIST
Figure 1
OIL COOLER PIPE CONNECTOR (10)
30a 27d 22a
1-2 SIGNAL
4TH SIGNAL 3-4 SIGNAL 1-2 SIGNAL 2ND
LO
3-4 SHIFT VALVE
D4-3-2 LO/1ST
D3
1-2 SIGNAL
3-4 SIGNAL
1-2 SIGNAL
EX
EX OVERRUN CLUTCH FEED
FILTER (49)
10 10a
28
36 32
17 9 20 25 11
9g
9k
ON
2ND
24f 13b 42a 17d
43b
44
ORF EX
29 23 10b
37 43 37
33
36
35
33 33
48

48
47 9
28
32
28 26 9
25
TO LOW AND REVERSE CLUTCH
25b 48b 8 9p 48a 26a
26 3 47
11 47 47 25
#7 (40)
9 47
#1
21 32
9e
PRESSURE RELIEF VALVE
PR
FILTER (232)
11b
10
REG APPLY LINE
#10
30b 34f 6 30a
EX
EX
18
11c
6
SERVO FEED 2ND 4TH SIGNAL

3-4 RELAY
CC SIGNAL 3-4 ACCUM OVERRUN CL SERVO FD

4-3 SEQUENCE VALVE
30
27
22
27c/29 27b/29
13 47
47
20b 38d
14
ACTUATOR FEED LIMIT 2-3 SIGNAL
22b 24m/25 24g 16 24k/25 24h 7 5 31c 33c 43a
27d
35a
27a 24d
13a 24c
24f 24e 31a
35d/36 20 33b
43b/44 37a
35b 35c/39 35e/36 31 17f 20a 20b 17g 30
28a 9 3c 11b 25e
32a 25f
9f 18 25g 11a
26b
9c 3b 9d/10
(50)
15
38
17
ACTUATOR FEED LIMIT
1-2 ACCUMULATOR
47
42
17
19
29d
15a
29c
TCC PWM SOLENOID VALVE N.C.
PRESSURE CONTROL SOLENOID VALVE
D4
2ND CLUTCH
25g
16
16
47
16 29 12
12
9o
D3 LINE
AFL
AFL
9d
FILTER (50)
PUMP BODY (200) (Pump Cover Side)
PUMP COVER (215) (Pump Body Side)

38 41 41 34 15b/16 18 17 14 12 29f/28
29 11 18
48
37
18
11 29
16 3
PUMP COVER (215) (Case Side)

38b 12a 29b 38c 16a 14 18b 38d 3a 12b 17a/18 34b 22
CASE (103) (Pump Cover Side)

9 9 47 9 47 25 47 9 26 3 25 48 11 3 48 47 37 36 43 43 24 47 30
25
47 3 3 3 16 29
12
38 3 38 34
38a 41b 34a 41a 17e 12d 14a 26 9h 22a
10
3-4 ACCUM FILTERED AFL
REAR LUBE
15c/16
29g/28 17 29a
14c 47 9 23 27 42b 12e 47 14b 10c/22
43 11 26 28 25 47 3 47 17 17 31 33 32 17 11 35 34 15 9 29 15 3 43 28 29 29 16
34
17b/18 12c 17c
18a 17d 42a 44a
11
#6
#5
2ND CLUTCH
#9
48
48
16
(238)
4
EX
REV INPUT

47
37
46
LUBE OVERRUN CLUTCH OVERRUN
REAR LUBE
24
11
43
46
47
37
43
2ND CLUTCH
#10
43
37
37
PR LO/REVERSE
29
(237)
1
43
5 8 37 29 18
16
43
43
16
16
(237)
16
(237)
11
46 37
47 29
3 47 16 3 16
25 10a 10b/23 29 47
(49)
20c
20e/21 20d/21 21a
3RD ACCUM
13
LUBE
3-4 CLUTCH FORWARD CLUTCH FEED
su p tra m d Press pumto the hen pu man ulaterding ts. Wthe de m accoiremeneds fluid fro requut excesure, lator outp e presre regu su of lin pres the
43
43
43
3 4
k (P Par the oil r in the leve from ing: ctor re llow sele essu e fo gthe line pr to th 18): Re ) With tion, rected lve(2 sure posip is di lator Vae pres (lin ission m gu ut pu re Re outp nsm p
En
gin
Engine Running
;;;; ;;;;;;; ;;;; ;;;;;;; ;;;;;;; ;; ;; ;; ;;;;;;; ;; ;; ;;;;;;; ;;;;;;;

45 47 4
;;;; ;;;;;;; ;;;; ;;;;;;; ;;;;;;; ;;; ;;; ;; ;;;;;;; ;; ;;;;;;; ; ;;;;;;;
PRESSURE RELIEF VALVE BORE
2
(240)
2 3
45
(240)
47
45
(240) (232) (232)

43
47
;
43
8 8
;
48
(237)
37 37
INSIDE DETENT LEVER (88)
PARKING LOCK ACTUATOR ASSEMBLY (85)
3-4 ACC SERVO FD
EX
42
EX 4TH SIG 3-4 SIG
EX
2-3 SHIFT VALVE
2-3 SHUTTLE
EX
TORQUE SIGNAL
(10)
(10)
;; ;
45
(39)
3
48 18 11 29 16 3
47 20 20 9 10
#8
31
33 24
35
31 24 3 34 13
27
24 38 24 41 42 43
34 47 30 27 24 47 47 25
13 17 24 43 42 17 17 12 9
23
47
22
22
47
18
#4
47
9 40
47
14
42
14
12 38 15 12 3 17
18 34 41 47
FORWARD CLUTCH ACCUMULATOR BORE
TURBINE SHAFT
PUMP ASSEMBLY
INSIDE DETENT LEVER
MANUAL SHAFT
CONTROL VALVE ASSEMBLY
PARKING LOCK ACTUATOR ASSEMBLY
PARKING PAWL
SPEED SENSOR
STATOR ROLLER CLUTCH
2-4 BAND ASSEMBLY
HY DR PA AUL GE IC 68 CIR
D2
3-4 SHIFT VALVE
D3
ACTUATOR FEED LIMIT
28
ON
MANUAL SHAFT (84)
LINE
MP
TORQUE SIG
PARKING BRAKE PAWL (81) ENGAGED
OVERRUN
2ND
LE
TE
32
D3
AFL
29
2-3 SIGNAL
AFL
CO
FILTER (50)
1-2 SIGNAL
PARKING PAWL RETURN SPRING (80)
2ND

AFL
D4-3-2
AFL (To 3-2 Control Solenoid)
EX
OIL PUMP ROTOR (212)
REACTION INTERNAL GEAR (684) HELD
OUTPUT SHAFT (687) HELD
SPEED SENSOR ROTOR (699)
OFF
TCC SOLENOID N.O.

LO OVERRUN
BOTTOM PAN (SUMP)
AFL
LINE
FILTER (49)
LO/1ST
EX
REGULATED APPLY

AFL
25
1-2 SIGNAL
ON
TORQUE CONVERTER ASSEMBLY (1)
RELEASE
TRANSMISSION CASE (8)
REVERSE
COOLER
LINE
FILTER (232)
AIR BLEED
PR
D3 D2
FWD CL FEED
LO/REVERSE
EX
EX
D3
D4
D2 LO
INPUT HOUSING & SHAFT ASSEMBLY (621)
EX
MANUAL VALVE
EX
COOLER
R N D 3 2 1
LINE PRESSURE TAP
LINE
PR
#9
LO/REV
1c
43
4T
H
33
34
VE O
38
RU
D2
SI
G
N
A
UNDERSTANDING THE GRAPHICS

CONVERTER HOUSING (102) CASE ASSEMBLY (103)
TORQUE CONVERTER (1)
3-4 ACCUMULATOR PISTON (44) SPACER PLATE GASKETS (47 & 52)
The flow of transmission fluid starts in the bottom pan and is drawn through the filter, main case valve body, transmission case, the oil pump assembly, and into the torque converter. This is a general route for fluid to flow that is more easily understood by reviewing the illustrations provided in Figure 2. However, fluid may pass between these and other components many times before reaching a valve or applying a clutch. For this reason, the graphics are designed to show the exact location where fluid passes through a component and into other passages for specific gear range operation. To provide a better understanding of fluid flow in the Hydra-matic 4L60-E transmission, the components involved with hydraulic control and fluid flow are illustrated in three major formats. Figure 3 provides an example of these formats which are:
6
A three dimensional line drawing of the component for easier part identification. A two dimensional line drawing of the component to indicate fluid passages and orifices.
SERVO ASSEMBLY (12-29) SPACER PLATE (48) TCC SOLENOID (66) BOTTOM PAN (75)
Figure 2
A graphic schematic representation that displays valves, checkballs, orifices and so forth, required for the proper function of transmission in a specific gear range. In the schematic drawings, fluid circuits are represented by straight lines and orifices are represented by indentations in a circuit. All circuits are labeled and color coded to provide reference points between the schematic drawing and the two dimensional line drawing of the components. Figure 4 (page 7B) provides an illustration of a typical valve, bushing and valve train components. A brief description of valve operation is also provided to support the illustration. Figure 5 (page 7B) provides a color coded chart that references different fluid pressures used to operate the hydraulic control systems. A brief description of how fluid pressures affect valve operation is also provided.
1-2 ACCUMULATOR PISTON (56) CONTROL VALVE ASSEMBLY (60)
FILTER (72)

2ND & 4TH SERVO
VALVE BODY SIDE

GASKET (47) SPACER PLATE (48) GASKET (52)
EX
EX
11
LUBE

3RD ACCUM #7
RELEASE
2ND CL
EX
4TH
APPLY
OVERRUN CLUTCH
FORWARD CLUTCH FEED 3-4 CLUTCH OVERRUN CLUTCH SERVO FEED CC SIGNAL
ACTUATOR FEED LIMIT
ORIFICED ACCUM
3-4 ACCUMULATOR
EX
19
3-4 ACCUM #1
20d 20e
18
ORF ACC
ACCUM
TORQUE SIGNAL
20c
26b
31c
AFL
LUBE
TORQUE SIGNAL
REVERSE INPUT
LUBE
LUBE
D3
D3
AIR BLEED (240) EX
EX
EX
EX
EX
48a
REGULATED APPLY REG APPLY LINE
ISOLATOR VALVE
1-2 ACCUMULATOR COVER (57) VALVE BODY (60) 3-4 ACCUMULATOR

9m
9h
EX
AFL
EX
REG APPLY
33b 20a 17e

30
48b
1
EX
EX
COOLER
DECREASE
2ND CLUTCH
OVERRUN
EX
4TH
4TH SIGNAL
2ND CL
3-4 CL
D4-3-2
RELEASE
EX
D2
EX
32a 27a
D4
LINE
4TH 3-4 SIGNAL

4TH
EX
2-3 SHIFT VALVE

EX
2-3 SHUTTLE
EX EX
3-4 SIGNAL
EX
22b
PRESS REG
CONV FD LINE
AFL
COOLER
EX
EX
EX
D4
EX
REVERSE INPUT
CONV FD
REGULATED APPLY
REVERSE INPUT
SUCTION
REVERSE
O EX
OVERRUN
40
14
3-2 SIGNAL
CASE (8)
D3
29c 29a 29b
ACTUATOR FEED LIMIT

FORWARD ABUSE
EX
3-2 CONTROL
EX
3-4 CLUTCH
EX
EX
EX
OFF

LO OVERRUN
27
D4
15d 16a
3RD ACCUM
EX
LINE
2ND 2ND 2ND CL
D3
D4
D2
3b 3a 28a 15a
REVERSE
REVERSE INPUT
D4
OVERRUN CL FD
SUCTION
12b
2ND CLUTCH REVERSE INPUT OVERRUN ORIFICED D2
PR
D4 2ND
D4 ORIFICED D2 2ND
GRAPHIC SCHEMATIC REPRESENTATION
OIL PUMP ASSEMBLY (4)
THREE DIMENSIONAL PUMP COVER
THREE DIMENSIONAL CASE SIDE
TWO DIMENSIONAL
TWO DIMENSIONAL
Figure 3
FOLDOUT 7
2ND CLUTCH
2ND
2ND CL
FILTER (72)
2ND CL
35b
39
36
25
16
36
25
16
BOTTOM PAN (SUMP) (75)
18
18
FORWARD CLUTCH FEED
39
20
16
17
22
35d
35c
24k
24m
15b
17a
35e
17b
38e
PR
#3
15c 18b 17c
#12
12a
D3
#8
LO
#5
#6
D4 D2
D4-N.O.
FWD CL FEED D2
D2
REVERSE INPUT
D4 2ND
LO
24g
24h
25a
25b
25d
25e
18a
41a
41b
34b
36a
41d
34a
41c
21
FLUID PRESSURES
FORWARD CLUTCH FEED
18c
TFP SWITCH ASSEMBLY
D2 D3 D3
D3
12c
LO-N.O.
TEMP SENSOR
D3
LINE
LINE
PR
REGULATED APPLY
3c
PR
LO
REVERSE
LINE
12 29g 28
3RD ACCUM
EX
LO
29f
#2
28
MANUAL VALVE
EX
R N D 3 2 1
OVERRUN CLUTCH
14b 38c 38b 38a
9n
LO/1ST
14a
12e 12d
OFF
EX
9o
PR LO/REV
AFL
EX
42b
FWD CL FD
LO/REVERSE
23 14c
PR
REV INPUT
LO/1ST
(237)
EX
ORIFICED EX EX
43c
44 26

D2
(238)
PUMP ASSEMBLY (4)
TORQUE SIG
29d
3-4 CLUTCH 3-4 CLUTCH
D4-3-2
2ND
EX
2ND CLUTCH
ON
24c 24b 24a 44a
D4 2ND D2
EX
EX
EX (237)
LO
13 27c 29
D2
3-2 DOWNSHIFT
REV ABUSE
1-2 SHIFT VALVE
27b
24d
LO/REVERSE
29
#4 3-4 CL
ORIFICED EX
EX
BOOST VALVE
22 10c 25 24e
30a 27d 22a
1-2 SIGNAL
LO
LO/1ST 1-2 SIGNAL
42a 17d
3-4 SHIFT VALVE
D4-3-2
1-2 SIGNAL
2ND
24f 13b
FILTERED AFL
LINE
D3
1-2 SIGNAL
3-4 SIGNAL
EX
FILTER (49)
D4-3-2
D2
43a
AFL
D3
9g
10 10a
28
9k
ON
43b
44
ORF EX
3-4 RELAY
4-3 SEQUENCE VALVE
29 23 10b
11c 30b
20b 38d 13a
PR
FILTER (232)
11b
10
ACCUMULATOR
ACCUM VALVE
D4 2ND ACCUMULATOR D2
CASE (8)
D4
ACTUATOR FEED LIMIT
D4
2ND CLUTCH
25g
1-2 ACCUMULATOR
ACCUMULATOR
CASE (8)
AFL
D3
D3 LINE
17g
COOLER
21
9e
10
21
32
31
3-4 ACCUMULATOR D4
29e
11a
37a
31b
35a
33a
34d
34e
26a
31a
34c
33c
9a
21a
34f
25f
17f
9p
9b
9c
9f
AFL
AFL
9d
FILTER (50)
2ND CLUTCH
OVERRUN
2ND CLUTCH
#10
#9
REV INPUT

OVERRUN CLUTCH
LUBE OVERRUN CLUTCH
REAR LUBE
24
PR LO/REVERSE
VALVE BODY SPACER PLATE (48)
THREE DIMENSIONAL

TWO DIMENSIONAL
CASE SIDE
CONTROL VALVE BODY ASSEMBLY (60)
THREE DIMENSIONAL TWO DIMENSIONAL
CASE ASSEMBLY (103)
THREE DIMENSIONAL
TWO DIMENSIONAL
FOLDOUT 7A

TYPICAL BUSHING AND VALVE
NOTE: NOT ALL VALVES ARE USED WITH A BUSHING

SPRING VALVE BORE PLUG BALL CHECK VALVE RETAINING PIN
BUSHING
SPACER PLATE VALVE BODY
RESTRICTING ORIFICE
SPRING VALVE BORE PLUG BUSHING
BUSHING TO APPLY COMPONENT
SIGNAL FLUID
SIGNAL FLUID
EX WITH SIGNAL FLUID PRESSURE EQUAL TO OR LESS THAN SPRING AND SPRING ASSIST FLUID PRESSURE THE VALVE REMAINS IN CLOSED POSITION.
EX WITH SIGNAL FLUID PRESSURE GREATER THAN SPRING AND SPRING ASSIST FLUID PRESSURE THE VALVE MOVES OVER.
Figure 4
FLUID PRESSURES
SUCTION CONVERTER & LUBE MAINLINE SOLENOID SIGNAL ACCUMULATOR ACTUATOR FEED LIMIT
TORQUE SIGNAL

EXHAUST DIRECTION OF FLOW WITH EQUAL SURFACE AREAS ON EACH END OF THE VALVE, BUT FLUID PRESSURE "A" BEING GREATER THAN FLUID PRESSURE "B", THE VALVE WILL MOVE TO THE RIGHT. WITH THE SAME FLUID PRESSURE ACTING ON BOTH SURFACE "A" AND SURFACE "B" THE VALVE WILL MOVE TO THE LEFT. THIS IS DUE TO THE LARGER SURFACE AREA OF "A" THAN "B".
Figure 5
SPACER PLATE
SPACER PLATE
EXHAUST FROM THE APPLY COMPONENT UNSEATS THE BALL CHECK VALVE, THEREFORE CREATING A QUICK RELEASE.
SPRING APPLY ASSIST FLUID FLUID
APPLY FLUID
SPRING ASSIST FLUID
APPLY FLUID SEATS THE BALL CHECK VALVE FORCING FLUID THROUGH AN ORIFICE IN THE SPACER PLATE, WHICH CREATES A SLOWER APPLY.
RETAINING PIN
VALVE BODY
7B
HYDRA-MATIC 4L60-E
CASE ASSEMBLY REVERSE INPUT CLUTCH INPUT CLUTCH HOUSING OVERRUN CLUTCH FORWARD CLUTCH FORWARD SPRAG CLUTCH ASSEMBLY 3-4 CLUTCH INPUT PLANETARY GEARSET LOW AND REVERSE CLUTCH LOW AND REVERSE ROLLER CLUTCH ASSEMBLY REACTION PLANETARY GEARSET OUTPUT SHAFT
TURBINE SHAFT
STATOR ROLLER CLUTCH
PUMP ASSEMBLY
2-4 BAND ASSEMBLY
INSIDE DETENT LEVER
MANUAL SHAFT
CONTROL VALVE ASSEMBLY
PARKING LOCK ACTUATOR ASSEMBLY
PARKING PAWL
SPEED SENSOR
Figure 6
Figure 7
HYDRA-MATIC 4L60-E CROSS SECTIONAL DRAWING

A cross sectional line drawing is typically the standard method for illustrating either an individual mechanical component or a complete transmision assembly. However, unless a person is familiar with all the individual components of the transmission, distinguishing components may be difficult in this type of drawing. For this reason, a three dimensional perspective illustration (shown on page 8) is the primary drawing used throughout this book. The purpose for this type of illustration is to provide a more exacting graphic representation of each component and to show their relationship to other components within the transmission assembly. It is also useful for
8A
understanding the cross sectional line drawing by comparing the same components from the three dimensional perspective illustration. In this regard it becomes an excellent teaching instrument. Additionally, all the illustrations contained in this book use a color scheme that is consistent throughout this book. In other words, regardless of the type of illustration or drawing, all components have an assigned color and that color is used whenever that component is illustrated. This consistency not only helps to provide for easy component identification but it also enhances the graphic and color continuity between sections.
GENERAL DESCRIPTION
The Hydra-matic 4L60-E is a fully automatic, four speed, rear wheel drive, electronically controlled transmission. It consists primarily of a four-element torque converter, two planetary gear sets, friction and mechanical clutches and a hydraulic pressurization and control system. The four-element torque converter contains a pump, a turbine, a pressure plate splined to the turbine, and a stator assembly. The torque converter acts as a fluid coupling to smoothly transmit power from the engine to the transmission. It also hydraulically provides additional torque multiplication when required. The pressure plate, when applied, provides a mechanical direct drive coupling of the engine to the transmission. The two planetary gear sets provide the four forward gear ratios and reverse. Changing gear ratios is fully automatic and is accomplished through the use of a Powertrain Control Module (PCM). The PCM receives and monitors various electronic sensor inputs and uses this information to shift the transmission at the optimum time. The PCM commands shift solenoids, within the transmission, on and off to control shift timing. The PCM also controls the apply and release of the torque converter clutch which allows the engine to deliver the maximum fuel efficiency without sacrificing vehicle performance. The hydraulic system primarily consists of a vane type pump, control valve body and case. The pump maintains the working pressures needed to stroke the servo and clutch pistons that apply or release the friction components. These friction components (when applied or released) support the automatic shifting qualities of the transmission. The friction components used in this transmission consist of five multiple disc clutches and one band. The multiple disc clutches combine with two mechanical components, one roller clutch and one sprag clutch, to deliver five different gear ratios through the gear sets. The gear sets then transfer torque through the output shaft.
PRINCIPLES OF OPERATION
An automatic transmission is the mechanical component of a vehicle that transfers power (torque) from the engine to the wheels. It accomplishes this task by providing a number of forward gear ratios that automatically change as the speed of the vehicle increases. The reason for changing forward gear ratios is to provide the performance and economy expected from vehicles manufactured today. On the performance end, a gear ratio that develops a lot of torque (through torque multiplication) is required in order to initially start a vehicle moving. Once the vehicle is in motion, less torque is required in order to maintain the vehicle at a certain speed. When the vehicle has reached a desired speed, economy becomes the important factor and the transmission will shift into overdrive. At this point output speed is greater than input speed, and, input torque is greater than output torque. Another important function of the automatic transmission is to allow the engine to be started and run without transferring torque to the wheels. This situation occurs whenever Park (P) or Neutral (N) range has been selected. Also, operating the vehicle in a rearward direction is possible whenever Reverse (R) range has been selected (accomplished by the gear sets). The variety of gear ranges in an automatic transmission are made possible through the interaction of numerous mechanically, hydraulically and electronically controlled components inside the transmission. At the appropriate time and sequence, these components are either applied or released and operate the gear sets at a gear ratio consistent with the drivers needs. The following pages describe the theoretical operation of the mechanical, hydraulic and electrical components found in the Hydra-matic 4L60-E transmission. When an understanding of these operating principles has been attained, diagnosis of these transmission systems is made easier.
EXPLANATION OF GEAR RANGES
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 vehicles parking brake should be used in addition to the transmission Park position. Since the output shaft is mechanically locked to the case through the parking pawl and reaction internal gear, Park position should not be selected until the vehicle has come to a complete stop. R Reverse enables the vehicle to be operated in a rearward direction. N Neutral position enables the engine to start and operate without driving the vehicle. If necessary, this position should be selected to restart the engine while the vehicle is moving. D Overdrive range should be used for all normal driving conditions for maximum efficiency and fuel economy. Overdrive range allows the transmission to operate in each of the four forward gear ratios. Downshifts to a lower gear, or higher gear ratio are available
for safe passing by depressing the accelerator or by manually selecting a lower gear with the shift selector. The transmission should not be operated in Overdrive towing a trailer or driving on hilly terrain. Under such conditions that put an extra load on the engine, the transmission should be driven in a lower manual gear selection for maximum efficiency. D Manual Third can be used for conditions where it may be desirable to use only three gear ratios. These conditions include towing a trailer and driving on hilly terrain as described above. This range is also helpful for engine braking when descending slight grades. Upshifts and downshifts are the same as in Overdrive range for first, second and third gears except that the transmission will not shift into fourth gear. 2 Manual Second adds more performance for congested traffic and hilly terrain. It has the same starting ratio (first gear) as Manual Third but prevents the transmission from shifting above second gear. Thus, Manual Second can be used to retain second gear for acceleration and engine braking as desired. Manual Second can be selected at any vehicle speed but will not downshift into second gear until the vehicle speed drops below approximately 100 km/h (62 mph). 1 Manual First can be selected at any vehicle speed. If the transmission is in third or fourth gear it will immediately shift into second gear. When the vehicle speed slows to below approximately 48 to 56 km/h (30 to 35 mph) the transmission will then shift into first gear. This is particularly beneficial for maintaining maximum engine braking when descending steep grades.
FOLDOUT 9
9A
MAJOR MECHANICAL COMPONENTS

TORQUE CONVERTER ASSEMBLY (1) PUMP ASSEMBLY (4) MAIN CASE (103)
SPLINED TOGETHER
SPLINED TOGETHER
SPLINED TOGETHER
FORWARD SPRAG CLUTCH INNER RACE AND INPUT FORWARD SPRAG SUN GEAR ASSEMBLY ASSEMBLY (642) (640) INPUT HOUSING & SHAFT ASSEMBLY (621)
SPLINED TOGETHER SPLINED TOGETHER
INPUT INTERNAL GEAR (664) INPUT CARRIER ASSEMBLY (662)
REACTION CARRIER SHAFT (666)
SPLINED TOGETHER
REVERSE INPUT CLUTCH HOUSING (605) 2-4 BAND ASSEMBLY (602) SERVO ASSEMBLY
SPLINED TO TORQUE CONVERTER TURBINE
SPLINED TO OUTPUT SHAFT (687)
SPLINED TO REACTION CARRIER ASSEMBLY (681)
FORWARD CLUTCH OUTER RACE (644) OVERRUN CLUTCH HUB (639) REACTION INTERNAL GEAR (684) LOW AND REVERSE CLUTCH PLATE ASSEMBLY (682)
SPLINED TO REACTION CARRIER SHAFT (666) SPLINED TO INPUT CARRIER ASSEMBLY (662)
LOCKS TOGETHER WITH REACTION SUN SHELL (670)
OUTPUT SHAFT (687)
BAND ANCHOR PIN (41) LOW AND REVERSE CLUTCH SUPPORT ASSEMBLY (679) REACTION SUN SHELL (670)
MAIN CASE (103) MAIN CASE (103) LOW AND REVERSE ROLLER CLUTCH RACE (675)
PARKING PAWL RETURN SPRING (80) MANUAL SHAFT (84) PARKING BRAKE PAWL (81)
SPLINED TOGETHER
PARKING LOCK ACTUATOR ASSEMBLY (85) REACTION CARRIER ASSEMBLY (681)
LOCKS TOGETHER WITH REVERSE INPUT CLUTCH HOUSING (605)
REACTION SUN GEAR (673)
LOW AND REVERSE ROLLER CLUTCH ASSEMBLY (678)
10
Figure 9
COLOR LEGEND
MAJOR MECHANICAL COMPONENTS
The foldout graphic on page 10 contains a disassembled drawing of the major components used in the Hydra-matic 4L60-E transmission. This drawing, along with the cross sectional illustrations on page 8 and 8A, show the major mechanical components and their relationship to each other as a complete assembly. Therefore, color has been used throughout this book to help identify parts that are splined together, rotating at engine speed, held stationary, and so forth. Color differentiation is particularly helpful when using the Power Flow section for understanding the transmission operation. The color legend below provides the general guidelines that were followed in assigning specific colors to the major components. However, due to the complexity of this transmission, some colors (such as grey) were used for artistic purposes rather than based on the specific function or location of that component. Components that are stationary. Examples: Converter Housing (102), Main Case (103), Oil Pump Assembly (4), Low and Reverse Clutch Support (679), Extension Housing (31). Components that rotate at engine speed. Examples: Torque Converter Cover and Pump, and the Oil Pump. Components that rotate at turbine speed. Examples: Converter Turbine, Pressure Plate, Turbine Shaft and Input Housing Assembly (621). Components that rotate at transmission output speed and other components. Examples: Reaction Internal Gear (684), Output Shaft (687), Speed Sensor Rotor (699), Forward Sprag Assembly (642), and Low and Reverse Roller Clutch Assembly (678). Components such as the Stator in the Torque Converter (1), the Reverse Input Clutch Housing (605) and the Reaction Sun Shell (670). Components such as the Reaction Carrier Assembly (681) and the Input Internal Gear (664). Components such as the Overrun Clutch Hub (639) and the Forward Sprag Clutch Inner Race and Input Sun Gear Assembly (640). All bearings, bushings, gaskets and spacer plates.
All seals
10A
COLOR LEGEND
APPLY COMPONENTS
The Range Reference Chart on page 11, provides another valuable source of information for explaining the overall function of the Hydra-matic 4L60-E transmission. This chart highlights the major apply components that function in a selected gear range, and the specific gear operation within that gear range. Included as part of this chart is the same color reference to each major component that was previously discussed. If a component is active in a specific gear range, a word describing its activity will be listed in the column below that component. The row where the activity occurs corresponds to the appropriate transmission range and gear operation. An abbreviated version of this chart can also be found at the top of the half page of text located in the Power Flow section. This provides for a quick reference when reviewing the mechanical power flow information contained in that section.
10B
RANGE REFERENCE CHART
SHIFT SOLENOID VALVES RANGE PARK REVERSE NEUTRAL 1st 2nd D 3rd 4th 1st 3 2nd 3rd 2 1st 2nd 1st 2nd OFF ON ON OFF OFF OFF OFF ON ON OFF ON ON ON ON GEAR 1-2 ON 2-3 ON
2-4 BAND
REVERSE INPUT CLUTCH
OVERRUN CLUTCH
FORWARD CLUTCH
FORWARD SPRAG CL. ASSEMBLY
3-4 CLUTCH
LO ROLLER CLUTCH
LO/REV. CLUTCH APPLIED
* ON * ON *
ON OFF
* ON * ON *
ON ON APPLIED
APPLIED
APPLIED
APPLIED APPLIED APPLIED APPLIED APPLIED APPLIED APPLIED APPLIED APPLIED APPLIED APPLIED APPLIED APPLIED APPLIED APPLIED APPLIED APPLIED APPLIED APPLIED APPLIED
HOLDING HOLDING HOLDING APPLIED APPLIED HOLDING HOLDING HOLDING HOLDING HOLDING HOLDING HOLDING APPLIED
HOLDING
HOLDING
**
ON OFF ON OFF
HOLDING
***
1
HOLDING
APPLIED
***
* ** ***
1-2 AND 2-3 SHIFT SOLENOID OPERATION AND THE SHIFT VALVE POSITIONING IN P, R, N RANGES ARE A FUNCTION OF THE INPUT TO THE SOLENOIDS FROM THE VSS. UNDER NORMAL OPERATING CONDITIONS THE SOLENOIDS ARE ON IN P, R, N. A MANUAL SECOND - FIRST GEAR CONDITION IS ONLY AVAILABLE ON SOME MODELS. OTHERWISE, THIS CONDITION IS ELECTRONICALLY PREVENTED. IN MANUAL SECOND AND MANUAL FIRST, SOLENOID OPERATION IS A RESULT OF PCM CALIBRATION. SOME CALIBRATIONS WILL ALLOW ALL THREE GEARS UNDER EXTREME CONDITIONS.
Figure 10
11
TORQUE CONVERTER
THRUST BEARING ASSEMBLY (F) THRUST BEARING ASSEMBLY (F)
CONVERTER HOUSING COVER ASSEMBLY (A)
DAMPER ASSEMBLY (C) PRESSURE PLATE ASSEMBLY (B)
STATOR ASSEMBLY (E) TURBINE ASSEMBLY (D) CONVERTER PUMP ASSEMBLY (G)
TORQUE CONVERTER:
The torque converter (1) is the primary component for transmittal of power between the engine and the transmission. It is bolted to the engine flywheel (also known as the flexplate) so that it will rotate at engine speed. Some of the major functions of the torque converter are: to provide for a smooth conversion of torque from the engine to the mechanical components of the transmission. to multiply torque from the engine that enables the vehicle to achieve additional performance when required. to mechanically operate the transmission oil pump (4) through the converter hub. to provide a mechanical link, or direct drive, from the engine to the transmission through the use of a torque converter clutch (TCC). The torque converter assembly is made up of the following five main sub-assemblies: a converter housing cover assembly (A) which is welded to the converter pump assembly (G). a converter pump assembly (G) which is the driving member. a turbine assembly (D) which is the driven or output member. a stator assembly (E) which is the reaction member located between the converter pump and turbine assemblies. a pressure plate assembly (B) splined to the turbine assembly to enable direct mechanical drive when appropriate.
CONVERTER PUMP ASSEMBLY AND TURBINE ASSEMBLY
A G
CONVERTER HUB STATOR SHAFT (216)
TURBINE SHAFT
When the engine is running the converter pump assembly acts as a centrifugal pump by picking up fluid at its center and discharging it at its rim between the blades (see Figure 12). The force of this fluid then hits the turbine blades and causes the turbine to rotate. As the engine and converter pump increase in RPM, so does the turbine.
PRESSURE PLATE, DAMPER AND CONVERTER HOUSING ASSEMBLIES
Torque converter failure could cause loss of drive
and or loss of power. To reduce torsional shock during the apply of the pressure plate to the converter cover, a spring loaded damper assembly (D) is used. The pressure plate is attached to the pivoting mechanism of the damper assembly which allows the pressure plate to rotate independently of the damper assembly up to approximately 45 degrees. During engagement, the springs in the damper assembly cushion the pressure plate engagement and also reduce irregular torque pulses from the engine or road surface.
Figure 11
The pressure plate is splined to the turbine hub and applies (engages) with the converter cover to provide a mechanical coupling of the engine to the transmission. When the pressure plate assembly is applied, the amount of slippage that occurs through a fluid coupling is reduced (but not eliminated), thereby providing a more efficient transfer of engine torque to the drive wheels.
12
TORQUE CONVERTER
FLUID FLOW
STATOR ASSEMBLY (E) TURBINE ASSEMBLY (D) CONVERTER PUMP ASSEMBLY (G)
Figure 12
Stator roller clutch failure

roller clutch freewheels in both directions can cause poor acceleration at low speed. roller clutch locks up in both directions can cause poor acceleration at high speed. Overheated fluid.
STATOR ASSEMBLY
STATOR
CONVERTER MULTIPLYING
STATOR HELD FLUID FLOW REDIRECTED
The stator assembly is located between the pump assembly and turbine assembly, and is mounted on a one-way roller clutch. This oneway roller clutch allows the stator to rotate in one direction and prevents (holds) the stator from rotating in the other direction. The function of the stator is to redirect fluid returning from the turbine in order to assist the engine in turning the converter pump assembly. At low vehicle speeds, when greater torque is needed, fluid from the turbine hits the front side of the stator blades (the converter is multiplying torque). At this time, the one-way roller clutch prevents the stator from rotating in the same direction as the fluid flow, thereby redirecting fluid to assist the engine in turning the converter pump. In this mode, fluid leaving the converter pump has more force to turn the turbine assembly and multiply engine torque. As vehicle speed increases and less torque is required, centrifugal force acting on the fluid changes the direction of the fluid leaving the turbine such that it hits the back side of the stator blades (converter at coupling speed). When this occurs, the roller clutch overruns and allows the stator to rotate freely. Fluid is no longer being redirected to the converter pump and engine torque is not being multiplied.
FLUID FLOW FROM TURBINE
CONVERTER AT COUPLING SPEED STATOR ROTATES FREELY
Figure 13
13
TORQUE CONVERTER
RELEASE APPLY
When the torque converter clutch is released, fluid is fed into the torque converter by the pump into the release fluid passage. The release fluid passage is located between the stator shaft (214) and the turbine shaft (621). Fluid travels between the shafts and enters the release side of the pressure plate at the end of the turbine shaft. The pressure plate is forced away from the converter cover and allows the torque converter turbine to rotate at speeds other than engine speed. The release fluid then flows between the friction element on the pressure plate and the converter cover to enter the apply side of the torque converter. The fluid then exits the torque converter through the apply passage, which is located between the torque converter clutch hub and the stator shaft (214), and enters the pump.
No TCC apply can be caused by: Electrical connectors, wiring harness or solenoid damaged Converter clutch valve stuck or assembled backwards Pump to case gasket mispositioned Orifice cup plug restricted or damaged Solenoid O-ring seal cut or damaged Turbine shaft O-ring seal cut or damaged Turbine shaft retainer and ball assembly restricted or damaged Control valve body TCC signal valve stuck Solenoid screen blocked TCC solenoid valve internal damage Engine speed sensor internal damage
When the PCM determines that the vehicle is at the proper speed for the torque converter clutch to apply it sends a signal to the TCC (PWM) solenoid valve. The TCC (PWM) solenoid valve then regulates line fluid from the pump into the regulated apply passage. The regulated apply fluid then feeds the apply fluid passage and applies the torque converter. The apply passage is located between the turbine shaft and the stator shaft. The fluid flows between the shafts, then passes into the torque converter on the apply side of the pressure plate assembly. Release fluid is then routed out of the torque converter between the turbine shaft and the stator shaft. Apply fluid pressure forces the pressure plate against the torque converter cover to provide a mechanical link between the engine and the turbine. The TCC apply should occur in fourth gear (also third gear in some applications), and should not apply until the transmission fluid has reached a minimum operating temperature of 8C (46F) and the engine coolant temperature reaches 50C (122F). For more information on TCC apply and release, see Overdrive Range Fourth Gear TCC Released and Applied, pages 6263.
TORQUE CONVERTER ASSEMBLY (1) RELEASE FLUID

APPLY FLUID TURBINE SHAFT (502) APPLY FLUID
TURBINE SHAFT (621) APPLY FLUID

RELEASE FLUID
RELEASE FLUID
PRESSURE PLATE
PRESSURE PLATE
TCC RELEASE
14
Figure 14
TCC APPLY
APPLY COMPONENTS
The Apply Components section is designed to explain the function of the hydraulic and mechanical holding devices used in the Hydra-matic 4L60-E transmission. Some of these apply components, such as clutches and bands, are hydraulically applied and released in order to provide automatic gear range shifting. Other components, such as a roller clutch or sprag clutch, often react to a hydraulically applied component by mechanically holding or releasing another member of the transmission. This interaction between the hydraulically and mechanically applied components is then explained in detail and supported with a graphic illustration. In addition, this section shows the routing of fluid pressure to the individual components and their internal functions when it applies or releases. The sequence in which the components in this section have been discussed coincides with their physical arrangement inside the transmission. This order closely parallels the disassembly sequence used in the Hydra-matic 4L60-E Unit Repair Section located in Section 7 of the appropriate Service Manual. It also correlates with the components shown on the Range Reference Charts that are used throughout the Power Flow section of this book. The correlation of information between the sections of this book helps the user more clearly understand the hydraulic and mechanical operating principles for this transmission.
CUTAWAY VIEW
BRIEF DESCRIPTION
MATING OR RELATED COMPONENTS
APPLY COMPONENTS
RETAINING RING (29) 2-4 SERVO COVER (28) APPLY PIN SPRING (22)
LUBE WINDOW
APPLY COMPONENTS
SERVO ASSEMBLY AND 2-4 BAND
CUSHION SPRING (16)
RETAINER SPRING RING RETAINER (14) (15)
CASE (103)
2-4 BAND ASSEMBLY (602)
Reverse Input Clutch Release
4TH APPLY PISTON (25) INNER SERVO PISTON HOUSING (20) 2ND APPLY PISTON (17) RETURN SPRING (12) SERVO APPLY PIN (13)
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.
REVERSE INPUT HOUSING (605)
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 th reverse input housing rotating, force residual fluid to the outside of the pisto cavity. During the clutch release th belleville plate moves away from th fluid bleed hole. This allows residu fluid at the outside of the piston housin to exhaust through the bleed hole. this fluid did not completely exhau from behind the piston there could be partial apply, or drag of the revers input clutch plates.
BAND ANCHOR PIN (41)
29
28
25
24
23
22
20
17
16
105
15
2-4 Band Applied Second Gear
side of the 2nd apply piston (17) and servo cushion spring retainer (15) is greater than the surface area that 2nd clutch fluid pressure covers on the apply side of the piston. Therefore, the force from 3rd accumulator fluid pressure, in addition to servo return spring (12) force, overcomes the force of 2nd clutch fluid pressure. The 2nd apply piston then moves the apply pin (13) away from the 2-4 band to release the band from the 2-4 Band Release and 3-4 Clutch reverse input housing. Accumulation In Third gear, 3rd accumulator fluid is 3rd accumulator fluid is fed by 3-4 clutch routed to the release side of the 2nd apply fluid which is used to apply the 3-4 piston. The surface area on the release clutch. The movement of the 2nd apply To apply the 2-4 band in Second gear, 2nd clutch fluid is routed to the apply side of the 2nd apply piston (17). 2nd clutch fluid pressure moves the piston against servo cushion (16) and servo return (12) spring forces. These spring forces help cushion the 2-4 band apply in Second gear. The 2nd apply piston moves the apply pin (13) to compress the band around the reverse input housing.
piston against 2nd clutch fluid pressure acts as an accumulator to absorb initial 34 clutch apply fluid. This action helps cushion the 3-4 clutch apply, as well as release the 2-4 band.
2-4 Band Applied Fourth Gear
In Fourth gear, 4th fluid is routed through the center of the apply pin and acts on the apply side of the 4th apply piston (25). 4th fluid pressure moves the 4th apply piston (25) and apply pin (13) to apply the band. The 4th apply piston moves against the 4th apply spring (22) to help cushion the band apply in Fourth gear.
#7 CHECKBALL
#7 CHECKBALL
#7 CHECKBALL
EX
2ND 3RD CLUTCH ACCUM

4TH
EX
4TH
EX
SECOND GEAR 2-4 SERVO APPLIED
THIRD GEAR 2-4 SERVO RELEASED
FOURTH GEAR 2-4 SERVO APPLIED
16
Figure 16
FUNCTIONAL DESACRIPTION
No upshift in 1st gear could be caused by a worn or damaged 2-4 band or if the band anchor pin is not engaged.
The reverse input clutch is located in the reverse input housing (605) and is used to provide an input to drive the vehicle in Reverse (R). The steel clutch plates (612A) are splined to the reverse input housing while the fiber clutch plates (612B) are splined to the input housing and turbine shaft assembly (621). When applied, the reverse input clutch transfers engine torque from the input housing to the reverse input housing.
Reverse Input Clutch Applied
INPUT
OUTER SEAL (608)
INNER SEAL (608)
SPRING ASSEMBLY (609) RETAINING RING (610)
PISTON ASSEMBLY (607)
LUBE
14
13
12
To apply the reverse input clutch, reverse SHAFT input fluid is fed from the oil pump, through the stator shaft (214) and to the reverse input housing. Feed holes in the inner hub of the reverse input housing allow reverse input fluid STATOR to enter the housing behind the reverse input SHAFT (214) clutch piston (607). Any air in the reverse input fluid circuit will exhaust through the fluid bleed hole to prevent excess cushion REVERSE during the clutch apply. As fluid pressure APPLY increases, the piston compresses the steel, FLUID fiber and belleville (611) clutch plates together until they are held against the reverse input clutch backing plate (613). The backing plate is splined to the housing and held in place by the retaining ring (614). With the clutch plates applied, the belleville plate is compressed to cover the fluid bleed hole and prevent fluid from exhausting. The belleville plate also functions to assist spring force in cushioning the clutch apply. When fully applied, the steel and fiber plates are locked together to hold the reverse input housing and input housing together.
SELECTIVE BACKING PLATE (613) RETAINING RING (614)
BELLEVILLE PLATE (611)
STEEL PLATE (612A)
FIBER PLATE (612B)
No reverse/slips in reverse could be caused by:

612A 612B
Porosity in the piston. Excessive clutch plate travel. Clutch plate retaining ring out of groove. Return spring assembly retaining ring out of groove. Belleville plate installed incorrectly.
613 614
607
609
610
611
4TH
Figure 17
17
DISASSEMBLED VIEW
Figure 15
15
APPLY COMPONENTS
RETAINING RING (29) 2-4 SERVO COVER (28) APPLY PIN SPRING (22) LUBE WINDOW CUSHION SPRING (16) RETAINER SPRING RETAINER RING (15) (14) CASE (103) 2-4 BAND ASSEMBLY (602)
SERVO ASSEMBLY AND 2-4 BAND
4TH APPLY PISTON (25) INNER SERVO PISTON HOUSING (20) 2ND APPLY PISTON (17) RETURN SPRING (12) SERVO APPLY PIN (13) SOME MODELS 29 28 25 24 23 22 20 17 16 105 15 BAND ANCHOR PIN (41)
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.
No upshift in 1st gear could be caused by a worn or damaged 2-4 band or if the band anchor pin is not engaged.
14
13
12
2-4 Band Applied Second Gear
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.
2-4 Band Release and 3-4 Clutch Accumulation
In Third gear, 3rd accumulator fluid is routed to the release side of the 2nd apply piston. The surface area on the release
#7 CHECKBALL
side of the 2nd apply piston (17) and servo cushion spring retainer (15) is greater than the surface area that 2nd clutch fluid pressure covers on the apply side of the piston. Therefore, the force from 3rd accumulator fluid pressure, in addition to servo return spring (12) force, overcomes the force of 2nd clutch fluid pressure. The 2nd apply piston then moves the apply pin (13) away from the 2-4 band to release the band from the reverse input housing. 3rd accumulator fluid is fed by 3-4 clutch fluid which is used to apply the 3-4 clutch. The movement of the 2nd apply
#7 CHECKBALL
piston against 2nd clutch fluid pressure acts as an accumulator to absorb initial 34 clutch apply fluid. This action helps cushion the 3-4 clutch apply, as well as release the 2-4 band.
2-4 Band Applied Fourth Gear
In Fourth gear, 4th fluid is routed through the center of the apply pin and acts on the apply side of the 4th apply piston (25). 4th fluid pressure moves the 4th apply piston (25) and apply pin (13) to apply the band. The 4th apply piston moves against the 4th apply spring (22) to help cushion the band apply in Fourth gear.
#7 CHECKBALL
EX
4TH
EX
4TH
EX
4TH
SECOND GEAR 2-4 SERVO APPLIED
THIRD GEAR 2-4 SERVO RELEASED
FOURTH GEAR 2-4 SERVO APPLIED
16
Figure 16
APPLY COMPONENTS
Reverse Input Clutch Release
To release the reverse input clutch, reverse input fluid exhausts from the reverse input housing and back through the stator shaft. Without fluid pressure, force from the piston spring assembly and belleville plate moves the reverse input clutch piston away from the clutch pack. This disengages the clutch plates from the backing plate and disconnects the reverse input housing from the input housing assembly.
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.
INNER SEAL (608)
The reverse input clutch is located in the reverse input housing (605) and is used to provide an input to drive the vehicle in Reverse (R). The steel clutch plates (612A) are splined to the reverse input housing while the fiber clutch plates (612B) are splined to the input housing and turbine shaft assembly (621). When applied, the reverse input clutch transfers engine torque from the input housing to the reverse input housing.
OUTER SEAL (608)
PISTON ASSEMBLY (607)
SPRING ASSEMBLY (609) RETAINING RING (610)
To apply the reverse input clutch, reverse input fluid is fed from the oil pump, through the stator shaft (214) and to the reverse input housing. Feed holes in the inner hub of the reverse input housing allow reverse input fluid to enter the housing behind the reverse input clutch piston (607). Any air in the reverse input fluid circuit will exhaust through the fluid bleed hole to prevent excess cushion during the clutch apply. As fluid pressure increases, the piston compresses the steel, fiber and belleville (611) clutch plates together until they are held against the reverse input clutch backing plate (613). The backing plate is splined to the housing and held in place by the retaining ring (614). With the clutch plates applied, the belleville plate is compressed to cover the fluid bleed hole and prevent fluid from exhausting. The belleville plate also functions to assist spring force in cushioning the clutch apply. When fully applied, the steel and fiber plates are locked together to hold the reverse input housing and input housing together.
INPUT SHAFT
LUBE
STATOR SHAFT (214) SELECTIVE BACKING PLATE (613) RETAINING RING (614)
REVERSE APPLY FLUID
BELLEVILLE PLATE (611)
STEEL PLATE (612A)
FIBER PLATE (612B)
No reverse/slips in reverse could be caused by: Porosity in the piston. Excessive clutch plate travel. Clutch plate retaining ring out of groove. Return spring assembly retaining ring out of groove. Belleville plate installed incorrectly.
613 614
607
609
610
611
612A
612B
Figure 17
17
APPLY COMPONENTS
away from the clutch pack. This disengages the clutch plates from the forward clutch apply plate and disconnects the overrun clutch hub from the input housing. During the exhaust of overrun clutch fluid, the overrun clutch checkball unseats (see illustration). Centrifugal force, resulting from the input housing rotating, forces residual overrun clutch fluid to the outside of the piston housing and INPUT past the unseated checkball. If this fluid did not completely HOUSING exhaust from behind the piston there could be a partial apply, (621) or drag of the overrun clutch plates.
OVERRUN CLUTCH CHECKBALL APPLIED RELEASED
TURBINE SHAFT
OVERRUN CLUTCH
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 Applied
633
633
EX
OVERRUN CLUTCH PISTON (632) INPUT HOUSING (621)
STEEL CLUTCH PLATE (645A)
FIBER CLUTCH PLATE (645B)
To apply the overrun clutch, overrun clutch fluid is routed through the turbine shaft and into the input housing behind the overrun clutch piston (632). Overrun clutch fluid pressure seats the overrun clutch checkball (633), which is located in the overrun clutch piston, and moves the piston to compress the overrun
LUBE PASSAGE
TURBINE SHAFT
SNAP RING (635) OVERRUN CLUTCH APPLY FLUID
clutch spring assembly (634). Any air in the overrun clutch fluid circuit will exhaust past the checkball before it fully seats to prevent excess cushion during the clutch apply. As fluid pressure increases, the piston compresses the steel and fiber clutch plates together until they are held against the forward clutch apply plate (646). When fully applied, the steel and fiber plates are locked together and hold the overrun clutch hub to the input housing.
Overrun Clutch Released
SPRING ASSEMBLY (634)
To release the overrun clutch, overrun clutch fluid exhausts from the input housing and back through the turbine shaft. Without fluid pressure, force from the piston spring assembly moves the overrun clutch piston
633
Overrun piston checkball not sealing or overrun piston seals cut or damaged can cause no overrun braking - manual 3-2-1.
635 645A 645B
632
634
18
Figure 18
APPLY COMPONENTS
forward clutch piston away from the clutch pack. This disengages the clutch plates from the backing plate and disconnects the input housing from the forward clutch outer race. During the exhaust of forward clutch feed fluid, the forward clutch housing checkball unseats (see illustration). Centrifugal force, resulting from the input housing rotating, forces residual forward clutch feed fluid to the outside of the piston housing INPUT HOUSING and past the unseated checkball. If this fluid did not completely exhaust from behind the piston there could be a partial apply, (621) or drag of the forward clutch plates.
FORWARD CLUTCH HOUSING CHECKBALL APPLIED RELEASED
TURBINE SHAFT
FORWARD CLUTCH
The forward clutch assembly is located in the input housing and turbine shaft assembly (621) and is applied in all forward drive ranges. The steel clutch plates (649A) are splined to the input housing while the fiber clutch plates (649B) are splined to the forward clutch outer race (644). When applied, the forward clutch plates transfer engine torque from the input housing to the forward clutch outer race and forward sprag clutch assembly.
Forward Clutch Applied
627 EX
627
To apply the forward clutch, forward clutch feed fluid is routed through the turbine shaft and into the input housing behind the forward clutch piston (630). Forward clutch feed fluid pressure seats the forward clutch housing checkball, which is located in the forward clutch housing (627), and moves the piston to compress the piston spring assembly (634). Any air in the forward clutch feed fluid circuit will exhaust past the checkball before it fully seats to prevent excess cushion during the clutch apply. As fluid pressure increases, the piston moves the apply plate (646) and compresses
TURBINE SHAFT FORWARD CLUTCH APPLY FLUID
INPUT HOUSING (621)
SPRING APPLY WAVED SELECTIVE RETAINING ASSEMBLY PLATE PLATE BACKING RING (634) (646) (648) (648) PLATE (650)
the steel and fiber clutch plates together until they are held against the selective forward clutch backing plate (650). The backing plate, which is selective for assembly purposes, is splined to the input housing and held in place by the retaining ring (651). Also included in the forward clutch assembly is a steel waved plate (648) that, in addition to the spring assembly, helps cushion the clutch apply. When fully applied, the steel and fiber plates are locked together and hold the input housing and forward clutch outer race together.
Forward Clutch Released
O-RING SEAL (622)
To release the forward clutch, forward clutch feed fluid exhausts from the input housing and back through the turbine shaft. Without fluid pressure, force from the piston spring assembly and waved plate moves the
627 628 630
FORWARD CLUTCH HOUSING (628)
FORWARD CLUTCH PISTON (630)
STEEL PLATE (649A)
FIBER PLATE (649B)
Worn forward clutch plates, damaged forward clutch housing, damaged or missing forward clutch piston seals, or porosity in forward clutch piston can cause slips in 1st gear.
646 648 649A 649B 650 651
632
634
635
Figure 19
19
APPLY COMPONENTS
AIR BLEED ORIFICE CUP PLUG (698)
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 INPUT HOUSING the piston there could be a partial apply, or drag of the 3-4 (621) clutch plates.
3-4 accumulator piston seal or seal groove damage or porosity in the 3-4 accumulator piston or bore can cause no 3-4 shift/slips or rough 3-4 shift.
TURBINE SHAFT
3-4 CLUTCH
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.
3-4 Clutch Applied
3-4 CLUTCH CHECKBALL APPLIED RELEASED
620
620
EX
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.
TURBINE SHAFT 3-4 CLUTCH APPLY FLUID
3-4 CLUTCH PISTON (623) INPUT HOUSING (621)
SPRING ASSEMBLY (634)
BOOST SPRING (600)
RETAINING RING (656)
As fluid pressure increases, the apply ring moves against the retainer ring plate (652) and stepped apply plate (653). This force compresses the steel and fiber clutch plates (654) together until they are held against the selective 3-4 clutch backing plate (655). The backing plate, which is selective for assembly purposes, is splined to the input housing and held in place by the retaining ring (656).
3-4 Clutch Released
To release the 3-4 clutch, 3-4 clutch fluid exhausts from the input housing and back through the turbine shaft. Without fluid pressure, force from the piston spring assembly and boost springs (600) move the 3-4 clutch apply ring and piston away from the clutch pack. This disengages the clutch plates from the
623 625 626
AIR BLEED ORIFICE CUP PLUG (698)
3-4 CLUTCH APPLY RING (625)
STEPPED APPLY PLATE (653)
STEEL PLATE (654A)
FIBER PLATE (654B)
653
654A
654B
655
656
20
Figure 20
APPLY COMPONENTS
FORWARD CLUTCH SPRAG ASSEMBLY (638-644)
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
FORWARD SPRAG CLUTCH ASSEMBLY
The forward sprag clutch assembly (642) is located between the forward clutch race (644) and the inner race and input sun gear assembly (640). The inner race and input sun gear assembly is connected to the overrun clutch hub (639) while the forward clutch race is splined to the forward clutch plates. The sprag clutch is a type of one-way clutch that transfers engine torque from the forward clutch to the input sun gear during acceleration in First, Second and Third gears in Overdrive Range. When the throttle is released in these gear ranges the sprag clutch is overrun to allow the vehicle to coast freely.
SPRAG CLUTCH HOLDING OUTER RACE DRIVING THE INNER RACE
(B)
The sprag clutch is also overrun during coast conditions, or deceleration, in the following gear ranges: - Overdrive Range - First, Second and Third Gears - Manual Third - First and Second Gears - Manual Second - First Gear During coast conditions, power from vehicle speed drives the input sun gear faster than engine torque drives the forward clutch race (644). In this situation, the inner race and input sun gear assembly (640) overruns the sprag clutch and allows the vehicle to coast freely.
OVERRUN CLUTCH HUB (639) OUTER RACE (644) FORWARD SPRAG ASSEMBLY (642)
OUTER RACE (644)
(A)
INNER RACE (640)
SPRAG CLUTCH RELEASED INNER RACE ROTATES FASTER THAN OUTER RACE OUTER RACE (644)
INNER RACE (640)
Forward Sprag Clutch Holding
When the forward clutch is applied, engine torque is transferred to the forward clutch race (644) which functions as the outer race for the sprag assembly. The rotation of the outer race pivots the sprags toward their long diagonals. The length of the long diagonal (distance A) is greater than the distance between the outer race and inner race (640). This causes the sprags to lock between the inner and outer races and transfer engine torque from the forward clutch race to the inner race and input sun gear assembly (640).
638 639 643 642 643
LD HE
RETAINING RING (638) SPRAG RETAINER (643)
FR EE
INNER RACE AND INPUT SUN GEAR ASSEMBLY (640)
Installing the forward clutch sprag assembly backwards can cause second gear starts.
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.
644 657 640 659
Figure 21
21
APPLY COMPONENTS
LOW AND REVERSE ROLLER CLUTCH ASSEMBLY (675-679)
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.
Lube passage plugged, damage to inner splines, or inadequate spring tension in the low roller clutch can cause slips in 1st gear.
LOW AND REVERSE ROLLER CLUTCH
The low and reverse roller clutch (678) is a type of one-way clutch used to prevent the reaction carrier assembly (681), reaction carrier shaft (666) and input internal gear (664) from rotating in a counterclockwise direction. The roller clutch is located between the low and reverse clutch support (679) and the low roller clutch race (675). The low roller clutch support functions as the outer cam for the roller clutch and is splined to the transmission case. The roller clutch race (675) is splined to the reaction carrier assembly (681) and functions as the roller clutch inner race.
ROLLER CLUTCH HOLDING
LOW AND REVERSE CLUTCH SUPPORT (679)
ROLLER CLUTCH ASSEMBLY (678)
LD HE
ROLLER CLUTCH RELEASED
ROLLERS HELD ROLLER CLUTCH RACE (675)
ROLLER CLUTCH RACE (675)
RAMP
RETAINING RING (677)
FREE
ROLLERS FREE ROLLER CLUTCH RACE (675)
Low and Reverse Clutch Applied
Roller Clutch Holding
The roller clutch is holding during acceleration in First gear. When accelerating in First gear, the reaction carrier assembly and inner race (675) attempt to rotate counterclockwise. This action causes the rollers to roll up the ramps on the outer cam and wedge between the inner race and outer cam. With the rollers wedged and the low and reverse clutch support held stationary to the transmission case, the reaction carrier assembly is also held stationary.
675 677 678
In Manual First First Gear, the low and reverse clutch is applied to hold the reaction carrier assembly stationary to the transmission case. The low and reverse clutch prevents the reaction carrier and inner race from rotating clockwise and overrunning the roller clutch when the throttle is released. Power flow is then transferred back through the transmission gear sets and to the torque converter, allowing engine compression to slow the vehicle. The low and reverse clutch is also applied in Reverse to provide the necessary power flow to obtain Reverse.
679 677
22
Figure 22
APPLY COMPONENTS
Low and Reverse Clutch Released
To release the low and reverse clutch, apply fluid pressure exhausts from the behind the low and reverse clutch piston. When exhausting, PR fluid unseats the PR checkball (42) for a quick exhaust. Without fluid pressure, force from the piston spring assembly and waved plate moves the low and reverse clutch piston away from the clutch pack. This disengages the clutch plates from the low and reverse clutch support, thereby allowing the reaction carrier assembly to rotate freely.
LOW AND REVERSE SUPPORT ASSEMBLY (679) RETAINER RING (676) FIBER PLATE (682C) STEEL PLATE (682D) OUTER SEAL (696) CENTER SEAL (696) CASE (103)
LOW AND REVERSE CLUTCH
The low and reverse clutch assembly is located in the rear of the transmission case and is applied in Park, Reverse and Manual First First Gear. The steel clutch plates (682A,B,D) are splined to the transmission case while the fiber clutch plates (682C) are splined to the reaction planetary carrier (681). When applied, the low and reverse clutch plates hold the reaction planetary carrier stationary to the transmission case.
LOW AND REVERSE CLUTCH PISTON (695) INNER SEAL (696) RETAINER RING (693) SPRING ASSEMBLY (694)
To apply the low and reverse clutch, two different fluids are routed to the low and reverse clutch piston (695). In Manual First, lo/reverse fluid is routed to the inner area of the clutch piston. In Park and Reverse, PR fluid is routed to the outer area of the low and reverse clutch piston, in addition to lo/reverse fluid acting on the inner area of the piston, to provide a greater holding capacity of the clutch. Fluid pressure moves the piston to compress the low and reverse clutch piston spring assembly (634). PR fluid seats the PR checkball and is orificed to the piston to help control the clutch apply. Also included in the forward clutch assembly is a steel waved plate (682A) that, in addition to the spring assembly, helps cushion the clutch apply. As fluid pressure increases, the piston compresses the steel and fiber clutch plates together until they are held against the low and reverse support assembly (679), which is also splined to the transmission case. The spacer plate (682B) is selective for assembly purposes.
SELECTIVE SPACER PLATE (682B)
WAVED PLATE (682A)
PR FLUID
LO/REVERSE FLUID
Worn low and reverse clutch plates or porosity in piston can cause no reverse/slips in reverse.
APPLIED
RELEASED
DOUBLE ORIFICE RETAINER & BALL ASSEMBLY (42) 682D 682B 682A 693 694 695
676
679
682C
Figure 23
23
PLANETARY GEAR SETS

REDUCTION - FIRST GEAR
INPUT CARRIER ASSEMBLY (662) DRIVEN INPUT INTERNAL GEAR (664) HELD REACTION CARRIER SHAFT (666) HELD
PLANETARY GEAR SETS

Planetary gear sets are used in the Hydra-matic 4L60-E transmission as the primary method of multiplying torque, or twisting force, of the engine (known as reduction). A planetary gear set is also used to reverse the direction of input torque, function as a coupling for direct drive, and provide an overdrive gear ratio. Planetary gear sets are so named because of their physical arrangement. All planetary gear sets contain at least three main components:
a sun gear at the center of the gear set, a carrier assembly with planetary pinion gears that rotate around the sun gear, and, an internal ring gear that encompasses the entire gear set.
(664) HELD
(662) DRIVEN
(640) DRIVING
INPUT SUN GEAR (640) DRIVING (681) HELD MAIN CASE (103) OUTPUT SHAFT (687)
This arrangement provides both strength and efficiency and also evenly distributes the energy forces flowing through the gear set. Another benefit of planetary gears is that gear clash, a common occurrence in manual transmissions, is eliminated because the gear teeth are always in mesh. The Hydra-matic 4L60-E transmission consists of two planetary gear sets, the input and reaction gear sets. Figures 24 and 25 show both of these gear sets and their respective components. These figures also graphically explain how the planetary gear sets are used in combination to achieve each of the transmissions four forward drive gear ratios and Reverse.
Torque
REACTION INTERNAL GEAR (684) DRIVEN
(684) DRIVEN
REACTION SUN GEAR (673)
REACTION CARRIER ASSEMBLY (681) HELD (673)
When engine torque is transferred through a gear set the output torque from the gear set can either increase, decrease or remain the same. The output torque achieved depends on:
which member of the gear set provides the input torque, which member of the gear set, if any, is held stationary, and, which member of the gear set provides the output torque.
REDUCTION - SECOND GEAR

INPUT CARRIER ASSEMBLY (662) DRIVEN INPUT INTERNAL GEAR (664) DRIVEN
REACTION CARRIER SHAFT (666) DRIVEN
If output torque is greater than input torque the gear set is operating in reduction (First, Second and Reverse gears). If output torque is less than input torque the gear set is operating in Overdrive (Fourth gear). When output torque equals input torque the gear set is operating in direct drive (Third gear) and all gear set components are rotating at the same speed.
Torque vs. Speed
(664) DRIVEN
(662) DRIVEN
(640) DRIVING
INPUT SUN GEAR (640) DRIVING (681) DRIVEN MAIN CASE (103) OUTPUT SHAFT (687)
One transmission operating condition directly affected by input and output torque is the relationship of torque with output speed. As the transmission shifts from First to Second to Third to Fourth gear, the overall output torque to the wheels decreases as the speed of the vehicle increases (with input speed and input torque held constant). Greater output torque is needed at low vehicle speed, First and Second gears, to provide the power for moving the vehicle from a standstill. However, once the vehicle is moving and the speed of the vehicle increases (Third and Fourth gears), less output torque is required to maintain that speed. This provides a more efficient operation of the powertrain.
REDUCTION
(684) DRIVING
REACTION SUN GEAR (673) HELD
Increasing the output torque is known as operating in reduction because there is a decrease in the speed of the output member proportional to the increase in output torque. Therefore, with a constant input speed, the output torque increases when the transmission is in a lower gear, or higher gear ratio. In the Hydra-matic 4L60-E, planetary gear set reduction occurs when the transmission is operating in First, Second and Reverse gears.
REACTION INTERNAL GEAR (684) DRIVING
(673) HELD
REACTION CARRIER ASSEMBLY (681) DRIVEN
In First gear, the input planetary gear set provides the gear reduction to obtain a starting gear ratio of 3.06:1. Engine torque is transferred to the input sun gear (640) while the input internal gear (664) is prevented from rotating by the low roller clutch (678). The input sun gear drives the input carrier pinions. As the pinions rotate counterclockwise on their pins, the pinion gears walk clockwise around the input internal gear. This action drives the input carrier assembly and output shaft (687) clockwise in the First gear reduction of 3.06:1.
24
Figure 24
24A
PLANETARY GEAR SETS

In Second gear, both planetary gear sets, input and reaction, are used to achieve the Second gear reduction of 1.63:1. Power flow through the input gear set is similar to First gear to drive the output shaft. However, in Second gear the reaction sun gear (673) is held by applying the 2-4 band. The reaction internal gear support (685) is splined to the output shaft and drives the reaction carrier pinion gears clockwise. The pinion gears then walk clockwise around the stationary reaction sun gear, thereby driving the reaction carrier assembly (681) clockwise. The reaction carrier drives the reaction carrier shaft and input internal gear clockwise. The input internal gear then drives the input pinion gears in a second reduction to achieve the Second gear ratio.
DIRECT DRIVE
PLANETARY GEAR SETS

REDUCTION - THIRD GEAR
(664) DRIVING
(662) DRIVEN
INPUT INTERNAL INPUT GEAR CARRIER (664) ASSEMBLY DRIVING (662) DRIVEN
OUTPUT SHAFT (687)
Direct drive in a planetary gear set is obtained when any two members of the gear set rotate in the same direction at the same speed. This action forces the third member of the gear set to rotate at the same speed. Therefore, in direct drive the output speed of the transmission is the same as the input speed from the converter turbine. Output speed will equal engine speed when the torque converter clutch is applied (see Torque Converter - page 12). Direct drive is obtained when input torque to the input planetary gear set is transferred through both the input sun gear and the input internal gear. The input pinion gears are wedged between these components and forced to rotate at the same speed. The input carrier then drives the output shaft at the same speed as input torque to provide the direct drive 1:1 gear ratio.
OVERDRIVE
(640) DRIVING
INPUT SUN GEAR (640) DRIVING
REDUCTION - FOURTH GEAR
Operating the transmission in Overdrive allows the output speed of the transmission to be greater than the input speed from the engine. The vehicle can then maintain a given road speed with reduced engine speed for increased fuel economy. Overdrive is achieved through the reaction planetary gear set and only occurs in Overdrive Range Fourth Gear. The 2-4 band holds the reaction sun gear (673) stationary while input torque is provided through the reaction carrier assembly (681). As the carrier is driven clockwise, the reaction pinion gears rotate clockwise on their pins as they walk clockwise around the stationary sun gear. The pinion gears drive the reaction internal gear (684) and output shaft (687) clockwise in an overdrive ratio of .70:1.
REVERSE
(684) DRIVEN
(681) DRIVING
MAIN CASE (103)
OUTPUT SHAFT (687)
(673) HELD
REACTION CARRIER ASSEMBLY (681) DRIVING
In Reverse, the reaction planetary gear set is used to provide both the gear reduction and reversal of engine torque needed. Engine torque is provided through the reaction sun gear (673) which drives the reaction pinion gears counterclockwise. The reaction carrier assembly (681) is held stationary by the low roller clutch. This allows the reaction pinion gears to drive the reaction internal gear and output shaft counterclockwise in a reduction of 2.30:1.
(684) DRIVEN (681) HELD
REDUCTION - REVERSE
MAIN CASE (103)
OUTPUT SHAFT (687)
(673) DRIVING
REACTION SUN GEAR (673) DRIVING
REACTION CARRIER ASSEMBLY (681) HELD
24B
Figure 25
25
HYDRAULIC CONTROL COMPONENTS

The previous sections of this book were used to describe some of the mechanical component operations of the Hydra-matic 4L60-E. In the Hydraulic Control Components section a detailed description of the individual components used in the hydraulic system will be presented. These hydraulic control components apply and release the clutch packs, band and accumulators to provide automatic shifting of the transmission.
3-4 ACCUMULATOR
1-2 ACCUMULATOR
2-4 SERVO ASSEMBLY
CONTROL BODY VALVE ASSEMBLY (60)
26
Figure 26

PUMP BODY (200) SLIDE SPRING (OUTER) (206) SLIDE SPRING (INNER) (207) STATOR SHAFT (214) ROTOR ROTOR GUIDE (212) (211) VANE RING (210) PUMP COVER (215)
PIVOT PIN PIVOT SPRING PIN (204) (205)
SLIDE (203) SLIDE SLIDE SEAL SEAL O-RING SEAL (209) RING SEAL SUPPORT (202) (201) (208)
VANE RING (210)
VANE (213)
2
DECREASE
AIR BLEED (240)
EX
DECREASE
VANE RING (210) SLIDE (203)
LINE
ROTOR (212)
LINE
EX
PUMP ASSEMBLY (4)
SUCTION
FILTER (72)
FILTER (232)
OIL PUMP ASSEMBLY
The oil pump assembly (4) contains a variable displacement vane type pump located in the oil pump body (200). The oil pump rotor (212) is keyed to the torque converter pump hub. Therefore, when the engine is running, the converter pump hub drives the rotor at engine speed. As the oil pump rotor and the oil pump vanes (213) rotate, the area between the vanes increases and fluid volume is positively displaced, thereby creating a vacuum at the pump intake port. The vacuum force allows atmospheric pressure acting on the fluid in the bottom pan to prime the pump and pressurize the hydraulic system. Fluid from the transmission bottom pan is drawn through the oil filter assembly (72) and into the oil pump intake fluid circuit. This fluid is forced into the oil pump through the intake port and rotates around the oil pump slide (203) to the pump outlet port. As the fluid rotates around the slide, the volume between the pump vanes decreases before reaching the outlet port. Decreasing the volume pressurizes the fluid and forces the fluid into the line pressure fluid circuit. This fluid is directed to the pressure regulator valve and becomes the main supply of fluid to the various components and hydraulic circuits in the transmission. When engine speed (RPM) increases, the volume of fluid being supplied to the hydraulic system also increases because of the faster rotation of the pump rotor and vanes. At a specified calibrated pressure, (which varies with transmission model) the pressure regulator valve will move far enough against spring force to allow excess line pressure fluid to return to the suction side of the pump vanes. The result is a control of the pump's delivery rate of fluid to the hydraulic system.
Pump Related Diagnostic Tips

Transmission Overheating Loss of drive High or low line pressure Oil out the vent tube
Figure 27
27

PRESSURE REGULATION
The main components that control line pressure are the pressure control solenoid and pressure regulator valve. The fluid pressure required to apply the clutches and band varies in relation to throttle position and engine torque. At the pressure regulator valve, line pressure is regulated in response to the following: - torque signal fluid pressure routed from the pressure control solenoid (PCS) (this fluid pressure is proportional to engine torque - see page 42). Torque signal fluid pressure moves the boost valve (219) against the pressure regulator isolator spring (218) which acts against the pressure regulator valve. - pressure regulator spring force. - line pressure acting on the end of the pressure regulator valve. - reverse input fluid pressure acting on the boost valve in Reverse. The pressure regulator valve routes line pressure into both the converter feed and decrease fluid circuits. Converter feed fluid is routed to both the torque converter and cooler fluid circuits. Decrease fluid pressure moves the oil pump slide against the force of the pump slide springs (outer - 206, inner - 207). Decrease fluid pressure and the position of the pump slide constantly vary in relation to torque signal fluid pressure and engine torque as controlled by the pressure regulator valve.
Minimum Pressure Regulation
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.
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.
Pressure Regulator Related Diagnostic Tips

A stuck or damaged pressure regulator valve could cause:
High or low line pressure Slipping clutches or bands or harsh apply Transmission overheating Low or no cooler/lube flow
AIR BLEED (240)
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
EX EX
2 DECREASE
AIR BLEED (240)
EX FILTER (232)
EX
DECREASE
LINE

LINE
PRESS REG
CONV FD LINE
EX
CONV FD LINE
EX
EX
PRESS REG
BOOST VALVE
REVERSE INPUT TORQUE SIG
BOOST VALVE
EX
EX
REVERSE INPUT
REVERSE INPUT
SUCTION
SUCTION
PUMP ASSEMBLY (4)
PUMP ASSEMBLY (4)
TORQUE SIGNAL
EX
EX


TORQUE SIGNAL
TORQUE SIGNAL
MINIMUM PUMP OUTPUT
MAXIMUM PUMP OUTPUT
28
Figure 28
TORQUE SIGNAL
AFL
FILTER (50)
AFL
FILTER (50)
FILTER (232)
EX
REVERSE INPUT TORQUE SIG

VALVES LOCATED IN THE OIL PUMP ASSEMBLY
Pressure Regulator Valve (216) Pressure Relief Ball (228)
Regulates line pressure in relation to vehicle operating conditions (see page 28 on Pressure Regulation). The pressure regulator valve is biased by torque signal fluid pressure, pressure regulator spring (217) force, line pressure routed to the end of the valve, and reverse input fluid pressure acting on the boost valve in Reverse. Line pressure is routed through the valve and into both the converter feed and decrease fluid circuits.
A stuck pressure regulator valve could cause high or low oil pressure.
Boost Valve (219)
The pressure relief ball and spring (229) prevent line pressure from exceeding approximately 2240 to 2520 kPa (320 to 360 psi). Above this pressure, line fluid pressure moves the ball against spring force and exhausts until line pressure decreases sufficiently.
A pressure relief ball not seated or damaged could cause high or low oil pressure.
Torque Converter Clutch Solenoid
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
RELEASE
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.
No TCC apply could be caused by internal damage to the TCC solenoid.
231
AIR BLEED (240)
232
229 228
EX
DECREASE
EX
LINE

COOLER
CONV FD LINE
PRESS REG
EX
BOOST VALVE
EX
REGULATED APPLY
224
CONV FD
REVERSE INPUT
SUCTION
(238) (237)
PUMP ASSEMBLY (4)
223
EX
EX
OVERRUN CLUTCH FORWARD CLUTCH FEED
SUCTION
222
EX
LINE REVERSE INPUT
Retainer and Checkball Assemblies (237)
Torque Converter Clutch Apply Valve (224)
Controlled by the TCC solenoid state and converter clutch signal fluid pressure, it directs converter feed fluid pressure to either the release or apply side of the converter clutch. The TCC apply valve also directs fluid into the cooler fluid circuit. The valve is held in the release position (as shown) by spring force when the TCC solenoid is OFF. With the TCC solenoid ON, converter clutch signal fluid pressure increases and moves the valve into the apply position against spring force.
These two assemblies are located in the reverse input and overrun clutch fluid circuits. Their function is to allow air to escape from the fluid circuit when fluid pressure increases during clutch apply. Also, when the clutch releases the ball unseats and allows air into the circuit to displace the exhausting fluid.
Orifice Cup Plugs (238-240)
Various orifice cup plugs are located in the oil pump cover (215) to provide fluid flow control in the transmissions hydraulic system.
Torque converter clutch shudder could be caused by a restricted or damaged orifice cup plug.
Figure 29
225
226
RELEASE
EX
FILTER (232)
216
217
218
EX
219
EX (237) TORQUE SIG
REV INPUT
220
221
29

VALVES LOCATED IN THE CONTROL VALVE BODY
3-4 Shift Valve (385)
Biased by 1-2 signal fluid pressure from the 1-2 shift solenoid, spring force and D3 fluid pressure, the 3-4 shift valve controls the routing of 3-4 signal fluid. To obtain Fourth gear, 1-2 signal fluid pressure moves the valve against spring force and directs 3-4 signal fluid into the 4th signal fluid circuit. However, in Manual Third, D3 fluid assists spring force and holds the valve against 1-2 signal fluid pressure to prevent Fourth gear under any conditions. In the downshifted position, the 4th signal fluid circuit is open to an exhaust past the valve.
3-2 Downshift Valve (389)
providing the limiting action. AFL fluid is routed to the shift solenoids, the pressure control solenoid, the TCC PWM solenoid, the 3-2 control solenoid and the 2-3 shift valve train.
Torque Converter Clutch Pulse Width Modulated (TCC PWM) Solenoid Valve (396)
The 3-2 downshift valve helps control the 2-4 band apply rate during a 3-2 downshift. During the downshift, 3-4 clutch fluid pressure holds the valve against spring force before exhausting. This allows 2nd fluid to quickly fill the 2nd clutch fluid circuit for a faster 2-4 band apply.
Reverse Abuse Valve (387)
The TCC PWM solenoid valve is a normally closed, pulse width modulated (PWM) solenoid controlled by the PCM in relation to vehicle operating conditions. The TCC PWM solenoid valve regulates actuator feed limit fluid into the CC signal fluid circuit and is used to control the flow of line pressure through the regulated apply valve and provides a smooth engagement of the TCC.
Stuck ON, exhaust plugged, would cause no TCC release in 2nd, 3rd or 4th gear. Stuck OFF, leaking o-ring, no voltage, would cause no TCC/ slip or soft apply.
Regulated Apply Valve (380) and Isolator Valve (398)
The reverse abuse valve provides a faster apply of the reverse input clutch when throttle position is greater than idle. During these conditions, reverse fluid pressure increases and moves the valve against spring force. Reverse fluid can then quickly fill the reverse input fluid circuit. This bypasses the control of the reverse input orifice (#17) for a faster clutch apply.
3-2 Control Solenoid Valve (394)
The regulated apply valve and isolator valve are used to control the flow of line pressure into the regulated apply fluid circuit. Regulated apply fluid pressure is controlled by the action of CC signal fluid pressure on the isolator valve and orificed regulated apply fluid pressure on the regulated apply valve.
A regulated apply valve stuck or assembled incorrectly could cause no TCC apply.
3-4 Relay Valve (384) and 4-3 Sequence Valve (383)
The 3-2 control solenoid valve is a normally closed ON/OFF solenoid controlled by the PCM. The solenoid is used to route actuator feed limit (AFL) fluid into the 3-2 signal fluid circuit to control the position of the 3-2 control valve. The PCM controls the solenoid state during a 3-2 downshift according to vehicle speed.
3-2 Control Valve (391)
The 3-2 control valve regulates the exhaust of 3rd accumulator fluid into the 3-4 clutch fluid circuit during a 3-2 downshift. This regulation is controlled by 3-2 signal fluid pressure from the 3-2 control solenoid valve. At high vehicle speed, 3-2 signal fluid pressure moves the valve against spring force to block exhausting 3rd accumulator fluid from entering the 3-4 clutch fluid circuit. At low vehicle speed, 3-2 signal fluid pressure is OFF and the valve is held in the open position by spring force to allow exhausting 3rd accumulator fluid to enter the 3-4 clutch fluid circuit.
A stuck 3-2 control valve could cause no 3-4 shift, slips or rough 3-4 shift.
Manual Valve (340)
These valves are used mainly to control the 4-3 downshift timing. The valves direct various fluids into different fluid circuits depending on the gear range. Spring force acting on the 4-3 sequence valve tends to keep the valves in the downshifted position. In Fourth gear, 4th signal fluid pressure moves both valves against spring force and into the upshifted position (see Overdrive Range 4-3 Downshift on page 64).
A stuck 4-3 sequence valve could cause no overrun braking manual 3-2-1.
Accumulator Valve (371)
The manual valve is supplied with line pressure from the pressure regulator valve and is mechanically linked to the gear selector lever. When a gear range is selected, the manual valve directs line pressure into various circuits by opening and closing fluid passages. The fluid circuits fed by the manual valve include Reverse, PR, D4, D3, D2 and lo.
High or low oil pressure could be caused by a scored or damaged manual valve.
Pressure Control Solenoid Valve (377)
The accumulator valve is biased by torque signal fluid pressure, spring force and orificed accumulator fluid pressure at the end of the valve. The valve regulates D4 fluid into accumulator fluid pressure in relation to engine torque, as determined by torque signal fluid pressure. Accumulator fluid pressure is used to control shift feel during the 1-2 and 3-4 shifts. During the 1-2 and 3-4 upshifts, the valve regulates the exhaust of accumulator fluid to help control shift feel.
A stuck accumulator valve could cause no 3-4 shift, slips or rough 3-4 shift.
2-3 Shift Solenoid Valve (367)
Controlled by the PCM through a duty cycle operation, the pressure control (PC) solenoid valve regulates AFL fluid pressure into the torque signal fluid circuit. Torque signal fluid pressure is regulated in response to engine torque and other vehicle operating conditions. Torque signal fluid pressure is routed to the boost valve to increase line pressure and to the accumulator valve to help control shift feel.
Actuator Feed Limit Valve (374)
Located at the end of the 2-3 shuttle valve, the 2-3 shift solenoid valve is a normally open, ON/OFF type solenoid controlled by the PCM. The solenoid is used to control 2-3 signal fluid pressure at the end of the 2-3 shuttle valve and the positioning of 2-3 shift valve train. When de-energized, the solenoid is open and 2-3 signal fluid exhausts through the solenoid. When energized, the solenoid is closed and blocks 2-3 signal fluid from exhausting, thereby creating 2-3 signal fluid pressure at the end of the 2-3 shuttle valve.
2-3 Shift Valve (368) and 2-3 Shuttle Valve (369)
The 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
The 2-3 shift valve train responds to AFL fluid pressure acting on the 2-3 shift valve and 2-3 signal fluid pressure from the 2-3 shift solenoid valve at the 2-3 shuttle valve. Also, in Manual Second and Manual First gear ranges, D2 fluid pressure is routed between the two valves. D2 fluid pressure keeps the 2-3 shift valve in the downshifted position to prevent the transmission from upshifting above Second gear regardless of shift solenoid states. The valve train controls the routing and
30

VALVES LOCATED IN THE CONTROL VALVE BODY
exhausting of various fluids to obtain the appropriate gear range as determined by the PCM or gear selector lever.
A stuck 2-3 shift valve could cause no reverse or slips in reverse.
1-2 Shift Solenoid Valve (367) Forward Abuse Valve (357)
Located at the end of the 1-2 shift valve, the 1-2 shift solenoid valve is a normally open, ON/OFF type solenoid controlled by the PCM. The solenoid is used to control 1-2 signal fluid pressure and the positioning of both the 1-2 shift valve and the 3-4 shift valve. When de-energized (OFF), the solenoid is open and 1-2 signal fluid exhausts through the solenoid. When energized (ON), the solenoid is closed and blocks 1-2 signal fluid from exhausting, thereby creating 1-2 signal fluid pressure at the 1-2 and 3-4 shift valves.
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)
In Reverse, PR fluid moves the valve against spring force and fills the lo/reverse fluid circuit. In Manual First, the lo overrun valve regulates lo/1st fluid pressure into the lo/reverse fluid circuit. This regulation is biased by spring force and orificed lo/ reverse fluid pressure acting on the valve.
A stuck lo overrun valve could cause no reverse or slips in reverse.
Forward Clutch Accumulator
The 1-2 shift valve is biased by 1-2 signal fluid pressure, spring force and D432 fluid pressure. The valve position depends on the shift solenoid states. The 1-2 shift solenoid valve controls 1-2 signal fluid pressure and the 2-3 shift solenoid valve controls the 2-3 shuttle valve position and D432 fluid pressure. The 1-2 shift valve directs D4 fluid into the 2nd fluid circuit to upshift the transmission to Second gear. The valve also routes lo fluid into the lo/1st fluid circuit in Manual First First Gear. The exhaust past the valve is an annulus exhaust in which exhausting fluid, either 2nd fluid or lo/1st fluid, flows around the valve land and through the valve body.
A sticking 1-2 shift valve could cause no upshift in 1st gear.
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.
OVERRUN CL 3-4 ACCUM SERVO FD OVERRUN D3 3-4 ACC SERVO FD
AFL
FILTERED AFL
CC SIGNAL AFL
AFL
LINE
ACTUATOR FEED LIMIT

EX EX EX
ISOLATOR VALVE
REGULATED APPLY REG APPLY LINE CC SIGNAL SERVO FEED 2ND 4TH SIGNAL
EX
D3
REG APPLY
EX
LINE SERVO FEED 2ND
EX
TORQUE SIGNAL D4 ACCUMULATOR

ACCUM VALVE
EX
OVERRUN

4-3 SEQUENCE VALVE
EX EX
2ND D2 D4-3-2 ACTUATOR FEED LIMIT 2-3 SIGNAL

EX
3-4 RELAY
EX OVERRUN CLUTCH FEED 4TH 3-4 SIGNAL 1-2 SIGNAL D3 D3
EX OVERRUN CLUTCH FEED 4TH 1-2 SIGNAL
D3
2-3 SHIFT VALVE

EX EX
D2
2-3 SHUTTLE
EX EX
3-4 SIGNAL
AFL
1-2 SIGNAL
3-4 SHIFT VALVE
D4-3-2
D4-3-2
LO
3-2 DOWNSHIFT
REV ABUSE
EX
REVERSE INPUT
ORIFICED EX
EX

EX
LO/1ST
D4
1-2 SIGNAL D4-3-2 LO LO/1ST D4 1-2 SIGNAL

EX
EX
1-2 SHIFT VALVE
2ND CLUTCH 3-4 CLUTCH 3-4 CLUTCH 3-2 SIGNAL

REVERSE
D4-3-2 EX
O EX
2ND
ACTUATOR FEED LIMIT

3-2 CONTROL
EX
2ND ORIFICED EX EX ACTUATOR FEED LIMIT
FORWARD ABUSE
EX
LO OVERRUN
FWD CL FD
PR LO/REV
AFL ACTUATOR FEED LIMIT
D4
EX
LO/1ST
REVERSE
3RD ACCUM REVERSE INPUT
R N D 3 2 1
EX
LO/REVERSE LO/1ST LO/REV PR FWD CL FD
MANUAL VALVE
EX
D4
PR
LO
D3
D2
REVERSE
LINE
EX
FORWARD CLUTCH ACCUMULATOR FWD CL FEED
Figure 30
31

353 354
ACCUMULATORS
355 356 363
R N D 3 2 1
EX
MANUAL VALVE
EX
EX
An accumulator is a spring loaded device that absorbs a certain amount of apply fluid pressure to cushion the apply of a clutch or band. Apply fluid pressure directed to an accumulator piston opposes a spring force, and an accumulator fluid pressure (except in the forward clutch accumulator), to act like a shock absorber. In the Hydra-matic 4L60-E transmission, accumulators are used to control shift feel during the apply of the forward clutch, 2-4 band (in both Second and Fourth gears) and 3-4 clutch. During the apply of a clutch or band, apply fluid pressure builds up rapidly when the friction element begins to hold. As the fluid pressure increases, it also moves the accumulator piston against spring force and accumulator fluid pressure. Without an accumulator in the apply fluid circuit, the rapid buildup of fluid pressure would cause the clutch or band to apply very quickly and possibly create a harsh shift. However, accumulator spring force and accumulator fluid pressure absorb some of the initial apply fluid pressure to allow a more gradual apply of the clutch or band.
D4
D3
D2
PR
LO
REVERSE
EX
#12
FWD CL FEED
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.
Slips in 1st gear could be caused by:
LINE
D4
22
FWD CL FEED
EXAMPLE: FORWARD CLUTCH ACCUMULATION
A missing, cut or damaged forward clutch accumulator piston seal. A piston out of its bore. Porosity in the piston or valve body. A stuck abuse valve.
1-2 and 3-4 ACCUMULATOR ASSEMBLIES Accumulator Valve Function
56 55
ORIFICED ACCUM
3-4 ACCUMULATOR
EX
19
3-4 ACCUM
#1
18
54

2ND CLUTCH
ACCUMULATOR
104
1-2 ACCUMULATOR
The 1-2 and 3-4 accumulator assemblies help cushion the 2-4 band apply rate. These assemblies use an accumulator fluid pressure to assist spring force. Accumulator fluid pressure is regulated by the accumulator valve (371) in relation to torque signal fluid pressure. The pressure control (PC) solenoid is controlled by the PCM and regulates torque signal fluid pressure in relation to engine torque, throttle position and other vehicle operating conditions. When engine torque is a maximum, a greater apply pressure is required to prevent the band from slipping during apply and hold the band against the reverse input housing. When engine torque is a minimum, the band requires less apply force and a slower apply rate. The regulating action of the accumulator valve compensates for these various operating conditions by increasing accumulator fluid pressure as engine torque and torque signal fluid pressure increase.
1-2 ACCUMULATOR ASSEMBLY
ORF ACC
ACCUM
57
TORQUE SIGNAL
D4
The 1-2 accumulator assembly is used to control the apply feel of the 2-4 band in Second gear. The assembly is located between the spacer plate (48) and 1-2 accumulator cover (57) and consists of a piston (56), spring (54) and apply pin.
A stuck 1-2 accumulator piston could cause slipping or a rough 1-2 shift.
ACCUM VALVE
EX
ACCUMULATOR
EXAMPLE: 1-2 UPSHIFT
32
ACCUMULATOR
Upshift Control
During a 1-2 upshift (as shown in Example), 2nd clutch fluid is routed to both the servo assembly and the 1-2 accumulator assembly. The rapid buildup of fluid pressure in the 2nd clutch fluid circuit strokes the accumulator piston against spring force
Figure 31

and accumulator fluid pressure. This action absorbs some of the initial buildup of 2nd clutch fluid pressure and provides a time delay to cushion the 2-4 band apply. As 2nd clutch fluid pressure moves the accumulator piston, some accumulator fluid is forced out of the 1-2 accumulator assembly. This fluid pressure is routed back to the accumulator valve. The increase in accumulator fluid pressure acting on the end of the accumulator valve moves the valve against spring force and torque signal fluid pressure. This blocks D4 fluid and regulates the exhaust of the excess accumulator fluid pressure past the accumulator valve and through an exhaust port. This regulation provides additional control for the accumulation of 2nd clutch fluid and apply of the 2-4 band.
Downshift Control
ACCUM
3-4 ACCUMULATOR
EX
19
3-4 ACCUM
ORIFICED
43
#1
18
44
ORF ACC
ACCUM
TORQUE SIGNAL
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.
2ND CLUTCH
45
1-2 ACCUMULATOR
46
The 3-4 accumulator assembly is located in the transmission case and consists of a piston (44), piston spring (46) and piston pin (43). The 3-4 accumulator assembly is the primary device for controlling the apply feel of the 2-4 band in Fourth gear. The 3-4 accumulator assembly functions similar to the 1-2 accumulator assembly. During a 3-4 upshift the 3-4 accumulator absorbs the initial increase of 3-4 accumulator fluid pressure to control the 2-4 band apply.
No 3-4 shift, slips or rough 3-4 shift could be caused by: Porosity in 3-4 accumulator piston or bore. 3-4 accumulator piston seal or seal grooves damaged.
ACCUM VALVE
EX
ACCUMULATOR
EXAMPLE: 3-4 UPSHIFT
3-4 Accumulator Checkball (#1)
During a 4-3 downshift, accumulator fluid seats the #1 checkball and is orificed into the orificed accumulator fluid circuit. This orifice (#18) controls the increase of orificed accumulator fluid pressure and the movement of the 3-4 accumulator piston against exhausting 3-4 accumulator fluid.
#7 CHECKBALL
2-3 UPSHIFT ACCUMULATION
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.
A 2nd servo apply piston seal missing, cut or damaged could cause a slipping or rough 1-2 shift. A 4th servo piston installed backwards could cause slips in 1st gear. No 3-4 shift, slips or rough 3-4 shift could be caused by damaged piston seal grooves. A 2-4 servo assembly apply pin that is too short or too long could cause no 2-3 shift or 2-3 shift slips, rough or hunting.
EXHAUST
2ND CLUTCH
3RD ACCUM
4TH CLUTCH
2-4 SERVO ASSEMBLY
Figure 32
3-4 ACCUMULATOR ASSEMBLY
D4
ACCUMULATOR
ACCUMULATOR
33

BALL CHECK VALVE LOCATION AND FUNCTION
#1 3-4 ACCUMULATOR #8 1-2 UPSHIFT
Located in the transmission case, the 3-4 accumulator ball check valve helps control the flow of accumulator fluid to the 3-4 accumulator. When the ball is seated, accumulator fluid is forced through the #18 orifice. This action helps control the 2-4 band release during a 4-3 downshift.
Located in the valve body, the 1-2 upshift ball check valve helps control the 2-4 band apply during a 1-2 upshift. During the upshift, 2nd fluid pressure seats the ball and is forced through the #16 orifice. This orifice slows the flow of 2nd fluid to help cushion the band apply. When the band releases during a 2-1 downshift, exhausting 2nd clutch fluid unseats, and exhausts past, the 1-2 upshift ball check valve.
#2 3RD ACCUMULATOR
Located in the valve body, the 3rd accumulator ball check valve directs exhausting 3rd accumulator fluid through orifice #12 and to the 3-2 control valve. This helps control the 2-4 band apply during a 3-2 downshift. During a 3-4 upshift, 3-4 clutch fluid unseats the ball for a quick feed into the 3rd accumulator fluid circuit. Note: Some models do not include orifice #12 in the spacer plate. For these models, all exhausting 3rd accumulator fluid is routed to the 3-2 control valve.
#9 TCC APPLY
Located in the end of the turbine shaft, the #9 ball check valve is a retainer and ball assembly that helps control the converter clutch apply feel. As the converter clutch applies, exhausting release fluid seats, and is orifice around the ball check valve. This action slows the exhaust of release fluid to control the converter clutch apply feel. When the converter clutch is released, release fluid pressure unseats the ball check valve and flows freely past the ball to keep the pressure plate disconnected from the converter cover.
#3 REVERSE INPUT
Located in the valve body, the reverse input ball check valve controls the reverse input clutch apply when engine speed is at idle. During these conditions, all reverse fluid feeding the reverse input fluid circuit is routed to the ball, seats the ball, and is forced through orifice #17. This slows the flow of reverse fluid to cushion the reverse input clutch apply. When the reverse input clutch releases, exhausting reverse input fluid unseats the ball for a quick exhaust of fluid.
#10 LO/REVERSE CLUTCH APPLY
Located in the transmission case, the #10 ball check valve is a retainer and ball assembly that helps control the lo and reverse clutch apply feel. During the clutch apply, PR fluid pressure seats, and is orificed around the ball check valve. This orifice slows the increase of PR fluid pressure at the clutch piston to cushion the apply feel. When the clutch releases, exhausting PR fluid unseats the ball check valve for a quick exhaust.
#4 3-4 CLUTCH EXHAUST
Located in the valve body, this ball check valve helps control the 3-2 downshift. Exhausting 3-4 clutch and 3rd accumulator fluids seat the ball and are forced through orifice #13. This helps control the 3-4 clutch release rate and 2-4 band apply. During a 3-4 upshift, 3-4 signal fluid unseats the ball for a quick feed into the 3-4 clutch fluid circuit.
#12 FORWARD CLUTCH ACCUMULATOR
#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.
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.
#6 OVERRUN CLUTCH CONTROL
Ball Check Valves Related Diagnostic Tips
Located in the valve body, the #6 ball check valve helps control the overrun clutch apply rate. Overrun clutch feed fluid pressure seats the ball and is forced through orifice #20. This orifice slows the flow of overrun fluid to cushion the overrun clutch apply. When the overrun clutch releases, overrun clutch feed fluid unseats the ball for a quick exhaust.
Understanding the design principle of each ball check valve will help in the diagnosis of hydraulic related conditions. For example:
a harsh shift complaint could be a stuck or missing ball check valve.
#7 3RD ACCUMULATOR EXHAUST
Located in the transmission case, it unseats when 3rd accumulator fluid exhausts from the 2-4 servo to prevent residual fluid pressure from accumulating. Also, before 3rd accumulator fluid pressure seats the ball during a 2-3 upshift, any air in the circuit exhausts past the ball.
no overrun braking in manual 3-2-1 could be a mispositioned checkball. high or low oil pressure could be caused by an omitted or misassembled ball check valve.
34

ACCUM
BALL CHECK VALVE LOCATION AND FUNCTION

20e
20d
#1
ORIFICED ACCUMULATOR
21a
18
3-4 CLUTCH
21
21
#10
#2
12 29g 28
16
17
16
15c
#3
15b
REV INPUT
3-4 SIGNAL
13 27c 29
#5
35c
#6
35d 35e
20
35b
39
36
OVERRUN
OVERRUN CLUTCH FEED ORIFICED D2

#4
EX
36
24k
2ND
25
16
2ND CL
2ND CLUTCH
#12
17a
18
#9
#10
PR
FWD CL FEED
35
Figure 33
18
TCC RELEASE
CASE BOTTOM
17b
TURBINE SHAFT
22
FORWARD CL FEED
#8
25
24m
D4
3RD ACCUM
#7
3RD ACCUMULATOR
#9
27b
29f
28
3RD ACCUMULATOR
REVERSE INPUT
#1 #7
#4
29
3-4 CLUTCH
SERVO BORE
CONTROL VALVE BODY (60) (Case Side) #6 #5
#8
#3 #2 INPUT HOUSING (621) #12
ELECTRICAL COMPONENTS
The Hydra-matic 4L60-E transmission incorporates electronic controls that utilize a Powertrain Control Module (PCM). The PCM gathers vehicle operating information from a variety of sensors and control components located throughout the powertrain (engine and transmission). The PCM then processes this information for proper control of the following:
transmission shift points - through the use of shift solenoids transmission shift feel - by adjusting line pressure through the use of a pressure control solenoid TCC apply and release timing and feel - through the use of a TCC solenoid and a TCC PWM solenoid the 3-2 downshift - through the use of a 3-2 control solenoid the 3-2 control solenoid is OFF, providing a faster 3-2 downshift both shift solenoids are OFF
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 11 5
With both shift solenoids OFF, the transmission will operate in Third gear when the selector lever is in the Overdrive position. However, with the Hydra-matic 4L60-E transmission the driver has some flexibility in gear selection during fail-safe mode. Changing gears during fail-safe mode is accomplished by moving the gear selector lever as follows: Gear Selector Lever Position Transmission Gear Operation Overdrive Range D Third gear Drive Range (D) Third gear Manual Second (2) Second gear Manual First (1) Second gear Reverse (R) Reverse Park, Neutral (P, N) Park, Neutral The downshift to First gear in Manual First is controlled electronically for safety and durability reasons. This means that the PCM must electronically command both shift solenoids to be ON to obtain First gear. NOTE: This section of the book contains general information about electrical components that provide input information to the PCM. Since this input information may vary between vehicle applications, it is important that the appropriate General Motors Service Manual is used during repair or diagnosis of the transmission.
DLC PCM
INPUTS
INFORMATION SENSORS
1. 2. 3. 4. 5. 6. 7. 8. 9. 10. 11. VEHICLE SPEED SENSOR (VSS) TRANMISSION FLUID TEMPERATURE (TFT) SENSOR TFP MANUAL VALVE POSITION SWITCH THROTTLE POSITION (TP) SENSOR ENGINE SPEED SENSOR ENGINE COOLANT TEMPERATURE (ECT) SENSOR TCC BRAKE SWITCH 4 WHEEL DRIVE LOW SWITCH AIR CONDITIONING REQUEST CRUISE CONTROL INFORMATION MANIFOLD ABSOLUTE PRESSURE (MAP) SENSOR
ELECTRONIC CONTROLLERS
POWERTRAIN CONTROL MODULE (PCM) DIAGNOSTIC LINK CONNECTOR (DLC)
36
Figure 34
D2
D3
10
OUTPUTS
ELECTRONICALLY CONTROLLED TRANSMISSION COMPONENTS
A. PRESSURE CONTROL SOLENOID VALVE B. TORQUE CONVERTER CLUTCH (TCC) SOLENOID VALVE C. 1-2 SHIFT SOLENOID VALVE D. 2-3 SHIFT SOLENOID VALVE E. 3-2 CONTROL SOLENOID VALVE F. TCC PWM SOLENOID VALVE
FIVE PIN CONNECTOR D4 INDICATOR SWITCH D2 INDICATOR SWITCH TRANSMISSION FLUID PRESSURE MANUAL VALVE POSITION SWITCH ASSEMBLY (69)
D2
TRANSMISSION FLUID PRESSURE (TFP) MANUAL VALVE POSITION SWITCH ASSEMBLY
D4
R P N
R L
D3
The TFP manual valve position switch assembly is attached to the control valve body and is used to signal the manual valve position to the PCM. Various fluids are routed to the TFP manual valve position switch depending on the manual valve position. These fluids open and close the fluid pressure switches in the TFP manual valve position switch to provide a signal to the PCM indicating the gear range position of the manual valve. The combination of opened and closed switches determines the voltage measured at each of the three pins in the TFP manual valve position switch electrical connector. An open circuit measures 12 volts while a grounded circuit measures 0 volts. The electrical schematic and chart below show the TFP manual valve position switch circuitry used to signal the manual valve position.
Normally Open Fluid Pressure Switch
TEMPERATURE SENSOR
LO INDICATOR SWITCH
D3 INDICATOR SWITCH
REVERSE INDICATOR 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.
Normally Closed Fluid Pressure Switch
Body Contact
Fluid
O-Ring Diaphragm Contact
Body
Fluid
O-Ring Diaphragm
+
Contact Element Contact
+
Ground Contact Element Contact
Ground
The D2 and D3 fluid pressure switches are normally closed and electrical current is free to flow from the positive contact to the ground contact when no fluid pressure is present. Fluid pressure moves the diaphragm to disconnect the positive and ground contacts. This opens the switch and stops current from flowing through the switch.
Example: (Manual Third Range)
NORMALLY OPEN
NORMALLY CLOSED
RANGE INDICATOR Park/Neutral Reverse Overdrive Manual Third Manual Second Manual First
FLUID* REV D4 0 1 0 0 0 0 0 0 1 1 1 1 D3 0 0 0 1 1 1 D2 0 0 0 0 1 1 LO 0 0 0 0 0 1
CIRCUIT+ N 0 1 0 0 0 1 R 1 1 1 0 0 0 P 0 0 1 1 0 0
The hydraulic and electrical schematics below are shown in the Drive Range (Manual Third) position (D or 3). D4 fluid pressure closes the D4 fluid pressure switch and D3 fluid pressure opens the D3 fluid pressure switch. With the D2 switch normally closed, pins N and P measure 0 volts while pin R measures approximately 12 volts. This combination signals the PCM that the manual valve is in the Manual Third position.
A Transmission Fluid Pressure Manual Valve Position Switch Assembly malfunction will set a DTC P1810 and the PCM will command the following default actions: Maximum line pressure. Assume D4 shift pattern. TCC on in commanded fourth gear. The PCM stores DTC P1810 in PCM history.
*: 1 = Pressurized 0 = Exhausted +: 1 = Grounded (Resistance <50 ohms, 0 volts) 0 = Open (Resistance >50k ohms, 12 volts)
R N D 3 2 1
MANUAL VALVE
EX
SWITCH LOGIC MANUAL THIRD (3) (Engine Running)

N REV (N/O) LO (N/O) D3 (N/C) D2 (N/C) GROUND R D4 (N/O) P

PR LINE

LO
D2
D4
D3
D4
D3
D4 D2
D4-N.O.
LO
TFP SWITCH ASSEMBLY
D4
Figure 35
D3 REVERSE INPUT
LO-N.O.
LO
TEMP SENSOR
D2
REVERSE
LINE
EX
37
VEHICLE SPEED SENSOR (VSS)
ROTOR (713) SPEED SENSOR (10) O-RING
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 its outside diameter. 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.
Vehicle Speed Sensor Circuit Low will set DTC P0502 and the PCM will command the following default actions: Freeze shift adapts. Maximum line pressure. Calculate A/T OSS from A/T ISS sensor output. DTC P0502 stores in PCM history.
MAGNETIC PICKUP ELECTRICAL CONNECTOR
VEHICLE SPEED SENSOR
OUTPUT VOLTS
5.0
LOW SPEED
HIGH SPEED
TIME
FIGURE A: CONDITIONED SIGNAL
TRANSMISSION FLUID TEMPERATURE (TFT) SENSOR

CONNECTOR RESISTOR
TRANSMISSION FLUID PRESSURE MANUAL VALVE POSITION SWITCH ASSEMBLY (69)
TEMPERATURE SENSOR
The temperature sensor is a negative temperature coefficient thermistor (temperature sensitive resistor) that provides information to the PCM regarding transmission fluid temperature. The temperature sensor is a part of the transmission fluid pressure (TFP) manual valve position switch assembly which is attached to the control valve body and submersed in fluid in the transmission bottom pan. The internal electrical resistance of the sensor varies in relation to the operating temperature of the transmission fluid (see chart). The PCM sends a 5 volt reference signal to the temperature sensor and measures the voltage drop in the circuit. A lower fluid temperature creates a higher resistance in the temperature sensor, thereby measuring a higher voltage signal. 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 29C (84F). Also, when fluid temperatures exceed 135C (275F), 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.
TFT Sensor Circuit Range/Performance will set DTC P0711 and the PCM will command the following default actions: Freeze shift adapts. Defaults the TFT to 140C (284F) for shift scheduling (hot mode pattern). DTC P0711 stores in PCM history.
SENSOR RESISTANCE VS. TEMPERATURE

Sensor Resistance (K ohms)
110 100 90 80 70 60 50 40 30 20 10 0 -50 -30 -10 10 30 50 70 90 110 130 150
Temperature C
38
Figure 36
TORQUE CONVERTER CLUTCH SOLENOID
The TCC solenoid is a normally open, ON/OFF solenoid that the PCM controls to apply and release the converter clutch. When de-energized, converter feed fluid pressure holds the valve and plunger away from the exhaust port. This allows converter feed fluid to exhaust through the solenoid. Without converter feed fluid pressure at the end of the converter clutch apply valve, spring force holds the valve in the release position. When vehicle operating conditions are appropriate for TCC apply, the PCM provides a ground for the TCC solenoid electrical circuit. Electrical current flows through the coil assembly in the solenoid which creates a magnetic field. The magnetic field moves the plunger and valve to block the exhaust port and prevent converter feed fluid from exhausting through the solenoid. Converter feed fluid pressure increases at the converter clutch apply valve and moves the valve into the apply position against spring force. Under normal operating conditions, the torque converter clutch only applies in Fourth gear when in Overdrive range or Third gear when in Manual Third gear range. However, at high speeds under heavy throttle conditions, the PCM will command TCC apply in Third gear when in Overdrive range. Also, when transmission fluid temperature is above approximately 135C (275F), 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:
The TCC is released when the brake pedal is depressed. The TCC is released under minimum and maximum throttle conditions. TCC apply is prevented until engine coolant temperature is above approximately 20C (68F). TCC apply is prevented until transmission fluid temperature is above approximately 29C (84F).
CONVERTER FEED FLUID
STEEL PLUNGER VALVE
EXHAUST
STEEL BAR WRAPPED WITH COPPER COIL
MOUNTING FLANGE
TORQUE CONVERTER CLUTCH SOLENOID (NORMALLY OPEN)
A continuous open, short to ground, or short to power in the TCC solenoid valve circuit will set DTC P0740 TCC Enable Solenoid Circuit Electrical and the PCM will command the following default actions: The PCM illuminates the malfunction indicator lamp (MIL) The PCM inhibits TCC engagement The PCM inhibits 4th gear if the transmission is in hot mode The PCM freezes shift adapts from being updated The PCM stores Freeze Frame and Failure records The PCM stores DTC P0740 in PCM history
Low torque converter slip when the TCC is commanded OFF will set DTC P0742 TCC System Stuck On and the PCM will command the following default actions: The PCM illuminates the malfunction indicator lamp (MIL) The PCM freezes shift adapts from being updated The PCM stores Freeze Frame and Failure records The PCM stores DTC P0742 in PCM history
Figure 37
39
PLUNGER CONNECTOR SPRING METERING O-RING BALL
SHIFT SOLENOID VALVES
The Hydra-matic 4L60-E transmission uses two identical, normally open, electronic shift solenoid valves (1-2 and 2-3) to control upshifts and downshifts in all forward gear ranges. These shift solenoid valves work together in a combination of ON and OFF sequences to control the positions of the 1-2 shift valve, 2-3 shift valve train and 3-4 shift valve. The PCM monitors numerous inputs to determine the appropriate solenoid state combination and transmission gear for the vehicle operating conditions. The following table shows the solenoid state combination required to obtain each gear:
FRAME
COIL ASSEMBLY
EXHAUST
SIGNAL FLUID
SHIFT SOLENOID VALVE (OFF)
AFL
FILTER (49) AFL
3-4 ACCUM SERVO FEED 2ND
OVERRUN
29
AFL
D2
D3
28
AFL
EX
EX
D4-3-2
EX
ON
3-4 SIGNAL D4-3-2 D3

ACTUATOR FEED LIMIT
2-3 SHIFT VALVE

EX
2-3 SHUTTLE

EX
1-2 SIGNAL
3-4 SHIFT VALVE

EX
26
LO
LO/1ST
25
ORIFICED EX
D4-3-2
EX
3-4 SIGNAL
D4
1-2 SHIFT VALVE

O EX

EX
2ND
EXAMPLE A: PARK/REVERSE/NEUTRAL/FIRST GEAR
AFL
FILTER (49) AFL
ACCUM SERVO FEED 2ND
OVERRUN
AFL
AFL
3-4
D3
D2
28
EX
EX
D4-3-2
EX
OFF
3-4 SIGNAL D4-3-2
D3
3-4 SHIFT VALVE
1-2 SIGNAL
ORIFICED EX
D4-3-2
EX
3-4 SIGNAL
D4
1-2 SHIFT VALVE

O EX
OFF
2ND
EXAMPLE B: THIRD GEAR
40
EX
4TH SIGNAL
26
LO
EX
LO/1ST
25
1-2 SIGNAL
ACTUATOR FEED LIMIT
2-3 SHIFT VALVE

EX
2-3 SHUTTLE
EX
2-3 SIGNAL
4TH SIGNAL
1-2 SIGNAL
2-3 SIGNAL
ON
29
GEAR Park, Reverse, Neutral First Second Third Fourth
1-2 SOLENOID ON ON OFF OFF ON
2-3 SOLENOID ON ON ON OFF OFF
Shift Solenoid De-energized (OFF)
The shift solenoids are OFF when the PCM opens the path to ground for the solenoids 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 Energized (ON)
To energize the shift solenoids, the PCM provides a path to ground for the solenoids 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.
1-2 Shift Solenoid (SS) Valve
Located at the end of the 1-2 shift valve, the 1-2 SS valve controls the position of the 1-2 and 3-4 shift valves. The solenoid is fed 1-2 signal fluid by the actuator feed limit fluid (AFL) circuit through orifice #25. When energized (Example "A"), the solenoid blocks 1-2 signal fluid from exhausting, thereby creating pressure in the 1-2 signal fluid circuit. 1-2 signal fluid pressure holds the 1-2 shift valve against spring force (downshifted position) in Park, Reverse, Neutral and First gears. In Fourth gear, D432 fluid pressure assists spring force to keep the 1-2 shift valve in the upshifted position against 1-2 signal fluid pressure. Also, 1-2 signal fluid pressure holds the 3-4 shift valve in the upshifted position against spring force. When the 1-2 SS valve is de-energized in Second and Third gears (Example "B"), 1-2 signal fluid exhausts through the solenoid. Spring force holds the 1-2 shift valve in the upshifted position and the 3-4 shift valve in the downshifted position.
2-3 Shift Solenoid (SS) Valve
Located at the end of the 2-3 shuttle valve, the 2-3 SS valve controls the position of the 2-3 shift valve train. The solenoid is fed 2-3 signal fluid by the AFL fluid circuit through orifice #29. When energized by the PCM (Example "A"), 2-3 signal fluid pressure holds the 2-3 shift valve train in the downshifted position against AFL fluid pressure acting on the 2-3 shift valve. When de-energized [Third and Fourth gears (Example "B")], 2-3 signal fluid exhausts through the solenoid. This allows AFL fluid pressure acting on the 2-3 shift valve to move the shift valve train into the upshifted position. In Manual Second, D2 fluid pressure holds the 2-3 shift valve in the downshifted position against AFL fluid pressure regardless of the 2-3 SS valve state. Note: The feed orifices (#25 and #29) between the AFL and solenoid signal fluid circuits are smaller than the exhaust ports through the solenoids. This prevents fluid pressure buildup in the solenoid signal fluid circuits at the end of the shift valves when the shift solenoids are OFF.
Figure 38
3-2 CONTROL SOLENOID VALVE
The 3-2 control solenoid valve is a normally closed, 3-port ON/ OFF solenoid used to control the 3-2 downshift. During a 3-2 downshift, the 2-4 band is applied as the 3-4 clutch releases. The timing between the 3-4 clutch release and 2-4 band apply must be varied depending on vehicle speed and throttle position (see downshift timing below). The 3-2 control solenoid valve feeds AFL fluid into the 3-2 signal fluid circuit. 3-2 signal fluid pressure shifts the 3-2 control valve to provide for these varying requirements and achieve a precise control of the 3-2 downshift. The solenoid is constantly fed 12 volts to the high (positive) side and the PCM controls when the path to ground for the electrical circuit is closed. When the PCM closes the solenoid ground circuit, current flows through the solenoid and the ground circuit is at a low voltage state (0 volts and solenoid energized).
HOUSING
Solenoid De-energized
Solenoid Energized
The position of the metering ball is controlled by current flowing through the solenoid coil. Current flowing through the solenoid coil creates a magnetic field which moves the plunger and ball against spring force to block the exhaust port thereby increasing 3-2 signal fluid pressure and the 3-2 control valve shifts.
3-2 Downshift Timing
COIL ASSEMBLY PLUNGER PRESSURE SUPPLY (AFL) PRESSURE CONTROL (3-2 SIGNAL)
CONNECTOR 3-2 CONTROL SOLENOID VALVE
The PCM energizes the 3-2 control solenoid valve when the transmission is in Second, Third and Fourth gears. In all other gear ranges, the solenoid is OFF. During a 3-2 downshift, the solenoid is turned ON or OFF according to vehicle speed. At lower vehicle speeds, the PCM operates the 3-2 control solenoid valve in the OFF position. In the OFF position, the solenoid is open, allowing AFL fluid to exhaust. With no AFL fluid pressure entering the 3-2 signal fluid circuit, the 3-2 control valve is kept in the open position by spring force to allow a faster exhaust of 3rd accumulator fluid through an orifice into the 3-4 clutch fluid circuit. A faster exhaust of the 3rd accumulator exhaust fluid provides a faster apply of the 2-4 band, as needed at lower vehicle speeds. At high vehicle speed, the PCM operates the 3-2 control solenoid valve in the ON position allowing actuator feed limit fluid to pass into the 3-2 signal fluid circuit. The 3-2 signal fluid pressure shifts the 3-2 control solenoid into the closed position. This action permits a slow apply of the 2-4 band by blocking off 3rd accumulator exhaust fluid from entering the 3-4 clutch fluid circuit. This allows the engine speed to easily come up to the necessary RPM before the 2-4 band is applied.
When the PCM detects a continuous open, short to ground or short to power in the 3-2 SS valve assembly circuit, then DTC P0785 3-2 Shift Solenoid Circuit Electrical sets and the PCM will command the following default actions: The PCM illuminates the malfunction indicator lamp (MIL) The PCM commands a soft landing to third gear The PCM commands maximum line pressure The PCM inhibits TCC engagement The PCM inhibits 4th gear if the transmission is in hot mode The PCM freezes shift adapts from being updated The PCM stores Freeze Frame and Failure records The PCM stores DTC P0785 in PCM history
Figure 39
When the solenoid is OFF, no current flows to the solenoid coil. Spring force holds the plunger and metering ball against the fluid inlet port to block AFL fluid from entering the 3-2 signal fluid circuit. The 3-2 signal fluid circuit is open to an exhaust through the solenoid. With the 3-2 signal fluid circuit empty, spring force holds the 3-2 control valve open.
EXHAUST METERING O-RING O-RING BALL FLUID FLUID SCREEN SCREEN

SPRING
41
Pressure Control Solenoid Valve
Duty Cycle, Frequency and Current Flow
A duty cycle may be defined as the percent of time current is flowing through a solenoid coil during each cycle. The number of cycles that occur within a specified amount of time, usually measured in seconds, is called frequency. Typically, the operation of an electronically controlled pulse width modulated solenoid is explained in terms of duty cycle and frequency. The PCM controls the PC solenoid valve on a positive duty cycle at a fixed frequency of 292.5 Hz (cycles per second). A higher duty cycle provides a greater current flow through the solenoid. The high (positive) side of the PC solenoid valve electrical circuit at the PCM controls the PC solenoid valve operation. The PCM provides a ground path for the circuit, monitors average current and continuously varies the PC solenoid valve duty cycle to maintain the correct average current flowing through the PC solenoid valve.
Approximate Duty Cycle + 5% +40%
SPOOL VALVE SPRING FLUID SCREENS
SPOOL VALVE SPOOL VALVE SLEEVE DAMPER SPRING PUSH ROD COIL ASSEMBLY
12
(ON)
VOLTS
1 CYCLE = 1/292.5 SECOND
PRESSURE CONTROL SOLENOID VALVE POSITIVE DUTY CYCLE
Current 0.1 Amps 1.1 Amps
Line Pressure Maximum Minimum

CONTROL PRESSURE (PSI)
100 90 80 70 60 50 40 30 20 10 0 0.0 0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8 0.9 1.0 1.1
Pressure control solenoid valve resistance should measure between 3.5 and 4.6 ohms when measured at 20C (68F).
The duty cycle and current flow to the PC solenoid valve are mainly affected by throttle position (engine torque) and they are inversely proportional to throttle angle (engine torque). In other words, as the throttle angle (engine torque increases), the duty cycle is decreased by the PCM which decreases current flow to the PC solenoid valve. Current flow to the PC solenoid valve creates a magnetic field that moves the solenoid armature toward the push rod and against spring force.
Transmission Adapt Function:
PRESSURE CONTROL SOLENOID VALVE CURRENT FLOW
Programming within the PCM also allows for automatic adjustments in shift pressure that are based on the changing characteristics of the transmission components. As the apply components within the transmission wear, shift time (time required to apply a clutch or band) increases. In order to compensate for this wear, the PCM adjusts trim pressure by controlling the PC solenoid valve in order to maintain the originally calibrated shift timing. The automatic adjusting process is referred to as adaptive learning and it is used to assure consistent shift feel plus increase transmission durability. The PCM monitors the A/T ISS sensor and A/T OSS during commanded shifts to determine if a shift is occurring too fast (harsh) or too slow (soft) and adjusts the PC solenoid valve signal to maintain a set shift feel.
Transmission adapts must be reset whenever the transmission is overhauled or replaced (see appropriate service manual).
A Pressure Control Solenoid electrical problem will set a DTC P0748 and the PCM will command the following default actions: Disable the PC solenoid valve. Freeze shift adapts. DTC P0748 stores in PCM history.
42
Figure 40
40%
60%
INPUT CURRENT (AMP)
The pressure control (PC) solenoid valve is a precision electronic pressure regulator that controls transmission line pressure based on current flow through its coil windings. As current flow is increased, the magnetic field produced by the coil moves the solenoids plunger further away from the exhaust port. Opening the exhaust port decreases the output fluid pressure regulated by the PC solenoid valve, which ultimately decreases line pressure. The PCM controls the PC solenoid valve based on various inputs including throttle position, transmission fluid temperature, MAP sensor and gear state.
ACTUATOR TORQUE SIGNAL FEED FLUID LIMIT FLUID
EXHAUST VARIABLE ARMATURE SPRING FRAME BLEED ORIFICE
TIME
FRAME DIAPHRAGM ARMATURE EXHAUST SEAT EXHAUST INTERNAL O-RING
O-RING
Torque Converter Clutch Pulse Width Modulated (TCC PWM) Solenoid Valve
The TCC PWM solenoid valve is a normally closed, pulse width modulated (PWM) solenoid used to control the apply and release of the converter clutch. The PCM operates the solenoid with a negative duty cycle at a fixed frequency of 32 Hz to control the rate of TCC apply/release. The solenoids ability to ramp the TCC apply and release pressures results in a smoother TCC operation.
TCC PWM Solenoid Valve Operation
COIL INLET ASSEMBLY SEAT
ACTUATOR CC FEED LIMIT SIGNAL FLUID FLUID
METERING BALL CONNECTOR TCC PWM SOLENOID VALVE
PERCENT DUTY CYCLE
100% 75
D 50 25 0 A C B ECCC APPLY FLUID PRESSURE
TCC (ECCC) APPLY AND RELEASE
When the PCM detects a continuous open, short to ground or short to power in the TCC PWM solenoid valve circuit, then DTC P1860 sets and the PCM will command the following default actions: The PCM illuminates the malfunction indicator lamp (MIL) The PCM inhibits TCC engagement The PCM inhibits 4th gear if the transmission is in hot mode The PCM freezes shift adapts from being updated The PCM stores Freeze Frame and Failure records The PCM stores DTC P1860 in PCM history

RELEASE
REGULATED APPLY
REGULATED APPLY
COOLER
APPLY
CONV FD
REG APPLY REG APPLY LINE

EX
EX
CC SIGNAL
REVERSE INPUT
LO-N.O.
D3
EX TCC SOLENOID (66) N.O.
ON
TFP SWITCH ASSEMBLY
LO
D4-N.O.
TEMP SENSOR
D4 D2
Figure 41
RELEASE
APPLY
EX
REGULATED APPLY
TIME
The TCC PWM solenoid valve is one electronic control component of the TCC apply and release system. The other electronic component is the TCC solenoid valve, which enables TCC ON and OFF. The other components are all hydraulic control or regulating valves. The illustration below shows all the valves and the TCC PWM solenoid valve that make up the TCC control system. (For more information on system operation see pages 62 and 63 in the Powerflow section.) In first gear, at approximately 13 km/h (8 mph), the PCM operates the TCC PWM solenoid valve at approximately 90 percent duty cycle (point S on the graph at left). This duty cycle is maintained until a TCC apply is commanded. When vehicle operating conditions are appropriate to apply the TCC, the PCM immediately decreases the duty cycle to 0 percent, then increases it to approximately 25% (see point C on graph). The PCM then ramps the duty cycle up to approximately 50% to achieve regulated apply pressure in vehicles equipped with the Electronically Controlled Clutch Capacity. With the ECCC system, the pressure plate does not fully lock to the torque converter, instead a consistent slip of 20 to 40 RPM is regulated. The rate at which the PCM increases the duty cycle controls the TCC apply. Similarly, the PCM also ramps down the TCC solenoid duty cycle to control TCC release. Under some high torque or high vehicle speeds, the converter clutch is fully locked. There are some operating conditions that prevent or enable TCC apply under various conditions (refer to the Automatic Transmission Fluid Temperature sensor description). Also, if the PCM receives a high voltage signal from the brake switch, signalling that the brake pedal is depressed, the PCM immediately releases the TCC. Note: Duty cycles given are for example only. Actual duty cycles will vary depending on vehicle application and vehicle operating conditions.
TCC PWM solenoid valve resistance should measure between 10.0 and 11.5 ohms when measured at 20C (68F). The resistance should measure between 15.0 and 17 ohms at 150C (302F).
APPLY RELEASE
CC SIGNAL
AFL

ISOLATOR VALVE
43
ELECTRICAL COMPONENTS EXTERNAL TO THE TRANSMISSION
THROTTLE POSITION (TP) SENSOR AIR CONDITIONING (A/C) SWITCH SIGNAL
The TPS is a potentiometer mounted to the throttle body that provides the PCM with information relative to throttle angle (accelerator pedal movement). The PCM provides a 5 volt reference signal and a ground to the TPS and the sensor returns a signal voltage that changes with throttle valve angle. This signal varies from less than 1.0 volt at minimum throttle to nearly 5.0 volts at wide-open throttle. The PCM uses this information to modify fuel control, shift patterns, shift feel and TCC apply and release timing. In general, with greater accelerator pedal travel and higher TPS voltage signal, the following conditions occur:
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
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
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 20C (68F).
ENGINE SPEED SENSOR
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 PCM monitors engine speed as RPM through the ignition module for gasoline engines. For diesel engine applications, a separate engine speed sensor is used to monitor engine speed from the crankshaft. This information is used to help determine shift patterns and TCC apply and release timing.
TCC BRAKE SWITCH
The 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 vehicles electrical system, PCM and the transmissions electrical components. Refer to the appropriate General Motors Service Manual for specific electrical diagnosis information.
The TCC brake switch is a normally closed switch when the brake pedal is in the released position. When the brake pedal is depressed, the switch is open and the PCM commands TCC release.
44
POWER FLOW
This section of the book describes how torque from the engine is transferred through the Hydra-matic 4L60-E transmission allowing the vehicle to move either in a forward or reverse direction. The information that follows details the specific mechanical operation, electrical, hydraulic and apply components that are required to achieve a gear operating range. The full size, left hand pages throughout this section contain drawings of the mechanical components used in a specific range and gear. Facing this full page is a half page insert containing a color coded range reference chart at the top. This chart is one of the key items used to understand the mechanical operation of the transmission in each range and gear. The text below this chart provides a detailed explanation of what is occurring mechanically in that range and gear. The full size, right hand pages contain a simplified version of the Complete Hydraulic Circuit that is involved for that range and gear. Facing this full page is a half page insert containing text and a detailed explanation of what is occurring hydraulically in that range and gear. A page number located at the bottom of the half page of text provides a ready reference to the complete Hydraulic Circuits section of this book if more detailed information is desired. It is the intent of this section to provide an overall simplified explanation of the mechanical, hydraulic and electrical operation of the Hydra-matic 4L60-E transmission. If the operating principle of a clutch, band or valve is unclear, refer to the previous sections of this book for individual component descriptions.
PARK
(Engine Running)
1 POWER FROM TORQUE CONVERTER (1) 2 POWERFLOW TERMINATED LOW AND REVERSE CLUTCH APPLIED NO POWER TRANSMITTED TO OUTPUT SHAFT (687)
) k (P Par thethe oil : er fin m g v o r in or le re ow lect essu e foll e se e pr o th ): Regh th lin d t 18 ) Witsition, irecte Valve(2ressure d p po p is lator (line sion u t pum Reg tpu mis
re ou ns p ssu mp tra pum Pretes pu to the hen emand d ulaordingents. W the from accuirem ceeds, fluidr req ut ex ssure ulato pre re reg outp e n u of lipress the
(En
RK g) PA nnin Ru e gin
PARK
(Engine Running)
TORQUE CONVERTER ASSEMBLY LOW AND REVERSE CLUTCH ASSEMBLY
APPLY
RELEASE
#9
COOLER
#10
LUBE
COOLER
PR
AIR BLEED
LINE
LINE
PR
EX
DECREASE
PUMP ASSEMBLY (4)
EX
1a
D4
TFP SWITCH ASSEMBLY
PRESS REG
APPLY
D3
D4
D4-N.O.
CONV FD
LO
EX
EX
D2-N.C. REV-N.O.
LINE
BOOST VALVE
PR
EX
LO-N.O. D3-N.C.
TEMP SENSOR
EX
REVERSE INPUT
REGULATED APPLY
SUCTION
PUMP ASSEMBLY
REV INPUT
TORQUE SIGNAL
PR
FILTER
EX
1b
PR LO/REVERSE
23
10
OFF
TCC SOLENOID N.O.

AFL
LO
EX
EX
27
26
D4
CC SIGNAL
LINE
1-2 SHIFT VALVE
TORQUE SIG
LINE
D2
EX EX
EX
EX 4TH SIG 3-4 SIG
EX
EX
3-4 SIGNAL
48
Figure 45
Figure 46
EX
Figure 42
PARKING LOCK ACTUATOR ASSEMBLY (85)
3-4 ACC SERVO FD
EX
TORQUE SIGNAL
EX
48 B
EX
2-3 SHIFT VALVE
2-3 SHUTTLE
UIT
3-4 SHIFT VALVE
D3
ACTUATOR FEED LIMIT
28
ON
MANUAL SHAFT (84)
TE
MP
PARKING BRAKE PAWL (81) ENGAGED
DR PA AUL GE IC 74 CIR C
OVERRUN
2ND
HY
32
D3
AFL
29
2-3 SIGNAL
AFL
LE
AFL
FILTER (50)
1-2 SIGNAL
PARKING PAWL RETURN SPRING (80)
CO
2ND
D4-3-2
EX
AFL
EX
REG APPLY
OIL PUMP ROTOR (212)
REACTION INTERNAL GEAR (684) HELD
OUTPUT SHAFT (687) HELD
LO OVERRUN
BOTTOM PAN (SUMP)
AFL
LINE
FILTER (49)
LO/1ST
EX
REGULATED APPLY
AFL
25
ISOLATOR VALVE
1-2 SIGNAL
ON
RELEASE
MAIN CASE (103)
REVERSE
COOLER
LINE
FILTER (232)
AIR BLEED
PR
D3 D2
FWD CL FEED
LO/REVERSE
EX
EX
D4
D2 LO
D3
INPUT HOUSING & SHAFT ASSEMBLY (621)
EX
MANUAL VALVE
EX
COOLER
R N D 3 2 1
LINE PRESSURE TAP
LINE
PR
LO/REV
1c
49
45
MECHANICAL POWERFLOW FROM THE TORQUE CONVERTER TO THE TURBINE SHAFT

(Engine Running)
1 POWER FROM THE ENGINE 2 POWER TO DRIVE OIL PUMP 2a OIL PUMP ROTOR (205) DRIVEN
MECHANICAL POWERFLOW FROM THE TORQUE CONVERTER TO THE TURBINE SHAFT

(Engine Running) The mechanical power flow in the Hydra-matic 4L60-E transmission begins at the point of connection between the torque converter and the engine flywheel. When the engine is running, the torque converter cover (pump) is forced to rotate at engine speed. As the torque converter rotates it multiplies engine torque and transmits it to the input housing and turbine shaft assembly (621). The turbine shaft provides the primary link to the mechanical operation of the transmission. The Hydra-matic 4L60-E automatic transmission requires a constant supply of pressurized fluid to cool and lubricate all of the components throughout the unit. It also requires a holding force to be applied to the bands and clutches during the various gear range operations. The oil pump assembly (4) and control valve body assembly (60) provide for the pressurization and distribution of fluid throughout the transmission.
1 Power from the Engine
Torque from the engine is transferred to the transmission through the engine flywheel which is bolted to the torque converter.
2 Power to Drive the Oil Pump
The oil pump rotor (212) is keyed to the torque converter hub. Therefore, the oil pump rotor also rotates at engine speed.
3 Fluid Coupling Drives the Turbine
Transmission fluid inside the torque converter (1) creates a fluid coupling which in turn drives the torque converter turbine.
4 Input Housing and Turbine Shaft Assembly Driven
3 FLUID COUPLING DRIVES THE TURBINE 4 TURBINE SHAFT DRIVEN
As the torque converter turbine rotates, the input housing and turbine shaft assembly (621), which is splined to the torque converter turbine, is also forced to rotate at turbine speed.
SPLINED TO TORQUE CONVERTER STATOR ASSEMBLY
SPLINED TO TORQUE CONVERTER TURBINE ASSEMBLY
NOTE: To minimize the amount of repetitive text, the remaining mechanical power flow descriptions will begin with the input housing and turbine shaft assembly (621). The transfer of torque from the engine through the torque converter to the turbine shaft is identical in all gear ranges.
TURBINE SHAFT (621)
KEYED TO OIL PUMP ROTOR (212)
46
Figure 43
46A
HYDRAULIC POWERFLOW COMMON FUNCTIONS FOR ALL RANGES

(Engine Running)
When the gear selector lever is in the Park (P) position and the engine is running, fluid is drawn into the oil pump and line pressure is directed to the pressure regulator valve.
1 PRESSURE REGULATION
COMMON HYDRAULIC FUNCTIONS FOR ALL RANGES

3 TORQUE
CONVERTER
1 PRESSURE
REGULATION
D4-N.O.
1a Pressure Regulator Valve:

#9
D4
RELEASE
APPLY
1b Actuator Feed Limit (AFL) Valve:
Line pressure is routed through the valve and into the actuator feed fluid circuit. The valve limits actuator feed fluid pressure to a maximum pressure. Actuator feed fluid is routed to the pressure control solenoid valve, the TCC PWM solenoid valve, the 3-2 control solenoid valve, and also feeds the 1-2 signal and 2-3 signal fluid circuits.
1c Pressure Control (PC) Solenoid Valve:
3f
RELEASE
CONV FD
2 SHIFT ACCUMULATION 2a Accumulator Valve:
REVERSE INPUT
SUCTION
BOOST VALVE
D4
EX
D4 pressure is regulated into accumulator fluid pressure. This regulation is basically controlled by torque signal fluid pressure acting on one end of the valve and orificed accumulator fluid on the other end of the valve.
2b 1-2 and 3-4 Accumulator Assemblies:
CC SIGNAL
EX
LINE
Accumulator fluid is routed to each of the accumulator assemblies in preparation for upshifts and downshifts.
2c 2nd & 4th Servo:
3c
3d
REGULATED APPLY
FILTER
CC SIGNAL
In 3rd gear, 4th gear and manual 3rd gear, 3rd accumulator fluid is routed to the 2nd & 4th servo, which acts as an accumulator for the 3-4 clutch.
3 TORQUE CONVERTER (RELEASED POSITION ONLY) 3a Pressure Regulator Valve:
EX
ISOLATOR VALVE
OFF
TORQUE SIGNAL
REG APPLY
EX EX
LINE
AFL
TCC SOLENOID N.O.

BOTTOM PAN (SUMP)
LINE
Line pressure is routed through the regulated apply valve into the regulated apply fluid circuit. Regulated apply fluid is routed to the converter clutch valve in preparation for TCC apply.
3d TCC Solenoid Valve:
2c
31
2a
ACCUM VALVE
EX

30
ACCUM
AFL
TORQUE SIG
3c Regulated Apply Valve:
D4
Converter feed fluid is supplied to the TCC solenoid valve in preparation for torque converter clutch apply.
3e Converter Clutch Valve:
11
EX
EX
3RD ACCUM #7

FILTER (50)
AFL
1c
32
4TH
3RD ACCUMULATOR
EX
18
EX EX
EX
EX
2ND CLUTCH
2ND & 4TH SERVO
#1
3-4 ACCUMULATOR EX 19 3-4 ACCUM

ACTUATOR FEED LIMIT
3f Torque Converter:
Release fluid pressure is routed to the torque converter to keep the TCC released. Fluid leaves the converter in the apply fluid circuit and returns to the cooler through the converter clutch valve.
ORIFICED ACCUM

TORQUE SIGNAL ACCUM
1b
2b
2ND CLUTCH
1-2 ACCUMULATOR
46B
ACTUATOR FEED LIMIT
LINE
Spring force holds the valve in the release position allowing regulated converter feed fluid to enter the release circuit. Release fluid is routed to the torque converter. Apply fluid from the torque converter also passes through the converter clutch valve into the cooler circuit.
ACCUMULATOR
Figure 44
Actuator feed limit fluid is routed from the actuator feed limit valve to the TCC PWM solenoid valve where it stops in preparation for torque converter clutch apply.
2 SHIFT ACCUMULATION
TORQUE SIGNAL
3b TCC PWM Solenoid Valve:
ACTUATOR FEED LIMIT
LINE
Line pressure is routed through the pressure regulator valve and into the converter feed fluid circuit. Converter feed fluid is routed to the converter clutch valve.
CONVERTER FEED
3b
AFL
EX
EX
REG APPLY
1a
3e
EX
PUMP ASSEMBLY
10
CONVERTER FEED
Controlled by the PCM, the PC solenoid valve regulates filtered actuator feed limit fluid pressure into the torque signal fluid circuit.
COOLER
EX
PRESS REG
APPLY
LINE
FILTER (232)
DECREASE
AIR BLEED
Regulates pump output (line pressure) in response to torque signal fluid pressure acting on the reverse boost valve, spring force, and line pressure acting on the end of the valve. Line pressure is directed to the manual valve, the regulated apply valve, and the actuator feed limit valve. Also, line pressure feeds the converter feed circuit through the pressure regulator valve.
D2-N.C. REV-N.O.
LO-N.O. D3-N.C.
TEMP SENSOR
REVERSE INPUT
AIR BLEED PRESSURE RELIEF VALVE
LO
D4 (from Manual Valve)
TFP SWITCH ASSEMBLY
D2
D3
D4
EX EX

LINE (to Manual Valve)
3a
LINE
47
PARK
(Engine Running)
1 POWER FROM TORQUE CONVERTER (1) 2 POWERFLOW TERMINATED LOW AND REVERSE CLUTCH APPLIED NO POWER TRANSMITTED TO OUTPUT SHAFT (687)
1-2 SHIFT SOLENOID VALVE ON 2-3 SHIFT SOLENOID VALVE ON 2-4 BAND REVERSE INPUT CLUTCH
PARK
(Engine Running)
OVERRUN CLUTCH FORWARD CLUTCH FORWARD SPRAG CL. ASSEMBLY 3-4 CLUTCH LO-ROLLER CLUTCH LO/REV CLUTCH APPLIED
The manual shaft (84) and manual valve (340) are in the Park position. The parking lock actuator assembly (85) engages the parking lock pawl (81) with the lugs on the reaction internal gear (684). The reaction internal gear is held stationary by the parking pawl. The reaction internal gear, which is splined to the output shaft, is also held and the vehicle cannot move.
1 Power from Torque Converter
PUMP ASSEMBLY (4)
48
INPUT HOUSING & SHAFT ASSEMBLY (621) MAIN CASE (103) OIL PUMP ROTOR (212) REACTION INTERNAL GEAR (684) HELD OUTPUT SHAFT (687) HELD SPEED SENSOR ROTOR (699) PARKING PAWL RETURN SPRING (80) MANUAL SHAFT (84) PARKING BRAKE PAWL (81) ENGAGED PARKING LOCK ACTUATOR ASSEMBLY (85) INSIDE DETENT LEVER (88)
The turbine shaft, connected to the input housing (621), is driven by the converter turbine.
2 Powerflow Terminated
The input housing contains three separate multiple disc clutches: The overrun clutch, the forward clutch and the 3-4 clutch. All three clutches are released and powerflow is terminated at the input housing.
The low and reverse clutch plates (682) are applied and hold the reaction carrier (681) stationary to the transmission case (8). However, with power flow terminated at the input housing, the low and reverse clutch has no effect on transmission operation in Park.
Note: The vehicle should be completely stopped before selecting Park range or internal damage to the transmission could occur. Also, the manual linkage must be adjusted properly so the indicator quadrants in the vehicle correspond with the inside detent lever (88) in the transmission. If not adjusted properly, an internal leak between fluid passages at the manual valve may cause a clutch or band to slip or cause the transmission to not hold in Park. Refer to the appropriate General Motors Service Manual for the proper manual linkage adjustment procedures.
Figure 45
48A
PARK
(Engine Running)
1-2 SHIFT SOLENOID VALVE ON 2-3 SHIFT SOLENOID VALVE ON 2-4 BAND REVERSE INPUT CLUTCH OVERRUN CLUTCH FORWARD CLUTCH FORWARD SPRAG CL. ASSEMBLY 3-4 CLUTCH LO-ROLLER CLUTCH LO/REV CLUTCH APPLIED
PARK
(Engine Running)
FLUID PRESSURE DIRECTED IN PREPARATION FOR A SHIFT 1a Manual Valve:
1b Lo Overrun Valve:
PR fluid is sent from the manual valve to the lo overrun valve where it shifts the valve and enters the low/reverse fluid circuit.
1c Low and Reverse Clutch:
APPLY
RELEASE
Mechanically controlled by the gear selector lever, the manual valve is in the Park (P) position and directs line pressure from the pressure regulator valve into the PR fluid circuit.
#9
LUBE
LINE
No fluid at the TFP manual valve position switch signals the powertrain control module (PCM) that the transmission is in either Park or Neutral range. The PCM then energizes, or turns ON the 1-2 shift solenoid valve and the 2-3 shift solenoid valve.
3 Regulated Apply Valve and Isolator Valve:
COOLER
PR
AIR BLEED
LINE
LINE
PR
EX
RELEASE
REVERSE
DECREASE
COOLER
EX
1a
D4
TFP SWITCH ASSEMBLY
PRESS REG
CONV FD
Note: Refer to Shift Solenoid Valves on page 40 for a description of solenoid and shift valve operation.
EX
APPLY
D3
D4
D4-N.O.
LO
EX
EX
D2-N.C. REV-N.O.
LINE
BOOST VALVE
PR
LO-N.O. D3-N.C.
TEMP SENSOR
EX
REVERSE INPUT
REGULATED APPLY
SUCTION
PUMP ASSEMBLY
REV INPUT
TORQUE SIGNAL
PR
FILTER
EX
1b
PR LO/REVERSE
23
10
OFF
TCC SOLENOID N.O.

LO OVERRUN
AFL
LO
EX
EX
27
26
D4
CC SIGNAL
LINE
1-2 SHIFT VALVE
TORQUE SIG
LINE
AFL
FILTER (50)
1-2 SIGNAL
2ND
D4-3-2

29
EX
AFL
EX
D2
EX EX
EX
EX 4TH SIG 3-4 SIG
EX
2-3 SHIFT VALVE

EX EX
2-3 SHUTTLE
EX
3-4 ACC SERVO FD
3-4 SIGNAL
COMPLETE HYDRAULIC CIRCUIT Page 74
48B
EX
TORQUE SIGNAL
EX
Figure 46
3-4 SHIFT VALVE
D3
ACTUATOR FEED LIMIT
28
ON
OVERRUN
2ND
32
D3
AFL
2-3 SIGNAL
AFL
REG APPLY
BOTTOM PAN (SUMP)
AFL
LINE
FILTER (49)
LO/1ST
EX
REGULATED APPLY
AFL
25
ISOLATOR VALVE
1-2 SIGNAL
ON
LINE
FILTER (232)
AIR BLEED
PR
D3 D2
FWD CL FEED
LO/REVERSE
EX
EX
D4
D2 LO
D3
Line pressure is routed through the regulated apply valve into the regulated apply fluid circuit. However, because the TCC PWM solenoid valve is not ON, no CC signal fluid is present and orificed regulated apply fluid is able to move the valve enough to open the regulated apply fluid circuit to an exhaust. This prevents any pressure build up in the regulated apply fluid circuit in Park, Reverse, and Neutral.
EX
MANUAL VALVE
EX
COOLER
R N D 3 2 1
LINE PRESSURE TAP
Transmission Fluid Pressure (TFP) Manual Valve Position Switch:
PR
Low/reverse fluid is routed from the lo overrun valve to the low and reverse clutch piston to apply the low and reverse clutch plates.
COOLER
#10
LO/REV
1c
49
REVERSE
1 POWER FROM TORQUE CONVERTER (1) 2 REVERSE INPUT CLUTCH (605) APPLIED 4 5 LOW AND REVERSE REACTION CLUTCH CARRIER APPLIED HELD 3 REACTION SUN GEAR DRIVEN
1-2 SHIFT SOLENOID VALVE 2-3 SHIFT SOLENOID VALVE ON 2-4 BAND
REVERSE
REVERSE INPUT CLUTCH APPLIED OVERRUN CLUTCH FORWARD CLUTCH FORWARD SPRAG CL. ASSEMBLY 3-4 CLUTCH LO-ROLLER CLUTCH LO/REV CLUTCH APPLIED
POWER TO DIFFERENTIAL ASSEMBLY
ON
In Reverse (R), torque from the engine is multiplied through the torque converter and transmission gear sets to the vehicles drive shaft and rear axle. The planetary gear sets operate in reduction and also reverse the direction of input torque for a reverse gear ratio of approximately 2.3:1. The manual shaft (84) and manual valve (340) are in the Reverse position.
The reverse input clutch plates (612) are applied and connect the reverse input clutch housing (605) to the input housing. Engine torque is transferred from the input housing, through the clutch plates, and to the reverse input clutch housing. The reverse input clutch housing is connected to the reaction sun shell (670) and torque is transferred to the sun shell.
3 Reaction Sun Gear Driven
The reaction sun gear (673) is splined to the reaction sun shell and is driven clockwise by the sun shell.
4
REACTION SUN SHELL (670) INPUT HOUSING & SHAFT ASSEMBLY (621) REVERSE INPUT CLUTCH (605) APPLIED REACTION SUN GEAR (673)
As in Park range, the low and reverse clutch plates (682) are applied and hold the reaction carrier (681) stationary to the transmission case. This also holds the reaction carrier shaft (666) and input internal gear (664) stationary.
5 Reaction Carrier Held
With the reaction carrier held by the low and reverse clutch, the reaction sun gear drives the reaction carrier pinion gears in a counterclockwise direction. The reaction carrier pinion gears drive the reaction internal gear in a counterclockwise direction. The reaction internal gear is splined to and drives the output shaft (687) counterclockwise to obtain Reverse and a gear reduction of approximately 2.3:1. The input carrier assembly (662), splined to the output shaft, also rotates but has no affect in Reverse with all other clutches released. When the throttle is released in Reverse, power from vehicle speed is transferred back through the transmission gear train to the engine. This action allows engine compression to slow the vehicle. There is no coast condition in reverse.
MAIN CASE (103)
LOW AND REVERSE CLUTCH PLATE ASSEMBLY (682) APPLIED
REACTION INTERNAL GEAR (684)
OUTPUT SHAFT (687)
50
Figure 47
50A
REVERSE
1-2 SHIFT SOLENOID VALVE ON 2-3 SHIFT SOLENOID VALVE ON 2-4 BAND REVERSE INPUT CLUTCH APPLIED OVERRUN CLUTCH FORWARD CLUTCH FORWARD SPRAG CL. ASSEMBLY 3-4 CLUTCH LO-ROLLER CLUTCH LO/REV CLUTCH APPLIED
REVERSE
REVERSE INPUT CLUTCH ASSEMBLY LOW AND REVERSE CLUTCH ASSEMBLY
When the gear selector lever is moved to the Reverse (R) position (from the Park position) the following changes occur in the transmissions hydraulic and electrical systems.
1 PRESSURE REGULATION 1a Manual Valve:
With the manual valve in the reverse position, line pressure is directed into the reverse fluid circuit from the PR fluid circuit already pressurized in Park.
1b Pressure Regulator and Reverse Boost Valves:
1c Transmission Fluid Pressure (TFP) Manual Valve Position Switch:
LINE
Reverse input fluid is routed to the TFP manual valve position switch. The TFP manual valve position switch signals the PCM that the transmission is in Reverse.
2 LOW AND REVERSE CLUTCH APPLIES 2a #3 Ball Check Valve:
PR
LINE (From Pump)
LINE
LINE
R N D 3 2 1
LINE PRESSURE TAP

EX
PR
EX
REVERSE
DECREASE
Note: Remember that the function of an orifice is to control the flow rate of fluid and rate of apply or release of a clutch or band.
2b Reverse Abuse Valve:
CONV FD
1a
PRESS REG
D3
BOOST VALVE
PR
When engine speed is above idle, reverse fluid acts on the reverse abuse valve to move the valve against spring force. This allows reverse fluid to feed the reverse input fluid circuit quickly, bypassing the control of orifice #17.
2c Reverse Input Clutch:
EX
EX
D2-N.C.
LINE
1b

REV-N.O. LO-N.O.
TEMP SENSOR
Reverse input fluid is then routed to the reverse input clutch piston to apply the reverse input clutch plates to obtain reverse gear.
3 FLUID PRESSURE DIRECTED IN PREPARATION FOR A SHIFT 3a 1-2 Shift Solenoid (SS) Valve:
LINE
REV INPUT
REV INPUT
PR
PR LO/REVERSE
23
TORQUE SIG
REV INPUT
The 1-2 SS valve remains energized (ON). 1-2 signal fluid pressure is high with the 1-2 SS valve energized and keeps the 1-2 shift valve in the downshifted position against spring force. 1-2 signal fluid is also routed to the 3-4 shift valve.
AFL
FILTER (50)
AFL
LINE
3b 2-3 Shift Solenoid (SS) Valve:
ACTUATOR FEED LIMIT
LO
EX EX
EX
EX
1-2 SIGNAL
27
26
D4
2a
EX 4TH SIG 3-4 SIG
2ND
D2
D3
2b
REV ABUSE
17
28
EX
EX
3-4 ACC SERVO FD
EX
3-4 SIGNAL
EX
EX
EX
50B
Figure 48
REV
REV
2-3 SHIFT VALVE
2-3 SHUTTLE
#3
ON
OVERRUN
2ND
REVERSE INPUT
AFL
29
2-3 SIGNAL
AFL
3-4 SHIFT VALVE
D4-3-2
EX
D3
EX
TORQUE SIGNAL
REV
1-2 SHIFT VALVE
The 2-3 SS valve remains energized (ON). 2-3 signal fluid is high with the 2-3 SS valve energized and keeps the 2-3 shift valve and the 2-3 shuttle valve in the downshifted position.
32
TORQUE SIG
LO OVERRUN
AFL
AFL
FILTER (49)
LO/1ST

EX
REVERSE INPUT
1c
D3-N.C.
10
AFL
25
1-2 SIGNAL
3a
ON
3b
PR
D3 D2
FWD CL FEED D4
TFP SWITCH ASSEMBLY
D4
D4-N.O.
LO
LO/REVERSE
EX
D4
D2 LO
D3
Reverse fluid seats the reverse input ball check valve (#3) and is orificed into the reverse input fluid circuit. This orifice (#17) controls the reverse input clutch apply when engine speed is approximately at idle.
MANUAL VALVE

Reverse input fluid at the reverse boost valve boosts line pressure for the additional torque requirements in Reverse. Torque signal fluid pressure from the pressure control (PC) solenoid acting on the reverse boost valve also helps determine line pressure in Reverse depending on throttle position and other PCM input signals. Reverse input fluid is also routed through the reverse boost valve and seats the air bleed ball check valve located in the fluid pump.
EX
INPUT
#10
REV
PR
2c
LO/REV
51
NEUTRAL
(Engine Running)
1 POWER FROM TORQUE CONVERTER (1) 2 POWERFLOW TERMINATED NO POWER TRANSMITTED TO OUTPUT SHAFT (687)
1-2 SHIFT SOLENOID VALVE ON 2-3 SHIFT SOLENOID VALVE ON 2-4 BAND
NEUTRAL
(Engine Running)
REVERSE INPUT CLUTCH OVERRUN CLUTCH FORWARD CLUTCH FORWARD SPRAG CL. ASSEMBLY 3-4 CLUTCH LO-ROLLER CLUTCH LO/REV CLUTCH
When the gear selector lever is placed in the Neutral (N) position, mechanical power flow is identical to Park (P) range, except that the parking lock actuator assembly (85) is disengaged. The parking pawl return spring (80) releases the parking lock pawl (81) from the lugs on the reaction internal gear (684). With the parking lock pawl disengaged the output shaft is free to rotate, allowing the vehicle to roll.
PUMP ASSEMBLY (4)
52
INPUT HOUSING & SHAFT ASSEMBLY (621) MAIN CASE (103) REACTION INTERNAL GEAR (684) OUTPUT SHAFT (687) SPEED SENSOR ROTOR (699) PARKING PAWL RETURN SPRING (80) MANUAL SHAFT (84) INSIDE DETENT LEVER (88) PARKING BRAKE PAWL (81) DISENGAGED PARKING LOCK ACTUATOR ASSEMBLY (85)
The manual shaft (84) and manual valve (340) are in the Neutral position.
2 Powerflow Terminated
The input housing contains three separate multiple disc clutches: The overrun clutch, the forward clutch and the 3-4 clutch. All three clutches are released and powerflow is terminated at the input housing.
Neutral range may be selected for starting the engine when the vehicle is standing still or moving down the road.
Figure 49
52A
NEUTRAL
(Engine Running)
1-2 SHIFT SOLENOID VALVE ON 2-3 SHIFT SOLENOID VALVE ON 2-4 BAND REVERSE INPUT CLUTCH OVERRUN CLUTCH FORWARD CLUTCH FORWARD SPRAG CL. ASSEMBLY 3-4 CLUTCH LO-ROLLER CLUTCH LO/REV CLUTCH
NEUTRAL
(Engine Running)
REVERSE INPUT CLUTCH ASSEMBLY LOW AND REVERSE CLUTCH ASSEMBLY
When the gear selector lever is moved to the Neutral (N) position, the manual valve also moves and blocks line pressure from entering any other fluid circuits. If Neutral is selected after the vehicle was operating in Reverse (R), the following changes would occur in the hydraulic and electrical systems:
1 REVERSE INPUT CLUTCH RELEASES 1a Manual Valve:
The manual valve is moved to the Neutral position and blocks line pressure from entering the PR and reverse circuits. The PR and reverse fluid circuits are opened to an exhaust at the manual valve.
1b Reverse Abuse Valve:
EX
INPUT
#10
Exhausting reverse fluid pressure allows the reverse abuse valve spring to shift the valve, blocking off the reverse input fluid circuit.
1c Reverse Input Clutch:
REV
PR
1c
REVERSE
DECREASE
1f Transmission Fluid Pressure (TFP) Manual Valve Position Switch:
D3
CONV FD
PRESS REG
D4-N.O.
LINE
BOOST VALVE
PR
2 LOW AND REVERSE CLUTCH RELEASES 2a Lo Overrun Valve:
EX
EX
D2-N.C. REV-N.O. LO-N.O.
Exhausting PR fluid pressure allows the lo overrun valve spring to shift the valve, opening up the lo/reverse fluid circuit to exhaust into the lo/1st fluid circuit.
2b Low and Reverse Clutch:
REVERSE INPUT
1f

D3-N.C.
23
TORQUE SIG
REV
1-2 SIGNAL
EX 4TH SIG 3-4 SIG
D2
D3
1b
17
28
REV
REV
2-3 SHIFT VALVE

EX EX
2-3 SHUTTLE
EX
3-4 ACC SERVO FD
3-4 SIGNAL
52B
EX
EX
REV ABUSE
EX
Figure 50
#3
ON
OVERRUN
2ND
REVERSE INPUT
AFL
29
2-3 SIGNAL
AFL
Note: In Park, Reverse and Neutral the shift solenoids are shown in the First gear state. This is the normal operating state when the vehicle is stationary or at low vehicle speeds. However, the PCM will change the shift solenoid states depending on vehicle speed. For example, if Neutral range is selected when the vehicle is operating in Second gear, the shift solenoids will remain in a Second gear state. But with the manual valve in Neutral, line pressure is blocked, D4 fluid exhausts and the transmission will shift into Neutral.
1e
2ND

3-4 SHIFT VALVE
D4-3-2
EX
D3
EX
TORQUE SIGNAL
REV
1-2 SHIFT VALVE
Note: Allowing fluid to bypass an orifice when exhausting ensures a quick release of the clutch or band. This prevents the friction material from dragging and creating excess fluid temperatures or damaging the clutch or band.
ACTUATOR FEED LIMIT
EX EX
EX
2c

LO
EX
27
26
D4
Exhausting lo/reverse fluid, in the lo/1st circuit, enters the lo fluid circuit at the 1-2 shift valve and exhausts at the manual valve.
INPUT
AFL
LO
LINE
AFL
25
32
1-2 SIGNAL
ON
2c 1-2 Shift Valve:
FILTER (50)
LO/1ST
AFL
LO OVERRUN
AFL
AFL
FILTER (49)
TORQUE SIG
EX
PR fluid exhausts from the outer area of the low and reverse clutch piston. Exhausting PR fluid unseats the low and reverse clutch ball check valve (#10) for a quick exhaust. Lo/Reverse fluid pressure, which was fed by PR fluid, exhausts from the inner area of the low and reverse clutch piston and passes through the lo overrun valve into the lo/ 1st fluid circuit.
PR
REV INPUT
REV INPUT
PR LO/REVERSE
LINE
2a
10
1d
TEMP SENSOR
Reverse input fluid also exhausts from the TFP manual valve position switch signaling the powertrain control module (PCM) that the transmission is in either Neutral (N) or Park (P).
1a
TFP SWITCH ASSEMBLY
D3
D4 LO
Exhausting reverse input fluid unseats the #3 ball check valve, allowing reverse input fluid to exhaust quickly into the reverse fluid circuit.
D4
PR
D2 LO
D3
EX
FWD CL FEED D2 D4
LO/REVERSE
1e Reverse Input Ball Check Valve (#3):
PR
EX
MANUAL VALVE
EX
Reverse input fluid exhausts from the reverse boost valve, allowing line pressure to return to the normal operating range as in Park, Neutral and Overdrive gear ranges.
R N D 3 2 1
LINE PRESSURE TAP
LINE
LINE (From Pump)
LINE
1d Reverse Boost Valve:
LINE
Reverse input fluid pressure, which was fed by reverse fluid, exhausts from the reverse input clutch piston allowing the reverse input clutch to release.
PR
2b
LO/REV
53
OVERDRIVE RANGE FIRST GEAR

1 POWER FROM TORQUE CONVERTER (1) 2 FORWARD CLUTCH APPLIED 6 7 3 4 INPUT INPUT FORWARD SPRAG INPUT ASSEMBLY SUN GEAR INTERNAL CARRIER GEAR DRIVEN (642) DRIVING HELD HOLDING 5 LOW AND REVERSE ROLLER CLUTCH POWER TO ASSEMBLY DIFFERENTIAL (678) ASSEMBLY HOLDING

1-2 SHIFT SOLENOID VALVE ON 2-3 SHIFT SOLENOID VALVE ON 2-4 BAND REVERSE INPUT CLUTCH OVERRUN CLUTCH FORWARD CLUTCH APPLIED FORWARD SPRAG CL. ASSEMBLY HOLDING 3-4 CLUTCH LO-ROLLER CLUTCH HOLDING LO/REV CLUTCH
In Overdrive Range First Gear, torque from the engine is multiplied through the torque converter and transmission gear sets to the vehicles drive shaft. The planetary gears operate in reduction to achieve a First gear starting ratio of approximately 3.06:1. The manual shaft (84) and manual valve (340) are in the Overdrive D position.
INPUT HOUSING & SHAFT ASSEMBLY (621) FORWARD SPRAG CLUTCH INNER RACE AND INPUT SUN GEAR ASSEMBLY (640) FORWARD CLUTCH OUTER RACE OVERRUN (644) CLUTCH HUB (639)
LOW AND REVERSE ROLLER CLUTCH ASSEMBLY (678) HOLDING
MAIN CASE (103)
LOW AND REVERSE CLUTCH SUPPORT ASSEMBLY (679)
LOW AND REVERSE ROLLER CLUTCH RACE (675) HELD
54
FORWARD CLUTCH APPLIED MAIN CASE (103)
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).
3 Forward Sprag Assembly Holding
The sprag clutch (642), located between the forward clutch outer race and the forward sprag inner race and input sun gear assembly (640), locks and drives the forward sprag inner race and input sun gear assembly.
4
INPUT INTERNAL GEAR (664) HELD REACTION CARRIER SHAFT (666) HELD
Input Sun Gear Driving
The input sun gear drives the input carrier pinion gears counterclockwise.
5 Low and Reverse Roller Clutch Assembly Holding
FORWARD SPRAG ASSEMBLY (642) HOLDING
INPUT CARRIER ASSEMBLY (662)
The low and reverse roller clutch (678) is located between the low and reverse clutch support assembly (679) (which is splined to the case) and the reaction carrier assembly. With the reaction carrier attempting to rotate counterclockwise, the roller clutch locks and prevents the reaction carrier, reaction carrier shaft and input internal gear from rotating.
6 Input Internal Gear Held
The input carrier pinion gears, rotating counterclockwise on their pins, walk clockwise around the stationary input internal gear. This action drives the input carrier assembly (662) clockwise.
7 Input Carrier Driven
The input carrier assembly is splined to and drives the output shaft (687) clockwise in a First gear reduction of approximately 3.06:1. As a result of the output shaft rotating, the reaction internal gear (684), reaction carrier pinion gears, reaction sun gear (673), reaction sun shell (670), and reverse input clutch housing (605) all rotate but do not affect the transmissions mechanical power flow.
Coast Conditions
REACTION INTERNAL GEAR LOW AND REVERSE (684) CLUTCH PLATE ASSEMBLY (682)
OUTPUT SHAFT (687)
When the throttle is released in Overdrive Range First Gear and engine RPM decreases, power from vehicle speed drives the output shaft and input carrier (662) faster than engine torque is driving the forward clutch outer race (644). This allows the input carrier pinion gears to drive the forward sprag inner race and input sun gear assembly (640) clockwise faster than the forward clutch outer race. This causes the forward sprag inner race and input sun gear assembly to overrun the sprag clutch and allow the vehicle to coast freely without engine compression slowing the vehicle. Also during coast conditions, the reaction internal gear drives the reaction carrier pinion gears. This drives the reaction carrier clockwise and overruns the low and reverse roller clutch.
As vehicle speed increases, less torque multiplication is needed for maximum efficiency. Therefore, it is desirable to shift the transmission to a lower gear ratio, or Second gear.
Figure 51
54A

1-2 SHIFT SOLENOID VALVE ON 2-3 SHIFT SOLENOID VALVE ON 2-4 BAND REVERSE INPUT CLUTCH OVERRUN CLUTCH FORWARD CLUTCH APPLIED FORWARD SPRAG CL. ASSEMBLY HOLDING 3-4 CLUTCH LO-ROLLER CLUTCH HOLDING LO/REV CLUTCH

2c
3-4 CLUTCH FWD CL FEED
When the gear selector lever is moved to the Overdrive Range D position from the Neutral (N) position, the following changes occur to shift the transmission into Overdrive Range First Gear.
1 OVERDRIVE RANGE 1a Manual Valve:
LINE (From Pump)
PRESS REG
BOOST VALVE
2 FORWARD CLUTCH APPLIES 2a Forward Clutch Accumulator Ball Check Valve (#12):
R N D 3 2 1
LINE

EX
REV INPUT
REV INPUT
5c
EX
REVERSE
2b Forward Abuse Valve:
D2
D3
D4
REGULATED
CC SIGNAL
OFF
TCC SOLENOID N.O.
2c Forward Clutch Assembly:
1b
D4-N.O.
LO
LINE
3 SHIFT ACCUMULATION 3a Accumulator Valve:
32
ACTUATOR FEED LIMIT
3b 1-2 Accumulator:

Accumulator fluid is routed to and fills the 1-2 accumulator in preparation for a 1-2 upshift.
3c 3-4 Accumulator:
D4
31
D4
EX
30
1-2 SIGNAL
1-2 SHIFT VALVE
D4 fluid is routed to the 1-2 shift valve in preparation for an upshift to second gear.
5 FLUID PRESSURE DIRECTED IN PREPARATION FOR TCC APPLY 5a TCC PWM Solenoid Valve:
EX
EX 4TH SIG 3-4 SIGNAL
5b Regulated Apply Valve and Isolator Valve:
D3
ORF ACC

EX
EX
3-4 SIG
2ND CL
3b
3-4 ACC SERVO FD
EX
EX
5c TCC Solenoid Valve:
Regulated apply fluid is routed to the converter clutch valve in preparation for TCC apply.
54B
Figure 52
1-2 ACCUMULATOR
AFL (To 3-2 Control Solenoid Valve)
EX
CC signal fluid works together with orficed regulated apply fluid to regulate line pressure through the regulated apply valve, into the regulated apply fluid circuit.
ACCUM
28
2-3 SHIFT VALVE
2-3 SHUTTLE
ON
AFL
OVERRUN
2ND
The solenoid duty cycle regulates actuator feed limit fluid (AFL) into the CC signal circuit.
18
AFL
AFL
D2
#1

3-4 SHIFT VALVE
D4-3-2
4a
29
2-3 SIGNAL
AFL
ACCUM
D3
2ND
EX
4 FLUID PRESSURE DIRECTED IN PREPARATION FOR A SHIFT 4a 1-2 Shift Valve:
LO
27
26
D4
3c
Accumulator fluid also seats the #1 ball check valve, is forced through orifice #18 into the orificed accumulator fluid circuit and fills the 3-4 accumulator with fluid in preparation for a 3-4 upshift.
ACCUM
ACCUM VALVE

TORQUE SIGNAL
AFL
FILTER (49)
3a
1-2 SIGNAL LO/1ST
D4 fluid is also directed to the accumulator valve where it is regulated into accumulator fluid pressure in response to torque signal fluid pressure, orificed accumulator fluid pressure and accumulator valve spring force.
EX EX
EX
EX
FORWARD CLUTCH FEED
EX
D4
D4
AFL
25
ON
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.
LINE
2a
5b
AFL
FILTER (50)
AFL
FORWARD ABUSE
D4
2d Forward Clutch Accumulator:
EX
EX
REV INPUT
FWD CL FD
Forward clutch feed fluid is routed to the forward clutch piston to apply the forward clutch plates and obtain a First gear ratio through the transmission gear sets.
EX
D2-N.C. REV-N.O. LO-N.O. D3-N.C.
ISOLATOR VALVE 9
TEMP SENSOR
2b
REG APPLY
#12
D4
When engine speed is above idle, D4 fluid acts on the forward abuse valve to move the valve against spring force. This allows D4 fluid to feed the forward clutch feed fluid circuit quickly, bypassing the control of orifice #22.
APPLY
5a
D4
22
AFL
EX
TFP SWITCH ASSEMBLY
D3
D4 fluid pressure seats the forward clutch accumulator ball check valve (#12) and is orificed into the forward clutch feed fluid circuit. This orifice (#22) helps control the forward clutch apply when engine speed is approximately at idle.
REG APPLY
D4
TORQUE SIG
PR
D2 LO
D3
10
EX
FWD CL FEED
MANUAL VALVE
FWD CL FD
LINE
D4 fluid is also routed to the rear of the transmission case where it is orficed (#24) into the rear lube fluid circuit to lubricate the rear end of the transmission.
APPLY
EX
EX
LINE
1c Rear Lube:
DECREASE
COOLER
LINE PRESSURE TAP
1a
FORWARD CLUTCH FEED
2d
REAR LUBE
24
D4 fluid is routed to the TFP manual valve position switch to signal the powertrain control module (PCM) that the transmission is in Overdrive Range D .
CONV FEED
EX
RELEASE
1b Transmission Fluid Pressure (TFP) Manual Valve Position Switch:
LINE
OVERRUN CLUTCH
In the Overdrive position the manual valve routes line pressure into the D4 fluid circuit.
1c
55
OVERDRIVE RANGE SECOND GEAR

1 POWER FROM TORQUE CONVERTER (1) 2 8 FORWARD 2-4 BAND ASSEMBLY (602) CLUTCH APPLIED APPLIED 3 5 10 4 6 7 9 FORWARD INPUT INPUT INPUT REACTION REACTION REACTION SPRAG CARRIER INTERNAL SUN INTERNAL CARRIER SUN GEAR ASSEMBLY DRIVEN GEAR GEAR GEAR DRIVEN HELD (642) DRIVING DRIVING DRIVEN HOLDING

1-2 SHIFT SOLENOID VALVE OFF 2-3 SHIFT SOLENOID VALVE ON 2-4 BAND APPLIED REVERSE INPUT CLUTCH OVERRUN CLUTCH FORWARD CLUTCH APPLIED FORWARD SPRAG CL. ASSEMBLY HOLDING 3-4 CLUTCH LO-ROLLER CLUTCH LO/REV CLUTCH
As vehicle speed increases, input signals from the transmission speed sensor, the throttle position (TP) sensor, and other vehicle sensors are sent to the powertrain control module (PCM). The PCM processes this information to determine the precise moment to shift the transmission. In Second gear, the planetary gear sets continue to operate in reduction at a gear ratio of approximately 1.63:1.
SERVO ASSEMBLY APPLIED
INPUT REACTION INTERNAL CARRIER INPUT CARRIER GEAR SHAFT REVERSE INPUT (664) FORWARD SPRAG ASSEMBLY (666) (662) CLUTCH HOUSING ASSEMBLY FORWARD (605) (642) CLUTCH INPUT HOUSING HELD HOLDING & SHAFT ASSEMBLY APPLIED 2-4 BAND (621) ASSEMBLY (602) APPLIED
FORWARD SPRAG CLUTCH INNER RACE AND INPUT SUN GEAR ASSEMBLY (640) FORWARD CLUTCH OUTER RACE OVERRUN (644) CLUTCH HUB (639)
REACTION SUN SHELL (670) HELD
MAIN CASE (103)
REACTION CARRIER ASSEMBLY (681)
56
Figure 53

OUTPUT SHAFT (687)
2 Forward Clutch Applied
The forward clutch (649) is applied and the forward clutch plates (649) transfer engine torque from the input housing to the forward clutch outer race (644).
3 Forward Sprag Clutch Holding
The forward sprag assembly locks and drives the forward sprag clutch inner race and input sun gear assembly (640).
4 Input Sun Gear Driving
The forward sprag clutch inner race and input sun gear assembly (640) drives the 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).
6 Reaction Internal Driven
The reaction internal gear rotates with the output shaft and drives the reaction carrier pinion gears in a clockwise direction.
7 Reaction Carrier Driven
The reaction carrier shaft (666) and input internal gear (664) are driven clockwise by the reaction carrier assembly.
8 2-4 Band Assembly Applied
The 2-4 band (602) is applied and holds the reverse input clutch housing (605) stationary to the transmission case.
9 Reaction Sun Gear Held
The reverse input clutch housing and the reaction sun gear (673) are splined to the reaction sun shell (670). With the 2-4 band applied, the sun shell and reaction sun gear are also held stationary.
10 Input Internal Gear Driving
The input internal gear drives the input carrier pinions, input carrier and output shaft in a second reduction to achieve the Second gear ratio of approximately 1.63:1.
Coast Conditions
Similar to Overdrive Range First Gear, the forward sprag clutch is overrun when the throttle is released. This action allows the vehicle to coast freely in Overdrive Range Second Gear.
As vehicle speed increases, less torque multiplication is needed to move the vehicle efficiently. Therefore, it is desirable to shift the transmission to a lower gear ratio, or Third gear.
56A

1-2 SHIFT SOLENOID VALVE OFF 2-3 SHIFT SOLENOID VALVE ON 2-4 BAND APPLIED REVERSE INPUT CLUTCH OVERRUN CLUTCH FORWARD CLUTCH APPLIED FORWARD SPRAG CL. ASSEMBLY HOLDING 3-4 CLUTCH LO-ROLLER CLUTCH LO/REV CLUTCH

1 2-4 BAND APPLIES 1a 1-2 Shift Solenoid (SS) Valve:

LINE (From Pump)
LINE
RELEASE
OVERRUN CLUTCH
As vehicle speed increases, the powertrain control module (PCM) receives input signals from the vehicle speed sensor, the throttle position (TP) sensor and other vehicle sensors to determine the precise moment to de-energize or turn OFF the 1-2 shift solenoid (SS) valve. The 1-2 SS valve is OFF when the PCM eliminates the path to ground for that circuit.

PRESS REG
EX
EX
COOLER
R N D 3 2 1

EX
LINE
1c #8 Ball Check Valve:
BOOST VALVE
REG APPLY
REVERSE
2nd fluid seats the #8 ball check valve, passes through an orifice (#16) and enters the 2nd clutch fluid circuit.
1d 2nd & 4th Servo:
REV INPUT
REV INPUT
D4
PR D3 D2
D2 LO
D3
EX
10
APPLY
D4-N.O.
CC SIGNAL
REGULATED
EX
2b Accumulator Valve:
LINE
31
ACCUM
D2
EX
EX
3-4 ACC SERVO FD
EX
2ND CL
SERVO FD
Spring force holds the valve closed, blocking 2nd fluid pressure and 2nd clutch fluid pressure. This valve is used in order to help control a 3-2 downshift.
3d 3-2 Control Solenoid Valve:
#1
18

EX
11
ORF EX
5
EX
2ND CL
ORF ACC
ACCUM
2a
4TH
3d
EX
1d
1-2 ACCUMULATOR 2ND CL
EX
2ND CL
2ND & 4TH SERVO
3RD ACCUMULATOR
56B
EX
ON
3-2 CONTROL
Figure 54
In second gear, the PCM energizes the normally closed solenoid. This opens the actuator feed limit fluid circuit to fill the 3-2 signal circuit. The 3-2 signal fluid pressure moves the 3-2 control valve against spring force. This action is done in preparation for control of a 3-2 downshift and does not affect transmission operation in second gear.
3RD ACCUM
EX
4TH ACTUATOR FEED LIMIT 3-4 CLUTCH 3-2 SIGNAL
EX
3c 3-2 Downshift Valve:
2ND CL ACCUM
3-4 CL
SIGNAL 4TH SIG
3-4 ACC
3c
2ND
2ND
SERVO FEED
2nd fluid pressure is also directed to the 3-4 relay valve in preparation for an upshift.
3-2 DOWNSHIFT
EX
OVERRUN CL OVERRUN CL FD
3b 3-4 Relay Valve:
3b
3-4 RELAY
4-3 SEQUENCE VALVE
14
AFL
16
#8 2ND
3-4 SIG
EX
2ND
3a
EX
2nd fluid is directed to the 2-3 shift valve in preparation for an upshift to third gear. 2nd fluid also passes through the 2-3 shift valve into the servo feed fluid circuit and is directed to the 3-4 relay and 4-3 sequence valves where it stops. Servo feed fluid has no function in second gear.
EX
1c
ACCUM VALVE
D3
3-4 SHIFT VALVE
OVERRUN
28
2ND
2b
D3
1-2 SIGNAL
AFL
AFL

30
2-3 SHIFT VALVE
2-3 SHUTTLE
2ND
ON
D4
D4-3-2 2-3 SIGNAL
29
AFL

2ND
EX
Accumulator fluid is forced out of the 1-2 accumulator when 2nd clutch fluid pressure and spring force move the 1-2 accumulator piston. Accumulator fluid flows back to the accumulator valve and into the orificed accumulator fluid circuits. Orificed accumulator fluid pressure and accumulator spring force regulate the accumulator valve against torque signal fluid pressure. This allows excess accumulator fluid pressure to exhaust and provides additional control of the 2-4 band apply.
EX
AFL
AFL
FILTER (50)

FILTER (49)
AFL
AFL
25
LINE
32
ACTUATOR FEED LIMIT
EX EX
EX
EX
1-2 SIGNAL
LO
1b
27
26
D4
1-2 SIG LO/1ST
1-2 SHIFT VALVE
TORQUE SIGNAL
D4
EX
2nd clutch fluid is also sent to the 1-2 accumulator. 2nd clutch fluid pressure, together with spring pressure, acts against accumulator fluid pressure to absorb some of the initial increase of 2nd clutch fluid pressure to cushion the 2-4 band apply.
REV-N.O. LO-N.O.
ISOLATOR VALVE 9
EX
TCC SOLENOID N.O.
D3-N.C.
EX
FORWARD ABUSE
REV INPUT

REG APPLY
FORWARD CLUTCH FEED D4
D4
D4
1a
OFF
FWD CL FD
2 SHIFT ACCUMULATION 2a 1-2 Accumulator:
D4
AFL
EX
OFF
D2-N.C.
TEMP SENSOR
LO
2nd clutch fluid is directed to the 2nd & 4th servo to move the 2nd apply piston against servo cushion and servo return spring forces to apply the 2-4 band and achieve Second gear.
TORQUE SIG
D4 D4
22
D3
#12
D4
TFP SWITCH ASSEMBLY
FWD CL FEED
EX
MANUAL VALVE
FWD CL FD
APPLY
LINE
Exhausting 1-2 signal fluid pressure allows 1-2 shift valve spring force to move the 1-2 shift valve into the upshifted position. D4 fluid is routed through the 1-2 shift valve and into the 2nd fluid circuit.
DECREASE
LINE
1b 1-2 Shift Valve:
EX
LINE PRESSURE TAP
The 1-2 SS valve is de-energized, allowing 1-2 signal fluid to exhaust from its circuit.
CONV FEED
FORWARD CLUTCH FEED
REAR LUBE
24
57
OVERDRIVE RANGE THIRD GEAR

1 POWER FROM TORQUE CONVERTER (1) 3 FORWARD SPRAG ASSEMBLY (642) HOLDING 2 FORWARD CLUTCH APPLIED 7 INPUT CARRIER DRIVEN 5 3-4 CLUTCH APPLIED 6 INPUT INTERNAL GEAR DRIVING 4 INPUT SUN GEAR DRIVING 8 REACTION PLANETARY GEAR SET DRIVEN

1-2 SHIFT SOLENOID VALVE OFF 2-3 SHIFT SOLENOID VALVE OFF 2-4 BAND REVERSE INPUT CLUTCH OVERRUN CLUTCH FORWARD CLUTCH APPLIED FORWARD SPRAG CL. ASSEMBLY HOLDING 3-4 CLUTCH APPLIED LO-ROLLER CLUTCH LO/REV CLUTCH
As vehicle speed increases further, input signals from the transmission speed sensor, the throttle position (TP) sensor, and other vehicle sensors are sent to the PCM. The PCM uses this information to determine the precise moment to shift the transmission into Third gear. In Third gear, both planetary gear sets, input and reaction, rotate at the same speed and provide a 1:1 direct drive gear ratio between the converter turbine and the output shaft.
INPUT HOUSING & SHAFT ASSEMBLY (621) FORWARD SPRAG CLUTCH INNER RACE AND INPUT SUN GEAR ASSEMBLY FORWARD CLUTCH (640) OUTER RACE OVERRUN (644) CLUTCH HUB (639)
58
FORWARD CLUTCH APPLIED REACTION INTERNAL GEAR (684)
The forward clutch (649) is applied and the forward clutch plates (649) transfer engine torque from the input housing to the forward clutch outer race (644).
Forward Sprag Clutch Holding
The forward sprag assembly locks and drives the forward sprag clutch inner race and input sun gear assembly (640).
4 Input Sun Gear Driving
The forward sprag clutch inner race and input sun gear assembly (640) drives the input carrier pinion gears.
5
INPUT INTERNAL GEAR (664) REACTION CARRIER SHAFT (666)
3-4 Clutch Applied
The 3-4 clutch plates (654) are applied and transfer engine torque from the input housing (621) to the input internal gear (664).
6 Input Internal Gear Driving
3-4 CLUTCH APPLIED
INPUT CARRIER ASSEMBLY FORWARD SPRAG (662) ASSEMBLY (642) HOLDING
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).
The input carrier drives the output shaft (687) at converter turbine speed to achieve direct drive in Third gear.
8 Reaction Planetary Gearset Driven
The reaction internal gear (684) is driven by the output shaft. Also, the reaction carrier shaft (666) is driven by the input planetary gear set and drives the reaction carrier assembly (681). With the reaction carrier and reaction internal gear rotating at the same speed, the pinion gears act as wedges and drive the reaction sun gear (673) at the same speed. As a result, the entire gear set rotates as one unit at converter turbine speed.
Coast Conditions
OUTPUT SHAFT (687)
As in First and Second gears when the throttle is released, power from vehicle speed drives the forward sprag clutch inner race and input sun gear assembly (640) faster than engine torque drives the forward clutch outer race (644). This action causes the forward sprag clutch inner race and input sun gear assembly (640) to overrun the sprag clutch (642) and allow the vehicle to coast freely.
As vehicle speed increases, less torque multiplication is required to operate the engine efficiently. Therefore, it is desirable to shift to an overdrive gear ratio, or Fourth gear.
Figure 55
58A


2a
3-4 CLUTCH
As vehicle speed increases, the PCM receives input signals from the vehicle speed sensor, the TP sensor and other vehicle sensors to determine the precise moment to de-energize or turn OFF the 2-3 shift solenoid (SS) valve.
1 2-4 BAND RELEASES 1a 2-3 Shift Solenoid (SS) Valve:
FWD CL FEED
1b 2-3 Shift Valve and 2-3 Shuttle Valve:

LINE (From Pump)
EX
PRESS REG
BOOST VALVE
3-4 signal fluid unseats the 3-4 clutch exhaust ball check valve (#4) and enters the 3-4 clutch fluid circuit. 3-4 clutch fluid unseats the 3rd accumulator ball check valve (#2) and enters the 3rd accumulator fluid circuit.
1d 2nd & 4th Servo:
EX
EX
COOLER
R N D 3 2 1

EX
LINE
10
TORQUE SIG
D2
D4 D4
22
D3
3-4 CL
CC SIGNAL
REGULATED
REV-N.O. LO-N.O.
EX
LINE
EX
AFL
AFL
With 3-4 clutch fluid feeding the 3rd accumulator fluid circuit, the movement of the 2nd apply piston in the 2nd & 4th servo acts as an accumulator by absorbing initial 3-4 clutch fluid to cushion the 3-4 clutch apply.
3b 1-2 Accumulator:
LINE
3 SHIFT ACCUMULATION 3a 2nd & 4th Servo:

32
FILTER (50)
FILTER (49)
AFL
AFL

25
ACTUATOR FEED LIMIT
EX EX
EX
EX
1-2 SIGNAL
LO
2b

27
26
D4
1-2 SIG LO/1ST
1-2 SHIFT VALVE
31
ACCUM
D3 1-2 SIGNAL
3-4 SHIFT VALVE
3-4 CL
EX
4 TORQUE CONVERTER CLUTCH RELEASED 4a TCC Solenoid Valve:
AFL
AFL

D3
D2
ACCUM VALVE
30
OVERRUN
28
2ND
2ND CL
SERVO FD
3-4 ACC
2ND CL
4TH SIGNAL SIG
SERVO
EX
ORF ACC
#7
ACCUM
3-4 CL
3RD ACC
2ND CL
58B
Figure 56
The 3-2 control solenoid valve remains ON and maintains 3-2 signal fluid pressure to hold the 3-2 control valve against spring force. This action is done in preparation for control of a 3-2 downshift and does not affect transmission operation in third gear.
4TH
EX
3a
#2
EX
2ND & 4TH SERVO
EX
5c 3-2 Control Solenoid Valve:

3b
12
1c
ON
3-2 CONTROL
3RD ACCUMULATOR
3-4 clutch fluid pressure moves the valve against spring force. This opens the valve and allows 2nd fluid to feed the 2nd clutch fluid circuit through the valve in preparation for a 3-2 downshift.
18
EX
11
1d
13
2ND CL
3RD ACCUM
#4
5b 3-2 Downshift Valve:
ORF EX
EX
EX
EX
3-4 signal fluid is also directed to the 3-4 shift valve where it is blocked in preparation for a shift to 4th gear.
3-4 CLUTCH
#1

3-4 SIGNAL
3-4 RELAY
4-3 SEQUENCE VALVE
ACCUM
3-4 CL
2ND
2ND
FEED
3-2 DOWNSHIFT
EX

3-4 ACC
5b
3-4 SIG
1a 1e
14
5c
AFL
16
2ND
1b

Under normal operating conditions, in Overdrive Range Third Gear, the PCM keeps the normally open TCC solenoid valve deenergized. Converter feed fluid exhausts through the solenoid, and spring force keeps the converter clutch valve in the release position. However, at speeds above approximately 121 km/h (75 mph) the PCM will command TCC apply in third gear. Refer to pages 6263 for more information on TCC apply.
2ND
EX
EX
3-4 ACC
EX
#8 2ND
EX
5a
2-3 SHIFT VALVE

2-3 SHUTTLE
OFF
EX
D4
D4-3-2
29
2-3 SIGNAL
AFL

The movement of the 2nd apply piston in the 2nd & 4th servo also forces 2nd clutch fluid out of the servo and sends it to the 1-2 accumulator to further cushion the 3-4 clutch apply.
2ND
EX
TORQUE SIGNAL
D4
EX
D432 fluid pressure from the 2-3 shift valve assists spring force to hold the 1-2 shift valve in the upshifted position.
2b 1-2 Shift Valve:
REG APPLY
D4
D4
OFF
3-4 clutch fluid is directed to the 3-4 clutch piston to apply the 3-4 clutch plates and obtain Third gear.
ISOLATOR VALVE 9
EX
TCC SOLENOID N.O.
D3-N.C.
EX
FORWARD ABUSE
4a
REV INPUT
FWD CL FD
D4
2 3-4 CLUTCH APPLIES 2a 3-4 Clutch:
Servo feed fluid is allowed to exhaust past the 3-4 relay and 4-3 sequence valves and through an orificed exhaust (#5).
APPLY
D4-N.O.
AFL
EX
OFF
D2-N.C.
TEMP SENSOR
LO
1e 3-4 Relay Valve and 4-3 Sequence Valve:
#12
D4
TFP SWITCH ASSEMBLY
3rd accumulator fluid seats the 3rd accumulator exhaust ball check valve (#7) and enters the 2nd & 4th servo. 3rd accumulator fluid pressure assists servo return spring force to move the 2nd apply piston and apply pin against 2nd clutch fluid pressure. This action releases the 2-4 band.
REV INPUT
REV INPUT
D4
D3
REG APPLY
PR
REVERSE
D2 LO
EX
D3
FWD CL FEED
EX
MANUAL VALVE
FWD CL FD
APPLY
LINE
1c #4 and #2 Ball Check Valves:
DECREASE
LINE
LINE PRESSURE TAP
CONV FEED
FORWARD CLUTCH FEED
REAR LUBE
24
Exhausting 2-3 signal fluid pressure allows AFL fluid pressure to move the 2-3 shift valve and the 2-3 shuttle valve into the upshifted position. Orificed (#28) 2nd fluid is directed into the 3-4 signal fluid circuit. Also, AFL fluid pressure fills the D432 fluid circuit.
LINE
RELEASE
OVERRUN CLUTCH
The 2-3 SS valve is de-energized, allowing 2-3 signal fluid to exhaust from its circuit.

59
OVERDRIVE RANGE FOURTH GEAR

1 POWER FROM TORQUE CONVERTER (1) 3 2-4 BAND ASSEMBLY (602) APPLIED 7 FORWARD SPRAG ASSEMBLY (642) OVERRUNNING 8 FORWARD CLUTCH APPLIED 2 3-4 CLUTCH APPLIED 6 REACTION INTERNAL GEAR DRIVEN 5 REACTION PLANETARY PINIONS DRIVING 4 REACTION SUN GEAR HELD

1-2 SHIFT SOLENOID VALVE ON 2-3 SHIFT SOLENOID VALVE OFF 2-4 BAND APPLIED REVERSE INPUT CLUTCH OVERRUN CLUTCH FORWARD CLUTCH APPLIED FORWARD SPRAG CL. ASSEMBLY 3-4 CLUTCH APPLIED LO-ROLLER CLUTCH LO/REV CLUTCH
To maximize engine performance and fuel economy, a Fourth gear (Overdrive) is used to achieve an approximate ratio of 0.73:1 through the transmission gear sets to the vehicle drive shaft. This allows the vehicle to maintain a given road speed with less engine output speed. The converter clutch is applied and converter turbine speed equals engine speed (see torque converter, page 12).
2 3-4 Clutch Applied
FORWARD REVERSE INPUT CLUTCH CLUTCH HOUSING APPLIED (605) 3-4 HELD INPUT HOUSING CLUTCH & SHAFT ASSEMBLY APPLIED 2-4 BAND (621) ASSEMBLY (602) APPLIED
60
MAIN CASE (103) REACTION INTERNAL GEAR LOW AND REVERSE (684) CLUTCH PLATE ASSEMBLY (682) REACTION SUN GEAR (673) HELD REACTION CARRIER ASSEMBLY (681)
The 3-4 clutch plates (654) remain applied in Fourth gear to transfer engine torque from the input housing (621) to the input internal gear (664) and reaction carrier shaft (666).
3 2-4 Band Applied
The 2-4 band (602) is applied and holds the reverse input clutch housing (605) stationary to the transmission case.
4 Reaction Sun Gear Held
The reaction sun shell (670) is splined to the reverse input clutch housing and the reaction sun gear (673) is splined to the sun shell. Both the sun shell and reaction sun gear are held stationary as a result of the 2-4 band being applied.
5 Reaction Planetary Pinions Driving
INPUT REACTION INTERNAL CARRIER GEAR SHAFT (664) (666)
The reaction carrier shaft drives the reaction carrier assembly (681) clockwise. The reaction carrier pinion gears rotate clockwise on their pins as they walk clockwise around the stationary reaction sun gear.
6 Reaction Internal Gear Driven
The reaction carrier pinion gears drive the reaction internal gear (684) and output shaft (687) in an overdrive gear ratio of approximately 0.73:1.
7 Forward Sprag Assembly Overrunning
The output shaft drives the input carrier assembly (662), input pinion gears and forward sprag clutch inner race and input sun gear assembly (640) faster than the forward clutch is driving the forward clutch outer race (644). This allows the forward sprag clutch inner race and input sun gear assembly to overrun the forward sprag clutch (642).
As a result, of the forward sprag clutch overrunning, the forward clutch is ineffective in Fourth gear.
OUTPUT SHAFT (687)
Power flow from the forward clutch housing to the output shaft (671) is the same as Overdrive Range Third Gear. Refer to page 58A for a description of this power flow. With power flow between the forward clutch housing and the output shaft a 1:1 direct drive ratio, the overall transmission gear ratio is 0.75:1.
Coast Conditions/Engine Compression Braking
In Fourth gear, neither the forward sprag clutch nor the low and reverse roller clutch are used to transfer engine torque during acceleration. Therefore, there are no elements to overrun and allow the vehicle to coast freely when the throttle is released. This causes engine compression braking to slow the vehicle. However, because of the Overdrive gear ratio, engine compression braking is not as noticeable by the driver in Fourth gear as in the manual gear ranges.
Figure 57
60A

(Torque Converter Clutch Applied)
1-2 SHIFT SOLENOID VALVE ON 2-3 SHIFT SOLENOID VALVE OFF 2-4 BAND APPLIED REVERSE INPUT CLUTCH OVERRUN CLUTCH FORWARD CLUTCH APPLIED FORWARD SPRAG CL. ASSEMBLY 3-4 CLUTCH APPLIED LO-ROLLER CLUTCH LO/REV CLUTCH

RELEASE
LINE (From Pump)
PRESS REG
BOOST VALVE
The 1-2 SS valve is energized (ON) blocking 1-2 signal fluid from exhausting through the solenoid. This creates pressure in the 1-2 signal fluid circuit.
1b 3-4 Shift Valve:
EX
EX
COOLER
R N D 3 2 1

EX
LINE
REV INPUT
REV INPUT
D4
REG APPLY
REVERSE
10
CC SIGNAL
REV-N.O. LO-N.O.
ISOLATOR VALVE 9
EX
TCC SOLENOID N.O.

D3-N.C.
EX
FORWARD ABUSE
REV INPUT

1d 2nd & 4th Servo:
REG APPLY
EX
FORWARD CLUTCH FEED
LINE
EX
AFL
FILTER (50)

AFL
LINE
2 3-4 SHIFT ACCUMULATION 2a 3-4 Accumulator Assembly:
32
ACTUATOR FEED LIMIT
31
D2
3-4 CL
D3
EX
30
2ND
3-4 ACC
SERVO FD
3-4 ACC
2ND CL ACCUM
EX
18
11
2ND CL
ORF ACC
#7
ACCUM
3RD ACC
3-4 CL
12
60B
Figure 58
2ND CL
4TH
EX
#2
EX
1d
2ND & 4TH SERVO
4TH
EX
ON
3-2 CONTROL
3RD ACCUMULATOR
3RD ACCUM
#4
2a
EX
13
ORF EX
5
EX
EX
EX
The converter clutch valve is shifted into the apply position allowing release fluid to exhaust from the torque converter clutch and regulated apply fluid to enter the apply fluid circuit at the same time. This provides for smooth engagement of the TCC.
3b Converter Clutch Apply Valve:
#1

3-4 SIGNAL
3-4 RELAY
3-4 CL
4TH SIGNAL
2ND
2ND

SERVO FEED
EX
3-4 CLUTCH
3-2 DOWNSHIFT

3-4 ACC
4TH SIGNAL SIG

6
When operating conditions are appropriate, the PCM energizes the normally open TCC solenoid valve. This closes the solenoid, blocks converter feed fluid from exhausting, and creates enough pressure in the converter feed fluid circuit at the TCC solenoid valve to shift the converter clutch valve.
2ND CL
3-4 SIG
1c
4-3 SEQUENCE VALVE
14
AFL

16
2ND
3 TORQUE CONVERTER CLUTCH APPLIED 3a TCC Solenoid Valve:
#8 2ND
EX
EX
2b
EX
EX
EX
ACCUM VALVE
3-4 SHIFT VALVE

OVERRUN
28
2ND
1b
ACCUM
D3 1-2 SIGNAL
AFL
AFL
2-3 SHIFT VALVE
2-3 SHUTTLE
OFF
Accumulator fluid forced from the 3-4 accumulator is orificed to the end of the accumulator valve. This regulates the exhaust of excess accumulator fluid pressure through the middle of the valve.
D4
D4-3-2
29
2-3 SIGNAL
AFL

2ND
EX
3-4 accumulator fluid pressure moves the 3-4 accumulator piston absorbing some of the initial increase of 4th clutch apply fluid pressure in order to cushion the 2-4 band apply.
EX EX
EX
EX
LO
27
26
D4
1-2 SHIFT VALVE
TORQUE SIGNAL
D4
EX
4th fluid pressure is routed through the center of the servo apply pin and acts on the apply side of the 4th apply piston. This action moves the apply pin and applies the 2-4 band in order to obtain fourth gear.
D4
D4

D4
AFL
FILTER (49)
AFL
25
1-2 SIGNAL
1-2 SIG LO/1ST
1a
ON
FWD CL FD
D4
4th signal fluid pressure moves both valves into the upshifted position causing the following changes. Orificed (#7) 2nd fluid is routed through the 3-4 relay valve and into the servo feed fluid circuit. Servo feed fluid is routed through the 4-3 sequence valve and into the 4th fluid circuit. 3-4 accumulator fluid routed from the 2-3 shuttle valve is blocked by both valves.
1c 3-4 Relay Valve and 4-3 Sequence Valve:

TORQUE SIG
D2
3a
EX
D4 D4
22
3-4 CL
REGULATED APPLY
D4-N.O.
AFL

ON
D2-N.C.
TEMP SENSOR
LO
TFP SWITCH ASSEMBLY
D3
#12
D4
1-2 signal fluid pressure moves the valve into the upshifted position routing 3-4 signal fluid into the 4th signal fluid circuit.
PR D3
D2 LO
D3
EX
FWD CL FEED
3b
EX
MANUAL VALVE
FWD CL FD
APPLY
LINE
1 2-4 BAND APPLIED 1a 1-2 Shift Solenoid (SS) Valve:
DECREASE
LINE
EX
LINE PRESSURE TAP
CONV FEED
FORWARD CLUTCH FEED
REAR LUBE
24
Overdrive Range Fourth Gear is used to maximize engine efficiency and fuel economy under most normal driving conditions. In order to shift the transmission into Fourth gear, the PCM receives input signals from the vehicle speed sensor, the TP sensor and other vehicle sensors to determine the precise moment to energize or turn ON the 1-2 shift solenoid (SS) valve. The 1-2 SS valve is ON when the PCM provides a path to ground for that electrical circuit. This prevents 1-2 signal fluid from exhausting at the 1-2 SS valve, thereby increasing 1-2 signal fluid pressure.
3-4 CLUTCH
FWD CL FEED
LINE
OVERRUN CLUTCH
61

(Torque Converter Clutch from Released to Applied)
PERCENT DUTY CYCLE

(Torque Converter Clutch from Released to Applied)
75 50
RELEASE
STAGE 1 TCC (ECCC) APPLY FLUID PRESSURE
PRESS REG
REV INPUT CONV FEED
25 0 A
LINE
C B
TIME
EX
BOOST VALVE
TCC (ECCC) APPLY

RELEASE
REG APPLY
D3
RELEASE
#9
REV INPUT
10
APPLY
TORQUE SIG REGULATED APPLY
TFP SWITCH ASSEMBLY

D4
APPLY
REVERSE INPUT
LO-N.O.
LO
D4-N.O.
TEMP SENSOR
LO
D4 D2
CC SIGNAL
EX
STAGE 1 (S - C)
REG APPLY
EX
LINE (From Pump)
LINE
PERCENT DUTY CYCLE
75
REV INPUT CONV FEED
25 0 A
C B
TCC (ECCC) APPLY FLUID PRESSURE
PRESS REG
LINE
TIME
EX
BOOST VALVE
TCC (ECCC) APPLY AND ECCC
RELEASE
REG APPLY
D3
RELEASE
#9
REV INPUT
10
APPLY
TFP SWITCH ASSEMBLY

D4
APPLY
REVERSE INPUT
LO-N.O.
LO
D4-N.O.
TEMP SENSOR
LO
AFL
D4 D2
CC SIGNAL
EX
STAGE 2 (C - D)
REG APPLY
EX
LINE (From Pump)
LINE
EX
PERCENT DUTY CYCLE
100% 75 50 25 0 A
REV INPUT CONV FEED
C B
PRESS REG
LINE
TIME
EX
BOOST VALVE
TCC (ECCC) LOCK

RELEASE
#9
RELEASE
D3
REV INPUT
10
APPLY
TFP SWITCH ASSEMBLY

D4
APPLY
REVERSE INPUT
LO-N.O.
LO
D4-N.O.
TEMP SENSOR
LO
AFL
REG APPLY
D4 D2
CC SIGNAL
EX
STAGE 3 (E - F)
REG APPLY
EX
LINE (From Pump)
LINE
EX
62
Figure 59
DECREASE
COOLER
EX
APPLY
RELEASE
STAGE 3
50
DECREASE
COOLER
APPLY
RELEASE
EX
EX
ISOLATOR VALVE 9
TCC SOLENOID N.O.
EX
EX
ISOLATOR VALVE 9
TCC SOLENOID N.O.
EX
100%
STAGE 2
DECREASE
COOLER
APPLY
EX
AFL
ISOLATOR VALVE 9
100%
EX
When the powertrain control module (PCM) determines that the engine and transmission are operating properly to engage the torque converter clutch (TCC), the PCM energizes the TCC solenoid valve and regulates the duty cycle of the TCC PWM solenoid valve. The following events occur in order to apply the torque converter clutch: OFF At this time the Torque Converter Clutch is considered to be disengaged (OFF), TCC solenoid valve OFF, TCC PWM solenoid valve parked at 90% duty cycle. PCM decision to apply TCC (see pages 39 and 43, in the Electrical Components section, for more information). Stage 1 The PCM immediately decreases the TCC PWM solenoid valve duty cycle to 0% (from point S to point A) then pulses the TCC PWM solenoid valve to approximately 25% duty cycle from point B to point C. Actuator feed limit fluid at the TCC PWM solenoid is pulsed into the CC signal fluid circuit. The CC signal fluid pressure at point C regulates a line pressure branch which creates regulated apply fluid. The PCM also energizes the TCC solenoid valve, blocking converter feed fluid from exhausting through the solenoid and causing pressure to build up and shift the converter clutch valve to the apply position. With the converter clutch valve in the apply position, Release fluid can exhaust through the valve. This stage is designed to move the converter clutch valve from the released to the applied position; there is not enough pressure to apply the TCC. Stage 2 The TCC PWM solenoid valve duty cycle is ramped up from point C to point D to approximately 50%. Regulated apply fluid pressure is now strong enough to cause the converter apply to occur. Line pressure from the pump enters the regulated apply circuit at the regulated apply valve. Regulated apply fluid is routed to the converter clutch valve into the apply fluid circuit. The pressure value in the regulated apply circuit should now be high enough to fully apply the TCC pressure plate. Slip speed should be at the correct value (near 0). In vehicles equipped with the Electronically Controlled Clutch Capacity (ECCC) system, the pressure plate does not fully lock to the torque converter cover. It is instead precisely controlled to maintain a small amount of slippage between the engine and the turbine, reducing driveline torsional disturbances. Stage 3 If it is determined by the PCM that it is desirable to fully lock the TCC, regulated apply fluid pressure is increased. This is caused by the TCC PWM solenoid valve duty cycle being increased from point E to point F, to approximately 98%. This extra pressure ensures that the apply force on the TCC pressure plate is not at the slip threshold, but a little above it. TCC plate material is therefore protected from excessive heat.
EX
ON
TCC SOLENOID N.O.
EX
ON
Note: The TCC PWM solenoid valve operates independently from the TCC solenoid valve. The TCC solenoid valve only controls when the TCC is applied. The TCC PWM solenoid valve only controls how the TCC is applied. Note: Under normal operating conditions the torque converter clutch is in the released position during first, second and third gears. However, when the transmission fluid temperatures exceed approximately 121C (250F), the PCM will apply the torque converter clutch in second and third gears to help reduce fluid temperatures.
ON
62A

(Torque Converter Clutch from Applied to Released)
When the TCC pressure plate is applied, it is held against the torque converter cover. Since it is splined to the converter turbine hub, it provides a mechanical coupling (direct drive) of the engine to the transmission gear sets. This mechanical coupling eliminates the small amount of slippage that occurs in the fluid coupling of a torque converter, resulting in a more efficient transfer of engine torque through the transmission and to the drive wheels. ON At this time the Torque Converter Clutch is considered to be engaged (ON). PCM decision to release TCC (see pages 39 and 43, in the Electrical Components section, for more information). Stage 4 During this stage, the apply fluid pressure from the regulated apply valve is decreased by the TCC PWM solenoid valve duty cycle dropping from point G to point H, to approximately 50%. Reduced CC signal fluid pressure from the TCC PWM solenoid valve allows orificed regulated apply fluid to move the regulated apply valve, decreasing the flow of line fluid feeding the regulated apply circuit. This reduces the apply force on the TCC pressure plate to the slip threshold. This gets the TCC pressure plate ready for a smooth release. Stage 5 The TCC PWM solenoid valve duty cycle is ramped down to 0% from point H to point I through this stage. This action allows the regulated apply pressure to start at the slip threshold, and decrease to near 0 pressure over a very short time to point I. The regulated apply pressure value from the TCC regulator apply valve at this duty cycle (point I) should fully release the TCC pressure plate. Slip speed should be at the maximum value. The PCM also de-energizes the TCC solenoid allowing converter clutch valve spring force to shift the converter clutch valve to the released position. Release fluid is now directed back to the torque converter. Stage 6 The PCM pulses the TCC PWM solenoid valve to a value of 90. This stage is designed to prepare the TCC apply and release system for another apply of the TCC. OFF At this time the Torque Converter Clutch is considered to be disengaged (OFF). (Some PCM calibrations may allow stages 4 - 6 to happen very rapidly in almost a straight line down from point G to point K.) The PCM monitors for high TCC slip for most models. Excessive slip is recognized by Diagnostic Trouble Code (DTC) P1870. The transmission must be in hot mode or experiencing a wide open throttle maneuver in order for the TCC to be commanded on in second and third gear. If the PCM detects a continuous open, short to ground, or short to power in the TCC solenoid valve circuit, then DTC P0740 will set and the PCM will illuminate the malfunction indicator lamp (MIL), inhibit TCC operation, inhibit 4th gear and freeze shift adapts. The DTC P0740 will then be stored in PCM history. If the PCM detects low TCC slip when the TCC is commanded OFF, then DTC P0742 will set and the PCM will illuminate the malfunction indicator lamp (MIL), increase line pressure and freeze shift adapts. The DTC P0742 will then be stored in PCM history.

(Torque Converter Clutch from Applied to Released)
PERCENT DUTY CYCLE
100% 75 50 25 0 A
REV INPUT CONV FEED
C B
PRESS REG
LINE
TIME
EX
BOOST VALVE
TCC (ECCC) RELEASE

RELEASE
#9
RELEASE
D3
REV INPUT
10
APPLY
TFP SWITCH ASSEMBLY

D4
APPLY
REVERSE INPUT
LO-N.O.
LO
D4-N.O.
TEMP SENSOR
LO
AFL
D4 D2
CC SIGNAL
REG APPLY
EX
ON
TCC SOLENOID N.O.
EX
ISOLATOR VALVE 9
STAGE 4 (G - H)
REG APPLY
EX
PERCENT DUTY CYCLE
100% 75
REV INPUT CONV FEED
25 0 A
C B
PRESS REG
LINE
TIME
EX
BOOST VALVE
TCC (ECCC) RELEASE

RELEASE

RELEASE
D3
APPLY
APPLY
EX
CC
ISOLATOR VALVE 9

STAGE 5 (H - I)
REG APPLY
EX
LINE (From Pump)
LINE
PERCENT DUTY CYCLE
100% 75 50 25 0 A
K

STAGE 6
D E H
REV INPUT CONV FEED
C B
PRESS REG
LINE
J TIME
EX
BOOST VALVE
TCC (ECCC) OFF

RELEASE

RELEASE
D3
APPLY
TFP SWITCH ASSEMBLY

D4
APPLY
D4 D2
D4-N.O.
CC SIGNAL
EX
STAGE 6 (J - K)
REG APPLY
EX
LINE (From Pump)
LINE
62B
EX
Figure 60
#9
REV INPUT
10
REG APPLY
REVERSE INPUT
LO-N.O.
LO
TEMP SENSOR
LO
DECREASE
COOLER
EX
AFL
EX
OFF
TCC SOLENOID N.O.
ISOLATOR VALVE 9
APPLY
EX
D4
D4 D2
D4-N.O.
SIGNAL
EX
OFF
TCC SOLENOID N.O.
EX RELEASE
TFP SWITCH ASSEMBLY
LO-N.O.
LO
TEMP SENSOR
LO
AFL

#9
REV INPUT
10
REG APPLY
REVERSE INPUT
50
DECREASE
COOLER
EX
APPLY
STAGE 5
;;;; ;; ;;;; ;; ;;;; ; ;; ;;;; ; ;; ;;;; ; ;; ;;;; ;; ;;;; ;; ;; ;;;; ;; ;; ;;;; ;; ;;;; ;;;; ;;;; ;;;; ; ;;;; ; ;;;; ; ;;;; ;;;; ;; ;;;; ;; ;;;; ;;;; ;;;;

LINE (From Pump)
LINE
EX
EX RELEASE
DECREASE
COOLER
EX
APPLY
RELEASE
STAGE 4
EX
63
OVERDRIVE RANGE 4-3 DOWNSHIFT

(Torque Converter Clutch Released)

OVERRUN CL OVERRUN CL FD 3-4 ACCUM

SERVO
2ND
FWD CL FEED
3-4 RELAY

4-3 SEQUENCE VALVE

EX
EX
#5 ORIFICE CONTROLLED EXHAUST

LINE
RELEASE
OVERRUN CLUTCH
4TH
ORF EX
EX
LINE (From Pump)
EX
PRESS REG
EX
EX
COOLER
R N D 3 2 1

EX
BOOST VALVE
LINE
REV INPUT
REV INPUT
D4
REG APPLY
PR
REVERSE
D2 LO
D3
EX
10
TORQUE SIG
3b
3-4 CL
D2
D4 D4
22
D3
APPLY
D4-N.O.
CC SIGNAL
REGULATED
REV-N.O. LO-N.O.
ISOLATOR VALVE 9
EX
TCC SOLENOID N.O.

D3-N.C.
EX
FORWARD ABUSE
REV INPUT
FWD CL FD
D4
REG APPLY
EX
LINE
EX
AFL
AFL
FILTER (50)

FILTER (49)
AFL
AFL
25
LINE
32
ACTUATOR FEED LIMIT
EX EX
EX
EX
1-2 SIGNAL
LO
27
26
D4
1-2 SIG LO/1ST
1-2 SHIFT VALVE
EX
31
ACCUM
D3
D2
ACCUM VALVE
3-4 CL
D3
3-4 SHIFT VALVE

OVERRUN
28
2ND
1-2 SIGNAL
AFL
AFL
30
2ND
3-4 ACC
2ND CL
SERVO FD
3-4 ACC
EX
EX
18

2a
EX
11
13
2ND CL
ACCUM
ORF ACC
#7

3-4 CL
3RD ACC
12
4TH
2ND CL
4TH
64
Figure 61
EX
#2

EX
1d
2ND & 4TH SERVO
EX
ON
3-2 CONTROL
3RD ACCUMULATOR
3RD ACCUM
#4
ORF EX
EX
EX
#1

3-4 SIGNAL
3-4 CLUTCH
3-4 RELAY
4-3 SEQUENCE VALVE
ACCUM
2ND CL
4TH SIGNAL
SIGNAL 4TH SIG
SERVO
3-4 CL
2ND
2ND
FEED
3-2 DOWNSHIFT
EX

3-4 ACC
3-4 SIG
AFL
16
2ND
#8 2ND
EX
EX
2b
EX
EX
EX
1b
2-3 SHIFT VALVE

2-3 SHUTTLE
EX
OFF
1c
D4
D4-3-2
29
2-3 SIGNAL
AFL
TORQUE SIGNAL
D4
EX
2ND
AFL
EX
3a
OFF
LO
#12
D4
TFP SWITCH ASSEMBLY
D2-N.C.
TEMP SENSOR
D4
D4
1a
OFF
D3
FWD CL FEED
EX
MANUAL VALVE
FWD CL FD
APPLY
LINE
DECREASE
LINE
LINE PRESSURE TAP
CONV FEED
FORWARD CLUTCH FEED
REAR LUBE
4TH SIG
SERVO FD
FEED
3-4 CLUTCH
24
A forced 4-3 downshift in Overdrive range occurs by increasing the throttle valve angle (percentage of accelerator pedal travel or throttle position) while the vehicle is operating in Fourth gear. A 4-3 downshift can also occur when the vehicle is decelerating during coast conditions or when load on the vehicle is increased. Also, if the TCC is applied in Fourth gear it will release prior to the transmission making a 4-3 downshift. Under normal operating conditions the PCM will keep the converter clutch released in Third gear. The TCC also releases under minimum and heavy throttle conditions. Figure 61 shows the TCC PWM solenoid valve de-energized and the TCC released. Refer to pages 62A and 62B for descriptions of the torque converter clutch hydraulic and electrical circuits during release and apply. A 4-3 downshift occurs when the PCM receives the appropriate input signals to de-energize or turn OFF current supply to the 1-2 shift solenoid (SS) valve (opens the ground path of the circuit). During a 4-3 downshift, the following changes occur to the hydraulic system:
De-energized by the PCM, the normally open solenoid opens and 1-2 signal fluid exhausts through the solenoid.
1b 3-4 Shift Valve:
With the 1-2 signal fluid pressure exhausted, the spring force moves the valve into the downshifted position. In this position, the valve blocks the 3-4 signal fluid and the 4th signal fluid exhausts past the valve.
1c 3-4 Relay Valve and 4-3 Sequence Valve:
Actuator feed limit fluid pressure and spring force move the 3-4 shift valve to the downshifted position. This blocks 4th clutch feed at the 3-4 shift valve and opens the 4th clutch fluid circuit to an orificed exhaust.
1d 2nd & 4th Servo:
The 4th fluid exhausts from the 4th apply piston in the servo assembly. The apply pin spring moves the 4th apply piston and the apply pin in order to release the band from the reverse input drum and shift the transmission into third gear.
2 SHIFT ACCUMULATION 2a 3-4 Accumulator Assembly:
The 3-4 accumulator fluid exhausts from the 3-4 accumulator piston. The orificed accumulator fluid pressure and the spring force move the piston into a third gear position.
Biased by torque signal fluid pressure and spring force, the accumulator valve regulates the D4 fluid into the accumulator fluid circuit.
3 TORQUE CONVERTER 3a TCC PWM Solenoid Valve:
The PCM de-energizes the TCC solenoid valve, and operates the duty cycle of the TCC PWM solenoid valve to release the converter clutch for a smooth disengagement, prior to initiating the 4-3 downshift.
3b TCC Solenoid Valve:
14
The TCC solenoid valve is de-energized by the PCM. This causes converter feed fluid pressure to exhaust through the solenoid and allows the converter clutch valve to shift to the release position.
64A

1-2 SHIFT SOLENOID VALVE OFF 2-3 SHIFT SOLENOID VALVE ON 2-4 BAND APPLIED REVERSE INPUT CLUTCH OVERRUN CLUTCH FORWARD CLUTCH APPLIED FORWARD SPRAG CL. ASSEMBLY HOLDING

ACTUATOR FEED LIMIT 3-4 CLUTCH 3-2 SIGNAL

14
3-4 CLUTCH
LO-ROLLER CLUTCH
LO/REV CLUTCH
1c
3-4
HIGH SPEED CONTROLLED 3RD ACCUMULATOR EXHAUST

LINE
RELEASE
OVERRUN CLUTCH
LINE (From Pump)
PRESS REG
EX
EX
COOLER
R N D 3 2 1

EX
BOOST VALVE
1b 2-3 Shift Valve and 2-3 Shuttle Valve:
10
TORQUE SIG
D2
D4 D4
22
D3
CL
APPLY
D4-N.O.
EX
CC SIGNAL
REGULATED
REV-N.O.
LO-N.O. D3-N.C.
EX
LINE
EX
1d 3-4 Shift Valve:

LINE
AFL
AFL
The 3-4 signal fluid pressure exhausts from the 3-4 shift valve.
1e 3-2 Control Solenoid Valve and 3-2 Control Valve:
32
FILTER (50)
FILTER (49)
AFL
AFL
25
31
3-4 CL
EX
30
2ND
EX
2ND CL
3-2 DOWNSHIFT
EX

1f
3-4 CL

3-4 SIG
1a
3-4 ACC
SERVO FD
EX
18
2ND CL
3RD ACC
The 3rd accumulator fluid circuit is supplied by accumulator fluid through the orifice opposite the #5 ball check valve. The accumulator valve regulates drive fluid into the accumulator circuit.
ORF ACC
#7
ACCUM
3-4
CL
12
4TH
EX
1c
EX
2ND CL
2ND & 4TH SERVO
#2
1g
EX
OFF
3-2 CONTROL
3RD
ACCUMULATOR
4TH
64B
Figure 62
3RD
ACCUM
#4
2a
EX
11
13
ORF EX
5
EX
EX
EX
3rd accumulator fluid pressure and 3rd accumulator spring force move the 3rd accumulator piston to a Second gear position.
#1

2 2-4 BAND APPLIED 2a 3rd Accumulator:
2ND CL ACCUM
4TH SIGNAL

4TH SIGNAL SIG

3-4 ACC
2ND
2ND
SERVO FEED
3-4 CLUTCH
3-4 SIGNAL
3-4 RELAY
4-3 SEQUENCE VALVE
14
1e
AFL
The exhausting 3rd accumulator fluid seats the #2 ball check valve and is forced through orifice #12. This fluid exhausts through the 3-4 clutch and the 3-4 signal fluid circuits and past the 2-3 shift valve. Orifice #12 slows the exhaust of the 3rd accumulator fluid and delays the 2-4 band apply rate.
3-4 ACC
16
#8 2ND
EX
2ND
1b
EX
2b
EX
EX
1g 3rd Accumulator Ball Check Valve (#2):
1d
2-3 SHIFT VALVE

2-3 SHUTTLE
The 3-4 clutch fluid exhausts from the valve and the spring force moves the valve into the second gear position.
D2
ACCUM VALVE

D3
3-4 SHIFT VALVE
OVERRUN
28
2ND
1f
3-2 Downshift Valve:
ACCUM
D3 1-2 SIGNAL
AFL
AFL

ON
D4
D4-3-2
29
2-3 SIGNAL
AFL
2ND
EX
These components are used to increase the exhaust rate of 3rd accumulator fluid, as needed, depending on the vehicle speed. The 3-2 control solenoid valve is a normally closed On/Off solenoid controlled by the PCM. The PCM controls the solenoid state during a 3-2 downshift according to vehicle speed.
ACTUATOR FEED LIMIT
EX EX
EX
EX
1-2 SIGNAL
LO
27
26
D4
1-2 SIG LO/1ST
1-2 SHIFT VALVE
TORQUE SIGNAL
D4
EX
The 3rd accumulator fluid exhausts from the servo assembly. The 2nd clutch fluid pressure moves the 2nd apply piston against the servo return spring force in order to move the apply pin and apply the 2-4 band.
EX
1c 2nd & 4th Servo:
ISOLATOR VALVE 9
EX
TCC SOLENOID N.O.

D4
FORWARD ABUSE
REV INPUT

REG APPLY
D4
OFF
FWD CL FD
D4
OFF
3-4
AFL
D2-N.C.
TEMP SENSOR
LO
#12
D4
TFP SWITCH ASSEMBLY
The 2-3 signal fluid pressure moves both valves to the downshifted position. This causes the following changes. The AFL fluid is blocked from the D432 fluid circuit causing the D432 fluid to exhaust past the 2-3 shuttle valve. The 2nd fluid is blocked from feeding the 3-4 signal fluid circuit and is routed into the servo feed fluid circuit. The 3-4 signal fluid is exhausted past the valve. The 3-4 clutch fluid and the 3rd accumulator fluid also exhaust.
LINE
REV INPUT
REV INPUT
D4
REG APPLY
PR
REVERSE
D2 LO
D3
EX
D3
FWD CL FEED
EX
MANUAL VALVE
FWD CL FD
The 2-3 SS valve is energized (ON) blocking 2-3 signal fluid from exhausting through the solenoid. This creates pressure in the 2-3 signal fluid circuit.
APPLY
LINE
1 3-4 CLUTCH RELEASED 1a 2-3 Shift Solenoid (SS) Valve:
EX
DECREASE
LINE
LINE PRESSURE TAP
CONV FEED
FORWARD CLUTCH FEED
REAR LUBE
24
A forced 3-2 downshift occurs by increasing throttle valve angle (percentage of accelerator pedal travel or throttle position) while the vehicle is operating in Third gear. As with a 4-3 downshift, a 3-2 downshift can also occur when the vehicle is decelerating during coast conditions or when load on the vehicle increases. A 3-2 downshift occurs when the PCM receives the appropriate input signals to de-energize or turn OFF current supply to the 2-3 shift solenoid (SS) valve (open the ground path of the circuit). During a 3-2 downshift, the following changes occur to the hydraulic system:
EX
EX
FWD CL FEED
ON
3-2 CONTROL
CLUTCH
3RD ACCUMULATOR
1e
65
MANUAL THIRD THIRD GEAR

(from Overdrive Range Fourth Gear)
POWER TO TORQUE CONVERTER (1) FOR ENGINE BRAKING 4 OVERRUN CLUTCH APPLIED 5 FORWARD CLUTCH APPLIED 3 FORWARD SPRAG ASSEMBLY (642) HOLDING 2 3-4 CLUTCH APPLIED 1 POWER FROM DIFFERENTIAL ASSEMBLY

1-2 SHIFT SOLENOID VALVE OFF 2-3 SHIFT SOLENOID VALVE OFF 2-4 BAND REVERSE INPUT CLUTCH OVERRUN CLUTCH APPLIED FORWARD CLUTCH APPLIED FORWARD SPRAG CL. ASSEMBLY HOLDING 3-4 CLUTCH APPLIED LO-ROLLER CLUTCH LO/REV CLUTCH
FORWARD CLUTCH APPLIED OVERRUN CLUTCH APPLIED INPUT HOUSING & SHAFT ASSEMBLY (621)
3-4 CLUTCH APPLIED
INPUT CARRIER ASSEMBLY FORWARD SPRAG (662) ASSEMBLY (642) HOLDING
INPUT INTERNAL GEAR (664)
Drive Range Manual Third (D) is available to the driver when vehicle operating conditions make it desirable to use only three gear ratios. These conditions include city driving [where speeds are generally below 72 km/h (45 mph)], towing a trailer, or driving in hilly terrain. Manual Third also provides for engine compression braking when descending slight grades and can be used to retain Third gear when ascending slight grades for additional engine performance. Manual Third is also referred to as Drive Range because it has a 1:1 direct drive gear ratio available through the transmission gear sets. In Manual Third, the transmission can upshift and downshift between First, Second and Third gears in the same manner as Overdrive Range. However, the transmission is prevented from shifting into Fourth gear while operating in this gear selector position. If the transmission is in Overdrive Range Fourth Gear when Manual Third is selected, the transmission will immediately shift into Third gear. Note: Transfer of engine torque during acceleration is identical to Overdrive Range Third Gear (refer to page 58A). The power flow in Figure 63 and the following text describes conditions during deceleration (zero or minimum throttle conditions) and how engine compression braking is achieved. Vehicle speed provides the torque input to the transmission through the drive shaft and transmission output shaft (687). This is shown by the direction of the power flow arrows in the drawing at the top of Figure 63. Notice that this flow is identical to Overdrive Range Third Gear except that the arrows are in the opposite direction.
1 Power From the Differential Assembly
FORWARD SPRAG CLUTCH INNER RACE AND INPUT SUN GEAR ASSEMBLY FORWARD CLUTCH (640) OUTER RACE OVERRUN (644) CLUTCH HUB (639)
REACTION INTERNAL GEAR (684)
OUTPUT SHAFT (687)
66
Figure 63
Power flow is transferred back through the transmission from the output shaft to the input clutch housing (621). Each of the components function and rotation direction is the same as during acceleration (compare Figures 55 and 63).
2 3-4 Clutch Applied
The 3-4 clutch is applied and power from the output shaft travels to the input housing.
Power from the output shaft also travels through the forward sprag clutch inner race and input sun gear assembly (640) to the forward sprag assembly (642). The inner race of the forward sprag assembly is attached to the overrun clutch hub. The inner race is held when the overrun clutch is applied, and the outer race is held with the forward clutch applied.
4 Overrun Clutch Applied
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.
The forward clutch is applied but is only effective in a coast condition because the overrun clutch is applied.
In Manual Third range First and Second gears, the forward sprag assembly overruns and engine compression braking is not available. First and Second gears operate the same as in Overdrive Range, except for the overrun clutch being applied, and the vehicle is allowed to coast freely when the throttle is released. To obtain increased engine compression braking at slower speeds, the gear selector must be moved to the Manual Second position.
66A

1-2 SHIFT SOLENOID VALVE OFF 2-3 SHIFT SOLENOID VALVE OFF 2-4 BAND REVERSE INPUT CLUTCH OVERRUN CLUTCH APPLIED FORWARD CLUTCH APPLIED FORWARD SPRAG CL. ASSEMBLY HOLDING 3-4 CLUTCH APPLIED LO-ROLLER CLUTCH LO/REV CLUTCH

LINE
LINE (From Pump)
PRESS REG
1b Transmission Fluid Pressure (TFP) Manual Valve Position Switch:
EX
EX
COOLER
R N D 3 2 1

EX
BOOST VALVE
LINE
1c 2-3 Shift Valve Train:
REV INPUT
REV INPUT
D4
OVERRUN CLUTCH
10
TORQUE SIG
4b
3-4 CL
D2
TFP SWITCH ASSEMBLY
D4 D4
22
CC SIGNAL
REGULATED
REV-N.O. LO-N.O.
EX
LINE
EX
AFL
2b 3-4 Relay Valve and 4-3 Sequence Valve:
AFL
FILTER (50)

FILTER (49)
LO
D3
ACTUATOR FEED LIMIT
EX EX
EX
1-2 SIGNAL
OVERRUN CLUTCH
EX
28
30
2ND
2-3 SHIFT VALVE

EX

2-3 SHUTTLE
EX EX EX
2ND CL
SERVO FD
3-4 ACC
EX
EX
18
3a
11
ACCUM
ORF ACC
#7

3-4 CL
3RD ACC
12
4TH
2ND CL
4TH
66B
Figure 64
EX
#2

EX
2c
2ND & 4TH SERVO
EX
ON
3-2 CONTROL
3RD ACCUMULATOR
3RD ACCUM
#4
2ND CL
EX
13
ORF EX
EX
EX
#1

3-4 SIGNAL
3-4 CLUTCH
3-4 RELAY
4-3 SEQUENCE VALVE
ACCUM
2ND CL
4TH SIGNAL
4TH SIGNAL SIG
SERVO
3-4 CL
The TCC solenoid valve is de-energized by the PCM. This causes converter feed fluid pressure to exhaust through the solenoid and allows the converter clutch valve to shift to the release position.
2ND
2ND
FEED
4b TCC Solenoid Valve:
3-2 DOWNSHIFT
EX

3-4 ACC
3-4 SIG
2b
14
AFL
16
2ND
The PCM de-energizes the TCC solenoid valve, and operates the duty cycle of the TCC PWM solenoid valve to release the converter clutch for a smooth disengagement, prior to initiating the 4-3 downshift.
#8 2ND
3-4 ACC
1c

EX
3b
1d
OVERRUN CL FD
4 TORQUE CONVERTER 4a TCC PWM Solenoid Valve:
ACCUM VALVE

D3
3-4 SHIFT VALVE
AFL
AFL
3-4 CL
D2
OFF
3 SHIFT ACCUMULATION Same as 4-3 Downshift
31
D3
ACCUM
D4
21
OVERRUN
2ND D4-3-2
20
ORF D2
29
2-3 SIGNAL
AFL
#5
#6
EX
The 4th fluid exhausts from the 4th apply piston in the servo assembly. The apply pin spring moves the 4th apply piston and the apply pin in order to release the band from the reverse input drum and shift the transmission into third gear.
EX
D2
2c 2nd & 4th Servo:
27
26
D4
4th signal fluid pressure is exhausted. Overrun clutch feed fluid pressure assists spring force and closes both valves allowing it to fill the overrun clutch fluid circuit.
AFL
AFL

25
LINE
32
1-2 SIG
1-2 SIG LO/1ST
1-2 SHIFT VALVE
TORQUE SIGNAL
D4
EX
When manual third is selected, the PCM de-energizes the 1-2 SS valve to immediately downshift the transmission into third gear.
REG APPLY
FWD CL FEED D4
D4
D4
2a
2 OVERRUN CLUTCH APPLIES 2a 1-2 Shift Solenoid (SS) Valve:
ISOLATOR VALVE 9
EX
TCC SOLENOID N.O.
D3-N.C.
EX
FORWARD ABUSE
REV INPUT
OFF
FWD CL FD
D3
D4
OFF
D2-N.C.
D3 fluid pressure assists spring force to keep the valve in the downshifted position. This blocks 3-4 signal fluid and allows the 4th signal fluid circuit to exhaust. Therefore fourth gear is hydraulically prevented.
APPLY
D4-N.O.
AFL
EX
TEMP SENSOR
LO
1d 3-4 Shift Valve:
4a
1b
D3
#12
D4
With the 2-3 SS valve de-energized and open, AFL fluid acting on the 2-3 shift valve holds both valves in the upshifted position. D3 fluid feeds the overrun fluid circuit through the 2-3 shift valve.
REG APPLY
PR
REVERSE
D2 LO
D3
EX
D3
FWD CL FEED
EX
D3 fluid is routed to the TFP manual valve position switch and opens the normally closed D3 fluid pressure switch.
MANUAL VALVE
FWD CL FD
APPLY
LINE
The gear selector lever, selector shaft and manual valve are moved to Manual Third (D) position.
EX
DECREASE
LINE
EX
LINE PRESSURE TAP
1a
CONV FEED
FORWARD CLUTCH FEED
REAR LUBE
24
1 FOURTH GEAR PREVENTED 1a Manual Valve:
RELEASE
OVERRUN CLUTCH
Drive Range Manual Third may be selected at any time while the vehicle is being operated in a forward gear range. However, the transmission's hydraulic system prevents the transmission from shifting into Fourth gear regardless of PCM control. When the gear selector lever is moved to Drive Range (D) from Overdrive Range D , the manual valve also moves. Changes to the hydraulic and electrical systems are as follows:
3-4 CLUTCH
FWD CL FEED
67
MANUAL SECOND SECOND GEAR

POWER TO TORQUE CONVERTER (1) FOR ENGINE BRAKING 2 2-4 BAND ASSEMBLY (602) APPLIED

(from Manual Third Third Gear)
1 POWER FROM DIFFERENTIAL ASSEMBLY
1-2 SHIFT SOLENOID VALVE OFF 2-3 SHIFT SOLENOID VALVE ON 2-4 BAND APPLIED REVERSE INPUT CLUTCH OVERRUN CLUTCH APPLIED FORWARD CLUTCH APPLIED FORWARD SPRAG CL. ASSEMBLY HOLDING 3-4 CLUTCH LO-ROLLER CLUTCH LO/REV CLUTCH

3 OVERRUN CLUTCH APPLIED 4 FORWARD CLUTCH APPLIED
5 FORWARD SPRAG ASSEMBLY (642) HOLDING
INPUT REACTION INTERNAL CARRIER INPUT CARRIER GEAR SHAFT REVERSE INPUT (664) FORWARD SPRAG ASSEMBLY (666) OVERRUN (662) CLUTCH HOUSING ASSEMBLY CLUTCH (605) (642) APPLIED FORWARD HELD HOLDING CLUTCH INPUT HOUSING APPLIED & SHAFT ASSEMBLY 2-4 BAND (621) ASSEMBLY (602) APPLIED FORWARD SPRAG CLUTCH INNER RACE AND INPUT SUN GEAR ASSEMBLY (640) FORWARD CLUTCH OUTER RACE OVERRUN (644) CLUTCH HUB (639)
Manual Second (2) gear range is available to the driver when vehicle operating conditions make it desirable to use only two gear ratios. These conditions include descending a steep grade when engine compression braking is needed, or to retain second gear when ascending a steep grade for additional engine performance. In Manual Second, the transmission can upshift and downshift between First and Second gear but is prevented from shifting into Third or Fourth gear. If the transmission is in Third or Fourth gear when Manual Second is selected, the transmission will shift immediately into Second gear. Note: First gear in the Manual Second gear selector position is only available on some models at low speeds and under heavy throttle. Note: Transfer of engine torque during acceleration is identical to Overdrive Range Second Gear (refer to page 56A) to obtain an approximate gear ratio reduction of 1.63:1 through the transmission gear sets. The power flow in Figure 65 and the following text describes conditions during deceleration (zero or minimum throttle) and how engine compression braking is achieved. Vehicle speed provides the torque input to the transmission through the drive shaft and transmission output shaft (687). This is shown by the direction of the power flow arrows in the drawing at the top of Figure 65. Notice that this flow is identical to Overdrive Range Second Gear except that the arrows are in the opposite direction.
MAIN CASE (103)
OUTPUT SHAFT (687)
REACTION CARRIER ASSEMBLY (681)
68
Figure 65
Vehicle speed attempts to drive the input carrier (662) faster than engine speed is driving the input housing and shaft assembly (621).
2 2-4 Band Assembly Applied
The 2-4 band is applied and holds the reverse input clutch housing which is tanged to the reaction sun shell. The reaction sun gear is splined to the reaction shell and is held by the 2-4 band. Power from the differential travels through the reaction carrier and back to the input carrier to create second gear reduction for engine compression braking.
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.
The forward clutch is applied but only effective in a coast condition because the overrun clutch is applied.
Power from the output shaft also travels through the forward sprag clutch inner race and input sun gear assembly to the forward sprag assembly. The inner race of the forward sprag assembly is attached to the overrun clutch hub. The inner race is held when the overrun clutch is applied, and the outer race is held with the forward clutch applied.
The overrun clutch remains applied in Manual Second First Gear to provide engine compression braking.
68A

1-2 SHIFT SOLENOID VALVE OFF 2-3 SHIFT SOLENOID VALVE ON 2-4 BAND APPLIED REVERSE INPUT CLUTCH OVERRUN CLUTCH APPLIED FORWARD CLUTCH APPLIED FORWARD SPRAG CL. ASSEMBLY HOLDING 3-4 CLUTCH LO-ROLLER CLUTCH LO/REV CLUTCH

LINE
RELEASE
OVERRUN CLUTCH
Manual Second may be selected at any time while the vehicle is being operated in a forward gear range. However, the transmission's hydraulic system prevents the transmission from upshifting above Second gear regardless of PCM control. When the gear selector lever is moved to Manual Second (2) from Manual Third Third Gear, the manual valve also moves. Changes to the hydraulic and electrical systems are as follows:
LINE (From Pump)
3-4
CLUTCH
FWD CL FEED

1 MANUAL VALVE
EX
PRESS REG
2 TRANSMISSION FLUID PRESSURE (TFP) SWITCH

LINE
EX
EX
COOLER
R N D 3 2 1

EX
BOOST VALVE
EX
REV INPUT
REV INPUT
D4
D3
REG APPLY
OVERRUN CLUTCH
PR
REVERSE
10
TORQUE SIG
D2
D4 D4
22
CL
APPLY
D4-N.O.
CC SIGNAL
REGULATED
REV-N.O.
LO-N.O.
EX
LINE
EX
AFL
AFL
FILTER (50)
FILTER (49)
AFL
AFL

25
LINE
32
D3
ACTUATOR FEED LIMIT
EX EX
EX
EX
1-2 SIG
LO
D2
27
26
D4
1-2 SIG LO/1ST
1-2 SHIFT VALVE
OVERRUN CLUTCH
EX
28
30
EX
EX
3-4 ACC
3-2 DOWNSHIFT
3-4 ACCUM 3-4 CL

2ND CL
4TH SIGNAL SIG

3-4 ACC
2ND
2ND
SERVO FEED
ACCUM
4e 3-2 Downshift Valve:
#1
EX
18
EX
11
13
ORF EX
5
EX
2ND CL
The 3-4 signal fluid pressure exhausts from the 3-4 shift valve but has no effect on the valve.
ORF ACC
#7
ACCUM
3-4
CL
3RD ACC
12
4TH
EX
4c
EX
2ND CL
2ND & 4TH SERVO
#2

3RD
ACCUMULATOR
EX
OFF
3-2 CONTROL
68B
Figure 66
4f 3-4 Shift Valve:
3RD
ACCUM
#4
EX
EX
The 3-4 clutch fluid exhausts from the valve and the spring force moves the valve into the second gear position.

These components are used to increase the exhaust rate of 3rd accumulator fluid, as needed, depending on the vehicle speed. The 3-2 control solenoid valve is a normally closed On/Off solenoid controlled by the PCM. The PCM controls the solenoid state during a 3-2 downshift according to vehicle speed.
2ND CL
4e
EX

3-4 SIG
SERVO FD
4a
3-4 CLUTCH
3-4 SIGNAL
3-4 RELAY
4-3 SEQUENCE VALVE
14
4d
AFL
4d 3-2 Control Solenoid Valve and 3-2 Control Valve:
16
#8 2ND
EX
EX
2ND
4b
EX
4f
2-3 SHIFT VALVE
2-3 SHUTTLE
OVERRUN CL FD
The 3rd accumulator fluid exhausts from the servo assembly. The 2nd clutch fluid pressure moves the 2nd apply piston against the servo return spring force in order to move the apply pin and apply the 2-4 band.
1-2 SIGNAL
3-4 CL
ACCUM VALVE

D3
3-4 SHIFT VALVE
AFL
AFL
D2
2ND
ON
4c 2nd & 4th Servo:
ACCUM
OVERRUN
31
D3
D4
21
2ND D4-3-2
20
ORF D2
29
2-3 SIGNAL
AFL
#5
#6
EX
TORQUE SIGNAL
D4
EX
The D2 fluid is routed between the 2-3 shuttle valve and the 2-3 shift valve causing the following: The 2nd fluid is blocked from the entering the 3-4 signal fluid circuit and the 3-4 signal fluid circuit is open to an exhaust port at the valve. The 3-4 clutch cannot apply with the 3-4 signal fluid exhausted. Therefore, third and fourth gears are hydraulically prevented. The 2nd fluid feeds the servo feed fluid circuit, but has no function in manual second. The AFL fluid is blocked by the 2-3 shift valve and the D432 fluid circuit is exhausted through the valve. The overrun fluid is exhausted through the 2-3 shift valve.
ISOLATOR VALVE 9
EX
4b 2-3 Shift Valve Train:
TCC SOLENOID N.O.

D4
D3-N.C.
EX
D2
FORWARD ABUSE

REV INPUT

REG APPLY
FWD CL FEED D4
D4
OFF
FWD CL FD
D3
D4
The PCM energizes the 2-3 SS valve and the AFL fluid pressure holds the 2-3 shift valve in the downshifted position. This electronically prevents operation of the third and fourth gears.
OFF
EX
3-4
D2-N.C.
AFL
TEMP SENSOR
4 THIRD AND FOURTH GEARS PREVENTED 4a 2-3 Shift Solenoid (SS) Valve:
LO
D3
#12
D4
TFP SWITCH ASSEMBLY
D2 fluid feeds the orificed D2 fluid circuit seating the #5 ball check valve and exhausting overrun fluid through the 2-3 shift valve.
D2 LO
3 BALL CHECK VALVE #5
EX
D3
FWD CL FEED
The D2 fluid is routed to the TFP manual valve position switch where it opens the normally closed D2 fluid pressure switch.
MANUAL VALVE
FWD CL FD
APPLY
LINE
DECREASE
LINE
EX
LINE PRESSURE TAP
The selector lever moves the manual shaft and the manual valve into the manual second (2) position. This allows the line pressure to enter the D2 fluid circuit.
CONV FEED
FORWARD CLUTCH FEED
REAR LUBE
24
69
MANUAL FIRST FIRST GEAR

POWER TO TORQUE CONVERTER (1) FOR ENGINE BRAKING 2 OVERRUN CLUTCH APPLIED

(from Manual Second Second Gear)
4 LOW AND REVERSE ROLLER CLUTCH ASSEMBLY (678) HOLDING 1 POWER FROM DIFFERENTIAL ASSEMBLY
1-2 SHIFT SOLENOID VALVE ON 2-3 SHIFT SOLENOID VALVE ON 2-4 BAND REVERSE INPUT CLUTCH OVERRUN CLUTCH APPLIED FORWARD CLUTCH APPLIED FORWARD SPRAG CL. ASSEMBLY HOLDING 3-4 CLUTCH LO-ROLLER CLUTCH HOLDING LO/REV CLUTCH APPLIED

FORWARD CLUTCH APPLIED FORWARD SPRAG INPUT INTERNAL ASSEMBLY (642) GEAR HOLDING HELD
3 LOW AND REVERSE CLUTCH APPLIED
OVERRUN CLUTCH APPLIED INPUT HOUSING & SHAFT ASSEMBLY (621)
FORWARD CLUTCH APPLIED
FORWARD SPRAG ASSEMBLY (642) HOLDING
INPUT CARRIER ASSEMBLY (662)
INPUT INTERNAL GEAR (664) HELD
REACTION CARRIER SHAFT (666) HELD
Manual First is available to the driver when vehicle operating conditions require maximum engine compression braking for slowing the vehicle, or maximum engine torque transfer to the wheels. These conditions include: descending a steep grade to provide maximum engine compression braking and, to retain First gear when ascending a steep grade or pulling a heavy load for maximum engine power. Under normal driving conditions, the transmission is prevented from upshifting while operating in Manual First. If the transmission is in any other forward gear range when Manual First is selected, the transmission will not shift into First gear until vehicle speed is below approximately 52 km/h (33 mph). Above this speed, the transmission will first shift into Second gear until vehicle speed slows sufficiently. Note: Transfer of engine torque through the transmission during acceleration is identical to Overdrive Range First Gear (refer to page 54A) to obtain an approximate gear ratio reduction of 3.06:1. The power flow in Figure 67 and the following text describes conditions during deceleration (zero or minimum throttle) and how engine compression braking is achieved. Vehicle speed provides the torque input to the transmission through the drive shaft and transmission output shaft (687). This is shown by the direction of the power flow arrows in the drawing at the top of Figure 67. Notice that this flow is identical to Overdrive Range First Gear except that the arrows are in the opposite direction.
LOW AND REVERSE ROLLER CLUTCH ASSEMBLY (678) HOLDING
MAIN CASE (103)
MAIN CASE (103)
REACTION INTERNAL LOW AND REVERSE GEAR (684) CLUTCH PLATE ASSEMBLY (682) APPLIED
FORWARD SPRAG CLUTCH INNER RACE AND INPUT SUN GEAR ASSEMBLY (640) FORWARD CLUTCH OUTER RACE (644) OVERRUN CLUTCH HUB (639)
LOW AND REVERSE CLUTCH SUPPORT ASSEMBLY (679)
LOW AND REVERSE ROLLER CLUTCH RACE (675) HELD
OUTPUT SHAFT (687) SPEED SENSOR ROTOR (699)
Vehicle speed attempts to drive the input carrier assembly (662) faster than engine speed is driving the input housing and shaft assembly (621).
The overrun clutch plates (645) are applied and prevent the forward sprag clutch (642) from overrunning when the throttle is released.
3 Low and Reverse Clutch Applied
The low and reverse clutch plates (682) are applied in Manual First First Gear. The low and reverse clutch holds the reaction carrier assembly (681) stationary to the transmission case.
4 Low and Reverse Roller Clutch Holding
With the reaction carrier held stationary, the low and reverse roller clutch (678) is prevented from being overrun when the throttle is released. Without an element to overrun during coast conditions, (either the sprag clutch or roller clutch), engine compression slows the vehicle when the throttle is released.
70
Figure 67
70A

1-2 SHIFT SOLENOID VALVE ON 2-3 SHIFT SOLENOID VALVE ON 2-4 BAND REVERSE INPUT CLUTCH OVERRUN CLUTCH APPLIED FORWARD CLUTCH APPLIED FORWARD SPRAG CL. ASSEMBLY HOLDING 3-4 CLUTCH LO-ROLLER CLUTCH HOLDING LO/REV CLUTCH APPLIED

INPUT CLUTCH HOUSING ASSEMBLY LOW AND REVERSE CLUTCH ASSEMBLY
#10
FORWARD CLUTCH FEED

PR
LINE (From Pump)
R N D 3 2 1
PRESS REG
LINE
EX
D4
BOOST VALVE
D2
D4
22
D2-N.C.
REV-N.O. LO-N.O.
D3
D3-N.C.
1d Lo Overrun Valve:
EX
LINE (To Reg Apply Valve)
D2
FORWARD ABUSE
REV INPUT

AFL
LINE
PR
1e Low and Reverse Piston:
D3
31
D2
ACCUM VALVE

3-4 SHIFT VALVE

30
EX
2b 3-4 Shift Valve:

16
#8
2ND
D4-3-2
21

2ND CL
2c 2nd & 4th Servo:
2ND
OVERRUN CLUTCH
2ND
3-2 DOWNSHIFT
EX
AFL
AFL
D3
D2
28
3-4 ACC
EX
#1
2e 2-3 Shift Valve Train:
18

3-4 ACC
ORF ACC

2ND
SERVO FEED
3RD ACCUM
ACCUM
SERVO FD
Held in the downshifted position by the 2-3 signal fluid pressure from the solenoid, the valve train blocks the AFL fluid from entering the D432 fluid circuit.
2f 3-4 Relay Valve and 4-3 Sequence Valve:
11
EX

3-4 SIG 3-4 ACCUM
4TH SIGNAL SIG
2f
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.
4TH
EX

ORF EX
5
EX
EX
2c
2ND & 4TH SERVO
3-4 RELAY
4-3 SEQUENCE VALVE

EX
2ND CL
4TH
70B
AFL (To 3-2 Control Solenoid Valve)
2e
2ND CL
EX
Figure 68
2nd clutch fluid exhausts from the 3-2 downshift valve. Exhausting 2nd clutch fluid unseats the 1-2 upshift ball check valve (#8) for a quick exhaust into the 2nd fluid circuit.
EX
EX
ACCUM
EX
2d 3-2 Downshift Valve:
2-3 SHIFT VALVE

2-3 SHUTTLE
OVERRUN CL FD
2ND CL
3-4 CL
ON
The 2nd clutch fluid, which was fed by the 2nd fluid, exhausts from the servo. This allows the spring force from the servo cushion and the servo return springs to move the 2nd apply piston and apply the pin to release the 2-4 band. These spring forces help control the 2-4 band release.
20
ORF D2
29
2d
OVERRUN

2-3 SIGNAL
AFL
1-2 signal fluid pressure to the 3-4 shift valve is not enough to overcome the D3 fluid pressure or the 3-4 shift valve spring pressure.
EX
2b
2ND
#5
#6
EX
1-2 SIGNAL
26
D4
ACCUM
LO
D3
1c
27
LO/1ST

1-2 SHIFT VALVE
Below approximately 48 to 56 km/h (30 to 35 mph) the PCM energizes the normally open solenoid. This blocks the 1-2 signal fluid pressure from exhausting through the solenoid and creates pressure in the 1-2 signal fluid circuit.
D4
D4
TORQUE SIGNAL
LO/1ST
The Lo/Reverse fluid pressure acts on the inner area of the piston in order to move the piston and to apply the Low and Reverse clutch plates.
ACTUATOR FEED LIMIT
EX EX
EX
EX
23
EX
32
AFL
FILTER (49)
LO OVERRUN
25
1-2 SIG
1-2 SIG
The Lo/1st fluid is regulated through the Lo Overrun valve and into the Lo/Reverse fluid circuit in order to control the Low and Reverse clutch apply.
AFL
FWD CL FEED D4
FILTER (50)
D4
D4
LO/REVERSE
LO
D4
AFL (To TCC PWM Solenoid Valve)
FWD CL FD
1-2 signal fluid pressure moves the valve into the downshifted position. In this position, Lo fluid from the manual valve is routed into the Lo/1st fluid circuit and D4 fluid is blocked from entering the 2nd fluid circuit. The 2nd fluid exhausts through an orifice and past the valve. This orifice (#26) helps control the 2-4 band release during a 2-1 downshift.
D4-N.O.
LO
10
TORQUE SIGNAL
TEMP SENSOR
1d
AFL
2a
ON
1b
D3
D4
#12
D4
1c 1-2 Shift Valve:
REV INPUT
REV INPUT
TFP SWITCH ASSEMBLY
Lo fluid is routed to the TFP manual valve position switch where it closes the normally open lo pressure switch. This signals to the PCM that manual first is selected.
OVERRUN CLUTCH
EX
REVERSE
EX
PR D3

D2 LO
D3
1b TFP Manual Valve Position Switch:
EX
FWD CL FEED
DECREASE
LO/REVERSE
The selector lever moves the manual shaft and the manual valve into the manual first (1) position. This allows the line pressure to enter the lo fluid circuit.
EX
MANUAL VALVE
CONV FEED
FWD CL FD
1 LOW AND REVERSE CLUTCH APPLIES 1a Manual Valve:
LINE
LINE
LINE
LINE PRESSURE TAP
1a
Manual First (1) may be selected at any time while the vehicle is being operated in a forward gear range. However, the downshift to First gear is controlled electronically by the PCM which will not energize the 1-2 shift solenoid (SS) valve (First gear state) until the vehicle speed is below approximately 56 km/h (35 mph). Above this speed, the transmission will operate in a Manual First Second Gear condition until vehicle speed slows sufficiently. Note that this speed varies depending on vehicle application. When the gear selector lever is moved to Manual First, the manual valve also moves. With vehicle speed low enough, the following hydraulic and electrical changes occur to achieve Manual First First Gear:

OVERRUN CLUTCH
EX
LO/REVERSE
REAR LUBE
24
1e
71
OPERATING CONDITIONS
RANGE REFERENCE CHART
1 SHIFT SOLENOID VALVES RANGE PARK REVERSE NEUTRAL 1st 2nd D 3rd 4th 1st 3 2nd 3rd 2 1st 2nd 1st 2nd OFF ON ON OFF OFF OFF OFF ON ON OFF ON ON ON ON APPLIED APPLIED APPLIED APPLIED APPLIED APPLIED APPLIED APPLIED APPLIED APPLIED APPLIED APPLIED APPLIED APPLIED APPLIED APPLIED APPLIED APPLIED HOLDING HOLDING HOLDING HOLDING HOLDING HOLDING HOLDING HOLDING APPLIED APPLIED HOLDING HOLDING APPLIED APPLIED HOLDING GEAR 1-2 ON 2-3 ON 2-4 BAND 2 REVERSE INPUT CLUTCH 3 OVERRUN CLUTCH 4 FORWARD CLUTCH 5 FORWARD SPRAG CL. ASSEMBLY 6 3-4 CLUTCH 7 LO ROLLER CLUTCH 8 LO/REV. CLUTCH APPLIED APPLIED APPLIED
* ON * ON *
ON OFF
* ON * ON *
ON ON APPLIED
APPLIED APPLIED
HOLDING HOLDING
HOLDING
**
ON OFF ON OFF
***
1
***
* ** ***
1-2 AND 2-3 SHIFT SOLENOID OPERATION AND THE SHIFT VALVE POSITIONING IN P, R, N RANGES ARE A FUNCTION OF THE INPUT TO THE SOLENOIDS FROM THE VSS. UNDER NORMAL OPERATING CONDITIONS THE SOLENOIDS ARE ON IN P, R, N. A MANUAL SECOND - FIRST GEAR CONDITION IS ONLY AVAILABLE ON SOME MODELS. OTHERWISE, THIS CONDITION IS ELECTRONICALLY PREVENTED. IN MANUAL SECOND AND MANUAL FIRST, SOLENOID OPERATION IS A RESULT OF PCM CALIBRATION. SOME CALIBRATIONS WILL ALLOW ALL THREE GEARS UNDER EXTREME CONDITIONS.
ON = SOLENOID ENERGIZED OFF = SOLENOID DE-ENERGIZED
NOTE: DESCRIPTIONS ABOVE EXPLAIN COMPONENT FUNCTION DURING ACCELERATION. EXPECTED OPERATING CONDITION IF COMPONENT IN COLUMN NUMBER IS INOPERATIVE: COLUMN # 1 2 3 4 5 6 7 8 CONDITION NO 2ND, NO 4TH GEAR. NO REVERSE. NO ENGINE BRAKING IN MANUAL 2ND, MANUAL 1ST, AND MANUAL 3RD (3RD GEAR). NO FORWARD IN D AND MANUAL 3RD. NO FORWARD IN D AND MANUAL 3RD. NO 3RD GEAR, NO 4TH GEAR. NO 1ST GEAR IN D , MANUAL 3RD, AND MANUAL 2ND. NO REVERSE, NO ENGINE BRAKING IN MANUAL 1ST.
SHIFT SOLENOID VALVE ELECTRICAL CONDITIONS If the PCM detects a continuous open or short to ground in the shift solenoids or shift solenoid circuits the following actions occur: 1-2 The PCM commands maximum line pressure. DTC The PCM disables shift adapts. P0753 The PCM inhibits downshifts to 2nd gear if the vehicle speed is greater than 48 km/h (30 mph). The PCM illuminates the Malfunction Indicator Lamp (MIL). 2-3 DTC P0758 The PCM commands maximum line pressure. The PCM disables shift adapts. The PCM commands 2nd gear. The PCM illuminates the Malfunction Indicator Lamp (MIL).
72
Figure 69
COMPLETE HYDRAULIC CIRCUITS

The hydraulic circuitry of the Hydra-matic 4L60-E transmission is better understood when fluid flow can be related to the specific components in which the fluid travels. In the Power Flow section, a simplified hydraulic schematic was given to show what hydraulically occurs in a specific gear range. The purpose was to isolate the hydraulics used in each gear range in order to provide the user with a basic understanding of the hydraulic system. 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, 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.
PASSAGE PASSAGE PASSAGE PASSAGE PASSAGE
A IS LOCATED IN THE PUMP BODY (LIGHT GREY AREA) B IS LOCATED IN THE VALVE BODY (LIGHT BLUE AREA) C IS LOCATED ON THE SPACER PLATE (DASHED LINE) D IS LOCATED IN CASE (WHITE AREA) E IS LOCATED IN THE ACCUMULATOR HOUSING (LIGHT YELLOW AREA)
FLUID FLOW SCHEMATIC (FOLDOUT) A

PARK
Engine Running
FLUID FLOW THROUGH COMPONENTS (FOLDOUT) E

RK g PA nnin Ru
2ND & 4TH SERVO REVERSE INPUT CLUTCH ASSEMBLY INPUT CLUTCH HOUSING ASSEMBLY LOW AND REVERSE CLUTCH ASSEMBLY
EX
EX
11
#7
OVERRUN CLUTCH
43
4TH
RELEASE
2ND CL
APPLY
OVERRUN CLUTCH
TORQUE SIGNAL
29e 34d 34e 26a 34c 34f 25f
ACTUATOR FEED LIMIT
ORIFICED ACCUM
3-4 ACCUMULATOR
EX
19
3-4 ACCUM #1
20d 20e
18
ORF ACC
ACCUM
20c
3-4 ACCUMULATOR D4
11a
37a
31b
35a
33a
31a
33c
9a
26b
31c
17g
COOLER
21
21
32
31
21a
17f
9p
9b
9c
9f
9e
10
AFL
LUBE
TORQUE SIGNAL
ACCUMULATOR
CASE (8)
AFL
REVERSE INPUT
D3
LUBE
LUBE
D3
D3
AIR BLEED (240) EX
EX
EX
EX
EX
48a
REGULATED APPLY
REG APPLY
9m
9h
EX
29 11 11
AFL
29 29 47 18 30 34 25 24 47 11 9
9 18 9
41 24 27 34 13 34 35 39 31 24 22
44
9 22
12 14 12 47 10 47
24 29e 9n 11c 10
9m 13
15d 18c 34d 13b 34c 28
41c
41d 24b 21
43c/44 24a
EX
ISOLATOR
33b 20a 17e
CASE (8)
D4 ACCUMULATOR
ACCUM VALVE
48b
1
COOLER
DECREASE
EX
2ND CLUTCH
OVERRUN
4TH
30b
2ND CL
4TH SIGNAL
3-4 CL
13a
25a 47 9 33
33
34e 31b 36a
38e/39
9g 9k/10
D4-3-2
RELEASE
EX
D2
EX
D3
D4-3-2
D2
43a 32a 27a
AFL
D4
LINE

4TH 3-4 SIGNAL

4TH
EX
2-3 SHIFT VALVE

EX
2-3 SHUTTLE
EX EX
3-4 SIGNAL
EX
22b
PRESS REG
FILTERED AFL
LINE
CONV FD LINE
AFL
COOLER
EX
EX
EX
D4
BOOST VALVE
EX
EX
REVERSE INPUT
CONV FD
REGULATED APPLY
REVERSE INPUT
D4 2ND D2
EX
EX
EX (237) TORQUE SIG
LO
SUCTION
13 27c 29
D2
3-2 DOWNSHIFT
REV ABUSE
1-2 SHIFT VALVE

O EX
REVERSE
(238) (237)
OVERRUN
CASE (8)
14
D3
29c 29a 29b
EX
3-4 CLUTCH
EX
EX
EX

EX
OFF

ACTUATOR FEED LIMIT

FORWARD ABUSE
PR
REV INPUT
LO/1ST
PUMP ASSEMBLY (4)
29d 40
D4-3-2 EX
EX
2ND CLUTCH
2ND ORIFICED EX EX
LO OVERRUN
EX
3-2 CONTROL
PR LO/REV
D4
15d 16a
3RD ACCUM
LO
EX
LINE
2ND 2ND 2ND CL
LINE
12 29g 28 3c

D4
LO
D3
D2
3b 3a 28a 15a
D3 REVERSE
D4 OVERRUN CL FD
REVERSE INPUT
SUCTION
12b
68
HALF PAGE TEXT AND LEDGEND
2ND CL
2ND CLUTCH
FILTER (72)
D2
REVERSE INPUT
D4 D4 2ND
LO
2ND
2ND CL
35b
39
36
25
16
36
16
BOTTOM PAN (SUMP) (75) OVERRUN
25
18
18
39
20
16
17
22
FORWARD CLUTCH FEED 2ND CLUTCH REVERSE INPUT ORIFICED D2

PR PR
35d
35c
#3
15b 15c 17b 18b 17c
D3
#8
24k
LO
#5
#6
35e
#12
17a 12a
D4 D2
D4-N.O.
FWD CL FEED D2
24m
38e
24h
24g
25a
25b
25d
25e
18a
41a
41b
34b
36a
41d
34a
41c
21
PR
D4
2ND
D4 ORIFICED D2 2ND
Figure 64
FLUID PRESSURES
FORWARD CLUTCH FEED
18c
TFP SWITCH ASSEMBLY
D2 D3 D3
D3
LO-N.O.
TEMP SENSOR
LINE
LINE
REGULATED APPLY
29f
#2
28
MANUAL VALVE
EX
EX
OVERRUN CLUTCH
9n
LO/1ST

14a
14b 38c 38b 38a
R N D 3 2 1
12e
PR
12d
12c
OFF
EX
9o
AFL
FWD CL FD
27b
LO/REVERSE
29
#4 3-4 CL
ORIFICED EX
22 10c 25 24e 24d 24c 24b 24a 44a 43c 44 26
ON
27
42b
LO/REVERSE
23 14c
1-2 SIGNAL
25d 44 9a 19
9b
#3
41
47
38
43 47
47
32
(38) #2 #12
43

12 29 29 29 47 29 29 15 9 9 34 27 30 34 32 25 24 25 31 43 43 48 48 37 28 25 26 9 26 3 26 11 3 9 9 11 25 9 9 25 20 21 21 33 36 32 25 25 27 24 33 31 33 31 36 17 35 20 9 20 20 22 35 34 34 27 24 24 24 39 39 24 13 10 10 9 13 29 15 38 41 18 24 24 17 41 38 16 18 12 38 41 12 34 18 18 18 17 42 44 44 9 22 10 14 12 34 17 14 12 42 38 41 14

12 29 15 40 9 29 15 29 11 30 30 34 25 24 31 43 25 48 48 26 9 3 9 25 9 26 25 11 3 25 9 10 9 44 33 37 36 28 25 11 25 20 21 32 31 33 33 17 20 17 9 24 24 22 27 29 35 34 31 35 9 35/39 20 10 47 24 34 13 24 10 23 9 9 34 13 43 29 29 15 18 38 41 18 24 28 16 12 17 41 17 42 44 43 24 22 38 34 38 3 12 17 41 34 18 17 12 14 42 12 9 22 14 38 41 14
CU
2-4 SERVO BORE

16 47 9
N
R
37
16
D2
40
CL
UT CH
11 28 44
29
#7/(40)
3
(11)
30
11
27 24
24 38
- NON-FUNCTIONAL HOLES HAVE BEEN REMOVED FROM COMPONENT DRAWINGS TO TO SIMPLIFY TRACING FLUID FLOW. - EXHAUST FLUID NOT SHOWN
25
43
21
25
25 9
25 20
Figure 65
FOLDOUT 69
COMPLETE ILLUSTRATED PARTS LIST
Figure 70
FOLDOUT 73
30a 27d 22a
1-2 SIGNAL
LO
3-4 SHIFT VALVE
D4-3-2 LO/1ST
D3
1-2 SIGNAL
3-4 SIGNAL
1-2 SIGNAL
EX
FILTER (49)
10 10a
28
36 32
17 9 20 25 11
9g
9k
ON
2ND
24f 13b 42a 17d
43b
44
ORF EX
29 23 10b
37 43 37
33
36
35
37
33 33
48
48
47 9
28
32
28 26 9
25
25b 48b 8 9p 48a 26a
26 3 47
11 47 47 25
#7 (40)
9 47
#1
21 32
9e
PR
FILTER (232)
11b
REG APPLY LINE
#10
30b 34f 6
EX
EX
18
10
11c
6

3-4 RELAY

4-3 SEQUENCE VALVE
30
27
22
27c/29 27b/29
13 47
47
20b 38d
14
27d 30a 22b 24m/25 24g 16 24k/25 24h 7 5 31c 33c 43a
35a
27a 24d
13a 24c
24f 24e 31a
33a
35d/36 20 33b
43b/44 37a
35b 35c/39 35e/36 31 17f 20a 20b 17g 30
28a 9 3c 11b 25e
32a 25f
9f 18 25g 11a
26b
9c 3b 9d/10
(50)
15
38
17
ACTUATOR FEED LIMIT
1-2 ACCUMULATOR
47
42
17
19
29d
15a
29c
D4
2ND CLUTCH
25g
16
16
47
16 29 12
12
9o
D3 LINE
AFL
AFL
9d
FILTER (50)

38 41 41 34 15b/16 18 17 14 12 29f/28
29 11 18
48
37
18
11 29
16 3

38b 12a 29b 38c 16a 14 18b 38d 3a 12b 17a/18 34b 22

9 9 47 9 47 25 47 9 26 3 25 48 11 3 48 47 37 36 43 43 24 47 30
25
47 3 3 3 16 29
12
38 3 38 34
38a 41b 34a 41a 17e 12d 14a 26 9h 22a
10
REAR LUBE
15c/16
29g/28 17 29a
14c 47 9 23 27 42b 12e 47 14b 10c/22
43 11 26 28 25 47 3 47 17 17 31 33 32 17 11 35 34 15 9 29 15 3 43 28 29 29 16
34
17b/18 12c 17c
18a 17d 42a 44a
11
#6
#5
2ND CLUTCH

#9
48
48
16
(238)
4
EX
REV INPUT

47
37
46
LUBE OVERRUN CLUTCH OVERRUN
REAR LUBE
24
11
43
46
47
37
43
2ND CLUTCH
#10
43
37
37
PR LO/REVERSE
29
(237)
1
43
5 8 37 29 18
16
43
43
16
29
5 37 18
16
(237)
16
(237)
11
46 37
47 29
3 47 16 3 16
25 10a 10b/23 29 47
(49)
20c
20e/21 20d/21 21a
3RD ACCUM
13
LUBE
ns p sure mp oue tran pum d Preses pu to thW he man ulat rdingents. the de from accoirem ceeds, fluidr requut ex sure lato outp e presre regu su of lin pres e th
43
43
43
3 4
(P) Park l the e oi r in th leve fromwing: ctor sure follo gsele pres the the line ed to 218): Re) re With tion, rect r Valve(pressu si di po p is lato (line ion pum Regu tput miss
g En
ine
Engine Running
;;;; ;;;;;;; ;;;;;;; ;; ;;; ;;;;;;; ;; ;;; ;;;;;;; ;;;;;;;

45 47 4
;;;; ;;;;;;;; ;;;;;;;; ;; ;; ;;;;;;;; ;; ; ;;;;;;;; ;;;;;;;; ;

45 2 47 4
(240)
2 3
45
(240)
47
(240) (232)
43
(232)
;; ;;
8 43 7 48
(10)
8
(10)
; ;;
45 8
(39)
3
48 18 11 29 16 3 37
(237)
37
47 20 20 9 10
#8
31
33 24
35
31 24 3 34 13
27
24 38 24 41 42 43
34 47 30 27 24 47 47 25
13 17 24 43 42 17 17 12 9
23
47
22
22
47
18
#4
47
9 40
47
14
42
14
12 38 15 12 3 17
18 34 41 47
4T
H
33
34
VE O
38
RU
D2
SI
G
N
A
PARK
(Engine Running)
2ND & 4TH SERVO
EX
EX
11
LUBE

3RD ACCUM #7

OVERRUN CLUTCH
RELEASE
2ND CL
EX
4TH
APPLY
OVERRUN CLUTCH
TORQUE SIGNAL
29e 34d 34e 26a 34c 34f 25f
ACTUATOR FEED LIMIT
ORIFICED ACCUM
3-4 ACCUMULATOR
EX
19
3-4 ACCUM #1
20d 20e
18
ORF ACC
ACCUM
20c
26b
31c
AFL
LUBE
TORQUE SIGNAL
REVERSE INPUT
LUBE
LUBE
D3
D3
AIR BLEED (240) EX

EX
EX
EX
EX
EX
48a
REGULATED APPLY
ISOLATOR VALVE
9m
9h
AFL
EX
48b
1
COOLER
DECREASE
2ND CLUTCH
OVERRUN
EX
4TH
4TH SIGNAL
2ND CL
3-4 CL
D4-3-2
RELEASE
EX
D2
EX
32a 27a
D4
LINE
4TH 3-4 SIGNAL

4TH
EX
2-3 SHIFT VALVE

EX
2-3 SHUTTLE
EX EX
3-4 SIGNAL
EX
22b
PRESS REG
CONV FD LINE
AFL
COOLER
EX
EX
EX
D4
EX
REVERSE INPUT
CONV FD
REGULATED APPLY
REVERSE INPUT
SUCTION
REVERSE
O EX
OVERRUN
40
3-2 SIGNAL
CASE (8)
14
D3
29c 29a 29b
ACTUATOR FEED LIMIT

FORWARD ABUSE
EX
3-2 CONTROL
EX
3-4 CLUTCH
EX
EX
EX
OFF

LO OVERRUN
PR LO/REV
27
D4
15d 16a
3RD ACCUM
EX
LINE
2ND 2ND 2ND CL
D4
D3
D2
3b 3a 28a 15a
REVERSE
D4 OVERRUN CL FD
REVERSE INPUT
SUCTION
12b
74
2ND CLUTCH
2ND
2ND CL
FILTER (72)
2ND CL
35b
39
36
25
16
36
16

OVERRUN
25
18
18
FORWARD CLUTCH FEED 2ND CLUTCH REVERSE INPUT ORIFICED D2 2ND

PR
D4
D4 ORIFICED D2 2ND
Figure 71
39
20
16
17
22
35d
35c
24k
24m
15b
17a
35e
15c
17b
24h
24g
25a
25b
25d
25e
18b
12a
18a
41a
41b
41d
34b
36a
34a
17c
41c
38e
21
PR
#3
#12
D3
#8
LO
#5
#6
D4 D2
D4-N.O.
FWD CL FEED D2
D2
REVERSE INPUT
D4 2ND
LO
FLUID PRESSURES
FORWARD CLUTCH FEED
18c
TFP SWITCH ASSEMBLY
D2 D3 D3
D3
12c
LO-N.O.
TEMP SENSOR
D3
LINE
LINE
PR
REGULATED APPLY
3c
PR
LO
REVERSE
LINE
12 29g 28
3RD ACCUM
EX
LO
29f
#2
28
MANUAL VALVE
EX
OVERRUN CLUTCH
14b 38c 38b 38a
R N D 3 2 1
D2
12e 12d
9n
LO/1ST
14a
OFF
EX
9o
AFL
EX
42b
FWD CL FD
LO/REVERSE
23 14c
PR
REV INPUT
LO/1ST
(237)
EX
ORIFICED EX EX
43c
44 26
(238)
PUMP ASSEMBLY (4)
TORQUE SIG
29d
D4-3-2
2ND
EX
2ND CLUTCH
ON
24c 24b 24a 44a
D4 2ND D2
EX
EX
EX (237)
LO
13 27c 29
D2
3-2 DOWNSHIFT
REV ABUSE
1-2 SHIFT VALVE
27b
24d
LO/REVERSE
29
#4 3-4 CL
ORIFICED EX
EX
BOOST VALVE
22 10c 25 24e
30a 27d 22a
1-2 SIGNAL
LO
LO/1ST 1-2 SIGNAL
42a 17d
3-4 SHIFT VALVE
D4-3-2
1-2 SIGNAL
2ND
24f 13b
FILTERED AFL
LINE
D3
1-2 SIGNAL
3-4 SIGNAL
EX
FILTER (49)
D4-3-2
D2
43a
AFL
D3
9g
10 10a
28
9k
ON
43b
44
ORF EX
3-4 RELAY
4-3 SEQUENCE VALVE
29 23 10b
11c 30b
30
20b 38d 13a
PR
FILTER (232)
11b
10
REG APPLY REG APPLY LINE CC SIGNAL SERVO FEED 3-4 ACCUM 2ND OVERRUN CL 4TH SIGNAL SERVO FD
EX EX
33b 20a 17e
ACCUMULATOR
ACCUM VALVE
CASE (8)
D4
ACTUATOR FEED LIMIT
D4
2ND CLUTCH
25g
1-2 ACCUMULATOR
ACCUMULATOR
CASE (8)
AFL
D3
D3 LINE
17g
COOLER
21
9e
10
21
32
31
3-4 ACCUMULATOR D4
11a
37a
31b
35a
33a
31a
33c
9a
21a
17f
9p
9b
9c
9f
AFL
AFL
9d
FILTER (50)
2ND CLUTCH

OVERRUN
2ND CLUTCH
#10
#9
REV INPUT
LUBE OVERRUN CLUTCH
REAR LUBE
24
PR LO/REVERSE
PARK
(Engine Running)
The following conditions and component problems could happen in any gear range, and are only some of the possibilities recommended to diagnose hydraulic problems. Always refer to the appropriate vehicle platform service manual when diagnosing specific concerns.
HIGH LINE PRESSURE
Pressure Regulator Valve (216), or Reverse Boost Valve (219)

Stuck, damaged

Stuck
Pressure Relief Ball (228)

Not seated or damaged.

Damage to pins.
LOW LINE PRESSURE
Pressure Regulator Valve (216), Boost Valve (219), or Spring (217)

Stuck, damaged, broken
Oil Pump (200)

Cross channel air leak, body to cover or body to case
Pump Valve Bores

Excessive valve clearance due to wear
Valve Body (350)

Cross channel leaks Cross valve land leaks
Gasket/Spacer Plate
Damaged Missing

Valve is stuck On Broken clip causes leakage Wire is pinched to ground Screen is missing
Cooler Lines
Clogged or restricted.
1-2 SHIFT SOLENOID VALVE ON
2-4 BAND
OVERRUN CLUTCH
FORWARD CLUTCH
3-4 CLUTCH
LO-ROLLER CLUTCH
LO/REV CLUTCH APPLIED
74A
PARK
(Engine Running) PASSAGES
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40 41 42 43 44 45 46 47 48 SUCTION DECREASE LINE CONVERTER FEED RELEASE APPLY COOLER LUBE ACTUATOR FEED LIMIT FILTERED ACTUATOR FEED TORQUE SIGNAL PR D4-3-2 LO/REVERSE REVERSE REVERSE INPUT D4 FORWARD CLUTCH FEED REAR LUBE ACCUMULATOR ORIFICED ACCUMULATOR 1-2 SIGNAL 2-3 SIGNAL 2ND 2ND CLUTCH C. C. SIGNAL 3-4 SIGNAL 3RD ACCUMULATOR 3-4 CLUTCH 4TH SIGNAL SERVO FEED 4TH 3-4 ACCUMULATOR D3 OVERRUN OVERRUN CLUTCH FEED OVERRUN CLUTCH D2 ORIFICED D2 3-2 SIGNAL LO LO/1ST EXHAUST ORIFICED EXHAUST VENT SEAL DRAIN VOID REGULATED APPLY
COMPONENTS (
(8) (10) (11) (38) (39) (40) (49) (50) (61) (91) (232) (237) (238) (240)
REAR LUBE (ORIFICED CUP PLUG/REAR CASE) OIL COOLER PIPE CONNECTOR CASE SERVO ORIFICED PLUG ACCUMULATOR BLEED PLUG LINE PRESSURE TAP 3RD ACCUM. RETAINER AND BALL ASSEMBLY (#7) SHIFT SOLENOIDS SCREEN PRESSURE CONTROL SOLENOID SCREEN CHECKBALLS (#1, 2, 3, 4, 5, 6, 8, 12) CHECKBALL (#10) OIL PUMP COVER SCREEN CHECK VALVE RETAINER AND BALL ASSEMBLY CONVERTER CLUTCH SIGNAL ORIFICED CUP PLUG ORIFICED CUP PLUG
74B
PARK
(Engine Running)
45 47 3 2 4 2 3 43 1 48 16 4
46
(240)
2 47
2 3
45
(240)
47
45
(240)
(232)
3 3 4 2 1
8 43 3 4 5 7
8 2 43
4 5
13
3 16
43
6 48 1
5 8 37 29 18
43
43
16
5 37 29 18
4 37
(238)
4
16
47
46 43
(237)
11
16
11 29
43 43
47 37
(237)
46 3 47 37
37
37
(237)
1
47 29
16
3 16 29 11 18

38 41 3 29 16 47 16 29 15 29 11 47 18 18 30 34 25 47 37 43 37 48 48 47 9 28
32

38 41 34 15b/16
48
37
18
11 29
16 3

38b

9 9 47 9 26 3 25 48 11 3 48 47 37 36 43 43 24 47 30 34 47 30 27 24 47 47 25 29 15 3 43 28 29 29 16
34
47 3 3 3 16 16 9 29 11 29 9 9
12
12
29f/28
12a 29b
38a 41b 12b 34a 41a
47 25 47 9
10
3a 38c
38
34
18
17 12
14 17
REAR LUBE
9o
41 18 9 24 27 34 13 34 35 39 31 24 22
44
9 22
12 14 12 47 10 47
24
11 22
#10
30b 34f
27
13 47
47
14
24 47 9 33
33
25a 36 17 32 28 26 9 47 47 25 9 44 11 25 25 9p
35
33
24m/25 24g 16 24k/25 24h 7 5 31c 33c 43a 25b
34e 31b 36a
38e/39
9g 9k/10
28
24f 24e 31a
24c
33a
35d/36 20 33b
37
36
33 9 20 33
43b/44 37a
17f
48b
35b 35c/39 35e/36 31 20a 20b 17g 30
48a 26a 3c 11b
28a
32a 25f
9f
26b
9c 11a 3b 25e 9d/10
25g
26 3 47
11
#7 (40)
9 47 47
#1
21
32 9e
25d 9a
9b
#3
41
47
38
43 47
(38)
19
#2
#12
43

12 29 29 29 47 29 29 15 9 9 34 27 30 27 24 33 43 43 37 28 25 26 26 11 3 9 11 25 9 9 25 20 21 21 9 25 9 25 9 10 9 3 33 36 32 31 33 31 36 17 35 20 9 20 26 26 25 11 3 9 20 48 25 48 22 35 34 34 27 24 24 24 39 39 9 24 13 10 10 13 29 15 38 41 18 24 24 17 41 38 16 18 12 38 41 12 34 18 18 18 17 42 44 44 9 22 10 30 30 34 25 24 31 43 44 33 37 36 28 25 11 25 20 21 32 31 33 33 17 20 17 9 24 24 14 11 22 27 29 35 34 31 35 9 35/39 20 10 47 24 34 13 24 10 23 12 29 34 17 14 12 42 9 38 41 14 40 29 15 9 9 34 13 15 43 29 29 15 18 38 41 18 24 28 16 12 17 41 17 42 44 43 24 22 12 29 38 34 38 3 12 17 41 34 18 17 12 14 42 12 9 22 14 38 41 14
2-4 SERVO BORE

16 47 9
16
11
28 44
29
#7/(40)
(11)
30 34 32 25 24 25 31 25 25
11
27 24
24 38
- NON-FUNCTIONAL HOLES HAVE BEEN REMOVED FROM COMPONENT DRAWINGS TO SIMPLIFY TRACING FLUID FLOW. - EXHAUST FLUID NOT SHOWN
25
48
48
9 43 9
26
21
25
25 9
25 20
Figure 72
FOLDOUT 75
(50)
38
17
47
42
19
12
17a/18 14c 34b 17e 18a 22 16a 12d 14a 17 17b/18 17d 29a 23 14 18b 12c 42a 27 29c 15a 44a 26 42b 29d 38d 17c 12e 9h 41c 15d 9m 41d 43c/44 29e 9n 14b 22a 13 18c 11c 24b 24a 10c/22 34d 13b 10 27c/29 25 27b/29 21 34c 27d 30a 27a 24d 35a 13a 10a 22b 15c/16 29g/28
43 11 26 28 25 47 3 47 17 17 31 33 32 17 11 22 35 34 15 9 18 42 17 12 38 15 12 3 17 34 41 18 47 3 34 13 31 24 38 24 41 42 43 17 24 43 17 12 14 42 9 22 47 27 24 13 23 47 35 47 20 20 9 10 11
47
#6
#5
47
#8
31
33 24
25
10b/23
29
47
(49)
18
20c
20e/21 20d/21 21a
#4
47
9 40
47
43
(232)
43
(10)
8
8

45 8
43
(39)
7

7 3
(10)
48
48 18 11 29 16 3 37
(237)
37
14
REVERSE
2ND & 4TH SERVO
EX
EX
11
LUBE

3RD ACCUM #7

OVERRUN CLUTCH
RELEASE
2ND CL
EX
4TH
APPLY
OVERRUN CLUTCH
FORWARD CLUTCH FEED
ACTUATOR FEED LIMIT
ORIFICED ACCUM
20d
TORQUE SIGNAL
20c
20e
26b
31c
AFL
LUBE
TORQUE SIGNAL
REVERSE INPUT
LUBE
LUBE
D3
D3
AIR BLEED (240) EX

EX
EX
EX
EX
EX
48a
REGULATED APPLY
ISOLATOR VALVE
9m
9h
AFL
EX
48b
1
COOLER
DECREASE
2ND CLUTCH
OVERRUN
EX
4TH
4TH SIGNAL
2ND CL
3-4 CL
D4-3-2
RELEASE
EX
D2
EX
32a 27a
D4
LINE
4TH 3-4 SIGNAL

4TH
EX
2-3 SHIFT VALVE

EX
2-3 SHUTTLE
EX EX
3-4 SIGNAL
EX
22b
PRESS REG
CONV FD LINE
AFL
COOLER
EX
EX
EX
D4
EX
REVERSE INPUT
CONV FD
REGULATED APPLY
REVERSE INPUT
SUCTION
REVERSE
O EX
OVERRUN
40
3-2 SIGNAL
CASE (8)
D3
29c 29a 29b
14
ACTUATOR FEED LIMIT

FORWARD ABUSE
EX
3-2 CONTROL
EX
3-4 CLUTCH
EX
EX
EX
OFF

LO OVERRUN
PR LO/REV
27
D4
15d 16a 29f
3RD ACCUM
EX
LINE
2ND 2ND 2ND CL
D4
D3
D2
3b 3a 28a 15a 18c
D4
OVERRUN CL FD
SUCTION
12b
2ND CLUTCH
2ND CL
FILTER (72)
2ND
2ND CL
35b
39
36
25
16
36
16
2ND CLUTCH REVERSE INPUT
OVERRUN
ORIFICED D2 2ND
76
Figure 73
25
18
18
FORWARD CLUTCH FEED

PR
D4
D4 ORIFICED D2 2ND
39
20
16
17
22
35d
35c
24k
15b
24m
17a
35e
15c
17b
24h
24g
25a
25b
25d
25e
18b
12a
18a
41a
41b
41d
34b
36a
34a
17c
41c
38e
21
PR
#3
#12
D3
#8
LO
#5
#6
D4 D2
D4-N.O.
FWD CL FEED D2
D2
REVERSE INPUT
D4 2ND
LO
FLUID PRESSURES
FORWARD CLUTCH FEED
REVERSE
REVERSE INPUT
TFP SWITCH ASSEMBLY
D2 D3 D3
D3
12c
LO-N.O.
TEMP SENSOR
D3
LINE
LINE
PR
REGULATED APPLY
3c
PR
LO
REVERSE
LINE
12 29g 28
3RD ACCUM
EX
LO
#2
28
MANUAL VALVE
EX
OVERRUN CLUTCH
14b 38c 38b 38a
R N D 3 2 1
D2
12e 12d
9n
LO/1ST
14a
OFF
EX
9o
AFL
EX
42b
FWD CL FD
LO/REVERSE
23 14c
PR
REV INPUT
LO/1ST
(237)
EX
ORIFICED EX EX
43c
44 26
(238)
PUMP ASSEMBLY (4)
TORQUE SIG
29d
D4-3-2
2ND
EX
2ND CLUTCH
ON
24c 24b 24a 44a
D4 2ND D2
EX
EX
EX (237)
LO
13 27c 29
D2
3-2 DOWNSHIFT
REV ABUSE
1-2 SHIFT VALVE
27b
24d
LO/REVERSE
29
#4 3-4 CL
ORIFICED EX
EX
BOOST VALVE
22 10c 25 24e
30a 27d 22a
1-2 SIGNAL
LO
LO/1ST 1-2 SIGNAL
42a 17d
3-4 SHIFT VALVE
D4-3-2
1-2 SIGNAL
2ND
24f 13b
FILTERED AFL
LINE
D3
1-2 SIGNAL
3-4 SIGNAL
EX
FILTER (49)
D4-3-2
D2
43a
AFL
D3
9g
10 10a
28
9k
ON
43b
44
ORF EX
3-4 RELAY
4-3 SEQUENCE VALVE
29 23 10b
11c 30b
30
20b 38d 13a
PR
FILTER (232)
11b
10
EX EX
33b 20a 17e
ACCUMULATOR
ACCUM VALVE
CASE (8)
D4
ACTUATOR FEED LIMIT
D4
2ND CLUTCH
25g
1-2 ACCUMULATOR
ACCUMULATOR
CASE (8)
AFL
D3
D3 LINE
17g
COOLER
21
9e
10
21
32
31
18
3-4 ACCUMULATOR D4
29e
11a
34d
34e
37a
31b
35a
26a
33a
31a
34c
33c
9a
21a
34f
25f
17f
9p
9b
9c
9f
AFL
AFL
9d
#1
ORF ACC
ACCUM
3-4 CLUTCH OVERRUN CLUTCH SERVO FEED CC SIGNAL
3-4 ACCUMULATOR
EX
19
3-4 ACCUM
FILTER (50)
2ND CLUTCH

OVERRUN
2ND CLUTCH
#10
#9
REV INPUT
LUBE OVERRUN CLUTCH
REAR LUBE
24
PR LO/REVERSE
REVERSE
NO REVERSE OR SLIPS IN REVERSE
Turbine Shaft Seal (618)

Missing, cut or damaged

Stuck
Low Overrun Valve (361)

Stuck
Orificed Cup Plug (240)

Restricted, missing or damaged
Reverse Input Housing and Drum Assembly (605)

Cracked at weld
Reverse Input Clutch Plate Retaining Ring (614)

Out of groove
Reverse Input Clutch Belleville Plate (611)

Installed incorrectly
Low and Reverse Clutch Piston (695)

Porosity
ENGINE STALLS IN REVERSE
Cooler Lines
Pinched
2-4 BAND
REVERSE INPUT CLUTCH APPLIED
OVERRUN CLUTCH
FORWARD CLUTCH
3-4 CLUTCH
LO-ROLLER CLUTCH
76A
REVERSE
PASSAGES
COMPONENTS (
(8) (10) (11) (38) (39) (40) (49) (50) (61) (91) (232) (237) (238) (240)
76B
REVERSE
45 47 3 2 4 2 3 43 1 48 16 4
46
(240)
2 47
2 3
45

45
(240)
47
(240)
(232)
3 3 4 2 43 3 3 1
8 43 3 4 5 7
8 2 43
4 5
13
3
16
43
5 8 37 29 18
43
16
5 37 29 18 8
48 4
4 37
(238)
4
16
47
46 43
(237)
11
16
11 29
43 43
47 37
(237)
46
37
37
(237)
1
47 29
3 47 16 3

38 41 3 29 16 47 16 29 15 29 11 47 18 18 30 34 25 47 37 43 37 48 48 47 9 28
32

38 41 34 15b/16
29 11 18
48
37
18
11 29
16 3

38b

9 9 47 9 26 3 25 48 11 3 48 47 37 36 43 43 24 47 30 34 47 30 27 24 47 47 25 29 15 3 43 28 29 29 16
34
47 3 3 3 16 16 9 29 11 29 9 9
12
12
29f/28
12a 29b
38a 41b 12b 34a 41a
47 25 47 9
10
3a 38c
38
34
18
17 12
14 17
REAR LUBE
9o
41 18 9 24 27 34 13 34 35 39 31 24 22
44
9 22
12 14 12 47 10 47
24
11 22
#10
30b 34f
27
13 47
47
14
24 47 9 33
33
25a 36 17 32 28 26 9 47 47 25 9 44 11 25 25 9p
35
33
24m/25 24g 16 24k/25 24h 7 5 31c 33c 43a 25b
34e 31b 36a
38e/39
9g 9k/10
28
24f 24e 31a
24c
33a
35d/36 20 33b
37
36
33 9 20 33
43b/44 37a
17f
48b
35b 35c/39 35e/36 31 20a 20b 17g 30
48a 26a 3c 11b
28a
32a 25f
9f
26b
9c 11a 3b 25e 9d/10
25g
26 3 47
11
#7 (40)
9 47 47
#1
21
32 9e
25d 9a
9b
#3
41
47
38
43 47
(38)
19
#2
#12
43
12 29 29 29 47 29 29 15 9 9 34 27 30 34 32 25 24 25 31 43 43 48 48 37 28 25 26 9 26 3 26 11 3 9 9 11 25 9 9 25 20 21 21 33 36 32 25 25 27 24 33 31 33 31 36 17 35 20 9 20 20 22 35 34 34 27 24 24 24 39 39 9 24 13 10 10 13 29 15 38 41 18 24 24 17 41 38 16 18 12 38 41 12 34 18 18 18 17 42 44 44 9 22 10 14 12 34 17 14 12 42 38 41 14

12 29 15 40 9 29 15 29 11 30 30 34 25 24 31 43 25 48 48 26 9 3 9 25 9 26 25 11 3 25 9 10 9 44 33 37 36 28 25 11 25 20 21 32 31 33 33 17 20 17 9 24 24 22 27 29 35 34 31 35 9 35/39 20 10 47 24 34 13 24 10 23 9 9 34 13 43 29 29 15 18 38 41 18 24 28 16 12 17 41 17 42 44 43 24 22 38 34 38 3 12 17 41 34 18 17 12 14 42 12 9 22 14 38 41 14
2-4 SERVO BORE

16 47 9
16
11
28 44
29
#7/(40)
(11)
30
11
27 24
24 38
25
43
21
25
25 9
25 20
Figure 74
FOLDOUT 77
(50)
38
17
47
42
19
12
43 11 26 28 25 47 3 47 17 17 31 33 32 17 11 22 35 34 15 9 18 42 17 12 38 15 12 3 17 34 41 18 47 3 34 13 31 24 38 24 41 42 43 17 24 43 17 12 14 42 9 22 47 27 24 13 23 47 35 47 20 20 9 10 11
47
#6
#5
47
#8
31
33 24
25
10b/23
29
47
(49)
18
20c
20e/21 20d/21 21a
#4
47
9 40
47
16
43
(232)
43
(10)
8
8

45 8
43
(39)
7

7 3
(10)
48
48 16 3
37
18 11 29
37
(237)
37
14
NEUTRAL
(Engine Running)
2ND & 4TH SERVO
EX
EX
11
LUBE

3RD ACCUM #7

OVERRUN CLUTCH
4TH
RELEASE
2ND CL
APPLY
LUBE OVERRUN CLUTCH OVERRUN 2ND CLUTCH FORWARD CLUTCH FEED 3-4 CLUTCH OVERRUN CLUTCH SERVO FEED CC SIGNAL
TORQUE SIGNAL
29e 34d 34e 26a 34c 34f 25f

OVERRUN CLUTCH
ACTUATOR FEED LIMIT
ORIFICED ACCUM
EX
19
3-4 ACCUM
ORF ACC
ACCUM
20d
20e
20c
26b
31c
AFL
TORQUE SIGNAL
ACCUMULATOR
CASE (8)
AFL
REVERSE INPUT
LUBE
LUBE
D3
D3
EX
EX
EX
COOLER
DECREASE
EX
2ND CLUTCH
OVERRUN
4TH
30b
38d 13a

4TH SIGNAL
2ND CL
3-4 CL
D4-3-2
RELEASE
EX
D2
EX
D4-3-2
D2
43a 32a 27a
D4
LINE

4TH 3-4 SIGNAL

4TH
EX
2-3 SHIFT VALVE

EX
2-3 SHUTTLE
EX EX
3-4 SIGNAL
EX
22b
PRESS REG
CONV FD LINE
AFL
COOLER
D4
LO/REVERSE
EX
CONV FD
REGULATED APPLY
REVERSE INPUT
SUCTION
REVERSE
O EX
OVERRUN
CASE (8)
D3
3-4 CLUTCH
EX
PR LO/REV
D4
EX
16a
38b 38a
3RD ACCUM
29f
12 29g 28
28
EX
LINE
2ND 2ND 2ND CL
LINE
3RD ACCUM
D4
D3
D2
3b 3a 28a

LINE
LINE

15a 18c
REVERSE
D4
OVERRUN CL FD
FLUID PRESSURES
SUCTION
FORWARD CLUTCH FEED FILTER (72)
FORWARD CLUTCH FEED

PR
D4 2ND
OVERRUN
ORIFICED D2
D4 ORIFICED D2 2ND
78
Figure 75
2ND CLUTCH
2ND CL
2ND
2ND CL
24m
41b
35e
15c
17b
38e
35b
39
36
36
25
20
16
17
16
22
35d
35c
24k
16 15b
17a
41d
24h
24g
25a
25b
25d
25e
18b
12a
18a
41a
34b
36a
34a
17c
41c
21
25
18
18
39
PR
#3
#12
D3
#5
#6
#8
D4 D2
LO
D4-N.O.
FWD CL FEED D2
D2
REVERSE INPUT
D4 2ND
TFP SWITCH ASSEMBLY
REVERSE INPUT
D2 D3 D3
D3
12c
LO-N.O. REV-N.O. D2-N.C. D3-N.C.
LO
TEMP SENSOR
12b
D3
12e 12d
PR
REGULATED APPLY
PR
3c
LO
REVERSE
EX
LO
#2
MANUAL VALVE

15d
R N D 3 2 1
OVERRUN CLUTCH
9n
LO/1ST
14b
38c
D2
14a
OFF
EX
FWD CL FD
LO/REVERSE
9o
AFL

EX
EX
EX
29b
EX
EX
29a
OFF
FORWARD ABUSE
LO OVERRUN
3-2 CONTROL

27 42b 23 14c
14
29c
ACTUATOR FEED LIMIT
PR
REV INPUT
LO/1ST
(237)
EX
40
3-2 SIGNAL
ORIFICED EX EX
43c
44 26
(238)
PUMP ASSEMBLY (4)
TORQUE SIG
29d
D4-3-2
2ND
EX
2ND CLUTCH
ON
24b 24a 44a
24c
D4 2ND D2
EX
EX
EX (237)
13 27c 29
D2
REV ABUSE
1-2 SHIFT VALVE
LO
3-2 DOWNSHIFT
27b

29
#4 3-4 CL
REVERSE INPUT
24d
ORIFICED EX
EX
BOOST VALVE
22 10c 25 24e
1-2 SIGNAL
30a 27d 22a
1-2 SIGNAL
LO
17d
LO/1ST
EX
EX
EX
D4-3-2
13b
42a

3-4 SHIFT VALVE
1-2 SIGNAL
2ND
24f
FILTERED AFL
LINE
D3
1-2 SIGNAL
ON
3-4 SIGNAL
EX
AFL
D3
9g
FILTER (49)
10 10a
28
9k
43b
44
ORF EX
4-3 SEQUENCE VALVE
29 23 10b
3-4 RELAY
20b
11c
30
PR
10
FILTER (232)
11b

ACCUM VALVE
17e
EX
48b
33b 20a
ACCUMULATOR
CASE (8)
D4
AIR BLEED (240)

EX
EX
EX
EX
EX
VALVE BODY (60) 3-4 ACCUMULATOR
48a
REGULATED APPLY
ISOLATOR VALVE
9m
9h
AFL
ACTUATOR FEED LIMIT
D4
2ND CLUTCH
25g
D3
1-2 ACCUMULATOR
D3 LINE
LUBE
17g
COOLER
21
9e
10
21
32
31
18
3-4 ACCUMULATOR D4
11a
37a
31b
35a
33a
31a
33c
9a
21a
17f
9p
9b
9c
9f
AFL
AFL
9d
FILTER (50)
#1
3-4 ACCUMULATOR
2ND CLUTCH
#10
REV INPUT
#9
EX
REAR LUBE
24
PR LO/REVERSE
NEUTRAL
(Engine Running)
DRIVES IN NEUTRAL
Forward Clutch
The clutch does not release.
Manual Valve Link (89)

Disconnected
Case (103)
The face is not flat. Internal leakage exists
ENGINE STALLS IN NEUTRAL
TCC System
Stuck On or dragging
2-4 BAND
OVERRUN CLUTCH
FORWARD CLUTCH
3-4 CLUTCH
LO-ROLLER CLUTCH
LO/REV CLUTCH
78A
NEUTRAL
(Engine Running) PASSAGES
COMPONENTS (
(8) (10) (11) (38) (39) (40) (49) (50) (61) (91) (232) (237) (238) (240)
78B
NEUTRAL
(Engine Running)
45 47 3 2 4 2 3 43 1 48 16 4
46
(240)
2 47
2 3
45
(240)
47
45
(240)
(232)
3 3 4 2 1
8 43 3 4 5 7
8 2 43
4 5
13
3 16
43
6 48 1
5 8 37 29 18
43
43
16
5 37 29 18
4 37
(238)
4
16
47
46 43
(237)
11
16
11 29
43 43
47 37
(237)
46 3 47 37
37
37
(237)
1
47 29
16
3 16 29 11 18

38 41 3 29 16 47 16 29 15 29 11 47 18 18 30 34 25 47 37 43 37 48 48 47 9 28
32

38 41 34 15b/16
48
37
18
11 29
16 3

38b

9 9 47 9 26 3 25 48 11 3 48 47 37 36 43 43 24 47 30 34 47 30 27 24 47 47 25 29 15 3 43 28 29 29 16
34
47 3 3 3 16 16 9 29 11 29 9 9
12
12
29f/28
12a 29b
38a 41b 12b 34a 41a
47 25 47 9
10
3a 38c
38
34
18
17 12
14 17
REAR LUBE
9o
41 18 9 24 27 34 13 34 35 39 31 24 22
44
9 22
12 14 12 47 10 47
24
11 22
#10
30b 47 14 34f
27
13 47
24 47 9 33
33
25a 36 17 32 28 26 9 47 47 25 9 44 11 25 25 9p
35
33
24m/25 24g 16 24k/25 24h 7 5 31c 33c 43a 25b
34e 31b 36a
38e/39
9g 9k/10
28
24f 24e 31a
24c
33a
35d/36 20 33b
37
36
33 9 20 33
43b/44 37a
17f
48b
35b 35c/39 35e/36 31 20a 20b 17g 30
48a 26a 3c 11b
28a
32a 25f
9f
26b
9c 11a 3b 25e 9d/10
25g
26 3 47
11
#7 (40)
9 47 47
#1
21
32 9e
25d 9a
9b
#3
41
47
38
43 47
(38)
19
#2
#12
43

12 29 29 29 47 29 29 15 9 9 34 27 30 27 24 33 43 43 37 28 25 26 26 11 3 9 11 25 9 9 25 20 21 21 9 25 9 25 9 10 9 3 33 36 32 31 33 31 36 17 35 20 9 20 26 26 25 11 3 9 20 48 25 48 22 35 34 34 27 24 24 24 39 39 9 24 13 10 10 13 29 15 38 41 18 24 24 17 41 38 16 18 12 38 41 12 34 18 18 18 17 42 44 44 9 22 10 30 30 34 25 24 31 43 44 33 37 36 28 25 11 25 20 21 32 31 33 33 17 20 17 9 24 24 14 11 22 27 29 35 34 31 35 9 35/39 20 10 47 24 34 13 24 10 23 12 29 34 17 14 12 42 9 38 41 14 40 29 15 9 9 34 13 15 43 29 29 15 18 38 41 18 24 28 16 12 17 41 17 42 44 43 24 22 12 29 38 34 38 3 12 17 41 34 18 17 12 14 42 12 9 22 14 38 41 14
2-4 SERVO BORE

16 47 9
16
11
28 44
29
#7/(40)
(11)
30 34 32 25 24 25 31 25 25
11
27 24
24 38
25
48
48
9 43 9
26
21
25
25 9
25 20
Figure 76
FOLDOUT 79
(50)
38
17
47
42
19
12
43 11 26 28 25 47 3 47 17 17 31 33 32 17 11 22 35 34 15 9 18 42 17 12 38 15 12 3 17 34 41 18 47 3 34 13 31 24 38 24 41 42 43 17 24 43 17 12 14 42 9 22 47 27 24 13 23 47 35 47 20 20 9 10 11
47
#6
#5
47
#8
31
33 24
25
10b/23
29
47
(49)
18
20c
20e/21 20d/21 21a
#4
47
9 40
47
43
(232)
43
(10)
8
8

45 8
43
(39)
7

7 3
(10)
48
48 18 11 29 16 3 37
(237)
37
14

2ND & 4TH SERVO
EX
EX
11
LUBE

3RD ACCUM #7
RELEASE
2ND CL
EX
4TH
APPLY
OVERRUN CLUTCH OVERRUN

OVERRUN CLUTCH

ORIFICED ACCUM
20d
TORQUE SIGNAL
20c
26b
31c
AFL
LUBE
17g
COOLER
CASE (8)
21
9e
10
TORQUE SIGNAL
REVERSE INPUT
LUBE
EX
48a
LUBE
D3
D3
EX
EX
EX
COOLER
DECREASE
2ND CLUTCH
OVERRUN
EX
4TH
4TH SIGNAL
2ND CL
3-4 CL
D4-3-2
RELEASE
EX
D2
EX
32a 27a
D4
LINE
4TH 3-4 SIGNAL

4TH
EX
2-3 SHIFT VALVE

EX
2-3 SHUTTLE
EX EX
3-4 SIGNAL
EX
22b
PRESS REG
CONV FD LINE
AFL
COOLER
EX
EX
EX
D4
EX
CONV FD
REGULATED APPLY
REVERSE INPUT
SUCTION
REVERSE
O EX
(238) (237)
OVERRUN
CASE (8)
14
D3
29c 29a 29b
3-4 CLUTCH
EX
EX
EX
EX
EX
OFF

ACTUATOR FEED LIMIT

FORWARD ABUSE
3-2 CONTROL
LO OVERRUN
27
D4
OFF
EX OVERRUN CLUTCH
9o
PR LO/REV
AFL
EX
42b
FWD CL FD
LO/REVERSE LO/1ST
23 14c
9n
14a 14b 38c 38b 38a
3RD ACCUM

LINE
15d 16a 29f

12 29g 28
REVERSE REVERSE INPUT #2
R N D 3 2 1
D2
EX
28
MANUAL VALVE
EX
LINE
3RD ACCUM
2ND 2ND 2ND CL
D4
D3
D2
REGULATED APPLY
3c
3b 3a 28a 15a
LINE
LINE REVERSE
D3

PR
LO
REVERSE
EX
12e
LO
PR D2 D3
12d 12c 12b
REVERSE INPUT
D3
D4
OVERRUN CL FD
FLUID PRESSURES
FORWARD CLUTCH FEED REVERSE INPUT

2ND CLUTCH
18c
SUCTION
2ND CL
FILTER (72)
2ND
2ND CL
35b
39
36
25
36
16
20
16
17
16
22
18

OVERRUN
2ND CLUTCH REVERSE INPUT ORIFICED D2
FORWARD CLUTCH FEED
VALVE BODY (60) GASKET (52) SPACER PLATE (48) GASKET (47) LO D4 ORIFICED D2 2ND
35d
35c
24k
15b
24m
17a
35e
15c
17b
24h
24g
25a
25b
25d
25e
18b
12a
18a
41a
41b
41d
34b
36a
34a
17c
41c
38e
21
25
18
PR
D4 2ND
39
80
Figure 77
PR
#3
#12
D3
#8
LO
#5
#6
D4 D2
D4-N.O.
FWD CL FEED D2
D2
D4 2ND
TFP SWITCH ASSEMBLY
LO
TEMP SENSOR
D3
PR
REV INPUT
LO/1ST
PUMP ASSEMBLY (4)
TORQUE SIG
29d 40
D4-3-2 EX
2ND ORIFICED EX EX
EX
2ND CLUTCH
ON
24c 24b 24a 44a 43c 44 26
D4 2ND D2
EX
EX
EX (237)
LO
13 27c 29
D2
3-2 DOWNSHIFT
REV ABUSE
1-2 SHIFT VALVE
27b
24d
LO/REVERSE
29
#4 3-4 CL
REVERSE INPUT
ORIFICED EX
EX
BOOST VALVE
22 10c 25 24e
30a 27d 22a
1-2 SIGNAL
LO
LO/1ST 1-2 SIGNAL
3-4 SHIFT VALVE
D4-3-2
1-2 SIGNAL
2ND
24f 13b 42a
17d
FILTERED AFL
LINE
D3
1-2 SIGNAL
3-4 SIGNAL
EX
FILTER (49)
D4-3-2
D2
43a
AFL
D3
9g
10 10a
28
9k
ON
11c 30b
5
SERVO FEED 2ND 4TH SIGNAL ORF EX

3-4 RELAY
30
20b 38d 13a
43b
44
4-3 SEQUENCE VALVE
29 23 10b
PR
10

EX
48b 11b
FILTER (232)
ACCUMULATOR
33b 20a 17e
ACCUM VALVE
CASE (8)
AIR BLEED (240)
ACTUATOR FEED LIMIT

EX EX EX
ISOLATOR VALVE
EX
REGULATED APPLY

D4
2ND CLUTCH
25g
1-2 ACCUMULATOR
9m
9h
ACCUMULATOR
AFL
D3
D3 LINE
21
32
31
18
AFL
D4
3-4 ACCUMULATOR D4
20e
29e
11a
34d
34e
37a
31b
35a
26a
33a
31a
34c
33c
9a
21a
34f
25f
17f
9p
9b
9c
9f
AFL
AFL
9d
#1
ORF ACC
ACCUM
FILTER (50)
#9
REV INPUT

OVERRUN CLUTCH
LUBE
REAR LUBE 24
FORWARD CLUTCH FEED
2ND CLUTCH

2ND CLUTCH ACTUATOR FEED LIMIT

#10
PR LO/REVERSE
3-4 ACCUMULATOR
EX
19
3-4 ACCUM

1ST GEAR RANGE ONLY - NO UPSHIFT
Valve Body Spacer Plate (48)

Mispositioned or damaged
Shift Solenoid Valves (379)

Stuck or damaged Faulty electrical connection
2-4 Band (602)

Worn or damaged
SLIPS IN 1ST GEAR
Forward Clutch Housing (628)

Damaged
1-2 Accumulator Valve (371)

Stuck
Torque Converter (1)

Stator roller clutch not holding
2-4 BAND
OVERRUN CLUTCH
FORWARD SPRAG CL. ASSEMBLY HOLDING
3-4 CLUTCH
LO-ROLLER CLUTCH HOLDING
LO/REV CLUTCH
80A

PASSAGES
COMPONENTS (
(8) (10) (11) (38) (39) (40) (49) (50) (61) (91) (232) (237) (238) (240)
80B

45 47 3 2 4 2 3 43 1 48 16 4
46
(240)
2
47
2 3
45

45
(240)
47
(240)
(232)
3 3 4 2
8 43 3 4 5 7 7 43
8 2
4 5
13
3 16
43
5 8 37 29 18
43
43
16
5 37 29 18 8
48 4
4 37
(238)
4
16
47
46 43
(237)
11
16
11 29
43 43
47 37
(237)
46 3 47 37
37
37
(237)
1
47 29
16
3 16 29 11 18

38 41 3 29 16 47 16 29 15 29 11 47 18 30 34 25 47 37 43 37 48 48 47 9 28
32

38 41 34 15b/16
48
37
18
11 29
16 3

38b

9 9 47 9 26 3 25 48 11 3 48 47 37 36 43 43 24 47 30 34 47 30 27 24 47 47 25 29 15 3 43 28 29 29 16
34
47 3 3 3 16 16 9 29 11 18 29 9 9
12
12
29f/28
12a 29b
38a 41b 12b 34a 41a
47 25 47 9
10
3a 38c
38
34
18
17 12
14 17
REAR LUBE
41 18 9 24 27 34 13 34 35 39 31 24 22
44
9 22
12 14 12 47 10 47
24
11 22
#10
30b 47 14 34f
27
13 47
24 47 9 33
33
25a 36 17 32 28 26 9 47 47 25 9 44 11 25 25 9p
35
33
24m/25 24g 16 24k/25 24h 7 5 31c 33c 43a 25b
34e 31b 36a
38e/39
9g 9k/10
28
24f 24e 31a
24c
33a
35d/36 20 33b
37
36
33 9 20 33
43b/44 37a
17f
48b
35b 35c/39 35e/36 31 20a 20b 17g 30
48a 26a 3c 11b
28a
32a 25f
9f
26b
9c 11a 3b 25e 9d/10
25g
26 3 47
11
#7 (40)
9 47 47
#1
21
32 9e
25d 9a
9b
#3
41
47
38
43 47
(38)
19
#2
#12
43
12 29 29 29 47 29 29 15 9 9 34 27 30 34 32 25 24 25 31 43 43 48 48 37 28 25 26 9 26 3 26 11 3 9 9 11 25 9 9 25 20 21 21 33 36 32 25 25 27 24 33 31 33 31 36 17 35 20 9 20 20 22 35 34 34 27 24 24 24 39 39 9 24 13 10 10 13 29 15 38 41 18 24 24 17 41 38 16 18 12 38 41 12 34 18 18 18 17 42 44 44 9 22 10 14 12 34 17 14 12 42 38 41 14

12 29 15 40 9 29 15 29 11 30 30 34 25 24 31 43 25 48 48 26 9 3 9 25 9 26 25 11 3 25 9 10 9 44 33 37 36 28 25 11 25 20 21 32 31 33 33 17 20 17 9 24 24 22 27 29 35 34 31 35 9 35/39 20 10 47 24 34 13 24 10 23 9 9 34 13 43 29 29 15 18 38 41 18 24 28 16 12 17 41 17 42 44 43 24 22 38 34 38 3 12 17 41 34 18 17 12 14 42 12 9 22 14 38 41 14
2-4 SERVO BORE

16 47 9
16
11
28 44
29
#7/(40)
(11)
30
11
27 24
24 38
25
43
21
25
25 9
25 20
Figure 78
FOLDOUT 81
(50)
38
17
47
42
19
12
9o
43 11 26 28 25 47 3 47 17 17 31 33 32 17 11 22 35 34 15 9 18 42 17 12 38 15 12 3 17 34 41 18 3 34 13 31 24 38 24 41 42 43 17 24 43 17 12 14 42 9 22 47 27 24 13 23 47 35 47 20 20 9 10 11
47
#6
#5
47
#8
31
33 24
25
10b/23
29
47
(49)
18
20c
20e/21 20d/21 21a
#4
47
9 40
47
43
43 7
7
(232)
43
(10)
8
8

45 8
(39)

7 3
(10)

37
48
48 18 11 29 16 3 37
(237)

14
47

2ND & 4TH SERVO
EX
EX
11
LUBE

3RD ACCUM #7
RELEASE
2ND CL
EX
4TH
APPLY
OVERRUN CLUTCH
OVERRUN CLUTCH

ORIFICED ACCUM
20d
TORQUE SIGNAL
20c
26b
31c
17g
COOLER
21
9e
10
AFL
LUBE
TORQUE SIGNAL
REVERSE INPUT
LUBE
EX
48a
LUBE
D3
D3
EX
EX
EX
COOLER
DECREASE
2ND CLUTCH
OVERRUN
EX
4TH
4TH SIGNAL
2ND CL
3-4 CL
D4-3-2
RELEASE
EX
D2
EX
32a 27a
D4
LINE
4TH 3-4 SIGNAL
4TH
EX

2-3 SHIFT VALVE

EX
2-3 SHUTTLE
EX EX
3-4 SIGNAL
EX
22b
PRESS REG
CONV FD LINE
1-2 SIGNAL
AFL
EX
EX
COOLER
3-4 SHIFT VALVE
2ND
24f 13b
D4-3-2
LO
EX
EX
CONV FD
LO
REGULATED APPLY
REVERSE INPUT
SUCTION
13 27c 29
D2
EX
EX
1-2 SHIFT VALVE

O EX

24d 24c
REVERSE
(238) (237)
OVERRUN
CASE (8)
14
D3
29c 29a 29b
3-4 CLUTCH
EX
EX
EX
EX
EX
ON
ACTUATOR FEED LIMIT

FORWARD ABUSE
3-2 CONTROL
LO OVERRUN
27
D4
OFF
EX OVERRUN CLUTCH

9o
PR LO/REV
AFL
3RD ACCUMULATOR ACTUATOR FEED LIMIT P
EX
42b
FWD CL FD
LO/REVERSE LO/1ST
23 14c
9n
14a
3RD ACCUM

LINE
14b 38c 38b 38a
15d 16a 29f

12 29g 28
R N D 3 2 1
D2
EX
EX
LINE
3RD ACCUM
2ND 2ND 2ND CL
D4
D3
D2
REGULATED APPLY
3c
3b 3a 28a 15a
LINE
LINE REVERSE
D3

PR
LO
REVERSE
EX
12e
LO
#2
28
MANUAL VALVE
PR D2 D3
12d 12c 12b
REVERSE INPUT
D3
D4
OVERRUN CL FD
FLUID PRESSURES
FORWARD CLUTCH FEED
18c
SUCTION
2ND CLUTCH
2ND CL
FILTER (72)
2ND
2ND CL
35b
39
36
25
36
16
20
16
25
17
16
22
18

FORWARD CLUTCH FEED
35d
35c
24k
15b
24m
17a
35e
25d
15c
17b
24h
24g
25a
25b
25e
18b
12a
18a
41a
41b
41d
34b
36a
34a
17c
41c
38e
21
18
PR
D4 2ND
39
OVERRUN
ORIFICED D2

82
Figure 79
PR
#3
#12
D3
#8
LO
#5
#6
D4 D2
D4-N.O.
FWD CL FEED D2
D2
REVERSE INPUT
D4 2ND
TFP SWITCH ASSEMBLY
LO
TEMP SENSOR
D3
PR
REV INPUT
LO/1ST
PUMP ASSEMBLY (4)
TORQUE SIG
29d 40

D4-3-2 EX
EX
2ND CLUTCH
OFF
24b 24a 44a
2ND
ORIFICED EX EX
43c
44 26
D4 2ND D2
EX (237)
27b
3-2 DOWNSHIFT
REV ABUSE
LO/REVERSE
29
#4 3-4 CL
REVERSE INPUT
ORIFICED EX
EX
BOOST VALVE
22 10c 25 24e
D4
30a 27d 22a 1-2
SIGNAL
LO/1ST 1-2 SIGNAL
42a
17d
FILTERED AFL
LINE
D3
1-2 SIGNAL
3-4 SIGNAL
EX
FILTER (49)
D4-3-2
D2
43a
AFL
D3

9g
10 10a 9k
ON

28
11c 30b
5
30
20b 38d 13a
43b
44
ORF EX
3-4 RELAY
4-3 SEQUENCE VALVE
29 23 10b
PR
10

FILTER (232)
11b
ACCUM VALVE
48b
EX
33b 20a 17e
ACCUMULATOR
CASE (8)
AIR BLEED (240)
ACTUATOR FEED LIMIT

EX EX EX
ISOLATOR VALVE
EX
REGULATED APPLY

D4
2ND CLUTCH
25g
1-2 ACCUMULATOR
9m
9h
ACCUMULATOR
CASE (8)
AFL
D3
D3 LINE
21
32
31
18
AFL
D4
3-4 ACCUMULATOR D4
20e
29e
11a
34d
34e
37a
31b
35a
26a
33a
31a
34c
33c
9a
21a
34f
25f
17f
9p
9b
9c
9f
AFL
AFL
9d
#1
ORF ACC
ACCUM
FILTER (50)
#9
REV INPUT

OVERRUN CLUTCH
LUBE OVERRUN
REAR LUBE 24
FORWARD CLUTCH FEED
2ND CLUTCH
2ND CLUTCH
#10
ACTUATOR FEED LIMIT
PR LO/REVERSE
3-4 ACCUMULATOR
EX
19
3-4 ACCUM

SLIPPING OR ROUGH 1-2 SHIFT

Stuck
2nd Apply Piston Pin (13)

Too long or too short
1-2 Accumulator Housing (57)

Nicks or burrs
2ND GEAR STARTS
Forward Clutch Sprag Assembly (642)

Installed backwards
1-2 SHIFT SOLENOID VALVE OFF
2-4 BAND APPLIED
OVERRUN CLUTCH
3-4 CLUTCH
LO-ROLLER CLUTCH
LO/REV CLUTCH
82A

PASSAGES
COMPONENTS (
(8) (10) (11) (38) (39) (40) (49) (50) (61) (91) (232) (237) (238) (240)
82B

45 47 3 2 4 2 3 43 1 48 16 4
46
(240)
2 47
2 3
45
(240)
47
45
(240)
(232)
3 3 4 2 1
8 43 3 4 5 7
8 2 43
4 5
13
3 16
43
6 48 1
5 8 37 29 18
43
43
16
5 37 29 18
4 37
(238)
4
16
47
46 43
(237)
16
11 29
43 43
47 37
(237)
11
47 29
46 3 47 16 37

37
37
(237)
1
3 16 29 11 18

38 41 3 29 16 47 16 29 15 29 11 47 18 30 34 25 47 37 43 37 48 48 47 9 28
32

38 41 34 15b/16
48
37
18
11 29
16 3

38b

9 9 47 9 26 3 25 48 11 3 48 47 37 36 43 43 24 47 30 34 47 30 27 24 47 47 25 29 15 3 43 28 29 29 16
34
47 3 3 3 16 16 9 29 11 18 29 9 9
12
12
29f/28
12a 29b
38a 41b 12b 34a 41a
47 25 47 9
10
3a 38c
38
34
18
17 12
14 17
REAR LUBE
41 18 9 24 27 34 13 34 35 39 31 24 22
44
9 22
12 14 12 47 10 47
24
11 22
#10
30b 47 14 34f
27
13 47
24 47 9 33
33
25a 36 17 32 28 26 9 47 47 25 9 44 11 25 25 9p
35
33
24m/25 24g 16 24k/25 24h 7 5 31c 33c 43a 25b
34e 31b 36a
38e/39
9g 9k/10
28
24f 24e 31a
24c
33a
35d/36 20 33b
37
36
33 9 20 33
43b/44 37a
17f
48b
35b 35c/39 35e/36 31 20a 20b 17g 30
48a 26a 3c 11b
28a
32a 25f
9f
26b
9c 11a 3b 25e 9d/10
25g
26 3 47
11
#7 (40)
9 47 47
#1
21
32 9e
25d 9a
9b
#3
41
47
38
43 47
(38)
19
#2
#12
43

12 29 29 29 47 29 29 15 9 9 34 27 30 27 24 33 43 43 37 28 25 26 26 11 3 9 11 25 9 9 25 20 21 21 9 25 9 25 9 10 9 3 33 36 32 31 33 31 36 17 35 20 9 20 26 26 25 11 3 9 20 48 25 48 22 35 34 34 27 24 24 24 39 39 9 24 13 10 10 13 29 15 38 41 18 24 24 17 41 38 16 18 12 38 41 12 34 18 18 18 17 42 44 44 9 22 10 30 30 34 25 24 31 43 44 33 37 36 28 25 11 25 20 21 32 31 33 33 17 20 17 9 24 24 14 11 22 27 29 35 34 31 35 9 35/39 20 10 47 24 34 13 24 10 23 12 29 34 17 14 12 42 9 38 41 14 40 29 15 9 9 34 13 15 43 29 29 15 18 38 41 18 24 28 16 12 17 41 17 42 44 43 24 22 12 29 38 34 38 3 12 17 41 34 18 17 12 14 42 12 9 22 14 38 41 14
2-4 SERVO BORE

16 47 9
16
11
28 44
29
#7/(40)
(11)
30 34 32 25 24 25 31 25 25
11
27 24
24 38
25
48
48
9 43 9
26
21
25
25 9
25 20
Figure 80
FOLDOUT 83
(50)
38
17
47
42
19
12
9o
43 11 26 28 25 47 3 47 17 17 31 33 32 17 11 22 35 34 15 9 18 42 17 12 38 15 12 3 17 34 41 18 3 34 13 31 24 38 24 41 42 43 17 24 43 17 12 14 42 9 22 47 27 24 13 23 47 35 47 20 20 9 10 11
47
#6
#5
47
#8
31
33 24
25
10b/23
29
47
(49)
18
20c
20e/21 20d/21 21a
#4
47
9 40
47
43
(232)
43
(10)
8
8

45 8
43
(39)
7

7 3
(10)
48
48 18 11 29 16 3 37

(237)
37
14
47

2ND & 4TH SERVO
EX
EX
11
3RD ACCUM #7
OVERRUN CLUTCH
LUBE
RELEASE
2ND CL
EX
4TH
APPLY
OVERRUN CLUTCH
OVERRUN CLUTCH

ORIFICED ACCUM
20d
TORQUE SIGNAL
33a
20c
26b
31c
17g
COOLER
21
9e
10
AFL
LUBE
TORQUE SIGNAL
REVERSE INPUT
LUBE
EX
LUBE
48a
D3
D3
EX
EX
COOLER
DECREASE
11c
6
2ND CLUTCH
OVERRUN
EX
ACC SERVO FD 2ND
4TH
4TH SIGNAL
2ND CL
3-4 CL
30b
5
D4-3-2
RELEASE
EX
3-4
D2
EX
32a
D4
EX
LINE
4TH

4TH
EX
2-3 SHIFT VALVE

EX
2-3 SHUTTLE
EX EX
FILTER (49)
D4-3-2
D2
43a
AFL
D3
27a 22b
3-4 SIGNAL D3 1-2 SIGNAL

3-4 SHIFT VALVE
EX
9g
10 10a 9k
OFF
3-4 SIGNAL
PRESS REG
AFL
EX
EX
EX
CONV FD
LO
REGULATED APPLY
REVERSE INPUT
EX
EX
SUCTION
13 27c 29
D2
1-2 SHIFT VALVE

O EX

24d 24c
(238) (237)
OVERRUN
CASE (8)
D3
14
29c 29a 29b

3-4 CLUTCH
EX
EX
EX
EX

EX
ON
ACTUATOR FEED LIMIT

FORWARD ABUSE
3-2 CONTROL
LO OVERRUN
27
D4
OFF
EX OVERRUN CLUTCH

9o
PR LO/REV
AFL
EX
42b
FWD CL FD
LO/REVERSE LO/1ST
23 14c
9n
14a
3RD ACCUM

LINE
14b 38c 38b 38a
15d
16a 29f
R N D 3 2 1
D2
EX
EX
LINE
2ND 2ND 2ND CL
12 29g 28

D4
D3
D2
REGULATED APPLY
3c

3b 3a

LO
EX
LINE
LINE REVERSE
28a 15a
D3

LO
#2
28
MANUAL VALVE
12e
PR D2 D3
12d 12c 12b
REVERSE INPUT
D3
D4
OVERRUN CL FD
FLUID PRESSURES
FORWARD CLUTCH FEED
18c
SUCTION
2ND CLUTCH
2ND CL
FILTER (72)
2ND
2ND CL
35b
39
36
25
36
16
20
16
25
17
16
22
18

FORWARD CLUTCH FEED
35d
35c
24k
15b
24m
17a
35e
25d
15c
17b
24h
24g
25a
25b
25e
18b
12a
18a
41a
41b
41d
34b
36a
34a
17c
41c
38e
21
18
PR
D4 2ND
39
OVERRUN
ORIFICED D2

84
Figure 81
PR
#3
#12
D3
#8
LO
#5
#6
D4 D2
D4-N.O.
FWD CL FEED D2
D2
REVERSE INPUT
D4 2ND
TFP SWITCH ASSEMBLY
LO
TEMP SENSOR
D3
PR
REV INPUT
LO/1ST
PUMP ASSEMBLY (4)
TORQUE SIG
29d 40
3-4 CLUTCH 3-2 SIGNAL
3-4 CLUTCH
D4-3-2 EX
EX
REVERSE
2ND CLUTCH
OFF
24b 24a 44a
2ND
ORIFICED EX EX
43c
44 26
D4 2ND D2
EX (237)
27b

3-2 DOWNSHIFT

REV ABUSE
LO/REVERSE
29
#4 3-4 CL
REVERSE INPUT
ORIFICED EX
EX
BOOST VALVE
22 10c 25 24e
D4
30a 27d 22a
1-2 SIGNAL
LO
LO/1ST

1-2 SIGNAL
COOLER
CONV FD LINE
1-2 SIGNAL D4-3-2
2ND
24f 13b
42a 17d
FILTERED AFL
LINE
3-4 SIGNAL
EX
28
43b
44
ORF EX
3-4 RELAY
4-3 SEQUENCE VALVE
30
20b 38d
13a
29 23 10b
PR
10

FILTER (232)
11b
ACCUM VALVE
48b
EX
EX
33b 20a 17e
ACCUMULATOR
CASE (8)
AIR BLEED (240)
ACTUATOR FEED LIMIT

EX EX EX
ISOLATOR VALVE
EX
REGULATED APPLY

D4
2ND CLUTCH
25g
1-2 ACCUMULATOR
9m
9h
ACCUMULATOR
CASE (8)
AFL
D3
D3 LINE
21
32
31
18
AFL
D4
3-4 ACCUMULATOR D4
20e
29e
11a
34d
34e
37a
31b
35a
26a
31a
34c
33c
9a
21a
34f
25f
17f
9p
9b
9c
9f
AFL
AFL
9d
#1
ORF ACC
ACCUM
FILTER (50)
#9
REV INPUT

LUBE
REAR LUBE 24
OVERRUN
FORWARD CLUTCH FEED
2ND CLUTCH
2ND CLUTCH
#10
ACTUATOR FEED LIMIT
PR LO/REVERSE
3-4 ACCUMULATOR
EX
19
3-4 ACCUM

NO 2-3 SHIFT OR 2-3 SHIFT SLIPS, ROUGH OR HUNTING

Stuck
2-4 Servo Assembly

Restricted or missing oil passages Servo bore in case damaged
2-4 Band (602)

Worn or mispositioned
THIRD GEAR ONLY
System Voltage
12 volts not supplied to transmission Electrical short (pinched solenoid wire)
3-2 Control Solenoid (394)

Shorted or damaged Contamination Damaged Seal
2-4 BAND
OVERRUN CLUTCH
3-4 CLUTCH APPLIED
LO-ROLLER CLUTCH
LO/REV CLUTCH
84A

PASSAGES
COMPONENTS (
(8) (10) (11) (38) (39) (40) (49) (50) (61) (91) (232) (237) (238) (240)
84B

45 47 3 2 4 2 3 43 1 48 16 4
46
(240)
2 47
2 3
45
(240)
47
45
(240)
(232)
3 3 4 2 1
8 43 3 4 5 7
8 2 43
4 5
13
3 16
43
6 48 1
5 8 37 29 18
43
43
16
5 37 29 18
4 37
(238)
4
16
47
46 43
(237)
11
16
11 29
43 43
47 37
(237)
46 3 47 16 37

(237)
1
37
37
47
29
3 16 29 11 18

38 41 3 29 16 47 16 29 15 29 11 47 18 30 34 25 47 37 43 37 48 48 47 9 28
32

38 41 34 15b/16
48
37
18
11 29
16 3

38b

9 9 47 9 26 3 25 48 11 3 48 47 37 36 43 43 24 47 30 34 47 30 27 24 47 47 25 29 15 3 43 28 29 29 16
34
47 3 3 3 16 16 9 29 11 18 29 9 9
12
12
29f/28
12a 29b
38a 41b 12b 34a 41a
47 25 47 9
10
3a 38c
38
34
18
17 12
14 17
REAR LUBE
41 18 9 24 27 34 13 34 35 39 31 24 22
44
9 22
12 14 12 47 10 47
24
11 22
#10
30b 47 14 34f
27
13 47
24 47 9 33
33
25a 36 17 32 28 26 9 47 47 25 9 44 11 25 25 9p
35
33
24m/25 24g 16 24k/25 24h 7 5 31c 33c 43a 25b
34e 31b 36a
38e/39
9g 9k/10
28
24f 24e 31a
24c
33a
35d/36 20 33b
37
36
33 9 20 33
43b/44 37a
17f
48b
35b 35c/39 35e/36 31 20a 20b 17g 30
48a 26a 3c 11b
28a
32a 25f
9f
26b
9c 11a 3b 25e 9d/10
25g
26 3 47
11
#7 (40)
9 47 47
#1
21
32 9e
25d 9a
9b
#3
41
47
38
43 47
(38)

19
#2
#12
43

12 29 29 29 47 29 29 15 9 9 34 27 30 27 24 33 43 43 37 28 25 26 26 11 3 9 11 25 9 9 25 20 21 21 9 25 9 25 9 10 9 3 33 36 32 31 33 31 36 17 35 20 9 20 26 26 25 11 3 9 20 48 25 48 22 35 34 34 27 24 24 24 39 39 9 24 13 10 10 13 29 15 38 41 18 24 24 17 41 38 16 18 12 38 41 12 34 18 18 18 17 42 44 44 9 22 10 30 30 34 25 24 31 43 44 33 37 36 28 25 11 25 20 21 32 31 33 33 17 20 17 9 24 24 14 11 22 27 29 35 34 31 35 9 35/39 20 10 47 24 34 13 24 10 23 12 29 34 17 14 12 42 9 38 41 14 40 29 15 9 9 34 13 15 43 29 29 15 18 38 41 18 24 28 16 12 17 41 17 42 44 43 24 22 12 29 38 34 38 3 12 17 41 34 18 17 12 14 42 12 9 22 14 38 41 14
2-4 SERVO BORE

16 47 9
16
11
28 44
29
#7/(40)
(11)
30 34 32
11
27 24
25 25 24
24 38
25 31
25
25
48
48
9 43 9
26
21
25
25 9
25 20
Figure 82
FOLDOUT 85
(50)
38
17
47
42
19
12
9o
17a/18 14c 34b 17e 29g/28 18a 22 16a 12d 14a 17 17b/18 17d 29a 23 14 18b 12c 42a 27 29c 15a 44a 26 42b 29d 38d 17c 12e 9h 41c 15d 9m 41d 43c/44 29e 9n 14b 22a 13 18c 11c 24b 24a 10c/22 34d 13b 10 27c/29 25 27b/29 21 34c 27d 30a 27a 24d 35a 13a 10a 22b 15c/16
43 11 26 28 25 47 3 47 17 17 31 33 32 17 11 22 35 34 15 9 18 42 17 12 38 15 12 3 17 34 41 18 3 34 13 31 24 38 24 41 42 43 17 24 43 17 12 14 42 9 22 47 27 24 13 23 47 35 47 20 20 9 10 11
47
#6
#5
47
#8
31
33 24
25
10b/23
29
47
(49)
18
20c
20e/21 20d/21 21a
#4
47
9 40
47
43
(232)
43
(10)
8
8

45 8
43
(39)
7

7 3
(10)
48
48 18 11 29 16 3 37

(237)
37
14
47


REVERSE INPUT CLUTCH ASSEMBLY INPUT CLUTCH HOUSING ASSEMBLY LOW AND REVERSE CLUTCH ASSEMBLY
2ND & 4TH SERVO
EX
EX
3RD ACCUM #7
OVERRUN CLUTCH
11
LUBE
2ND CL
EX
RELEASE
4TH
#9
REV INPUT

APPLY
OVERRUN CLUTCH
OVERRUN CLUTCH
ORIFICED ACCUM
20d
TORQUE SIGNAL
20e
20c
26b
31c
AFL
TORQUE SIGNAL
AFL
REVERSE INPUT
LUBE
EX
48a

LUBE
D3
D3
EX
48b 11b
EX
EX
COOLER
DECREASE
11c
6
2ND CLUTCH
4TH
4TH SIGNAL
2ND CL
3-4 CL
D4-3-2
RELEASE
EX
D2
EX
32a
D4
EX
EX
EX
EX
3-4 SIGNAL
PRESS REG
CONV FD LINE
AFL
EX
EX
EX
LO
D4
EX
CONV FD
LO
REGULATED APPLY
REVERSE INPUT
EX
EX
SUCTION
13 27c 29
D2
1-2 SHIFT VALVE

O EX

24d 24c
(238) (237)
OVERRUN
CASE (8)
D3
14
29c 29a 29b

3-4 CLUTCH
EX
EX
EX
EX
EX
ON
ACTUATOR FEED LIMIT

FORWARD ABUSE
3-2 CONTROL
LO OVERRUN
27
D4
ON
EX OVERRUN CLUTCH

9o
PR LO/REV
AFL
EX
42b
FWD CL FD
LO/REVERSE LO/1ST
23 14c
9n
14a
3RD ACCUM

LINE
14b 38c 38b 38a
15d
16a 29f
R N D 3 2 1
D2
EX
EX
LINE
2ND 2ND 2ND CL
12 29g 28

D4
D3
D2
REGULATED APPLY
3c

3b 3a

LO
EX
LINE
LINE REVERSE
28a 15a
D3

LO
#2
28
MANUAL VALVE
12e
PR D2 D3
12d 12c 12b
REVERSE INPUT
D3
D4
OVERRUN CL FD
FLUID PRESSURES
FORWARD CLUTCH FEED
18c
SUCTION
2ND CLUTCH
2ND CL
FILTER (72)
2ND
2ND CL
35b
39
36
25
36
16
20
16
25
17
16
22
18

FORWARD CLUTCH FEED
35d
35c
24k
15b
24m
17a
35e
25d
15c
17b
24h
24g
25a
25b
25e
18b
12a
18a
41a
41b
41d
34b
36a
34a
17c
41c
38e
21
18
PR
D4 2ND
39
OVERRUN
ORIFICED D2

86
Figure 83
PR
#3
#12
D3
#8
LO
#5
#6
D4 D2
D4-N.O.
FWD CL FEED D2
D2
REVERSE INPUT
D4 2ND
TFP SWITCH ASSEMBLY
LO
TEMP SENSOR
D3
PR
REV INPUT
LO/1ST
PUMP ASSEMBLY (4)
TORQUE SIG
29d 40
3-4 CLUTCH
D4-3-2 EX
EX
REVERSE
2ND CLUTCH
ON
24b 24a 44a
2ND
ORIFICED EX EX
43c
44 26
D4 2ND D2
EX (237)
27b

3-2 DOWNSHIFT

REV ABUSE
LO/REVERSE
29
#4 3-4 CL
REVERSE INPUT
ORIFICED EX
EX
BOOST VALVE
22 10c 25 24e
1-2 SIGNAL
30a 27d 22a
LO/1ST 1-2 SIGNAL
COOLER
3-4 SHIFT VALVE
D4-3-2
1-2 SIGNAL
2ND
24f 13b
42a 17d
FILTERED AFL
LINE
D3
EX
EX
LINE
4TH
4TH
2-3 SHIFT VALVE
2-3 SHUTTLE
FILTER (49)
D4-3-2
D2
43a
AFL
EX OVERRUN CLUTCH FEED 3-4 SIGNAL
D3
27a 22b
9g
10 10a 9k
1-2 SIGNAL
OFF
3-4 SIGNAL
28
43b
44
ORF EX
3-4 RELAY
4-3 SEQUENCE VALVE
30b
OVERRUN
EX
30
20b 38d
13a
29 23 10b
PR
10
FILTER (232)
ACCUM VALVE
EX
33b 20a 17e
ACCUMULATOR
CASE (8)
AIR BLEED (240)

ACTUATOR FEED LIMIT

EX EX EX
ISOLATOR VALVE
EX
REGULATED APPLY

D4
2ND CLUTCH
25g
1-2 ACCUMULATOR
9m
9h
ACCUMULATOR
CASE (8)
D3
D3 LINE
D4
LUBE
17g
COOLER
21
9e
10
21
32
31
18
AFL
3-4 ACCUMULATOR D4
29e
11a
34d
34e
37a
31b
35a
26a
33a
31a
34c
33c
9a
21a
34f
25f
17f
9p
9b
9c
9f
AFL
AFL
9d
#1
ORF ACC
ACCUM
FILTER (50)
LUBE
REAR LUBE 24
OVERRUN
FORWARD CLUTCH FEED
2ND CLUTCH
2ND CLUTCH
#10
ACTUATOR FEED LIMIT
PR LO/REVERSE
3-4 ACCUMULATOR
EX
19
3-4 ACCUM

NO TCC APPLY
Torque Converter (1)

Internal damage
Converter Clutch Valve (224)

Stuck or assembled backwards
Orifice Cup Plug (240)

Restricted or damaged
Turbine Shaft O-ring Seal (618)

Cut or damaged
NO 3-4 SHIFT, SLIPS OR ROUGH 3-4 SHIFT
2-4 Servo Assembly

Incorrect band apply pin Porosity in piston, cover or case Plugged or missing orifice cup plug
2-4 BAND APPLIED
OVERRUN CLUTCH
3-4 CLUTCH APPLIED
LO-ROLLER CLUTCH
LO/REV CLUTCH
86A

(Torque Converter Clutch Applied) PASSAGES
COMPONENTS (
(8) (10) (11) (38) (39) (40) (49) (50) (61) (91) (232) (237) (238) (240)
86B

45 47 3 2 4 2 3 43 1 48 16 4
46

45 47
(240)
2
2 3
45
(240)
47
(240)
(232)
3 3 4 2 1
8 43 3 4 5 7
8 2 43
4 5
13
3 16
43
43
7 48 4 1
6 4 37
5 8 37 29 18
43
43
16
5 37 29 18
(238)
4
16
47
46 43
(237)
11
16
11 29
43 43
47 37
(237)
46 3 47 16 37

(237)
1
37
37
47
29
3 16 29 11 18

38 41 3 29 16 47 16 29 15 29 11 47 18 30 34 25 47 37 43 37 48 48 47 9

38 41 34 15b/16
48
37
18
11 29
16 3

38b

9 9 47 9 26 3 25 48 11 3 48 47 37 36 43 43 24 47 30 34 47 30 27 24 47 47 25 29 15 3 43 28 29 29 16
34
47 3 3 3 16 16 9 29 11 18 29 9 9
12
12
29f/28
12a 29b
38a 41b 12b 34a 41a
47 25 47 9
10
3a 38c
38
34
18
17 12
14 17
REAR LUBE
41 18 9 24 27 34 13 34 35 39 31 24 22
44
9 22
12 14 12 47 10 47
24
11 22
#10
30b 47 14 34f
27
13 47
24 47 9 33
33
25a 36 17 32 9 20 25 9p
35
33
24m/25 24g 16 24k/25 24h 7 5 31c 33c 43a 25b
34e 31b 36a
38e/39
9g 9k/10
28
24f 24e 31a
24c
33a
35d/36 20 33b
37
36
33 33
28
32
28 26 9
25
43b/44 37a
17f
48b
35b 35c/39 35e/36 31 20a 20b 17g 30
48a 26a
28a
32a 25f
9f
9
3c
26b
9c 11a 3b 25e 9d/10
25g
3 47 47 25
#7 (40)
9
47
#1
21
26
11
11
11b
32 9e
25d 9a
47
44
9b
#3
41
47
38
43 47
(38)
19
#2
#12
43

12 29 29 29 47 29 29 15 9 9 34 27 30 27 24 33 43 43 37 28 25 26 26 11 3 9 11 25 9 9 25 20 21 21 9 25 9 25 9 10 9 3 33 36 32 31 33 31 36 17 35 20 9 20 26 26 25 11 3 9 20 48 25 48 22 35 34 34 27 24 24 24 39 39 9 24 13 10 10 13 29 15 38 41 18 24 24 17 41 38 16 18 12 38 41 12 34 18 18 18 17 42 44 44 9 22 10 30 30 34 25 24 31 43 44 33 37 36 28 25 11 25 20 21 32 31 33 33 17 20 17 9 24 24 14 11 22 27 29 35 34 31 35 9 35/39 20 10 47 24 34 13 24 10 23 12 29 34 17 14 12 42 9 38 41 14 40 29 15 9 9 34 13 15 43 29 29 15 18 38 41 18 24 28 16 12 17 41 17 42 44 43 24 22 12 29 38 34 38 3 12 17 41 34 18 17 12 14 42 12 9 22 14 38 41 14
2-4 SERVO BORE

16 47 9
16
11
28 44
29
#7/(40)
(11)
30 34 32
11
27 24
25 25 24
24 38
25 31
25
25
48
48
9 43 9
26
21
25
25 9
25 20
Figure 84
FOLDOUT 87
47
(50)
38
17
47
42
19
12
9o
17a/18 14c 34b 17e 29g/28 18a 22 16a 12d 14a 17 17b/18 17d 29a 23 14 18b 12c 42a 27 29c 15a 44a 26 42b 29d 38d 17c 12e 9h 41c 15d 9m 41d 43c/44 29e 9n 14b 22a 13 18c 11c 24b 24a 10c/22 34d 13b 10 27c/29 25 27b/29 21 34c 27d 30a 27a 24d 35a 13a 10a 22b 15c/16
43 11 26 28 25 47 3 47 17 17 31 33 32 17 11 22 35 34 15 9 18 42 17 12 38 15 12 3 17 34 41 18 3 34 13 31 24 38 24 41 42 43 17 24 43 17 12 14 42 9 22 47 27 24 13 23 47 35 47 20 20 9 10 11
47
#6
#5
47
#8
31
33 24
25
10b/23
29
47
(49)
18
20c
20e/21 20d/21 21a
#4
47
9 40
47
(232)
43
(10)
8
8

45 8
43
(39)
7

7 3
(10)
48
48
18 11 29
16 3
(237)
37
37
14
47


2ND & 4TH SERVO
EX
EX
11
3RD ACCUM #7
OVERRUN CLUTCH
LUBE
RELEASE
2ND CL
EX
4TH
APPLY
OVERRUN CLUTCH
OVERRUN CLUTCH

ORIFICED ACCUM
20d
TORQUE SIGNAL
33a
20c
26b
31c
17g
COOLER
21
9e
10
AFL
LUBE
TORQUE SIGNAL
REVERSE INPUT
LUBE
EX
LUBE
48a
D3
D3
EX
EX
COOLER
DECREASE
11c
6
2ND CLUTCH
OVERRUN
EX
ACC SERVO FD 2ND
4TH
4TH SIGNAL
2ND CL
3-4 CL
30b
5
D4-3-2
RELEASE
EX
3-4
D2
EX
32a 27a
22b
D4
LINE
EX
4TH
4TH
2-3 SHIFT VALVE

EX EX
2-3 SHUTTLE
EX EX
FILTER (49)
D4-3-2
D2
43a
AFL
3-4 SIGNAL
PRESS REG
CONV FD LINE
1-2 SIGNAL
AFL
EX
LO
EX
CONV FD
LO
REGULATED APPLY
REVERSE INPUT
EX
EX
SUCTION
13 27c 29
D2
1-2 SHIFT VALVE

O EX

24d 24c
(238) (237)
OVERRUN
CASE (8)
D3
14
29c 29a 29b

3-4 CLUTCH
EX
EX
EX
EX

EX
ON
ACTUATOR FEED LIMIT

FORWARD ABUSE
3-2 CONTROL
LO OVERRUN
27
D4
OFF
EX OVERRUN CLUTCH

9o
PR LO/REV
AFL
EX
42b
FWD CL FD
LO/REVERSE LO/1ST
23 14c
9n
14a
3RD ACCUM

LINE
14b 38c 38b 38a
15d
16a 29f
R N D 3 2 1
D2
EX
EX
LINE
2ND 2ND 2ND CL
12 29g 28

D4
D3
D2
REGULATED APPLY
3c

3b 3a

LO
EX
LINE
LINE REVERSE
28a 15a
D3

LO
#2
28
MANUAL VALVE
12e
PR D2 D3
12d 12c 12b
REVERSE INPUT
D3
D4
OVERRUN CL FD
FLUID PRESSURES
FORWARD CLUTCH FEED
18c
SUCTION
2ND CLUTCH
2ND CL
FILTER (72)
2ND
2ND CL
35b
39
36
25
36
16
20
16
25
17
16
22
18

FORWARD CLUTCH FEED
35d
35c
24k
15b
24m
17a
35e
25d
15c
17b
24h
24g
25a
25b
25e
18b
12a
18a
41a
41b
41d
34b
36a
34a
17c
41c
38e
21
18
PR
D4 2ND
39
OVERRUN
ORIFICED D2

88
Figure 85
PR
#3
#12
D3
#8
LO
#5
#6
D4 D2
D4-N.O.
FWD CL FEED D2
D2
REVERSE INPUT
D4 2ND
TFP SWITCH ASSEMBLY
LO
TEMP SENSOR
D3
PR
REV INPUT
LO/1ST
PUMP ASSEMBLY (4)
TORQUE SIG
29d 40
3-4 CLUTCH
D4-3-2 EX
EX
REVERSE
2ND CLUTCH
OFF
24b 24a 44a
2ND
ORIFICED EX EX
43c
44 26
D4 2ND D2
EX (237)
27b

3-2 DOWNSHIFT

REV ABUSE
LO/REVERSE
29
#4 3-4 CL
REVERSE INPUT
ORIFICED EX
EX
BOOST VALVE
22 10c 25 24e
D4
30a 27d 22a 1-2
SIGNAL
1-2 SIGNAL
EX
EX
LO/1ST
COOLER
3-4 SHIFT VALVE
2ND
24f 13b
D4-3-2
42a 17d
FILTERED AFL
LINE
EX

D3
9g
10 10a 9k
OFF

3-4 SIGNAL
28
43b
44
ORF EX
3-4 RELAY
4-3 SEQUENCE VALVE
30
20b 38d
13a
29 23 10b
PR
10

FILTER (232)
11b
ACCUM VALVE
48b
EX
EX
33b
ACCUMULATOR
20a 17e
CASE (8)
AIR BLEED (240)
ACTUATOR FEED LIMIT

EX EX EX
ISOLATOR VALVE
EX
REGULATED APPLY

D4
2ND CLUTCH
25g
1-2 ACCUMULATOR
ACCUMULATOR
CASE (8)
AFL
D3
D4
D3 LINE
21
32
31
18
9m
9h
AFL
3-4 ACCUMULATOR D4

20e
29e
11a
34d
34e
37a
31b
35a
26a
31a
34c
33c
9a
21a
34f
25f
17f
9p
9b
9c
9f
AFL
AFL
9d
#1
ORF ACC
ACCUM
FILTER (50)
#9
REV INPUT

LUBE
REAR LUBE 24
OVERRUN
FORWARD CLUTCH FEED
2ND CLUTCH
2ND CLUTCH
#10

ACTUATOR FEED LIMIT
PR LO/REVERSE

3-4 ACCUMULATOR
EX
19
3-4 ACCUM

With the transmission operating in Fourth gear, a 4-3 downshift can occur due to minimum or heavy throttle conditions or increased load on the engine. The TCC and 4th clutch release during a 4-3 downshift and the TCC normally will not apply in Overdrive range Third gear.
NO 4-3 DOWNSHIFT
1-2 Shift Solenoid Valve (367A)

Stuck On Pinched wire to ground

Stuck in upshift position
4-3 Sequence Valve (383)

Stuck
TCC STUCK ON
TCC PWM Solenoid Valve (396)

Stuck On Pinched wire to ground
Regulated Apply Valve (380)

Stuck
2-4 BAND
OVERRUN CLUTCH
3-4 CLUTCH APPLIED
LO-ROLLER CLUTCH
LO/REV CLUTCH
88A

(Torque Converter Clutch Released) PASSAGES
COMPONENTS (
(8) (10) (11) (38) (39) (40) (49) (50) (61) (91) (232) (237) (238) (240)
88B

45 47 3 2 4 2 3 8 43 3 4 5 7 1 48 16 4
46

45 47 8 2 43
(240)
2
2 3
45
(240)
47
(240)
(232)
3 3 4 2 1
4 5
13
3 16
43
48 4
4 37
(238)
4
47
46 43
11 29
43 43
47 37
37
37
(237)
1

38 41 3 29 16 47 16 29 15 29 11 47 18 30 34 25 47 37 43 37 48 48 47 9 28
32

38 41 34 15b/16
29 11 18
48
37
18
11 29
16 3

38b

9 9 47 9 26 3 25 48 11 3 48 47 37 36 43 43 24 47 30 34 47 30 27 24 47 47 25 29 15 3 43 28 29 29 16
34
47 3 3 3 16 16 9 29 11 18 29 9 9
12
12
29f/28
12a 29b
38a 41b 12b 34a 41a
47 25 47 9
10
3a 38c
38
34
18
17 12
14 17
REAR LUBE
41 18 9 24 27 34 13 34 35 39 31 24 22
44
9 22
12 14 12 47 10 47
24
11 22
#10
30b 47 14 34f
27
13 47
24 47 9 33
33
25a 36 17 32 28 26 9 47 47 25 9 44 11 25 25 9p
35
33
24m/25 24g 16 24k/25 24h 7 5 31c 33c 43a 25b
34e 31b 36a
38e/39
9g 9k/10
28
24f 24e 31a
24c
33a
35d/36 20 33b
37
36
33 9 20 33
43b/44 37a
17f
48b
35b 35c/39 35e/36 31 20a 20b 17g 30
48a 26a 3c 11b
28a
32a 25f
9f
26b
9c 11a 3b 25e 9d/10
25g
26 3 47
11
#7 (40)
9 47 47
#1
21
32 9e
25d 9a
9b
#3
41
47
38
43 47
(38)

19
#2
#12
43
12 29 29 29 47 29 29 15 9 9 34 27 30 34 32 25 25 24 25 31 43 43 48 48 37 28 25 26 9 26 3 26 11 3 9 9 11 25 9 9 25 20 21 21 33 36 32 27 24 33 31 33 31 36 17 35 20 9 20 20 22 35 34 34 27 24 24 24 39 39 9 24 13 10 10 13 29 15 38 41 18 24 24 17 41 38 16 18 12 38 41 12 34 18 18 18 17 42 44 44 9 22 10 14 12 34 17 14 12 42 38 41 14

12 29 15 40 9 29 15 29 11 30 30 34 25 24 31 43 25 48 48 26 9 3 9 25 9 26 25 11 3 25 9 10 9 44 33 37 36 28 25 11 25 20 21 32 31 33 33 17 20 17 9 24 24 22 27 29 35 34 31 35 9 35/39 20 10 47 24 34 13 24 10 23 9 9 34 13 43 29 29 15 18 38 41 18 24 28 16 12 17 41 17 42 44 43 24 22 38 34 38 3 12 17 41 34 18 17 12 14 42 12 9 22 14 38 41 14
2-4 SERVO BORE

16 47 9
16
11
28 44
29
#7/(40)
(11)
30
11
27 24
24 38
25
25
43
21
25
25 9
25 20
Figure 86
FOLDOUT 89
(50)
38
17
47
42
19
12
9o
43 11 26 28 25 47 3 47 17 17 31 33 32 17 11 22 35 34 15 9 18 42 17 12 38 15 12 3 17 34 41 18 3 34 13 31 24 38 24 41 42 43 17 24 43 17 12 14 42 9 22 47 27 24 13 23 47 35 47 20 20 9 10 11
47
#6
#5
47
#8
31
33 24
25
10b/23
29
47
(49)
18
20c
20e/21 20d/21 21a
#4
47
9 40
47
43
5 8 37 29 18
43
43
16
5 37 29 18 8
16
(237)
11
16
(237)
46 3 47 16 37
47
29
3 16
43
(232)
43
(10)
8
8

45 8
43
(39)
7

7 3
(10)

48
48 18 11 29 16 3 37
37
(237)

14
47

2ND & 4TH SERVO
EX
EX
11
LUBE

RELEASE
2ND CL
REV INPUT
EX
4TH
APPLY
OVERRUN CLUTCH
OVERRUN CLUTCH
ORIFICED ACCUM
ACCUMULATOR OVERRUN
20d
29e
TORQUE SIGNAL
20c
26b
31c
AFL
LUBE
17g
COOLER
CASE (8)
21
9e
10
TORQUE SIGNAL
3RD
REVERSE INPUT
LUBE
EX
48a

LUBE
D3
D3
EX
EX
EX
COOLER
DECREASE
2ND CLUTCH
OVERRUN
EX
4TH
2ND CL
4TH SIGNAL
CL
D4-3-2
RELEASE
EX
D2
EX
D3
D2
43a 32a 27a 22b
D4
EX
LINE
4TH
LINE
EX
EX
EX
3-4 SIGNAL D3
4TH
2-3 SHIFT VALVE
2-3 SHUTTLE
3-4 SIGNAL
EX
PRESS REG
CONV FD LINE
1-2 SIGNAL
AFL
3-4 SHIFT VALVE
EX
2ND
D4-3-2
EX
CONV FD
REGULATED APPLY
REVERSE INPUT
SUCTION
3-4 13 27c 29
LO
D2
EX
EX
CL
1-2 SHIFT VALVE

O EX

24d 24c
REVERSE
(238) (237)
3-2
3-4
CLUTCH
OVERRUN
40
14
SIGNAL
CASE (8)
D3
3-4 CLUTCH
EX
EX
EX
EX
EX
OFF
D4
OFF
EX OVERRUN CLUTCH

9o
PR LO/REV
AFL
EX
9n
ACCUM

LINE
15d 16a
R N D 3 2 1
38c 38b 38a
D2
EX
29f
EX
LINE
2ND 2ND 2ND CL
12 29g 28
3RD ACCUM
D4
D3
D2
3RD
REGULATED APPLY
3c
3b
LINE
3a 28a 15a
LINE
D3

PR
LO
REVERSE
EX
12e
LO
#2
28
MANUAL VALVE
PR D2 D3
12d 12c 12b
REVERSE
D4
REVERSE INPUT
D3
OVERRUN CL FD
FLUID PRESSURES
FORWARD CLUTCH FEED
18c
SUCTION
2ND CLUTCH
2ND CL
FILTER (72)
2ND
2ND CL
35b
39
36
25
36
16
20
16
25
17
16
22
18

FORWARD CLUTCH FEED
35d
35c
24k
15b
24m
17a
35e
25d
15c
17b
24h
24g
25a
25b
25e
18b
12a
18a
41a
41b
41d
34b
36a
34a
17c
41c
38e
21
18
PR
D4 2ND
39
OVERRUN
ORIFICED D2

90
Figure 87
PR
#3
#12
D3
#8
LO
#5
#6
D4 D2
D4-N.O.
FWD CL FEED D2
D2
REVERSE INPUT
D4 2ND
TFP SWITCH ASSEMBLY
LO
TEMP SENSOR
D3
29c 29a 29b
3-2 CONTROL
ACTUATOR FEED LIMIT

FORWARD ABUSE
LO OVERRUN
42b
27 23 14c
FWD CL FD
LO/REVERSE LO/1ST
14a 14b
PR
REV INPUT
LO/1ST
EX
PUMP ASSEMBLY (4)
TORQUE SIG
29d
3-4 CLUTCH
D4-3-2
EX
2ND CLUTCH
OFF
24b 24a 44a
2ND
ORIFICED EX EX
43c
44 26
D4 2ND D2
EX (237)
27b
3-2 DOWNSHIFT
REV ABUSE
LO/REVERSE
29
#4
REVERSE INPUT
ORIFICED EX
EX
BOOST VALVE
22 10c 25 24e
D4
30a 27d 22a
1-2 SIGNAL
EX
EX
COOLER
13b
LO
LO/1ST

42a 17d
1-2 SIGNAL
24f
FILTERED AFL
1-2 SIGNAL
3-4 SIGNAL
EX
AFL
9g
FILTER (49)
D4-3-2
10 10a
28
9k
ON
43b
44
ORF EX
3-4
3-4 RELAY
4-3 SEQUENCE VALVE
29 23 10b
13a
11c 30b
30
20b 38d
PR
10

EX
48b 11b
FILTER (232)
ACCUMULATOR
33b 20a 17e
ACCUM VALVE
CASE (8)
AIR BLEED (240)
ACTUATOR FEED LIMIT

EX EX EX
ISOLATOR VALVE
EX
REGULATED APPLY

D4
2ND CLUTCH
25g
1-2 ACCUMULATOR
9m
9h
ACCUMULATOR
AFL
D3
D3 LINE
21
32
31
18
AFL
D4
3-4 ACCUMULATOR D4
20e
11a
34d
34e
37a
31b
35a
26a
33a
31a
34c
33c
9a
21a
34f
25f
17f
9p
9b
9c
9f
AFL
AFL
9d
#1
ORF ACC
ACCUM
FILTER (50)
#9
OVERRUN CLUTCH
#7
3RD ACCUM
LUBE OVERRUN
REAR LUBE 24
FORWARD CLUTCH FEED
2ND CLUTCH
2ND CLUTCH
#10
ACTUATOR FEED LIMIT
PR LO/REVERSE
3-4 ACCUMULATOR
EX
19
3-4 ACCUM

With the transmission operating in Third gear, a 3-2 downshift can occur due to minimum or heavy throttle conditions or increased load on the engine. A 3- 2 downshift occurs when the powertrain control module (PCM) receives the appropriate input signals to de-energize (turn OFF) the 2-3 shift solenoid valve.
3-2 FLARE OR TIE-UP
3-2 Control Solenoid (394)

Shorted or damaged Contamination Damaged seal
2-4 BAND APPLIED
OVERRUN CLUTCH
3-4 CLUTCH
LO-ROLLER CLUTCH
LO/REV CLUTCH
90A

PASSAGES
COMPONENTS (
(8) (10) (11) (38) (39) (40) (49) (50) (61) (91) (232) (237) (238) (240)
90B

45 47 3 2 4 2 3 43 1 48 16 4
46
(240)
2 47
2 3
45
(240)
47
45
(240)
(232)
3 3 4 2 1
8 43 3 4 5 7
8 2 43
4 5
13
3 16
43
6 48 1
5 8 37 29 18
43
43
16
5 37 29 18
4 37
(238)
4
16
47
46 43
(237)
16
11 29
43 43
47 37
(237)
11
47 29
46 3 47 16 37

37
37
(237)
1
3 16 29 11 18

38 41 3 29 16 47 16 29 15 29 11 47 18 30 34 25 47 37 43 37 48 48 47 9 28
32

38 41 34 15b/16
48
37
18
11 29
16 3

38b

9 9 47 9 26 3 25 48 11 3 48 47 37 36 43 43 24 47 30 34 47 30 27 24 47 47 25 29 15 3 43 28 29 29 16
34
47 3 3 3 16 16 9 29 11 18 29 9 9
12
12
29f/28
12a 29b
38a 41b 12b 34a 41a
47 25 47 9
10
3a 38c
38
34
18
17 12
14 17
REAR LUBE
41 18 9 24 27 34 13 34 35 39 31 24 22
44
9 22
12 14 12 47 10 47
24
11 22
#10
30b 47 14 34f
27
13 47
24 47 9 33
33
25a 36 17 32 28 26 9 47 47 25 9 44 11 25 25 9p
35
33
24m/25 24g 16 24k/25 24h 7 5 31c 33c 43a 25b
34e 31b 36a
38e/39
9g 9k/10
28
24f 24e 31a
24c
33a
35d/36 20 33b
37
36
33 9 20 33
43b/44 37a
17f
48b
35b 35c/39 35e/36 31 20a 20b 17g 30
48a 26a 3c 11b
28a
32a 25f
9f
26b
9c 11a 3b 25e 9d/10
25g
26 3 47
11
#7 (40)
9 47 47
#1
21
32 9e
25d 9a
9b
#3
41
47
38
43 47
(38)
19
#2
#12
43

12 29 29 29 47 29 29 15 9 9 34 27 30 27 24 33 43 43 37 28 25 26 26 11 3 9 11 25 9 9 25 20 21 21 9 25 9 25 9 10 9 3 33 36 32 31 33 31 36 17 35 20 9 20 26 26 25 11 3 9 20 48 25 48 22 35 34 34 27 24 24 24 39 39 9 24 13 10 10 13 29 15 38 41 18 24 24 17 41 38 16 18 12 38 41 12 34 18 18 18 17 42 44 44 9 22 10 30 30 34 25 24 31 43 44 33 37 36 28 25 11 25 20 21 32 31 33 33 17 20 17 9 24 24 14 11 22 27 29 35 34 31 35 9 35/39 20 10 47 24 34 13 24 10 23 12 29 34 17 14 12 42 9 38 41 14 40 29 15 9 9 34 13 15 43 29 29 15 18 38 41 18 24 28 16 12 17 41 17 42 44 43 24 22 12 29 38 34 38 3 12 17 41 34 18 17 12 14 42 12 9 22 14 38 41 14
2-4 SERVO BORE

16 47 9
16
11
28 44
29
#7/(40)
(11)
30 34 32 25 24 25 31 25 25
11
27 24
24 38
25
48
48
9 43 9
26
21
25
25 9
25 20
Figure 88
FOLDOUT 91
(50)
38
17
47
42
19
12
9o
43 11 26 28 25 47 3 47 17 17 31 33 32 17 11 22 35 34 15 9 18 42 17 12 38 15 12 3 17 34 41 18 3 34 13 31 24 38 24 41 42 43 17 24 43 17 12 14 42 9 22 47 27 24 13 23 47 35 47 20 20 9 10 11
47
#6
#5
47
#8
31
33 24
25
10b/23
29
47
(49)
18
20c
20e/21 20d/21 21a
#4
47
9 40
47
43
(232)
43
(10)
8
8

45 8
43
(39)
7

7 3
(10)
48
48 18 11 29 16 3 37

(237)
37
14
47


EX
EX
11
3RD ACCUM #7
LUBE
RELEASE
2ND CL
EX
4TH
APPLY
OVERRUN CLUTCH
OVERRUN CLUTCH
ORIFICED ACCUM
20d
34d
34f
TORQUE SIGNAL
33a
20c
26b
31c
17g
COOLER
21
9e
10
AFL
TORQUE SIGNAL
REVERSE INPUT
LUBE
EX
LUBE
48a

D3
D3
EX
EX
COOLER
DECREASE
11c
6
2ND CLUTCH
OVERRUN
EX
ACC SERVO FD 2ND
4TH
4TH SIGNAL
2ND CL
3-4 CL
30b
5
D4-3-2
RELEASE
EX
3-4
D2
EX
32a 27a
22b
D4
LINE
EX
AFL
4TH
4TH
2-3 SHIFT VALVE

EX EX
2-3 SHUTTLE
EX EX
FILTER (49)
D4-3-2
D2
43a
3-4 SIGNAL
PRESS REG
CONV FD LINE
1-2 SIGNAL
AFL
EX
LO
EX
CONV FD
LO
REGULATED APPLY
REVERSE INPUT
EX
EX
SUCTION
13 27c 29
D2
1-2 SHIFT VALVE

O EX

24d 24c
(238) (237)
OVERRUN
CASE (8)
D3
14
29c 29a 29b

3-4 CLUTCH
EX
EX
EX
EX

EX
ON
ACTUATOR FEED LIMIT

FORWARD ABUSE
3-2 CONTROL
LO OVERRUN
27
D4
OFF
EX
9o
PR LO/REV
AFL
EX
42b
FWD CL FD
LO/REVERSE LO/1ST
23 14c
OVERRUN CLUTCH
9n
14a
3RD ACCUM

LINE
14b 38c 38b 38a
15d
16a 29f
R N D 3 2 1
D2
EX
EX
LINE
2ND 2ND 2ND CL
12 29g 28

D4
D3
D2
REGULATED APPLY
3c

3b 3a

D3
LO
EX
LINE
LINE
28a 15a
D3

LO
#2
28
MANUAL VALVE
12e
PR D2 D3
12d 12c 12b
REVERSE
REVERSE INPUT
D4
OVERRUN CL FD
FLUID PRESSURES
FORWARD CLUTCH FEED
18c
SUCTION
2ND CLUTCH
2ND CL
FILTER (72)
2ND
2ND CL
35c
24k
15b
17a
35b
39
36
25
36
16
20
16
25
17
16
22
18

FORWARD CLUTCH FEED
35d
24m
35e
25d
15c
17b
24h
24g
25a
25b
25e
18b
12a
18a
41a
41b
41d
34b
36a
34a
17c
41c
38e
21
18
PR
D4 2ND
39
OVERRUN
ORIFICED D2

92
Figure 89
PR
#3
#12
D3
#8
LO
#5
#6
D4 D2
D4-N.O.
FWD CL FEED D2
D2
REVERSE INPUT
D4 2ND
TFP SWITCH ASSEMBLY
LO
TEMP SENSOR
D3
PR
REV INPUT
LO/1ST
PUMP ASSEMBLY (4)
TORQUE SIG
29d 40
3-4 CLUTCH
D4-3-2 EX
EX
REVERSE
2ND CLUTCH
OFF
24b 24a 44a
2ND
ORIFICED EX EX
43c
44 26
D4 2ND D2
EX (237)
27b

3-2 DOWNSHIFT

REV ABUSE
LO/REVERSE
29
#4 3-4 CL
REVERSE INPUT
ORIFICED EX
EX
BOOST VALVE
22 10c 25 24e
D4
30a 27d 22a 1-2
SIGNAL
1-2 SIGNAL
EX
EX
LO/1ST
COOLER
3-4 SHIFT VALVE
2ND
24f 13b
D4-3-2
42a 17d
FILTERED AFL
LINE
EX

D3
9g
10 10a 9k
OFF

3-4 SIGNAL
28
43b
44
ORF EX
3-4 RELAY
4-3 SEQUENCE VALVE
30
20b 38d
13a
29 23 10b
PR
10

FILTER (232)
11b

ACCUM VALVE
48b
EX
EX

33b
ACCUMULATOR
20a 17e
CASE (8)
AIR BLEED (240)
ACTUATOR FEED LIMIT

EX EX EX
ISOLATOR VALVE
EX
REGULATED APPLY

D4
2ND CLUTCH
25g
1-2 ACCUMULATOR
ACCUMULATOR
CASE (8)
AFL
D3
D4
D3 LINE
LUBE
21
32
31
18
9m
9h
AFL
3-4 ACCUMULATOR D4

20e
29e
11a
34e
37a
31b
35a
26a
31a
34c
33c
9a
21a
25f
17f
9p
9b
9c
9f
AFL
AFL
9d
#1
ORF ACC
ACCUM
FILTER (50)
#9
REV INPUT

OVERRUN CLUTCH
LUBE
REAR LUBE 24
OVERRUN
2ND CLUTCH
2ND CLUTCH
#10

FORWARD CLUTCH FEED
ACTUATOR FEED LIMIT
PR LO/REVERSE

3-4 ACCUMULATOR
EX
19
3-4 ACCUM

A manual 4-3 downshift can be accomplished by moving the gear selector lever into the Manual Third position (D) when the transmission is operating in Overdrive Range - Fourth Gear D .
NO OVERRUN BRAKING-MANUAL 3-2-1
External Linkage
Not adjusted properly
Input Clutch Assembly

Turbine shaft oil passages plugged or not drilled Turbine shaft sealing balls loose or missing Overrun piston checkball not sealing
Valve Body Assembly

Checkball mispositioned 4-3 sequence valve stuck
2-4 BAND
OVERRUN CLUTCH APPLIED
3-4 CLUTCH APPLIED
LO-ROLLER CLUTCH
LO/REV CLUTCH
92A

(from Overdrive Range Fourth Gear) PASSAGES
COMPONENTS (
(8) (10) (11) (38) (39) (40) (49) (50) (61) (91) (232) (237) (238) (240)
92B

45 47 3 2 4 2 3 8 43 3 4 5 7 1 48 16 4
46

45 47 8 2 43
(240)
2
2 3
45
(240)
47
(240)
(232)
3 3 4 2 1
4 5
13
3 16
43
48 4
4 37
(238)
4
47
46 43
11 29
43 43
47 37
37
37
(237)
1

38 41 3 29 16 47 16 29 15 29 11 47 18 30 34 25 47 37 37 48 48 47 9 28
32

38 41 34 15b/16
29 11 18
48
37
18
11 29
16 3

38b

9 9 47 9 26 3 25 48 11 3 48 47 37 36 43 43 24 47 30 34 47 30 27 24 47 47 25 29 15 3 43 28 29 29 16
34
47 3 3 3 16 16 9 29 11 18 29 9 9
12
12
29f/28
12a 29b
38a 41b 12b 34a 41a
47 25 47 9
10
3a 38c
38
34
18
17 12
14 17
REAR LUBE
41 18 9 24 27 34 13 34 35 39 31 24 22
44
9 22
12 14 12 47 10 47
24
11 22
#10
30b 47 14 34f
27
13 47
24 47 9 33
33
25a 36 17 32 28 26 9 47 47 25 9 44 11 25 25 9p
35
43
33
24m/25 24g 16 24k/25 24h 7 5 31c 33c 43a 25b
34e 31b 36a
38e/39
9g 9k/10
28
24f 24e 31a
24c
33a
35d/36 20 33b
37
36
33 9 20 33
43b/44 37a
17f
48b
35b 35c/39 35e/36 31 20a 20b 17g 30
48a 26a 3c 11b
28a
32a 25f
9f
26b
9c 11a 3b 25e 9d/10
25g
26 3 47
11
#7 (40)
9 47 47
#1
21
32 9e
25d 9a
9b
#3
41
47
38
43 47
(38)

19
#2
#12
43

12 29 29 29 47 29 29 15 9 9 34 27 30 27 24 33 43 43 37 28 25 26 26 11 3 9 11 25 9 9 25 20 21 21 9 25 9 25 9 10 9 3 33 36 32 31 33 31 36 17 35 20 9 20 26 26 25 11 3 9 20 48 25 48 22 35 34 34 27 24 24 24 39 39 9 24 13 10 10 13 29 15 38 41 18 24 24 17 41 38 16 18 12 38 41 12 34 18 18 18 17 42 44 44 9 22 10 30 30 34 25 24 31 43 44 33 37 36 28 25 11 25 20 21 32 31 33 33 17 20 17 9 24 24 14 11 22 27 29 35 34 31 35 9 35/39 20 10 47 24 34 13 24 10 23 12 29 34 17 14 12 42 9 38 41 14 40 29 15 9 9 34 13 15 43 29 29 15 18 38 41 18 24 28 16 12 17 41 17 42 44 43 24 22 12 29 38 34 38 3 12 17 41 34 18 17 12 14 42 12 9 22 14 38 41 14
2-4 SERVO BORE

16 47 9
16
11
28 44
29
#7/(40)
(11)
30 34 32
11
27 24
25 25 24
24 38
25 31
25
25
48
48
9 43 9
26
21
25
25 9
25 20
Figure 90
FOLDOUT 93
(50)
38
17
47
42
19
12
9o
43 11 26 28 25 47 3 47 17 17 31 33 32 17 11 22 35 34 15 9 18 42 17 12 38 15 12 3 17 34 41 18 3 34 13 31 24 38 24 41 42 43 17 24 43 17 12 14 42 9 22 47 27 24 13 23 47 35 47 20 20 9 10 11
47
#6
#5
47
#8
31
33 24
25
10b/23
29
47
(49)
18
20c
20e/21 20d/21 21a
#4
47
9 40
47
43
5 8 37 29 18
43
43
16
5 37 29 18
16
(237)
11
16
(237)
46 3 47 16 37

47
29
3 16
43
(232)
43
(10)
8
8

45 8
43
(39)
7

7 3
(10)
48
48 18 11 29
16 3
(237)
37
37

14
47


2ND & 4TH SERVO
EX
EX
11
LUBE

RELEASE
2ND CL
REV INPUT
EX
4TH
APPLY
OVERRUN CLUTCH
OVERRUN CLUTCH
ORIFICED ACCUM
FORWARD CLUTCH FEED

2ND CLUTCH

OVERRUN
ACCUMULATOR OVERRUN
20d
29e
35a
34d
34f
TORQUE SIGNAL
20c
26b
31c
AFL
TORQUE SIGNAL
3RD
REVERSE INPUT
LUBE
48a

LUBE
D3
D3
EX
EX
COOLER
DECREASE
2ND CLUTCH
OVERRUN
EX
4TH
2ND CL
4TH SIGNAL
CL
D4-3-2
RELEASE
EX
D2
EX
D3
EX
EX
EX
27a 22b
3-4 SIGNAL D3
EX
32a
D4
LINE
4TH
LINE
4TH
2-3 SHIFT VALVE
2-3 SHUTTLE
3-4 SIGNAL
EX
PRESS REG
CONV FD LINE
1-2 SIGNAL
AFL
EX
COOLER
3-4 SHIFT VALVE

EX
2ND
D4-3-2
13b
EX
EX
CONV FD
REGULATED APPLY
REVERSE INPUT
SUCTION
3-4 13 27c 29
LO
D2
EX
EX
CL
1-2 SHIFT VALVE

O EX

24d 24c
REVERSE
(238) (237)
3-2
3-4
CLUTCH
OVERRUN
40
14
SIGNAL
CASE (8)
D3
3-4 CLUTCH
EX
EX
EX
EX
EX
OFF
D4
OFF
EX
9o
PR LO/REV
AFL
3RD ACCUMULATOR ACTUATOR FEED LIMIT P
EX
OVERRUN CLUTCH
9n
ACCUM

LINE
15d 16a
R N D 3 2 1
38c 38b 38a
D2
EX
29f
EX
LINE
2ND 2ND 2ND CL
12 29g 28
3RD ACCUM
D4
D3
D2
3RD
REGULATED APPLY
LO
3c
REVERSE PR

EX
3b
LINE
3a

LINE
28a 15a
D3
D3

LO
#2
28
MANUAL VALVE
12e
PR D2 D3
12d 12c 12b
REVERSE
REVERSE INPUT
D4
OVERRUN CL FD
FLUID PRESSURES
FORWARD CLUTCH FEED
18c
SUCTION
2ND CLUTCH
2ND CL
FILTER (72)
2ND
2ND CL
35d
35c
35e
24m
25d
15c
17b
24h
24g
25a
25b
25e
18b
12a
18a
41a
41b
41d
34b
36a
35b
39
36
25
36
16
20
16
25
17
34a
17c
41c
38e
24k
15b
17a
16
22
18

FORWARD CLUTCH FEED

21
18
PR
D4 2ND
39
OVERRUN
ORIFICED D2
94
Figure 91
PR
#3
#12
D3
#8
LO
#5
#6
D4 D2
D4-N.O.
FWD CL FEED D2
D2
REVERSE INPUT
D4 2ND
TFP SWITCH ASSEMBLY
LO
TEMP SENSOR
D3
29c 29a 29b
3-2 CONTROL
ACTUATOR FEED LIMIT

FORWARD ABUSE
PR
REV INPUT
LO/1ST
EX
LO OVERRUN
PUMP ASSEMBLY (4)
TORQUE SIG
29d
3-4 CLUTCH
D4-3-2
EX
2ND CLUTCH
OFF
24b 24a 44a
2ND
ORIFICED EX EX
43c
44 26
27
42b
FWD CL FD
LO/REVERSE LO/1ST
23 14c
14a 14b
D4 2ND D2

EX (237)
27b
3-2 DOWNSHIFT
REV ABUSE
LO/REVERSE
29
#4
REVERSE INPUT
ORIFICED EX
EX
BOOST VALVE
22 10c 25 24e
D4
30a 27d 22a
1-2 SIGNAL
LO
LO/1ST

42a 17d
24f
1-2 SIGNAL
FILTERED AFL
1-2 SIGNAL
3-4 SIGNAL
EX
AFL
D2
43a
9g
FILTER (49)
D4-3-2
10 10a
28
9k
ON
43b
44
ORF EX
3-4
3-4 RELAY
4-3 SEQUENCE VALVE
13a
29 23 10b
11c 30b
30
20b 38d
PR
10
EX
EX
48b 11b
FILTER (232)

ACCUMULATOR
33b 20a 17e
ACCUM VALVE
CASE (8)

AIR BLEED (240)

EX
ACTUATOR FEED LIMIT

EX EX EX
ISOLATOR VALVE
EX
REGULATED APPLY

D4
2ND CLUTCH
25g
1-2 ACCUMULATOR
9m
9h
ACCUMULATOR
CASE (8)
AFL
D3
D3 LINE
LUBE
17g
COOLER
21
9e
10
21
32
31
18
AFL
D4
3-4 ACCUMULATOR D4
20e
11a
34e
37a
31b
26a
33a
31a
34c
33c
9a
21a
25f
17f
9p
9b
9c
9f
AFL
AFL
9d
#1
ORF ACC
ACCUM
FILTER (50)
#9
OVERRUN CLUTCH
#7
3RD ACCUM
LUBE
REAR LUBE 24
2ND CLUTCH
#10
ACTUATOR FEED LIMIT
PR LO/REVERSE
3-4 ACCUMULATOR
EX
19
3-4 ACCUM

A manual 3-2 downshift can be accomplished by moving the gear selector lever into the Manual Second (2) position when the transmission is operating in Third gear. This causes the transmission to shift immediately into Second gear and prevents the transmission from upshifting to either Third or Fourth gears.
External Linkage

Valve Body Assembly

2-4 BAND APPLIED
3-4 CLUTCH
LO-ROLLER CLUTCH
LO/REV CLUTCH
94A

(from Manual Third Third Gear) PASSAGES
COMPONENTS (
(8) (10) (11) (38) (39) (40) (49) (50) (61) (91) (232) (237) (238) (240)
94B

45 47 3 2 4 2 3 8 43 3 4 5 7 1 48 16 4
46

45 47 8 2 43
(240)
2
2 3
45
(240)
47
(240)
(232)
3 3 4 2 1
4 5
13
3 16
43
48 4
4 37
(238)
4
47
46 43
11 29
43 43
47 37
37
37
(237)
1

38 41 3 29 16 47 16 29 15 29 11 47 18 30 34 25 47 37 37 48 48 47 9 28
32

38 41 34 15b/16
29 11 18
48
37
18
11 29
16 3

38b

9 9 47 9 26 3 25 48 11 3 48 47 37 36 43 43 24 47 30 34 47 30 27 24 47 47 25 29 15 3 43 28 29 29 16
34
47 3 3 3 16 16 9 29 11 18 29 9 9
12
12
29f/28
12a 29b
38a 41b 12b 34a 41a
47 25 47 9
10
3a 38c
38
34
18
17 12
14 17
REAR LUBE
41 18 9 24 27 34 13 34 35 39 31 24 22
44
9 22
12 14 12 47 10 47
24
11 22
#10
30b 47 14 34f
27
13 47
24 47 9 33
33
25a 36 17 32 28 26 9 47 47 25 9 44 11 25 25 9p
35
43
33
24m/25 24g 16 24k/25 24h 7 5 31c 33c 43a 25b
34e 31b 36a
38e/39
9g 9k/10
28
24f 24e 31a
24c
33a
35d/36 20 33b
37
36
33 9 20 33
43b/44 37a
17f
48b
35b 35c/39 35e/36 31 20a 20b 17g 30
48a 26a 3c 11b
28a
32a 25f
9f
26b
9c 11a 3b 25e 9d/10
25g
26 3 47
11
#7 (40)
9 47 47
#1
21
32 9e
25d 9a
9b
#3
41
47
38
43 47
(38)
19
#2
#12
43

12 29 29 29 47 29 29 15 9 9 34 27 30 27 24 33 43 43 37 28 25 26 26 11 3 9 11 25 9 9 25 20 21 21 9 25 9 25 9 10 9 3 33 36 32 31 33 31 36 17 35 20 9 20 26 26 25 11 3 9 20 48 25 48 22 35 34 34 27 24 24 24 39 39 9 24 13 10 10 13 29 15 38 41 18 24 24 17 41 38 16 18 12 38 41 12 34 18 18 18 17 42 44 44 9 22 10 30 30 34 25 24 31 43 44 33 37 36 28 25 11 25 20 21 32 31 33 33 17 20 17 9 24 24 14 11 22 27 29 35 34 31 35 9 35/39 20 10 47 24 34 13 24 10 23 12 29 34 17 14 12 42 9 38 41 14 40 29 15 9 9 34 13 15 43 29 29 15 18 38 41 18 24 28 16 12 17 41 17 42 44 43 24 22 12 29 38 34 38 3 12 17 41 34 18 17 12 14 42 12 9 22 14 38 41 14
2-4 SERVO BORE

16 47 9
16
11
28 44
29
#7/(40)
(11)
30 34 32 25 24 25 31 25 25
11
27 24
24 38
25
48
48
9 43 9
26
21
25
25 9
25 20
Figure 92
FOLDOUT 95
(50)
38
17
47
42
19
12
9o
43 11 26 28 25 47 3 47 17 17 31 33 32 17 11 22 35 34 15 9 18 42 17 12 38 15 12 3 17 34 41 18 3 34 13 31 24 38 24 41 42 43 17 24 43 17 12 14 42 9 22 47 27 24 13 23 47 35 47 20 20 9 10 11
47
#6
#5
47
#8
31
33 24
25
10b/23
29
47
(49)
18
20c
20e/21 20d/21 21a
#4
47
9 40
47
43
5 8 37 29 18
43
43
16
5 37 29 18
16
(237)
16
(237)
11
47 29
46 3 47 16 3 16 37 1 37

43
(232)
43
(10)
8
8

45 8
43
(39)
7

7 3
(10)
48
48 18 11 29
16 3
(237)
37

14
47


EX
EX
11
LUBE

3RD ACCUM #7
RELEASE
2ND CL
EX
4TH
APPLY
OVERRUN CLUTCH
OVERRUN CLUTCH
ORIFICED ACCUM
FORWARD CLUTCH FEED

ACTUATOR FEED LIMIT
ORF ACC
ACCUM
20d
34d
34f
TORQUE SIGNAL
20c
26b
31c
AFL
TORQUE SIGNAL
REVERSE INPUT
LUBE
LUBE
48a
D3
D3
EX
EX
COOLER
DECREASE
11c
6
EX
2ND CLUTCH
OVERRUN
4TH
30b
2ND CL
4TH SIGNAL
3-4 CL
D4-3-2
RELEASE
EX
D2
EX
D3
32a 27a
D4
LINE
4TH
4TH
EX
2-3 SHIFT VALVE

EX
2-3 SHUTTLE
EX EX
3-4 SIGNAL

3-4 SIGNAL
EX
22b
PRESS REG
CONV FD LINE
AFL
COOLER
EX
EX
EX
EX
D4
BOOST VALVE
EX
CONV FD
REGULATED APPLY
REVERSE INPUT
EX
EX
SUCTION
REVERSE
O EX
OVERRUN
40

PR
CASE (8)
REV INPUT

LO/1ST
(237)
3-2 SIGNAL
14
29c
ACTUATOR FEED LIMIT

FORWARD ABUSE
EX
43c
44 26
D3
3-4 CLUTCH
EX
EX
EX
29b
EX
OFF
27
D4
3RD ACCUM
29f
12 29g 28
28
EX
LINE
2ND 2ND 2ND CL
D4
D3
D2
LINE
3a 28a 15a
LINE

D3
REVERSE
REVERSE INPUT
D4
OVERRUN CL FD
SUCTION
2ND
2ND CL
35d
35c
24k 25
38e
15b
17a
25d
35e
24m
17b
41a
15c
16
24h
24g
25a
25b
25e
18b
12a
18a
41b
41d
34b
36a
35b
39
36
36
16
20
17
41c
34a
17c
16
22
18
21

D4 2ND
OVERRUN
ORIFICED D2
D4 ORIFICED D2 2ND
96
Figure 93
25
18
39
FORWARD CLUTCH FEED
PR
PR
#3
#12
D3
#8
LO
#5
#6
D4 D2
D4-N.O.
12b
2ND CL
2ND CLUTCH
FILTER (72)
FWD CL FEED D2
D2
REVERSE INPUT
D4 2ND
FLUID PRESSURES
FORWARD CLUTCH FEED
18c
TFP SWITCH ASSEMBLY
D2 D3
12c
LO-N.O.
TEMP SENSOR LO
D3
D3

PR
12d
3b
REGULATED APPLY
LO
3c
REVERSE PR
EX
12e
LINE
3RD ACCUM
LO
#2
MANUAL VALVE
38a
OVERRUN CLUTCH
9n
LO/1ST
14a
14b 38c 38b
15d
16a

R N D 3 2 1
D2
EX
OFF
EX
9o
PR LO/REV
AFL
EX
42b
23 14c
FWD CL FD
LO/REVERSE
EX
29a
3-2 CONTROL
LO OVERRUN
ORIFICED EX EX
(238)
3-4 CLUTCH
PUMP ASSEMBLY (4)
2ND
TORQUE SIG
29d
3-4 CLUTCH
D4-3-2
EX
2ND CLUTCH
ON
24b
24a 44a
2ND
24c
D4
D2
EX (237)
LO
13 27c 29
D2
1-2 SHIFT VALVE
24d
3-2 DOWNSHIFT
REV ABUSE
27b
LO/REVERSE
29
REVERSE INPUT
ORIFICED
EX
#4 3-4 CL
22 10c 25 24e
1-2 SIGNAL
1-2 SIGNAL
30a 27d 22a
LO
LO/1ST
42a
17d
3-4 SHIFT VALVE
D4-3-2
13b
1-2 SIGNAL
2ND 24f
FILTERED AFL
LINE
D3
1-2 SIGNAL
3-4 SIGNAL
EX
AFL
FILTER (49)
D4-3-2
D2
43a
9g
10 10a
28
9k
ON
43b
44
ORF EX
3-4 RELAY
4-3 SEQUENCE VALVE
30
20b 38d 13a

29 23 10b
PR
10

EX
EX
48b 11b

FILTER (232)
ACCUMULATOR
33b 20a 17e
ACCUM VALVE

CASE (8)

AIR BLEED (240)

EX
EX
EX
EX
EX
REGULATED APPLY
ISOLATOR VALVE
9m
9h
ACTUATOR FEED LIMIT

D4
2ND
CLUTCH
25g
1-2 ACCUMULATOR
ACCUMULATOR
CASE (8)
AFL
D3
D3 LINE
LUBE
17g
COOLER
21
9e
10
21
32
31
18
AFL
D4
3-4 ACCUMULATOR D4
20e
29e
11a
34e
37a
31b
35a
26a
33a
31a
34c
33c
9a
21a
25f
17f
9p
9b
9c
9f
AFL
AFL
9d
EX
19
3-4 ACCUM
#1
FILTER (50)
3-4 ACCUMULATOR
2ND CLUTCH
#9
REV INPUT

OVERRUN CLUTCH
LUBE OVERRUN
REAR LUBE 24
2ND CLUTCH
#10
PR LO/REVERSE

A manual 2-1 downshift can be accomplished by moving the gear selector lever into the Manual First (1) position when the transmission is operating in Second gear. If vehicle speed is below approximately 56 km/h (35 mph) the transmission will shift into First gear. Above this speed, the transmission will shift into a Manual First - Second Gear condition until vehicle speed slows sufficiently.
External Linkage

Valve Body Assembly

2-4 BAND
3-4 CLUTCH
LO-ROLLER CLUTCH HOLDING
96A

(from Manual Second Second Gear) PASSAGES
COMPONENTS (
(8) (10) (11) (38) (39) (40) (49) (50) (61) (91) (232) (237) (238) (240)
96B

45 47 3 2 4 2 3 8 43 3 4 5 7 1 48 16 4
46

45 47 8 2 43
(240)
2
2 3
45
(240)
47
(240)
(232)
3 3 4 2 1
4 5
13
3 16
43
48 4
4 37
(238)
4
47
46 43
11 29
43 43
47 37
37
37
(237)
1

38 41 3 29 16 47 16 29 15 29 11 47 18 30 34 25 47 37 37 48 48 47 9 28
32

38 41 34 15b/16
29 11 18
48
37
18
11 29
16 3

38b

9 9 47 9 26 3 25 48 11 3 48 47 37 36 43 43 24 47 30 34 47 30 27 24 47 47 25 29 15 3 43 28 29 29 16
34
47 3 3 3 16 16 9 29 11 18 29 9 9
12
12
29f/28
12a 29b
38a 41b 12b 34a 41a
47 25 47 9
10
3a 38c
38
34
18
17 12
14 17
REAR LUBE
41 18 9 24 27 34 13 34 35 39 31 24 22
44
9 22
12 14 12 47 10 47
24
11 22
#10
30b 34f
27
13 47
47
14
24 47 9 33
33
25a 36 17 32 28 26 9 47 47 25 9 44 11 25 25 9p
35
43
33
24m/25 24g 16 24k/25 24h 7 5 31c 33c 43a 25b
34e 31b 36a
38e/39
9g 9k/10
28
24f 24e 31a
24c
33a
35d/36 20 33b
37
36
33 9 20 33
43b/44 37a
17f
48b
35b 35c/39 35e/36 31 20a 20b 17g 30
48a 26a 3c 11b
28a
32a 25f
9f
26b
9c 11a 3b 25e 9d/10
25g
26 3 47
11
#7 (40)
9 47 47
#1
21
32 9e
25d 9a
9b
#3
41
47
38
43 47
(38)
19
#2
#12
43

12 29 29 29 47 29 29 15 9 9 34 27 30 27 24 33 43 43 37 28 25 26 26 11 3 9 11 25 9 9 25 20 21 21 9 25 9 25 9 10 9 3 33 36 32 31 33 31 36 17 35 20 9 20 26 26 25 11 3 9 20 48 25 48 22 35 34 34 27 24 24 24 39 39 9 24 13 10 10 13 29 15 38 41 18 24 24 17 41 38 16 18 12 38 41 12 34 18 18 18 17 42 44 44 9 22 10 30 30 34 25 24 31 43 44 33 37 36 28 25 11 25 20 21 32 31 33 33 17 20 17 9 24 24 14 11 22 27 29 35 34 31 35 9 35/39 20 10 47 24 34 13 24 10 23 12 29 34 17 14 12 42 9 38 41 14 40 29 15 9 9 34 13 15 43 29 29 15 18 38 41 18 24 28 16 12 17 41 17 42 44 43 24 22 12 29 38 34 38 3 12 17 41 34 18 17 12 14 42 12 9 22 14 38 41 14
2-4 SERVO BORE

16 47 9
16
11
28 44
29
#7/(40)
(11)
30 34 32 25 24 25 31 25 25
11
27 24
24 38
25
48
48
9 43 9
26
21
25
25 9
25 20
Figure 94
FOLDOUT 97
(50)
38
17
47
42
19
12
9o
43 11 26 28 25 47 3 47 17 17 31 33 32 17 11 22 35 34 15 9 18 42 17 12 38 15 12 3 17 34 41 18 3 34 13 31 24 38 24 41 42 43 17 24 43 17 12 14 42 9 22 47 27 24 13 23 47 35 47 20 20 9 10 11
47
#6
#5
47
#8
31
33 24
25
10b/23
29
47
(49)
18
20c
20e/21 20d/21 21a
#4
47
9 40
47
43
5 8 37 29 18
43
43
16
5 37 29 18
16
(237)
16
(237)
11
47 29
46 3 47 16 3 16 37 1 37

43
(232)
43
(10)
8
8

45 8
43
(39)
7

7 3
(10)
48
48 18 11 29
16 3
(237)
37

14
47
LUBRICATION POINTS
COOLER AND LUBRICATION CIRCUITS
To maintain proper transmission fluid temperature, the fluid is routed to the transmission fluid cooler located in the vehicle radiator. After the fluid is cooled it is routed back to the transmission and into the lubrication fluid circuit. Lube fluid is routed through the oil pump assembly, into the turbine shaft and down the center axis of the transmission. This fluid is routed into the various clutch packs and onto the planetary gear sets to cool and lubricate the various components. The rear of the transmission is lubricated by D4 fluid feeding the rear lube fluid circuit through an orifice cup plug (#24). Rear lube fluid is routed into the transmission case extension housing (31) to cool and lubricate the bushings and components in the housing.
LUBE FROM COOLER
REAR LUBE FLUID
ORIFICED CUP PLUG D4 FLUID
98
Figure 95
Bushing and Bearing Locations
242 234
603
606
241
657 659
665
672
667
33
601
615
616
637
663
669
674
683
692
7 33 234 241 242 601 603 606 615 616 637
CASE BUSHING CASE EXTENSION BUSHING STATOR SHAFT BUSHING (FRONT) STATOR SHAFT BUSHING (REAR) OIL PUMP BODY BUSHING THRUST WASHER (PUMP TO DRUM) REVERSE INPUT CLUTCH BUSHING (FRONT) REVERSE INPUT CLUTCH BUSHING (REAR) STATOR SHAFT/ SELECTIVE WASHER BEARING ASSEMBLY THRUST WASHER (SELECTIVE) INPUT SUN GEAR BEARING ASSEMBLY
657 659 663 665 667 669 672 674 683 692
INPUT SUN GEAR BUSHING (FRONT) INPUT SUN GEAR BUSHING (REAR) THRUST BEARING ASSEMBLY (INPUT CARRIER TO REACTION SHAFT) REACTION CARRIER SHAFT BUSHING (FRONT) REACTION CARRIER SHAFT BUSHING (REAR) THRUST WASHER (REACTION SHAFT/SHELL) REACTION GEAR BUSHING THRUST WASHER (RACE/REACTION SHELL) THRUST BEARING ASSEMBLY (REACTION CARRIER/ SUPPORT) REACTION GEAR SUPPORT TO CASE BEARING
WH13165-4L60-E
Figure 96
99
Seal Locations
608B 608A 622 630 696B 696A 696C 30
26 21 27 19 18
106
37
618 243
619
230 623
636 632
691
34
3 5 18 19 21 26 27 30 34 37 106 230 243
PUMP TO CASE BOLT O-RING OIL SEAL (PUMP TO CASE) OIL SEAL RING (2ND APPLY PISTON - OUTER) OIL SEAL RING (2ND APPLY PISTON - INNER) O-RING SEAL OIL SEAL RING (4TH APPLY PISTON - OUTER) O-RING SEAL (2-4 SERVO COVER) CASE EXTENSION TO CASE SEAL CASE EXTENSION OIL SEAL ASSEMBLY O-RING SEAL (ITSS TO CASE EXTENSION) CASE OIL SEAL ASSEMBLY (Y CAR ONLY) OIL SEAL RING (STATOR SHAFT) OIL SEAL ASSEMBLY
608A 608B 618 619 622 623 630 632 636 691 696A 696B 696C
REVERSE INPUT CLUTCH SEAL (INNER) REVERSE INPUT CLUTCH SEAL (OUTER) O-RING SEAL (TURBINE SHAFT/ SELECTIVE WASHER) OIL SEAL RING (SOLID) INPUT TO FORWARD HOUSING O-RING SEAL 3RD AND 4TH CLUTCH PISTON FORWARD CLUTCH PISTON OVERRUN CLUTCH PISTON INPUT HOUSING TO OUTPUT SHAFT SEAL OUTPUT SHAFT SEAL (MODEL DEPENDENT) LOW AND REVERSE CLUTCH SEAL (OUTER) LOW AND REVERSE CLUTCH SEAL (CENTER) LOW AND REVERSE CLUTCH SEAL (INNER)
WH338497-4L60-E
100
Figure 97
ILLUSTRATED PARTS LIST
101
Case and Associated Parts (1 of 2)

29 28 27 26 25 19 18 17 16 SOME 105 MODELS 15 14 13 12 24 23 22 21 20 36 37 31 32 35 SOME MODELS
34
33
34
96
95 103 SOME MODELS 11 9 30
10 7
99
6 5 2 3 71 73 72 74
102 75 1 94 102 103 107 100 106
76
97
73 75
76 101
98
SOME MODELS
YH586909-4L60-E
102
Figure 98
Case and Associated Parts (1 of 2) Legend

1 TORQUE CONVERTER ASSEMBLY (MODEL DEPENDENT) PUMP TO CASE BOLT PUMP TO CASE BOLT O-RING OIL PUMP ASSEMBLY OIL SEAL (PUMP TO CASE) PUMP COVER TO CASE GASKET CASE BUSHING TRANSMISSION VENT ASSEMBLY OIL COOLER PIPE CONNECTOR (MODEL DEPENDENT) CASE SERVO PLUG SERVO RETURN SPRING 2ND APPLY PISTON PIN RETAINER RING (2ND APPLY PISTON) SERVO CUSHION SPRING RETAINER SERVO CUSHION SPRING (OUTER) 2ND APPLY PISTON 96 18 19 20 21 22 23 24 25 26 27 28 29 30 OIL SEAL RING (2ND APPLY PISTON - OUTER) OIL SEAL RING (2ND APPLY PISTON - INNER) SERVO PISTON HOUSING (INNER) O-RING SEAL SERVO APPLY PIN SPRING SERVO APPLY PIN WASHER RETAINER RING (APPLY PIN) 4TH APPLY PISTON OIL SEAL RING (4TH APPLY PISTON - OUTER) O-RING SEAL (2-4 SERVO COVER) 106 2-4 SERVO COVER 107 SERVO COVER RETAINING RING CASE EXTENSION TO CASE SEAL PLUG ASSEMBLY A/TRANS. OIL PAN HEX HEAD (C/K TRUCK ONLY) 97 98 OIL COOLER QUICK CONNECT CLIP (MODEL DEPENDENT) CONVERTER HOUSING ACCESS HOLE PLUG (MODEL DEPENDENT) CONVERTER BOLT INSPECTION PLATE (MODEL DEPENDENT) CUP D4 ORIFICE PLUG A/TRANS. CASE STUD (Y-CAR ONLY) A/TRANS. OIL PAN PLUG ASSEMBLY (Y-CAR ONLY) CONVERTER HOUSING (MODEL DEPENDENT) MAIN CASE SECTION (MODEL DEPENDENT) SERVO CUSHION SPRING (INNER) (MODEL DEPENDENT) CASE OIL SEAL ASSEMBLY (Y-CAR ONLY) 35 36 37 71 72 31 32 33 34 4 5 6 7 9 10 11 12 13 14 15 16 17 CASE EXTENSION (MODEL DEPENDENT) CASE EXTENSION TO CASE BOLT CASE EXTENSION BUSHING CASE EXTENSION OIL SEAL ASSEMBLY (MODEL DEPENDENT) SPEED SENSOR RETAINING BOLT INTERNAL TRANSMISSION SPEED SENSOR O-RING SEAL (ITSS TO CASE EXTENSION) FILTER SEAL TRANSMISSION OIL FILTER ASSEMBLY (MODEL DEPENDENT) TRANSMISSION OIL PAN GASKET CHIP COLLECTOR MAGNET TRANSMISSION OIL PAN (MODEL DEPENDENT) TRANSMISSION OIL PAN SCREW CONVERTER HOUSING TO CASE BOLT OIL COOLER QUICK CONNECTOR (MODEL DEPENDENT)
2 3
73 74 75 76 94 95
99 100 101 102 103 105
103
Case and Associated Parts (2 of 2)

103
38 40 43 44 45 46 91 47 49 50 48 52 56 61 60 93 65 62 67 63 64 66 69 77 70
L
42 41
39
55 54 104 57 58 59 53
68
D3
R D2
38 39 40 41 42 43 44 45 46 47 48 49 50 52 53 54 55 56 57
TRANSMISSION CASE PLUG (ACCUMULATOR BLEED) PRESSURE PLUG 3RD ACCUMULATOR RETAINER AND BALL ASSEMBLY (#7) BAND ANCHOR PIN RETAINER AND BALL ASSEMBLY (DOUBLE ORIFICE) (#10) ACCUMULATOR PISTON PIN 3-4 ACCUMULATOR PISTON OIL SEAL RING (3-4 ACCUMULATOR PISTON) 3-4 ACCUMULATOR SPRING (MODEL DEPENDENT) SPACER PLATE TO CASE GASKET VALVE BODY SPACER PLATE SHIFT SOLENOIDS SCREEN PRESSURE CONTROL SOLENOID SCREEN SPACER PLATE TO VALVE BODY GASKET SPACER PLATE SUPPORT PLATE 1-2 ACCUMULATOR SPRING (OUTER) OIL SEAL RING (1-2 ACCUMULATOR) 1-2 ACCUMULATOR PISTON 1-2 ACCUMULATOR COVER AND PIN ASSEMBLY
58 59 60 61 62 63 64 65 66 67 68 69 70 77 91 93 103 104
ACCUMULATOR COVER BOLT ACCUMULATOR COVER BOLT CONTROL VALVE BODY ASSEMBLY CHECKBALL (#2, 3, 4, 5, 6, 8, 12) VALVE BODY BOLT MANUAL DETENT SPRING ASSEMBLY MANUAL DETENT SPRING BOLT WIRING HARNESS PASS-THRU CONNECTOR O-RING SEAL WIRING HARNESS SOLENOID ASSEMBLY O-RING SEAL (SOLENOID) HEX WASHER HEAD BOLT (SOLENOID) TRANSMISSON FLUID PRESSURE MANUAL VALVE POSITION SWITCH ASSEMBLY PRESSURE SWITCH ASSEMBLY BOLT SPACER PLATE SUPPORT BOLT NUMBER 1 CHECKBALL DIPSTICK STOP BRACKET (MODEL DEPENDENT) MAIN CASE SECTION (MODEL DEPENDENT) 1-2 ACCUMULATOR SPRING (INNER)
YH283778-4L60-E
104
Figure 99
Oil Pump Assembly

227 229 228 231 232 236 240 236 215 237 214 236 216 234 235 210 212 217 213 200 218 224 225 206 207 237 236 238 226 236 241 230 233 236
205 204
203 208 209 202 201
219
211 223 210 222 242
220 243 221
244
200 201 202 203 204 205 206 207 208 209 210 211 212 213 214 215 216 217 218 219 220 221
PUMP BODY OIL SEAL RING (SLIDE TO WEAR PLATE) O-RING SEAL (SLIDE SEAL BACK-UP) PUMP SLIDE PIVOT PIN SPRING PIVOT SLIDE PIN PUMP SLIDE SPRING (OUTER) PUMP SLIDE SPRING (INNER) PUMP SLIDE SEAL SUPPORT PUMP SLIDE SEAL PUMP VANE RING ROTOR GUIDE OIL PUMP ROTOR PUMP VANE STATOR SHAFT PUMP COVER PRESSURE REGULATOR VALVE PRESSURE REGULATOR VALVE SPRING PRESSURE REGULATOR ISOLATOR SPRING REVERSE BOOST VALVE REVERSE BOOST VALVE SLEEVE OIL PUMP REVERSE BOOST VALVE RETAINING RING
222 223 224 225 226 227 228 229 230 231 232 233 234 235 236 237 238 240 241 242 243 244
OIL PUMP CONVERTER CLUTCH VALVE RETAINING RING STOP VALVE CONVERTER CLUTCH VALVE CONVERTER CLUTCH VALVE SPRING (INNER) CONVERTER CLUTCH VALVE SPRING (OUTER) PRESSURE RELIEF BOLT RIVET PRESSURE RELIEF BALL PRESSURE RELIEF SPRING OIL SEAL RING (STATOR SHAFT) OIL PUMP COVER SCREEN SEAL OIL PUMP COVER SCREEN COVER TO BODY BOLT STATOR SHAFT BUSHING (FRONT) OIL PUMP COVER PLUG (FWD CLUTCH FEED) OIL PUMP COVER PLUG CHECK VALVE RETAINER AND BALL ASSEMBLY CONVERTER CLUTCH SIGNAL ORIFICE (CUP PLUG) CUP ORIFICE PLUG STATOR SHAFT BUSHING (REAR) PUMP BODY BUSHING OIL SEAL ASSEMBLY FRONT HELIX RETAINER
XH405105-4L60-E
Figure 100
105
Control Valve Body Assembly (1 of 2)
350 353 354 355 356 360 359 361 362 363 367A 367B 364 395 395 377 378 364 360 376 368 366 369 372
395
357 358 365 370 371 374 375
350 353 354 355 356 357 358 359 360 361 362 363 364 365
CONTROL VALVE BODY FORWARD ACCUMULATOR OIL SEAL FORWARD ACCUMULATOR PISTON FORWARD ACCUMULATOR PIN FORWARD ACCUMULATOR SPRING FORWARD ABUSE VALVE FORWARD ABUSE VALVE SPRING BORE PLUG COILED SPRING PIN LOW OVERRUN VALVE LOW OVERRUN VALVE SPRING FORWARD ACCUMULATOR COVER FORWARD ACCUMULATOR COVER BOLT 1-2 SHIFT VALVE SPRING
366 367A 367B 368 369 370 371 372 374 375 376 377 378 395
1-2 SHIFT VALVE 1-2 SHIFT SOLENOID VALVE 2-3 SHIFT SOLENOID VALVE 2-3 SHIFT VALVE 2-3 SHUTTLE VALVE 1-2 ACCUMULATOR VALVE SPRING 1-2 ACCUMULATOR VALVE 1-2 ACCUMULATOR VALVE SLEEVE ACTUATOR FEED LIMIT VALVE ACTUATOR FEED LIMIT VALVE SPRING BORE PLUG PRESSURE CONTROL SOLENOID VALVE PRESSURE CONTROL SOLENOID RETAINER BORE PLUG AND SOLENOID RETAINER
XH405111-4L60-E
106
Figure 101
Control Valve Body Assembly (2 of 2)
396 350
395 397 395 380
398 398
397
381 395 SOME MODELS 381 395 384 395 381 395 390
380
383
382
385 386 360 387 388 391 359 340 392
381
389
381 394 395
340 350 359 360 380 381 382 383 384 385 386
MANUAL VALVE CONTROL VALVE BODY BORE PLUG COILED SPRING PIN REGULATOR APPLY VALVE (MODEL DEPENDENT) BORE PLUG 4-3 SEQUENCE VALVE SPRING 4-3 SEQUENCE VALVE 3-4 RELAY VALVE 3-4 SHIFT VALVE 3-4 SHIFT VALVE SPRING
387 388 389 390 391 392 394 395 396 397 398
REVERSE ABUSE VALVE REVERSE ABUSE VALVE SPRING 3-2 DOWNSHIFT VALVE 3-2 DOWNSHIFT VALVE SPRING 3-2 CONTROL VALVE 3-2 CONTROL VALVE SPRING 3-2 CONTROL SOLENOID VALVE BORE PLUG AND SOLENOID RETAINER TCC PWM SOLENOID VALVE REGULATOR APPLY SPRING (MODEL DEPENDENT) ISOLATOR VALVE (MODEL DEPENDENT)
XH405114-4L60-E
Figure 102
107
Internal Components (1 of 2)
602 601 603 605 606 608B 608A 607 609 610 611 612A 612B 613 614 615 616
698 617 618
621
600 622
623
625
626
627 628
630
633 632
634
635
688 619 645A 645B 636 637 638 639 643 620 642 643 644 646 648 649A 649B
657
640
659
650
651
653
654A
654B
655
656
653
652
654A
654B
655
SOME MODELS
YH213098-4L60-E
108
Figure 103
Internal Components (1 of 2) Legend

600 601 602 603 605 606 607 608A 608B 609 610 611 612A 612B 613 614 615 616 617 618 619 620 621 622 623 625 626 627 628 630 3-4 CLUTCH BOOST SPRING ASSEMBLY (5) THRUST WASHER (PUMP TO DRUM) 2-4 BAND ASSEMBLY REVERSE INPUT CLUTCH BUSHING (FRONT) REVERSE INPUT CLUTCH HOUSING AND DRUM ASSEMBLY REVERSE INPUT CLUTCH BUSHING (REAR) REVERSE INPUT CLUTCH PISTON ASSEMBLY REVERSE INPUT CLUTCH SEAL (INNER) REVERSE INPUT CLUTCH SEAL (OUTER) REVERSE INPUT CLUTCH SPRING ASSEMBLY REVERSE INPUT CLUTCH SPRING RETAINER RING REVERSE INPUT CLUTCH PLATE (BELLEVILLE) REVERSE INPUT CLUTCH TURBULATOR PLATE (STEEL) REVERSE INPUT CLUTCH PLATE ASSEMBLY (FIBER) REVERSE INPUT CLUTCH BACKING PLATE (SELECTIVE) REVERSE INPUT CLUTCH RETAINING RING STATOR SHAFT/ SELECTIVE WASHER BEARING ASSEMBLY THRUST WASHER (SELECTIVE) CHECK VALVE RETAINER AND BALL ASSEMBLY O-RING SEAL (TURBINE SHAFT/ SELECTIVE WASHER) (MODEL DEPENDENT) OIL SEAL RING (SOLID) RETAINER AND CHECKBALL ASSEMBLY INPUT HOUSING AND SHAFT ASSEMBLY (MODEL DEPENDENT) O-RING SEAL INPUT TO FORWARD CLUTCH HOUSING 3RD AND 4TH CLUTCH PISTON 656 3RD AND 4TH CLUTCH RING (APPLY) 3RD AND 4TH CLUTCH SPRING ASSEMBLY FORWARD CLUTCH HOUSING RETAINER AND BALL ASSEMBLY FORWARD CLUTCH HOUSING FORWARD CLUTCH PISTON 657 659 688 698 642 643 644 645A 645B 646 648 649A 649B 650 651 652 653 654A 654B 655 632 633 634 635 636 637 638 639 640 OVERRUN CLUTCH PISTON OVERRUN CLUTCH BALL OVERRUN CLUTCH SPRING ASSEMBLY OVERRUN CLUTCH SPRING RETAINER SNAP RING INPUT HOUSING TO OUTPUT SHAFT SEAL INPUT SUN GEAR BEARING ASSEMBLY OVERRUN CLUTCH HUB RETAINING SNAP RING OVERRUN CLUTCH HUB FORWARD SPRAG CLUTCH INNER RACE AND INPUT SUN GEAR ASSEMBLY FORWARD SPRAG ASSEMBLY SPRAG ASSEMBLY RETAINER RING FORWARD CLUTCH RACE (OUTER) OVERRUN CLUTCH PLATE (STEEL) OVERRUN CLUTCH PLATE ASSEMBLY (FIBER) FORWARD CLUTCH PLATE (APPLY) FORWARD CLUTCH PLATE (WAVED) FORWARD CLUTCH PLATE (STEEL) FORWARD CLUTCH PLATE ASSEMBLY (FIBER) FORWARD CLUTCH BACKING PLATE (SELECTIVE) FORWARD CLUTCH BACKING PLATE RETAINER RING 3RD AND 4TH CLUTCH PLATE (STEEL) (2.2L ENGINE ONLY) 3RD AND 4TH CLUTCH APPLY PLATE (STEPPED) 3RD AND 4TH CLUTCH PLATE ASSEMBLY (FIBER) (QUANTITY MODEL DEPENDENT) 3RD AND 4TH CLUTCH PLATE (STEEL) (QUANTITY MODEL DEPENDENT) 3RD AND 4TH CLUTCH BACKING PLATE (SELECTIVE) (MODEL DEPENDENT) 3RD AND 4TH CLUTCH BACKING PLATE RETAINER RING INPUT SUN GEAR FRONT BUSHING INPUT SUN GEAR REAR BUSHING CUP PLUG ORIFICED CUP PLUG
109
Internal Components (2 of 2)
661 662 663 664 665 666 667
662D
662C
662F
662D 662B 662C 662A
662E
668
669
670
671 672
673
674
675
676
677
678
679
677
681
697
680 681A 681D 681E 681C
SOME MODELS
681D 681B 681C
682C
682D
682B
682A
683
684
685
686
687
699
690
691 692 693 694
695
696A 696B 696C
678 679 680

SOME MODELS
661 662 662A 662B 662C 662D 662E 662F 663 664 665 666 667 668 669 670 671 672 673 674 675 676 677
OUTPUT SHAFT TO INPUT CARRIER RETAINER INPUT CARRIER ASSEMBLY INPUT CARRIER PINION GEAR PIN INPUT CARRIER PINION GEAR INPUT CARRIER PINION WASHER INPUT CARRIER PINION WASHER INPUT CARRIER SPACER INPUT CARRIER PINION/GEAR BEARING ROLLER THRUST BEARING ASSEMBLY (INPUT CARRIER TO REACTION SHAFT) INPUT INTERNAL GEAR REACTION CARRIER SHAFT FRONT BUSHING REACTION CARRIER SHAFT REACTION CARRIER SHAFT REAR BUSHING REACTION SHAFT/INTERNAL GEAR RETAINER RING THRUST WASHER (REACTION SHAFT SHELL) REACTION SUN SHELL REACTION SUN GEAR RETAINER RING REACTION SUN BUSHING REACTION SUN GEAR THRUST WASHER (RACE/REACTION SHELL) LOW AND REVERSE ROLLER CLUTCH RACE LOW AND REVERSE SUPPORT TO CASE RETAINER RING LOW AND REVERSE ROLLER ASSEMBLY RETAINER RING (CAM)
681 681A 681B 681C 681D 681E 682A 682B 682C 682D 683 684 685 686 687 690 691 692 693 694 695 696A 696B 696C 697 699
LOW AND REVERSE ROLLER CLUTCH ASSEMBLY LOW AND REVERSE CLUTCH SUPPORT ASSEMBLY LOW AND REVERSE CLUTCH SUPPORT RETAINER SPRING REACTION CARRIER ASSEMBLY REACTION CARRIER PINION GEAR PIN REACTION CARRIER PINION GEAR REACTION CARRIER PINION BAT WINGED WASHER REACTION CARRIER PINION WASHER REACTION CARRIER PINION/GEAR NEEDLE ROLLER LOW AND REVERSE CLUTCH PLATE (WAVED) SPACER LOW AND REVERSE CLUTCH PLATE (SELECTIVE) LOW AND REVERSE CLUTCH PLATE ASSEMBLY (FIBER) LOW AND REVERSE CLUTCH TURBULATOR PLATE (STEEL) THRUST BEARING ASSEMBLY (REACTION CARRIER/ SUPPORT) INTERNAL REACTION GEAR INTERNAL REACTION GEAR SUPPORT REACTION GEAR/SUPPORT RETAINER RING OUTPUT SHAFT OUTPUT SHAFT SLEEVE (MODEL DEPENDENT) OUTPUT SHAFT SEAL (MODEL DEPENDENT) REACTION GEAR SUPPORT TO CASE BEARING LOW AND REVERSE CLUTCH RETAINER RING LOW AND REVERSE CLUTCH SPRING ASSEMBLY LOW AND REVERSE CLUTCH PISTON LOW AND REVERSE CLUTCH SEAL (OUTER) LOW AND REVERSE CLUTCH SEAL (CENTER) LOW AND REVERSE CLUTCH SEAL (INNER) OIL DEFLECTOR (HIGH OUTPUT MODELS ONLY) INTERNAL TRANSMISSION SPEED SENSOR ROTOR
YH213103-4L60-E
110
Figure 104
Parking Pawl and Actuator Assembly

89 88 87 86 85 90
79 80 81 82 PARKING BRAKE PAWL SHAFT PARKING PAWL RETURN SPRING PARKING BRAKE PAWL MANUAL SHAFT SEAL MANUAL SHAFT RETAINER MANUAL SHAFT (MODEL DEPENDENT) PARKING LOCK ACTUATOR ASSEMBLY PARKING LOCK BRACKET PARKING LOCK BRACKET BOLT (2) INSIDE DETENT LEVER MANUAL VALVE LINK HEX HEAD NUT 78 STEEL CUP PLUG
83
83 84 85 86 87
84 81 80 79 78 82
88 89 90
WH65111-4L60-E
Figure 105
111
BASIC SPECIFICATIONS
HYDRA-MATIC 4L60-E TRANSMISSION

Produced at: Romulus, Michigan Toledo, Ohio U.S.A. Mexico
RPO M30
Vehicles used in:
DIVISION C/K Truck F G Van M/L Van Chevrolet/GMC MODEL Pickup/Suburban
Chevrolet/Pontiac Camaro/Firebird Chevrolet/GMC Chevrolet/GMC Chevrolet/GMC Chevrolet Express/Savana Astro/Safari S10/Sonoma Corvette
HYDRA-MATIC 4L60-E (FOUR-SPEED)

Transmission Drive Rear Wheel Drive 4-Wheel Drive All Wheel Drive Transmission Type 4L60-E = 4: Four Speed L: Longitudinal Mount 60: Product Series E: Electronically Controlled
Automatic Overdrive with a Torque Converter Clutch Assembly.
S/T Truck Y
Current Engine Range 2.5 L to 5.7 L Gasoline 6.2 L Diesel Control Systems Shift Pattern (2) Two-way on/off solenoids Shift Quality Pressure Control Solenoid 3-2 Control Solenoid Torque Converter Clutch Pulse Width Modulated solenoid control Gear Ratios 1st 3.059 2nd 1.625 3rd 1.000 4th 0.696 Rev 2.294 Maximum Engine Torque 475 Nm (350 lb ft) Maximum Gearbox Torque 910 Nm (670 lb ft) Maximum Shift Speed 1-2 6,000 RPM 2-3 6,000 RPM 3-4 6,000 RPM Maximum Gross Vehicle Weight 3,900 kg (8,600 lb) Transmission Fluid Type Dexron III Transmission Fluid Capacities (Approximate) 245 mm Converter (Dry): 7.9 L (8.4 qt) 258 mm Converter (Dry): 8.8 L (9.3 qt) 298 mm Converter (Dry): 10.6 L (11.2 qt) 300 mm Converter (Dry): 10.6 L (11.2 qt) Transmission Weight 245 mm Converter (Dry): 65.4 kg (144.30 lb) (Wet): 72.4 kg (159.55 lb)
258 mm Converter (Dry): 79.9 kg (176.60 lb) (Wet): 89.2 kg (197.70 lb) 298 mm Converter (Dry): 70.5 kg (155.70 lb) (Wet): 80.5 kg (176.16 lb) 300 mm Converter (Dry): 70.5 kg (155.70 lb) (Wet): 80.5 kg (176.16 lb) Converter Sizes Available 245, 258, 298 and 300 mm Converter (Reference) Converter Bolt Circle Diameters For 245 and 258 mm Converter 247.65 mm (Reference) For 298 mm Converter 273.05 mm (Reference) For 300 mm Converter 275.05 mm (Reference) Converter Stall Torque Ratio Range For 245 mm Converter 1.63 to 2.70 For 258 mm Converter 1.65 to 2.07 For 298 mm Converter 1.84 to 2.34 For 300 mm Converter 1.84 to 2.34 Converter K Factor Range For 245 mm Converter 122 to 240 For 258 mm Converter 110 to 179 For 298 mm Converter 100 to 140 For 300 mm Converter 100 to 140
Not all K Factors are applicable across the range of Converter Stall Torque Ratios.
Transmission Packaging Information* Engine Mounting Face to Rear of Case 593.50 mm (Reference - Less Extension) Overall Length Current Minimum: 756.20 mm (Reference) Current Maximum: 778.30 mm (Reference) Case Extension Lengths Determined by Customer Requirements Current Minimum: 162.70 mm (Reference) Current Maximum: 184.80 mm (Reference) Current Converter Housings Available 245 mm and 258 mm (Small Bell Style) 298 mm and 300 mm (Large Bell Style) Two-Piece Case with Separate Extension Converter Housing Main Case
*All dimensions shown are nominal.
Seven Position Quadrant (P, R, N, D , D, 2, 1) / (P, R, N, D , 3, 2, 1) Pressure Taps Available Line Pressure
Information may vary with application. All information, illustrations and specifications contained in this book are based on the latest product information available at the time of publication. The right is reserved to make changes at any time without notice.
112
HYDRA-MATIC PRODUCT DESIGNATION SYSTEM

The product designation system used for all Hydra-matic transaxles and transmissions consists of a series of numbers and letters that correspond with the special features incorporated in that product line. The first character is a number that designates the number of forward gear ranges available in that unit. For example: 4 = four forward gear ranges. The second character is a letter that designates how the unit is mounted in the vehicle. When the letter T is used, it designates that the unit is transversely mounted and is used primarily for front wheel drive vehicles. The letter L designates that it is longitudinally mounted in the vehicle and it is used primarily for rear wheel drive vehicles. The letter M designates that the unit is a manual transaxle or transmission but not specific to a front or rear wheel drive vehicle application. The third and fourth characters consists of a set of numbers, (i.e. 60), that designate the transaxle or transmission Series number. This number signifies the relative torque capacity of the unit. The fifth character designates the major features incorporated into this unit. For example, the letter E designates that the unit has electronic controls. By using this method of classification, the HYDRA-MATIC 4L60-E is a 4-speed, longitudinally mounted, 60 series unit, with electronic controls.
HYDRA-MATIC 4L60-E HYDRA-MATIC 4 Number of Speeds: 3 4 5 V (CVT) L Type: T - Transverse L - Longitudinal M - Manual 60 Series: Based on Relative Torque Capacity E Major Features: E - Electronic Controls A - All Wheel Drive HD - Heavy Duty
113
GLOSSARY OF TECHNICAL TERMS

Accumulator: A component of the transmission that absorbs hydraulic pressure during the apply of clutch or band. Accumulators are designed to control the quality of a shift from one gear range to another. Adaptive Learning: Programming within the PCM that automatically adjusts hydraulic pressures in order to compensate for changes in the transmission (i.e. component wear). Applied: An apply component that is holding another component to which it is splined or assembled with. Also referred to as engaged. Apply Components: Hydraulically operated clutches, servos, bands, and mechanical one-way roller or sprag clutches that drive or hold members of a planetary gear set. Apply Plate: A steel clutch plate in a clutch pack located next to the (apply) piston. Backing Plate: A steel plate in a clutch pack that is usually the last plate in that clutch assembly (farthest from the clutch piston). Ball Check Valve: A spherical hydraulically controlled component (usually made of steel) that either seals or opens fluid circuits. It is also referred to as a check valve or checkball. Band: An apply component that consists of a flexible strip of steel and friction material that wraps around a drum. When applied, it tightens around the drum and prevents the drum from rotating. Brake Switch: An electrical device that provides signals to the Powertrain Control Module (PCM) based on the position of the brake pedal. The PCM uses this information to apply or release the torque converter clutch (TCC). Centrifugal Force: A force that is imparted on an object (due to rotation) that increases as that object moves further away from a center/point of rotation. Clutch Pack: An assembly of components generally consisting of clutch plates, an apply plate and a backing plate. Clutch Plate: A hydraulically activated component that has two basic designs: (1) all steel, or (2) a steel core with friction material bonded to one or two sides of the plate. Component: Any physical part of the transmission.
114
Control Valve Body: A machined metal casting that contains valve trains and other hydraulically controlled components that shift the transmission. Coupling Speed: The speed at which a vehicle is traveling and no longer requires torque multiplication through the torque converter. At this point the stator free wheels to allow fluid leaving the turbine to flow directly to the pump. (See torque converter) De-energize(d): To interrupt the electrical current that flows to an electronically controlled device making it electrically inoperable. Direct Drive: A condition in a gear set where the input speed and input torque equals the output speed and torque. The gear ratio through the gear set is 1:1. Downshift: A change in a gear ratio where input speed and torque increases. Duty Cycle: In reference to an electronically controlled solenoid, it is the amount of time (expressed as a percentage) that current flows through the solenoid coil. Energize(d): To supply a current to an electronically controlled device enabling it to perform its designed function. Engine Compression Braking: A condition where compression from the engine is used with the transmission to decrease vehicle speed. Braking (slowing of the vehicle) occurs when a lower gear ratio is manually selected by moving the gear selector lever. Exhaust: The release of fluid pressure from a hydraulic circuit. (The words exhausts and exhausting are also used and have the same intended meaning.) Fail-Safe Mode: A condition whereby a component (i.e. engine or transmission) will partially function even if its electrical system is disabled. Fluid: Generally considered a liquid or gas. In this publication fluid refers primarily to transmission fluid. Fluid Pressure: A pressure (in this textbook usually transmission fluid) that is consistent throughout its circuit. Force: A measurable effort that is exerted on an object (component). Freewheeling: A condition where power is lost through a driving or holding device (i.e. roller or sprag clutches). Friction Material: A heat and wear resistant fibrous material bonded to clutch plates and bands.
GLOSSARY OF TECHNICAL TERMS

Gear: A round, toothed device that is used for transmitting torque through other components. Gear Range: A specific speed to torque ratio at which the transmission is operating (i.e. 1st gear, 2nd gear etc.). Gear Ratio: Revolutions of an input gear as compared to the revolutions of an output gear. It can also be expressed as the number of teeth on a gear as compared to the number of teeth on a gear that it is in mesh with. Hydraulic Circuit: A fluid passage which often includes the mechanical components in that circuit designed to perform a specific function. Input: A starting point for torque, revolutions or energy into another component of the transmission. Internal Gear: The outermost member of a gear set that has gear teeth in constant mesh with planetary pinion gears of the gear set. Internal Leak: Loss of fluid pressure in a hydraulic circuit. Land (Valve Land): The larger diameters of a spool valve that contact the valve bore or bushing. Line Pressure: The main fluid pressure in a hydraulic system created by the pump and pressure regulator valve. Manual Valve: A spool valve that distributes fluid to various hydraulic circuits and is mechanically linked to the gear selector lever. Orifice: A restricting device (usually a hole in the spacer plate) for controlling pressure build up into another circuit. Overdrive: An operating condition in the gear set allowing output speed to be higher than input speed and output torque to be lower than input torque. Overrunning: The function of a one-way mechanical clutch that allows the clutch to freewheel during certain operating conditions of the transmission. Pinion Gear: A small toothed gear that meshes with a larger gear. Planet Pinion Gears: Pinion gears (housed in a carrier) that are in constant mesh with a circumferential internal gear and centralized sun gear. Planetary Gear Set: An assembly of gears that consists of an internal gear, planet pinion gears with a carrier, and a sun gear. Powertrain Control Module (PCM): An electronic device that manages most of the electrical systems throughout the vehicle. Pressure: A measurable force that is exerted on an area and expressed as kilopascals (kPa) or pounds per square inch (psi). Pulse Width Modulated (PWM): An electronic signal that continuously cycles the ON and OFF time of a device (such as a solenoid) while varying the amount of ON time. 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. Solenoid Valve: An electronic device used to control transmission shift patterns or regulate fluid pressure. Spool Valve: A cylindrical hydraulic control device having a variety of land and valley diameters, used to control fluid flow. Sprag Clutch: A mechanical clutch (holding device) consisting of figure eight like elements assembled between inner and outer races. Throttle Position: The travel of the throttle plate that is expressed in percentages and measured by the throttle position (TP) sensor. Torque: A measurable twisting force expressed in terms of Newton- meters (Nm), pounds feet (lbs ft) or pounds inches (lbs in). Torque Converter: A component of an automatic transmission, (attached to the engine flywheel) that transfers torque from the engine to the transmission through a fluid coupling. Variable Capacity Pump: The device that provides fluid for operating the hydraulic circuits in the transmission. The amount of fluid supplied varies depending on vehicle operating conditions.
115
ABBREVIATIONS
AC - Alternating Current A/C - Air Conditioning ACC or ACCUM - Accumulator AFL - Actuator Feed Limit ALDL - Assembly Line Diagnostic Link AMP - Amperage ASM - Assembly AT - Automatic Transmission N - Neutral NC - Normally Closed N.m - Newton Meters NO - Normally Open ORF - Orificed ORUN - Overrun OSS - Output Speed Sensor P - Park PCM - Powertrain Control Module PC - Pressure Control (solenoid) PR - Park Reverse (circuit) PRESS REG - Pressure Regulator PSI - Pounds per Square Inch PWM - Pulse Width Modulated R - Reverse REV - Reverse RPM - Revolutions per Minute SEL - Selective SIG - Signal SOL - Solenoid SS - Shift Solenoid TCC - Torque Converter Clutch TFP - Transmission Fluid Pressure TFT - Transmission Fluid Temperature TP - Throttle Position (sensor) TRANS - Transmission or Transaxle V - Volts VSS - Vehicle Speed Sensor 2WD - 2 Wheel Drive 4WD - 4 Wheel Drive
C - Degrees Celsius
CC - Converter Clutch CL - Clutch CONT - Control CONV - Converter DC - Direct Current D.C. - Duty Cycle DLC - Diagnostic Link Connector DRAC - Digital Ratio Adaptor Converter DTC - Diagnostic Trouble Code D2 - Drive 2 (circuit) D3 - Drive 3 (circuit) D4 - Drive 4 (circuit) D432 - Drive 432 (circuit) ECM - Electronic Control Module ECT - Engine Coolant Temperature EX - Exhaust
F - Degrees Fahrenheit
FD - Feed FWD - Forward Hz - Hertz ISS - Input Speed Sensor KM/H - Kilometers per Hour kPa - KiloPascals MAP - Manifold Absolute Pressure MPH - Miles per Hour
116
INDEX
A Abbreviations ........................................................................... 116 Accumulators ......................................................................... 32-33 forward clutch accumulator ............................................. 32 1-2 accumulator ............................................................... 32 3-4 accumulator ............................................................... 33 2-4 servo used as accumulator ........................................ 33 Accumulator Valve ..................................................................... 30 Actuator Feed Limit Valve ......................................................... 30 Apply Components ................................................................ 15-23 forward clutch ................................................................. 19 forward sprag clutch ........................................................ 21 low and reverse clutch ..................................................... 23 low and reverse roller clutch ........................................... 22 overrun clutch ................................................................. 18 reverse input clutch ......................................................... 17 servo assembly and 2-4 band .......................................... 16 3-4 clutch ......................................................................... 20 B Ball Check Valves Location and Function ............................ 34-35 Band Assembly (2-4) .................................................................. 16 Basic Specifications .................................................................. 112 Boost Valve ................................................................................ 29 Bushing and Bearing Locations .................................................. 99 C Case and Associated Parts ................................................. 102-104 Clutch (3-4) ................................................................................ 20 Color Legend ....................................................................... 10A-B Complete Hydraulic Circuits ................................................. 73-98 park ............................................................................. 74-75 reverse ........................................................................ 76-77 neutral ......................................................................... 78-79 overdrive range first gear ........................................ 80-81 overdrive range second gear .................................... 82-83 overdrive range third gear ....................................... 84-85 overdrive range fourth gear (TCC applied) ............. 86-87 overdrive range 4-3 downshift ................................ 88-89 overdrive range 3-2 downshift ................................ 90-91 manual third third gear ............................................ 92-93 manual second second gear ..................................... 94-95 manual first first gear .............................................. 96-97 lubrication points ............................................................. 98 Contents, Table of ........................................................................ 2 Control Valve Body Assembly .......................................... 106-107 Cross Sectional Views ............................................................ 8-8A D Downshift Control Solenoid (3-2) ........................................ 30, 41 E Electrical Components ........................................................... 36-44 component locations ....................................................... 36 fail safe mode .................................................................. 36 automatic transmission fluid pressure manual valve position switch ............................................................. 37 H How To Use This Book ............................................................. 4-5 Hydra-matic Product Designation System ............................... 113 Hydraulic Control Components ............................................. 26-35 location of major components ......................................... 26 oil pump assembly .......................................................... 27 pressure regulation .......................................................... 28 valves located in the oil pump assembly ......................... 29 valves located in the control valve body .................... 30-31 accumulators .............................................................. 32-33 ball check valves location and function ..................... 34-35 I Illustrated Parts List ........................................................... 101-111 case and associated parts ........................................ 102-104 oil pump assembly ........................................................ 105 control valve body assembly .................................. 106-107 internal components ............................................... 108-110 parking pawl and actuator assembly ............................. 111 Introduction .................................................................................. 3 L Low and Reverse Clutch ............................................................ 23 Low and Reverse Roller Clutch ................................................. 22 Lubrication Points ...................................................................... 98 M Major Mechanical Components ................................................. 10 Manual First First Gear ........................................... 70-71, 96-97 Manual Second Second Gear ................................... 68-69, 94-95 Manual Third Third Gear ........................................ 66-67, 92-93 Manual Valve ............................................................................. 30 N Neutral ..................................................................... 52-53, 78-79 vehicle speed sensor ........................................................ 38 transmission fluid temperature sensor ............................. 38 torque converter clutch solenoid valve ........................... 39 shift solenoid valves ........................................................ 40 3-2 downshift control solenoid valve .............................. 41 pressure control solenoid valve ....................................... 42 TCC PWM solenoid valve .............................................. 43 components external to the transmission ........................ 44 Explanation of Gear Ranges ......................................................... 9 F Fail Safe Mode ........................................................................... 36 First Gear (overdrive) ................................................. 54-55, 80-81 Forward Clutch ........................................................................... 19 Forward Sprag Clutch ................................................................. 21 G General Description ...................................................................... 9 Glossary Of Technical Terms ............................................ 114-115
117
INDEX
O Oil Pump Assembly ............................................................ 27, 105 Operating Conditions - Range Reference Chart ......................... 72 Overdrive Range First Gear ..................................... 54-55, 80-81 Overdrive Range Fourth Gear (TCC Released) ................. 60-61 Overdrive Range Fourth Gear (TCC Applied) ........ 62-63, 86-87 Overdrive Range Second Gear ................................ 56-57, 82-83 Overdrive Range Third Gear ................................... 58-59, 84-85 Overdrive Range 4-3 Downshift .................................. 64, 88-89 Overdrive Range 3-2 Downshift .................................. 65, 90-91 Overrun Clutch ........................................................................... 18 P Park ............................................................................. 48-49, 74-75 Parking Pawl and Actuator Assembly ...................................... 111 Planetary Gear Sets ................................................................ 24-25 description .................................................................... 24A reduction ....................................................................... 24A direct drive .................................................................... 24B overdrive ....................................................................... 24B reverse direction of rotation .......................................... 24B Power Flow ............................................................................ 45-72 mechanical powerflow from TCC ........................... 46-46A common hydraulic functions ................................... 46B-47 park ............................................................................. 48-49 reverse ........................................................................ 50-51 neutral ......................................................................... 52-53 overdrive range first gear ........................................ 54-55 overdrive range second gear .................................... 56-57 overdrive range third gear ....................................... 58-59 overdrive range fourth gear ..................................... 60-61 overdrive fourth, TCC released to applied .............. 62-62A overdrive fourth, TCC applied to released .............. 62B-63 overdrive range 4-3 downshift ............................. 64-64A overdrive range 3-2 downshift ............................. 64B-65 manual third third gear ............................................ 66-67 manual second second gear ..................................... 68-69 manual first first gear .............................................. 70-71 Preface ....................................................................................... 1 Pressure Control Solenoid Valve .......................................... 30, 42 Pressure Regulation .................................................................... 28 Pressure Regulator Valve ........................................................... 29 Principles of Operation ......................................................... 9A-44 major mechanical components ........................................ 10 color legend .............................................................. 10A-B range reference chart ....................................................... 11 torque converter ......................................................... 12-14 apply components ...................................................... 15-23 planetary gear sets ...................................................... 24-25 hydraulic control components .................................... 26-35 electrical components ................................................. 36-44 R Range Reference Charts ....................................................... 11, 72 Reverse ..................................................................... 50-51, 76-77 Reverse Input Clutch .................................................................. 17 S Seal Locations .......................................................................... 100 Servo Assembly .......................................................................... 16 Shift Solenoid Valves ................................................................. 40 Stator Assembly .......................................................................... 13 T Table of Contents ......................................................................... 2 Torque Converter Clutch Solenoid ............................................. 39 TCC PWM Solenoid Valve .................................................. 30, 43 Regulated Apply Valve .............................................................. 30 Torque Converter Clutch Apply Valve ...................................... 29 TFP Manual Valve Position Switch ........................................... 37 Third Gear (overdrive) ............................................... 58-59, 84-85 Torque Converter Clutch ....................................................... 12-14 converter pump and turbine ............................................ 12 pressure plate ................................................................... 12 stator assembly ................................................................ 13 torque converter apply and release .................................. 14 Torque Converter Clutch Applied ........................... 62B-63, 86-87 Torque Converter Clutch Released .................................... 62-62A TFT sensor .................................................................................. 38 Transmission Adapt Function ..................................................... 42 U Understanding The Graphics .................................................. 6-8A V Valves Located In The Control Valve Body ......................... 30-31 3-4 shift valve .................................................................. 30 3-2 downshift valve ......................................................... 30 reverse abuse valve ......................................................... 30 3-2 control solenoid valve ............................................... 30 3-2 control valve ............................................................. 30 manual valve ................................................................... 30 pressure control solenoid valve ....................................... 30 actuator feed limit valve .................................................. 30 TCC PWM solenoid valve .............................................. 30 regulated apply valve and isolator valve ......................... 30 3-4 relay valve and 4-3 sequence valve .......................... 30 accumulator valve ........................................................... 30 2-3 shift solenoid valve ................................................... 30 2-3 shift valve and 2-3 shuttle valve ............................... 30 1-2 shift solenoid valve ................................................... 31 1-2 shift valve .................................................................. 31 forward abuse valve ........................................................ 31 low overrun valve ............................................................ 31 forward clutch accumulator............................................. 31 Valves Located In The Oil Pump Assembly .............................. 29 pressure regulator valve .................................................. 29 boost valve ...................................................................... 29 torque converter clutch apply valve ................................ 29 pressure relief ball ........................................................... 29 torque converter clutch solenoid ..................................... 29 retainer and checkball assemblies ................................... 29 orifice cup plugs .............................................................. 29 Vehicle Speed Sensor ................................................................. 38
118
NOTES
119
NOTES
120
NOTES
121
NOTES
122

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HOW TO USE THIS BOOK

HOW TO USE THIS BOOK

FORWARD SPRAG CL ASSEMBLY

INPUT PLANETARY GEARSET

LO AND REVERSE CLUTCH

LO ROLLER CLUTCH ASSEMBLY

REACTION PLANETARY GEARSET

1 POWER FROM TORQUE CONVERTER (1)

LO & REVERSE CLUTCH APPLIED

NO POWER TRANSMITTED TO OUTPUT SHAFT (687)

CONVERTER CLUTCH VALVE

PUMP ASSEMBLY (4)

1-2 SHIFT VALVE

PAGE NUMBER FOR REFERENCE TO FLUID FLOW SCHEMATIC

FLUID FLOW SCHEMATIC (FOLDOUT)

FLUID FLOW THROUGH COMPONENTS (FOLDOUT)

TORQUE CONVERTER ASSEMBLY

2ND & 4TH SERVO

REVERSE INPUT CLUTCH ASSEMBLY

INPUT CLUTCH HOUSING ASSEMBLY

LOW AND REVERSE CLUTCH ASSEMBLY

ACTUATOR FEED LIMIT

TORQUE SIGNAL SERVO FEED

3RD ACCUMULATOR OVERRUN

AIR BLEED (240) EX

15d 18c 34d 13b 34c 28

33b 20a 17e

APPLY OVERRUN CLUTCH FORWARD CLUTCH FEED

3-4 ACC SERVO FD 2ND

34e 31b 36a 33a

43a 32a 27a

CONVERTER CLUTCH VALVE

4TH 3-4 SIGNAL

2-3 SHIFT VALVE

OVERRUN CLUTCH REGULATED APPLY

EX (237) TORQUE SIG

1-2 SHIFT VALVE

29c 29a 29b

3-2 CONTROL SOLENOID VALVE N.C.

ACTUATOR FEED LIMIT

PUMP ASSEMBLY (4)

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

2ND 2ND 2ND CL

3RD ACCUM REVERSE PR

REV-N.O. D2-N.C. D3-N.C.

HALF PAGE TEXT AND LEDGEND

BOTTOM PAN (SUMP) (75) OVERRUN

FORWARD CLUTCH FEED 2ND CLUTCH REVERSE INPUT ORIFICED D2 2ND

FORWARD CLUTCH FEED

TFP SWITCH ASSEMBLY

REVERSE REVERSE INPUT

FORWARD CLUTCH ACCUMULATOR

LINE PRESSURE TAP (39)

TCC SOLENOID (66) N.O.

14b 38c 38b 38a

3RD ACCUMULATOR ACTUATOR FEED LIMIT

1-2 SHIFT SOLENOID VALVE N.O.

22 10c 25 24e 24d 24c 24b 24a 44a 43c 44 26

CASE (103) (Control Valve Body Side)

SPACER PLATE (48) (Case/Control Valve Body)

CONTROL VALVE BODY (60) (Case Side)

2-4 SERVO BORE

NOTE: INDICATES BOLT HOLES