Transmision Automatic A Cadilac - Oldsmobile 4T80E

4T80-E
HYDRA-MATIC
2
CONTENTS
INTRODUCTION ..................................................................................... 3 HOW TO USE THIS BOOK ...................................................................... 4 UNDERSTANDING THE GRAPHICS ....................................................... 6 TRANSMISSION CUTAWAY VIEW (FOLDOUT) ....................................... 8 GENERAL DESCRIPTION ....................................................................... 9 PRINCIPLES OF OPERATION ............................................................... 9A MAJOR MECHANICAL COMPONENTS (FOLDOUT) ...................... 10 RANGE REFERENCE CHART ......................................................... 11 TORQUE CONVERTER .................................................................. 12 APPLY COMPONENTS ................................................................. 15 PLANETARY GEAR SETS ............................................................. 27 HYDRAULIC CONTROL COMPONENTS ........................................ 32 ELECTRICAL COMPONENTS ........................................................ 44 POWER FLOW ...................................................................................... 53 COMPLETE HYDRAULIC CIRCUITS ..................................................... 81 LUBRICATION POINTS ....................................................................... 104 BUSHING, BEARING AND WASHER LOCATIONS .............................. 105 SEAL LOCATIONS .............................................................................. 106 ILLUSTRATED PARTS LIST ................................................................ 107 BASIC SPECIFICATIONS .................................................................... 124 PRODUCT DESIGNATION SYSTEM ................................................... 125 GLOSSARY ........................................................................................ 126 ABBREVIATIONS ............................................................................... 128 INDEX ................................................................................................ 129 NOTES ............................................................................................... 131
PREFACE
The Hydra-matic 4T80-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 4T80-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 transaxle models, the proper service publication must be referred to when servicing the Hydra-matic 4T80-E transaxle.
COPYRIGHT 2000 POWERTRAIN GROUP General Motors Corporation ALL RIGHTS RESERVED
All information contained in this book is based on the latest data available at the time of publication approval. The right is reserved to make product or publication changes, at any time, without notice. No part of any GM Powertrain publication may be reproduced, stored in any retrieval system or transmitted in any form or by any means, including but not limited to electronic, mechanical, photocopying, recording or otherwise, without the prior written permission of Powertrain Group of General Motors Corporation. This includes all text, illustrations, tables and charts.
INTRODUCTION
The Hydra-matic 4T80-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. Fold-out pages containing fluid flow schematics and two dimensional illustrations of major components graphically display hydraulic circuits. This information is extremely useful when tracing fluid circuits for learning or diagnosis purposes. The Appendix section of this book provides additional transmission information regarding lubrication circuits, seal locations, illustrated parts lists and more. Although this information is available in current model year Service Manuals, its inclusion provides for a quick reference guide that is useful to the technician. Production of the Hydra-matic 4T80-E Technicians Guide was made possible through the combined efforts of many staff areas within the General Motors Powertrain Division. As a result, the Hydra-matic 4T80-E 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 4T80-E (page 8) and refer to it as you progress through each major section. This cutaway provides a quick reference of component location inside the transmission assembly and their relationship to other components. The Principles of Operation section (beginning on page 9A) presents information regarding the major apply components and hydraulic control components used in this transmission. This section describes how specific components work and interfaces with the sections that follow. The Power Flow section (beginning on page 53) presents the mechanical and hydraulic functions corresponding to specific gear ranges. This section builds on the information presented in the Principles of Operation section by showing specific fluid circuits that enable the mechanical components to operate. The mechanical power flow is graphically displayed on a full size page and is followed by a half page of descriptive text. The opposite side of the half page contains the narrative description of the hydraulic fluid as it applies components or moves valves in the system. Facing this partial page is a hydraulic schematic which shows the position of valves, ball check valves, etc., as they function in a specific gear range. Also, located at the bottom of each half page is a reference to the Complete Hydraulic Circuit section that follows. The Complete Hydraulic Circuits section (beginning on page 81) details the entire hydraulic system. This is accomplished by using a fold-out circuit schematic with a facing page two dimensional fold-out drawing of each component. The circuit schematics and component drawings display only the fluid passages for that specific operating range. Finally, the Appendix section contains a schematic of the lubrication flow through the transmission, disassembled view parts lists and transmission specifications. This information has been included to provide the user with convenient reference information published in the appropriate vehicle Service Manuals. Since component parts lists and specifications may change over time, this information should be verified with Service Manual information.
HOW TO USE THIS BOOK

LARGE CUTAWAY VIEW OF TRANSMISSION (FOLDOUT) HALF PAGE TEXT FOR EASY REFERENCE TO BOTH PAGES RANGE REFERENCE CHART
HYDRA-MATIC 4T80-E
DRIVE SPROCKET TORQUE CONVERTER
1 POWER FROM TORQUE CONVERTER (1) 1a INPUT SUN GEAR (631) DRIVING 1b INPUT CARRIER ASSEMBLY (700) HELD
PARK
(Engine Running)
1c INPUT CARRIER PINIONS ROTATE 2 2a 1d 2b 3a POSSIBLE TORQUE TO INPUT PARKING LOW/REVERSE POWER INTERNAL LOCK GEAR FINAL DRIVE BAND TRANSMITTED PINIONS GEAR AND HUB (833) (13) FROM ROTATES HELD APPLIED VEHICLE (POWER TERMINATES)
BOOST VALVE
(P) Park l the e oi r in th leve fromwing: ctor sure follo sele pres the Regthe line to 8): ) Withtion, rected Valve(21 sure si is di r pres po p lato (line ion pum Regu tput miss
SCAVENGE OUTLET
En
gin
RK g PA nnin u eR
EX
SCAVENGE PUMP
LEFT SCAVENGE SUCTION RIGHT SCAVENGE SUCTION
MAIN PUMP SUCTION
PRESSURE REGULATOR VALVE
MANUAL SHAFT
2ND CLUTCH
REVERSE CLUTCH
3RD CLUTCH
FORWARD CLUTCH
COAST CLUTCH
LOW ROLLER CLUTCH
SECONDARY LINE
PARK
(Engine Running)
PRIMARY PUMP SECONDARY PUMP
37
TORQ SIGNAL
REV
p sure mp ou transpum Preses pu to the hen mand ulat rdingents. W e de m th fro accoirem ceeds, fluidr requut ex sure lato outp e presre regu of lin essu pr the
LUBE 2
26
OUTPUT SPEED SENSOR
BOTTOM SUMP
SCAVENGE OUTLET
UPPER SUMP
LINE
25
23
BALL CHECK
LINE
DIFFERENTIAL ASSEMBLY
LINE
LINE
CONV FEED TORQ SIGNAL
CONV FEED
TORQ SIGNAL EX 1-2 SOLENOID 2-3 SOLENOID EX

PRN
LINE LINE
CONV FEED
DRIVE
TCC CONTROL
EX
27
35
DRIVE
PRND43
PRND4
EX
EX
EX
EX
SCAVENGE PUMP PRIMARY PUMP SECONDARY PUMP UPPER CONTROL VALVE ASSEMBLY INPUT SPEED SENSOR
CC FD LIMIT
TCC FD LIMIT
FORWARD SPRAG CLUTCH
11
EX
EX
LINE
3-4 SHIFT VALVE FILTER (338) ACTUATOR FD FILTERED ACTUATOR FEED

EX
ACT FD LMT
EX
INPUT PLANETARY GEARSET LOW/REVERSE SERVO REACTION PLANETARY GEARSET DRIVE LINK ASSEMBLY 2ND SPRAG CLUTCH
FORWARD SPRAG INPUT OUTER RACE INTERNAL (721) INPUT GEAR INTERNAL (708) GEAR FLANGE (725)
COAST CLUTCH HUB (719)
EX
2-3 ACCUM VALVE

33 38
EX
REACTION CARRIER SHELL (633) HELD
LINE
D21Y
EX
10
EX LO LO FEED
D21
EX
PRESSURE CONTROL SOLENOID TORQ SIGNAL
2-3 SHIFT SOLENOID OFF
2-3 SHIFT VALVE DRIVE
FILTER (917)
LINE
EX
2-3 SOLENOID
16
TORQ SIG
CO
PARKING LOCK PAWL (22) ENGAGED FORWARD AND COAST CLUTCH HOUSING (801) HELD LOW/REVERSE SERVO ASSEMBLY (928-934) APPLIED
MP
LE
SEC 2-3 ACCUM
ACTUATOR FD LO & REV BAND APPLY LO & REV BAND REDUCE
FILTERED ACTUATOR FD
15
REV CL
TE
1-2 SOLENOID LO & REV BAND APPLY LO & REV BAND REDUCE
DRIVE 2ND CL
1-2 SOL
4 BD FD 4TH BD
EX
EX EX
3RD CL
CU
1-2 / 3-4 ACC ACCM BOOST
20
42
DRIVEN SPROCKET
OUTPUT SHAFT
3-4 ACCUMULATOR
4TH SERVO
1-2 ACCUMULATOR
FORWARD ACCUMULATOR
REVERSE ACCUMULATOR
FORWARD CLUTCH SPRAG ASSEMBLY (716) OVERRUNNING
EX
LINE PRIMARY ACCUM
REV BAND
56
IT
30
LOW/REVERSE SERVO
1-2 SHIFT SOLENOID ON
EX
PRN
36
#6
1-2 SHIFT VALVE

2
EX
REV
EX
LO FEED
HY DR PA AUL GE IC 82 CIR
EX EX
D21 COAST CL C CL FEED
DRIVEN SPROCKET (415)
EX 3RD CL
LOW/REVERSE BAND (13) APPLIED
PARKING LOCK GEAR (833) HELD
FINAL DRIVE SUN GEAR (121) HELD
EX
EX
28
D321
ACT FD
Figure 6
Figure 53
Figure 54
56
3RD CL 4 BD FD D21Y CST CL FD
LUBE FITTING
INPUT PLANETARY PINIONS (702)
LINE
PRN
29
TCC FD LIMIT
FINAL DRIVE ASSEMBLY
TORQ SIGNAL
D321
LO D21
REV
INPUT SHAFT AND 3RD CLUTCH HOUSING (604) DRIVING
3RD CL
EX
REACTION CARRIER ASSEMBLY (623) HELD
REACTION INTERNAL GEAR (708) INPUT HELD SUN GEAR (631)
CONV RELEASE
TO COOLER CONV APPLY REG APPLY
INPUT CARRIER ASSEMBLY (700) HELD
FINAL DRIVE SUN GEAR SHAFT (722) HELD
1 2 3D NR
P
DRIVE REV
LINE
CONV CL CONTROL
TCC SOL
MANUAL VALVE
REV
FLUID FLOW SCHEMATIC (FOLDOUT)

RK g PA nnin u eR
LINE
24
OUTPUT SHAFT
TFP SWITCH
PAGE NUMBER FOR REFERENCE TO FLUID FLOW SCHEMATIC
57
FLUID FLOW THROUGH COMPONENTS (FOLDOUT)
PARK
(Engine Running)
LUBE
INTAKE & DECREASE CONVERTER & LUBE MAINLINE SOLENOID SIG. ACCUMULATOR ACTUATOR FEED TORQUE SIGNAL
LUBE
DRIVEN SPROCKET SUPPORT (418)
LUBE
TORQUE CONVERTER ASSEMBLY

LUBE 2
2ND CLUTCH ASSEMBLY
REVERSE CLUTCH ASSEMBLY
3RD CLUTCH ASSEMBLY
FORWARD AND COAST CLUTCH ASSEMBLY
COOLER LUBE FITTING (3)
FORWARD/COAST CLUTCH SUPPORT (822)
(P) Park l thethe oi r inPARK (Engine leve fromwing: ctor sure follo sele pres the Regthe line to 8): ) Withtion, rected Valve(21 sure si is di r pres 56 56 po p lato (line ion 56 56 56 pum Regu tput miss
ns p sure mp oue tra pum Preses pu to thWhen mand ulat rdingents. the de m fro accoirem ceeds, fluidr requut ex sure lato 56 6 outp e presre regu 22 of lin essu 40 e pr th 56
11 52
En
gin
Running)
3RD CL EX
LINE PRESSURE TAP (40)
COAST CL 3RD CL
EX
LUBE
REV CL
REV CL
SECONDARY PUMP BODY (203)
EX
2 6a 6b
3RD CL
RIGHT SCAVENGE SUCTION
COOLER
LINE TORQ SIGNAL

BOOST VALVE
LINE
2ND CL
FORWARD CLUTCH
37
22f
REV
22e 22d
ACT FD
SECONDARY LINE
GASKET (228)
GASKET (328)
CONV RELEASE
EX
PRIMARY PUMP BODY (200)
CASE COVER (33)
SPACER PLT (327)
SECONDARY PUMP
40g 40h
SCAVENGE TUBE (54)
4TH SERVO
4TH BAND REV CL REV 3RD CL FORWARD CLUTCH
COAST CL
TRANSFER PLATE (956)
SCAVENGE PUMP COVER (237)
32c 40e 40d

LOWER CONTROL VALVE BODY (903)
SCAVENGE PUMP BODY (225)
TORQ SIGNAL 3RD CL 3RD CL LINE
ORIFICED 3RD CL
8c 8b SLOT IN GASKET
PRIMARY ACCUM
RIGHT SCAVENGE SUCTION LINE

SCAVENGE OUTLET
38b
;; ;;; ; ;; ;;; ; ;; ;;;;;; ;; ;;; ;;; ;;;

56 56
;; ;;; ;; ;;; ;;;;; ; ;;

56 22 56 2 56
56
56 56
56
56 56 56 56 2
56
22
22
11
LUBE
56 56 56 56
32
56
56
56
32
56
11
56
56
56
56 56 56 56
56
22
56
11
56
56
56
56
56
56
56
56 56
56 56
56
11 22 56
40
CONV APPLY
(216)
SLOT IN
11
40
GASKET
56
56
25
56
LUBE 2 LINE LINE
SECONDARY PUMP BODY (203) (Case Cover Side)
REV
LINE LINE
2ND CL
SLOT IN GASKET 38a 20 40 38c
32b
24
9
TFP SWITCH
39
32a 49a 40c
CONV APPLY
TO COOLER
UPPER SUMP
26
8a
CON FD
25
SLOT IN GASKET
3RD CL
REV
LINE REV LINE

SLOT IN GASKET
6g 6f 41 32d
36a 36b
#8
REV CL
40b 11 33d 44c
15
BALL CHECK
LEFT SCAVENGE SUCTION
3-4 SHIFT VALVE

D21Y CST CL FD D321 1-2 SOLENOID
(38)
FORWARD CLUTCH
ACT FD
LINE
ACT FD
COAST CL REVERSE 4TH BAND
SCAVENGE PUMP
3RD CL
REV CL
LO
PRIMARY PUMP
SEC LINE
LUBE 2 MAIN PUMP SUCTION LEFT SCAVENGE SUCTION CONV RELEASE
GASKET (326)
6h 11a 11b 1 11c
23
1 2 3D NR
P
DRIVE
D321 4 BD FD
REV ORIFICE BYPASS VALVE
#7
32k 33e 32h

12
33f 32g
6
32f
LINE
D321
DRIVE
PRND43
REV
FILTER (236)
12 15
MAIN PUMP SUCTION
MANUAL VALVE
EX
36 50
17
PRN
CONV APPLY TO COOLER LINE REG APPLY
UPPER CONTROL VALVE BODY (300)
LO D21
PRND4
6k
6m 38g 34e 1 38f 34f 18 38 50a 50d

FWD ORIFICE BYPASS VALVE
EX
6e
ORIFICED 3RD CL PRIMARY ACCUM
PRIMARY ACCUM
LINE CON FD TORQ SIGNAL 3RD CL 3RD CL
34
45c
CONV CL REG
EX
#5
D321
D21 EX EX
FILTER (917)
CONV RELEASE
11
REV CL REV REV REV PRN PRND43 COAST CL D321 3RD CL D321
D321
33 32e 32m 32 17
49 47 40a 47a 23b
REG APPLY
46a 45a 45b
TCC CONTROL
EX EX
CONV CL CONTROL TCC CONTROL TCC EX ENABLE ORIFICED TCC EX ENABLE TCC FD LIMIT TCC FD LIMIT TCC FD LIMIT
ACT FD
20b
20a 21 16 21b 24
9
DRIVE
TCC SOL
EX
50b
PRN
45
(40)
;;;;;;;; ;;; ;; ;;;; ;;;;;;;; ;;; ;; ;;;; ;;;;;;;; ;;; ;; ;;;;;; ;;;; ;;;; ;;;; ;;;; ;;;; ;;;; ;;;;;; ;;;;;;
55 56
TCC ENABLE
EX EX
2-3 SHIFT VALVE

EX EX EX
1-2 SOL
23a
36
13 13 14 35 45d 13a 46
TCC EX ENABLE
10c
27
10b 8
2-3 SOLENOID
50c 35
4
LO
TCC FD LIMIT TCC FD LIMIT CONV FEED 3RD CL ACT FD ACT FD

UPPER CONT VB (300)
10
REG APPLY TCC EX ENABLE TCC CONTROL

EX
29
10a
2ND CL
35a
8d
8
SPACER PLATE ASSEMBLY (935)
28
20b 20a
53
CHANNEL PLATE (900)
52 36c
EX
COAST CL FEED
SPACER PLATE (327)
CASE COVER (33)
EX
CASE COVER (33)
4TH BD FD D21Y D21Y COAST CL FEED
GASKET (326)
53
REV BAND
GASKET (328)
CC FD LIMIT
EX
D321 D321
SEAL (44)
FORWARD CLUTCH
EX
CASE (6)
EX
CONV FEED
EX
LINE
EX
EX
EX
FILTER (338)
EX
43 52
EX
SLOT IN GASKET
21a 23 15
EX
D21 LO FEED DRIVE LO FEED EX EX LO 1-2 SOLENOID
D21Y C CL FEED REV REV
PRN
17a 37
#6
26
20
33a
EX
PRN
1-2 SHIFT VALVE
LO & REV BD APPLY LO & REV BAND REDUCE LOW/ REVERSE SERVO
26a 37b
CC
RR
24a 24b
34g
#9
37a
2-3 SOLENOID
EX
34d 43a 44 52b 34a 34c 53a 39
19
2-3 SOLENOID
5 2
LOWER CONTROL VALVE BODY (903) SPACER PLATE ASSEMBLY (935) CHANNEL PLATE (900)
ACT FD LMT
22a
43b
48b
47d
EX
EX
36d
51a
ACT FD ACT FD
22b
47c
34
51
48
48a
CL U TC H
;;;;;; ;; ;; ;;;;;; ;; ;; ;;;;;; ;;; ;;;;;; ;; ;;;;;; ; ;

11
15
GASKET (228) (Secondary P.B./ Spacer Plate)
12 13 10 56
56
56
45
15
46
56
15
56 56
45
40
22
11
56
56
40
56 56
#11
22
56
56
10
22
40
42
56
LINE
32
56 56 4
12 56
56
56 56
20
30
56
11 9
9 56 30
42
#10
56
40
56
40
27
54
CASE COVER (33) (Sec. P.B. & V.B.Side)

(54)
;;; ; ;;; ; ;;;;;;; ;;;;;; ;; ;;; ; ;;; ;; ;; ; ; ;;; ;; ; ;; ; ;; ; ;;; ;; ;; ;; ;;; ;;; ; ;;; ;; ;; ;;;;;;; ;;;; ;;;;;; ;;;; ;; ;; ;;;;;;; ;;;; ;;;; ;;;;; ;;;;;; ;;;;;;;;; ;;;; ; ;; ;;;;;; ;;;; ;;;;;;;;; ;;; ;;; ; ; ;; ;;; ;;;;; ;; ;;;;;;;;;;; ;;;;;;; ;; ;;;;;; ;;;;;; ;;;;;;;; ;; ;;; ; ;;;;;;; ; ;;;;;; ;;;;;;;;;;;;;; ;;;;;;; ;;;;;; ;;;;;; ;;;;;; ;;; ;;
11
14
56
(338)
(343)
22
31
;; ;;; ;;; ;; ;; ; ;; ;; ;; ;;; ; ;

40
45 56 12 10 14 13
11
45
13 15
13/14
35
10
12
46
40
46
56
21
40 56
15 45 52
45
45d
11 13a 15
12
40s
11
13
13
45
45
45
45
45
46
40
22f
10c 45
46
10 12
40
34
56
45
56
40
46 1352 6 52 56
13
40
37
10
22 22
45c 45b
45a
40r
22
45
15
46
22a
45
45
40
6e
46a
10
40n
29
13
42b/40m
3
45
46 45 13
40
22 20
10
10 8 52 56 52 42 20 52 52 6 22 20 31 30 56 6 30 52 30 56
52
40
10
10 22 42
32d
22e
22b
40
27
32
22
22 22
40
11a
8c
6a
8a/10b 8d
20a
10a
42
31
8b
22d
22c
40h
31
CLIP
POCKET
20
20
11b
6b
28
42a
40k 40p/42
11
8 10
10
22
40
40
30
6c
30
38
33
30
30
31
20b 30d/31a
31
11 22
20
40 42
31
20
32
11c
30/6
30a
30
22 56
27 52
27
27
SLOT IN
8a
30
30b
30c/31
SLOT IN
30
6d
30
30
30 31
SLOT IN
GASKET
6f
40g
GASKET
8/9
11
40
GASKET
27/6
6g
24
27b
6/32
41
26
27
40
40
40
23
42
6h
27a
40f
40
27
SLOT IN
(350)
GASKET
UPPER CONTROL VALVE BODY (300) (Case Cover Side)

(41)
GASKET (326) (V.B./ Spacer Plate)
SPACER PLATE (327) (Sec. P.B. & V.B./ Case Cover)
GASKET (328) (Spacer Plate/ Case Cover)
55
55
55
15
(38)
SEAL (43) (Case Cover/ Driven Sprocket Support)
16
(3)
42
42
52
42
9 27
20
40
40 9
32
6 32
(40)
27
56
32
27
40
40
20
40
20
32
33
5 33
54
40
54
39
27
20
40
32
32
20
27
39
54
39
40
33
20
27 39 33
32
40 (8)
20
20
27 27
39 33
CASE COVER (33) (Case Side)
SEAL (44) (Case/Case Cover)
TRANSMISSION CASE (6) (Case Cover Side)
32
4T
H
33
NOTE:
56
56 56 56 56 56
34
56
56
38b
49 38 56 24 23 17 32 56 56 26 37 33 53 56 44 27 44 44 33
17
49a
#6
#9 24 23 52
17
52 56 23 17 32
A
35
24b
48
32e 32f 48b
6
56
32 56
32
7
INDICATES BOLT HOLES

52 37 17 25 32 35 53 52
44
38
49
26
37
20
23b 33 17
26/33a
36
V
37
47c
56
47 48 32 56 56 51 40 56 56 50 43 34

56
17a 26a 32h/33f

12
49
37
56 56 56 56 56
32
56
56 56
56 40
37a
37b 32k/33e
2
32g
34a 53
48a 51 43a
10
53
53 35 43
53a 52b
39
40 56 32
27c
33g 33c
22
44
5
LO
39a
DRIVE
2ND CL
39 56 34 38 34
23
TORQ SIG
3RD CL
22c
4TH BAND
2-3 ACCUM VALVE
EX
38e
44a
21
REV CL
38d
ORIFICED CUP PLUG (343)

LINE
4TH BD FD 2ND CL
39 38
56
EX
44b 33b
44a 38d
21
38e
38f/34f 38g/34e
1
10
2ND CL
56 36 50 47 36 56
PRIMARY ACCUM
LINE SEC 2-3 ACCUM SEC 2-3 ACCUM
2-3 ACCUMULATOR
3RD CL 3RD CL
SCAVENGE TUBE (54)
ACCUMULATOR HOUSING (944)
3-4 ACCUMULATOR 1-2 ACCUMULATOR
24 56
21 20
38
20/38
50b 50d 34 36d/34g 50a 34d 19 47a 18 38 34c 38a 36b 21 16 47 38c/20 50 20a 36a 36 24a
15
35a 8 53/52 43b 35 36c
40b 47b 40a 50c 51a

43 11
6m 32m
SLOT IN GASKET
- NON- FUNCTIONAL HOLES HAVE BEEN REMOVED FROM COMPONENT DRAWINGS TO SIMPLIFY TRACING FLUID FLOW.
27
E
O
V
ER
38
33 26
37 32
#7
56
56
37
53 52 56 43 52 39 34 34
- DUAL PURPOSE PASSAGES HAVE CHANNEL PLATE SIDE PASSAGES LISTED FIRST - EXHAUST FLUID NOT SHOWN
#4 44 33
27 #1
38
48 49 50 34 40 52 52 35 36 52 51
47 48 51 43
40
18 56 18 19
RU
51
D2
40
47
6 32
3-
50 34 38 21 20 24 56
36
50
SI
G
N
A
L
28c 29c
39 44
39 33h
40 14
23a
21b/24 21a/23
#5 33
38 23 56
47
50
#1
FORWARD CLUTCH
1-2 ACCUMULATOR
REV CL
REVERSE ACCUMULATOR
2-3 ACCUM
LINE
6d
#4
BOTTOM SUMP
EX EX
33c 22 33b 33g 33h
32
3RD CL
40m
42b 42a
EX EX
LINE
SLOT IN GASKET
SLOT IN GASKET
ORIFICED 3RD CL
GASKET (326)
#2
FWD ACCUMULATOR
27h
27g
29a
14
4TH SERVO BORE
6
33
40
44
30b
27a
40s
40f
30
40p
30c
30d
GASKET (328)
27e
30
33
32
40r
6c
42
40n
38
SPACER PLATE (327)
31
LEFT SCAVENGE SCREEN (51) 3RD CL 3RD CL
RIGHT SCAVENGE SCREEN (52)
29b 28a
13 28b
27b
30a
31a
40k
42
31
3-4 ACCUMULATOR
#3
27f
27
33 39
20
#10
3RD CL
CASE COVER (33)
#11
PRIM ACCUM
44b
27d
SPACER PLATE GASKET ASSEMBLY (935) CHANNEL PLATE (900)
3RD CL
LINE PRIMARY ACCUM
SEAL (44) CASE (6)
2ND CL 4TH BAND 4TH BAND PRIMARY ACCUM
33
39
27
20
PRIMARY ACCUM
27c
TRANSMISSION CASE (6) (Bottom View)
;; ;;
56 32 6 40 1 32 1
SLOT IN GASKET
32 40
56 6 56
32a 40c 6k
39
29
36 #8
29
29c
29b/27g 29a/27h
(917)
40d
32b 29
56
33 56 44 39 56
33d
44c
44
40e

#2 56 32c
20
44
56
6
28 20 56 27 39
56
56
28c
28a/27f
27d
28b/27e
13
28
20
27c 39a
20b
28
27
(8) 40
32
#3
LOWER CHANNEL PLATE (900) (Case Bottom Side)
SPACER PLATE GASKET ASSEMBLY (935) (Case Bottom to Lower Channel Plate)
82
Figure 80
Figure 81
FOLDOUT 83
HALF PAGE TEXT AND LEGEND
COMPLETE ILLUSTRATED PARTS LIST
Figure 1
UNDERSTANDING THE GRAPHICS

CASE COVER (33) GASKET (228) PUMP ASSEMBLIES (225-203) SPACER PLATE (327) GASKET (328) SEAL (44) CASE ASSEMBLY (6) TORQUE CONVERTER (1)
SEAL (43)
4TH SERVO ASSEMBLY (524-534)
FILTER (236) UPPER CONTROL VALVE BODY (300)
SPACER PLATE GASKET ASSEMBLY (935) TRANSFER PLATE (956) CHANNEL PLATE (900)
BOTTOM PAN (59) LEFT SCAVENGER SCREEN (51)
RIGHT SCAVENGER SCREEN (52)
Figure 2
The flow of transmission fluid starts when the scavenge pump gears turn and draw fluid from the bottom pan through two scavenger screens, the scavenge tube, into the upper sump. When the fluid reaches the upper sump, the primary and secondary pumps draw fluid through a filter located behind the side cover before it is routed into the line pressure circuits. This general route for fluid to flow is easily understood by reviewing the illustrations provided in Figure 2. However, fluid may pass between the control valve body, spacer plate, channel plate and other components many times before reaching a valve or applying a clutch. For this reason, the graphics are designed to show the exact location where fluid passes through a component and into other passages for specific gear range operation. To provide a better understanding of fluid flow in the Hydra-matic 4T80-E transmission, the components involved with hydraulic control and fluid flow are illustrated in three major formats. Figure 3 provides an example of these formats which are:
6
A two dimensional line drawing of the component to indicate fluid passages and orifices. A graphic schematic representation that displays valves, ball check valves, orifices and so forth, required for the proper function of the transmission in a specific gear range. In the schematic drawings, fluid circuits are represented by straight lines and orifices are represented by indentations in a circuit. All circuits are labeled and color coded to provide reference points between the schematic drawing and the two dimensional line drawing of the components. Figure 4 (page 7B) provides an illustration of a typical valve, bushing and valve train components. A brief description of valve operation is also provided to support the illustration. Figure 5 (page 7B) provides a color coded chart that references different fluid pressures used to operate the hydraulic control systems. A brief description of how fluid pressures affect valve operation is also provided.
A three dimensional line drawing of the component for easier part identification.

LUBE LUBE
LUBE

LUBE 2
2ND CLUTCH ASSEMBLY
3RD CLUTCH ASSEMBLY
LOWER CHANNEL PLATE SIDE
COAST CL
3RD CL EX
LUBE
LUBE
3RD CL
EX
REV CL
REV CL
EX
2 6a 6b
37
3RD CL
COOLER
LINE TORQ SIGNAL

BOOST VALVE
22f
LINE
2ND CL
FORWARD CLUTCH
LOWER CONTROL VALVE BODY ASSEMBLY (903)

CONV APPLY
REV
22e 22d
ACT FD
SECONDARY LINE
GASKET (228)
GASKET (328)
CONV RELEASE
EX
CASE COVER (33)
SPACER PLT (327)
SECONDARY PUMP
40g 40h
SCAVENGE TUBE (54)
4TH SERVO
32c 40e 40d
COAST CL
LUBE 2 LINE LINE
ORIFICED 3RD CL
8c 8b
PRIMARY ACCUM

SCAVENGE OUTLET
38b
LINE
CONV APPLY
TO COOLER
UPPER SUMP
SLOT IN GASKET
24
9
REV
LINE
2ND CL
SLOT IN GASKET
38a 20 40 38c
32b
TFP SWITCH
39
32a 49a 40c
THREE DIMENSIONAL
TWO DIMENSIONAL LOWER CONTROL VALVE BODY SIDE
CON FD
25
26 8a
6g 6f 32d
SLOT IN GASKET
3RD CL
REV
LINE REV LINE
36a 36b
#8
REV CL
40b 11 33d 44c
BALL CHECK
3-4 SHIFT VALVE

FORWARD CLUTCH

GASKET (326)
ACT FD
11b 1 11c
DRIVE
32g
6
32f
LINE
D321
12 15
50 6k 6m 38g 34e 1 38f 34f 18 38 50a 50d
PRN
EX
36
LOW D21
PRND43
DRIVE
REV
FILTER (236)
MAIN PUMP SUCTION
MANUAL VALVE
LINE
17
PRND4
EX
6e
PRIMARY ACCUM
34
45c
CONV CL REG
EX
#5
D321
D21 EX EX
FILTER (917)
CONV RELEASE
11
REV CL REV REV REV PRN PRND43 COAST CL

D321 3RD CL D321
D321
33 32e 32m 32 17
LOW
3RD CL
11a
LINE
REV CL
PRIMARY PUMP
23
ACT FD
SCAVENGE PUMP
SEC LINE
6h
1 2 3D NR
D321
#7
4 BD FD
32k 33e 32h

12
33f
49 47 40a 47a 23b
REG APPLY
46a 45a 45b
TCC CONTROL
EX EX
ACT FD
20b
20a 21 16 21b 24
9
TCC ENABLE
EX EX
DRIVE
TCC SOL
EX
50b
2-3 SHIFT VALVE

EX EX EX
1-2 SOL
23a
36
13 13 14 35 45d 13a 46
TCC EX ENABLE
10c
27
10b 8
2-3 SOLENOID
50c 35
4

UPPER CONT VB (300)
10

EX
29
10a 8d
2ND CL
35a
8
28
20b 20a
53
CHANNEL PLATE (900)
52 36c
EX
SPACER PLATE (327)
CASE COVER (33)
CASE COVER (33)
EX
GASKET (326)
53
GASKET (328)
SEAL (44)
FORWARD CLUTCH
CASE (6)
CONV FEED
EX
LINE
EX
EX
EX
FILTER (338)
EX
43 52
24a 24b
34g
1-2 SHIFT VALVE
REV BAND
CC FD LIMIT
EX
D321 D321
EX
EX
EX
SLOT IN GASKET
EX
EX
PRN
COAST CL FEED
21a 23 15
D21 LOW FEED DRIVE LOW FEED EX EX LOW 1-2 SOLENOID
PRN
17a 37
LOW
#6
26
20
33a
LOW & REV BD APPLY LOW & REV BAND REDUCE LOW/ REVERSE SERVO
26a 37b
PRN
45
SPACER/GASKET PLATE ASSEMBLY (935)
THREE DIMENSIONAL
4TH BAND REV CL
TWO DIMENSIONAL LOWER CONTROL VALVE BODY SIDE
#9
37a
2-3 SOLENOID
34d 34a 34c 43a 44 52b
2-3 SOLENOID
53a 39
5 2
22a
EX
ACT FD LMT
EX
EX
36d
51a
ACT FD ACT FD
22b
19
48
LOW
39a
DRIVE
2ND CL
TORQ SIG
3RD CL
22c
2-3 ACCUM VALVE
EX
38e
44a
38d

LINE
4TH BD FD 2ND CL
EX
10
48a
2ND CL
LOWER CHANNEL PLATE (900)
43b
48b
47d
21
47c
34
51
PRIMARY ACCUM
2-3 ACCUMULATOR
3RD CL 3RD CL
SCAVENGE TUBE (54)
28c 29c
#1
FORWARD CLUTCH
1-2 ACCUMULATOR
REV CL
REVERSE ACCUMULATOR
2-3 ACCUM
LINE
6d
#4
BOTTOM SUMP
EX EX
33c 22 33b 33g 33h
3RD CL
40m
42b 42a
EX EX
LINE
SLOT IN GASKET
SLOT IN GASKET
ORIFICED 3RD CL
GASKET (326)
#2
FWD ACCUMULATOR
27h
27g
29a
14
30b
27a
40s
40f
30
30d
GASKET (328)
#10
3RD CL
40p
30
30c
33
32
40r
6c
42
40n
38
SPACER PLATE (327)
31
29b 28a
LOWER CHANNEL PLATE (900)
27b
30a
31a
40k
31
42
3-4 ACCUMULATOR
#3
27f
13 27e 28b
CASE COVER (33)
#11
PRIM ACCUM
44b
27d
3RD CL
LINE PRIMARY ACCUM
SEAL (44) CASE (6)
PRIMARY ACCUM
27c
THREE DIMENSIONAL GRAPHIC SCHEMATIC REPRESENTATION
TWO DIMENSIONAL LOWER CHANNEL PLATE SIDE
SCAVENGE PUMP ASSEMBLY (225)
PRIMARY PUMP ASSEMBLY (200)
SECONDARY PUMP ASSEMBLY (203)
UPPER CONTROL VALVE BODY ASSEMBLY (300)
ACCUMULATOR HOUSING ASSEMBLY (944)

THREE DIMENSIONAL TWO DIMENSIONAL UPPER CONTROL VALVE BODY SIDE
CASE COVER (33)

THREE DIMENSIONAL SCAVENGE PUMP BODY (225) THREE DIMENSIONAL PRIMARY PUMP BODY (200) THREE DIMENSIONAL SECONDARY PUMP BODY (203) THREE DIMENSIONAL CASE COVER SIDE THREE DIMENSIONAL
GASKET (228) SPACER PLATE (327) GASKET (328) GASKET (326)
TWO DIMENSIONAL UPPER CONTROL VALVE BODY SIDE
CASE COVER SPACER PLATE (935)
TWO DIMENSIONAL
TWO DIMENSIONAL
TWO DIMENSIONAL
TWO DIMENSIONAL
THREE DIMENSIONAL
TWO DIMENSIONAL
Figure 3
FOLDOUT 7
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.
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.
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".
RETAINING PIN
VALVE BODY
7B
HYDRA-MATIC 4T80-E
DRIVE SPROCKET TORQUE CONVERTER
MANUAL SHAFT
2ND CLUTCH
REVERSE CLUTCH
3RD CLUTCH
FORWARD CLUTCH
COAST CLUTCH
LOW ROLLER CLUTCH
OUTPUT SPEED SENSOR
DIFFERENTIAL ASSEMBLY
OUTPUT SHAFT
SCAVENGE PUMP PRIMARY PUMP SECONDARY PUMP UPPER CONTROL VALVE ASSEMBLY INPUT SPEED SENSOR
FINAL DRIVE ASSEMBLY LUBE FITTING
FORWARD SPRAG CLUTCH
INPUT PLANETARY GEARSET LOW/REVERSE SERVO REACTION PLANETARY GEARSET DRIVE LINK ASSEMBLY 2ND SPRAG CLUTCH
DRIVEN SPROCKET
OUTPUT SHAFT
3-4 ACCUMULATOR
4TH SERVO
1-2 ACCUMULATOR
FORWARD ACCUMULATOR
REVERSE ACCUMULATOR
Figure 6
Figure 7
HYDRA-MATIC 4T80-E CROSS SECTIONAL DRAWING

A cross sectional line drawing is typically the standard method for illustrating either an individual mechanical component or a complete transmission assembly. However, unless a person is familiar with all the individual components of the transmission, distinguishing components may be difficult in this type of drawing. For this reason, a three dimensional perspective illustration (shown on page 8) is the primary drawing used throughout this book. The purpose for this type of illustration is to provide a more exacting graphic representation of each component and to show their relationship to other components within the transmission assembly. It is also useful for
8A
understanding the cross sectional line drawing by comparing the same components from the three dimensional perspective illustration. In this regard it becomes an excellent teaching instrument. Additionally, all the illustrations contained in this book use a color scheme that is consistent throughout this book. In other words, regardless of the type of illustration or drawing, all components have an assigned color and that color is used whenever that component is illustrated. This consistency not only helps to provide for easy component identification but it also enhances the graphic and color continuity between sections.
GENERAL DESCRIPTION
The Hydra-matic 4T80-E is a fully automatic, four speed, front wheel drive transmission. It consists primarily of a four-element torque converter, two planetary gear sets, a hydraulic pressurization and control system, friction and mechanical clutches and, a final drive planetary gear set with a differential assembly. The four-element torque converter contains a pump, a turbine, a pressure plate splined to the turbine, and a stator assembly. The torque converter acts as a fluid coupling to smoothly transmit power from the engine to the transmission. It also hydraulically provides additional torque multiplication when required. The pressure plate, when applied, provides a mechanical direct drive coupling of the engine to the transmission. The two planetary gear sets provide the four forward gear ratios and reverse. Changing gear ratios is fully automatic and is accomplished through the use of a Powertrain Control Module (PCM). The PCM receives and monitors various electronic sensor inputs and uses this information to shift the transmission at the most optimum time. When the shift solenoid valves inside the transmission are hydraulically activated they send operating gear range information to the PCM. Gear range information is then used by the PCM to apply and release the torque converter clutch. This allows the engine to deliver the maximum fuel efficiency without sacrificing vehicle performance. The hydraulic system primarily consists of three gear type pumps, two control valve bodies, a case cover and a channel plate. The pumps maintain the working pressures needed to stroke the servos and clutch pistons that apply or release the friction components. These friction components (when applied or released) support the automatic shifting qualities of the transmission. The friction components used in this transmission consist of five multiple disc clutches and two bands. The multiple disc clutches combine with three mechanical components, two sprag clutches and a roller clutch, to deliver five different gear ratios through gear sets. The gear sets then transfer torque through the final drive differential and out to the drive axles.
EXPLANATION OF RANGES
The transmission should not be operated in Overdrive when towing a trailer or driving on hilly terrain. Under such conditions that put an extra load on the engine, the transmission should be driven in a lower manual gear selection for maximum efficiency. D Manual Third can be used for conditions where it may be desirable to use only three gear ratios. These conditions include towing a trailer and driving on hilly terrain as described above. This range is also helpful for engine braking when descending slight grades. If the vehicle is in fourth gear it will immediately shift to third. Automatic shifting is the same as in Overdrive range for first, second and third gears except that the transmission will not shift into fourth gear. 2 Manual Second adds more performance for congested traffic and hilly terrain. It has the same starting ratio (first gear) as Manual Third but the transmission is prevented from shifting above second gear at normal throttle opening. Thus, Manual Second can be used to retain second gear for acceleration and engine braking as desired. If the transmission is in third or fourth gear when Manual Second is selected it will immediately shift to second gear depending on vehicle speed. 1 Manual First can be selected at any vehicle speed. If the transmission is in second, third or fourth gear it will immediately shift into first gear when vehicle speed is below approximately 56 km/h (35 mph). This is particularly beneficial for maintaining maximum engine braking when descending steep grades.
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 final drive differential and output shaft are mechanically locked to the case through the parking pawl and final drive internal gear, Park position should not be selected until the vehicle has come to a complete stop. R Reverse enables the vehicle to be operated in a rearward direction. N Neutral position enables the engine to start and operate without driving the vehicle. If necessary, this position should be selected to restart the engine while the vehicle is moving. D Overdrive range should be used for all normal driving conditions for maximum efficiency and fuel economy. Overdrive range allows the transmission to operate in each of the four forward gear ratios. Downshifts to a lower gear, or higher gear ratio, are available for safe passing by depressing the accelerator or by manually selecting a lower gear with the shift selector.
FOLDOUT
PRINCIPLES OF OPERATION
An automatic transmission is the mechanical component of a vehicle that transfers power (torque) from the engine to the wheels. It accomplishes this task by providing a number of forward gear ratios that automatically change as the speed of the vehicle increases. The reason for changing forward gear ratios is to provide the performance and fuel economy expected from vehicles manufactured today. On the performance end, a gear ratio that develops a lot of torque (through torque multiplication) is required in order to initially start a vehicle moving. Once the vehicle is in motion, less torque is required in order to maintain the vehicle at a certain speed. Once the vehicle has reached a desired speed, fuel economy becomes the important factor and the transmission will shift into overdrive. At this point output speed is greater than input speed, and, input torque is greater than output torque. Another important function of the automatic transmission is to allow the engine to be started and run without transferring torque to the wheels. This situation occurs whenever Park (P) or Neutral (N) ranges have been selected. Also, operating the vehicle in a rearward direction is possible whenever Reverse (R) range has been selected (accomplished by the gear sets). The variety of ranges in an automatic transmission are made possible through the interaction of numerous mechanically, hydraulically and electronically controlled components inside the transmission. At the appropriate time and sequence, these components are either applied or released and operate the gear sets at a gear ratio consistent with the drivers needs. The following pages describe the theoretical operation of the mechanical, hydraulic and electrical components found in the Hydra-matic 4T80-E transmission. When an understanding of these operating principles has been attained, diagnosis of these transmission systems is made easier.
9A
MAJOR MECHANICAL COMPONENTS

DRIVE LINK ASSEMBLY (414) DRIVE SPROCKET (407) TURBINE SHAFT (410)
SPLINED TO TORQUE CONVERTER ASSEMBLY (1)
TRANSMISSION CASE (6) DRIVEN SPROCKET SUPPORT (418)
2ND SPRAG CLUTCH ASSEMBLY (517)
REVERSE CLUTCH HOUSING AND RACE ASSEMBLY 4TH (500) BAND (523)
SPLINED TO DRIVEN SPROCKET (415)
INPUT SHAFT AND 3RD CLUTCH HOUSING (604)
3RD CLUTCH HUB (617)
SPLINED TO REACTION CARRIER ASSEMBLY (623) SPLINED TO 3RD CLUTCH HUB (617)
SPLINED TO INPUT SUN GEAR (631)
REACTION SUN GEAR AND SHELL ASSEMBLY (620)
SPLINED TO REACTION CARRIER SHELL (633)
REACTION CARRIER ASSEMBLY (623)
DRIVEN SPROCKET (415) LOW ROLLER CLUTCH ASSEMBLY (830) LOW/REVERSE BAND (13)
FINAL DRIVE SUN GEAR (121)
FINAL DRIVE INTERNAL GEAR (120)
SPLINED TO INPUT SHAFT AND 3RD CLUTCH HOUSING ASSEMBLY (604)
2ND CLUTCH ASSEMBLY (431-435)
4TH SERVO ASSEMBLY (527-531) REACTION CARRIER SHELL (633)
SPLINED TOGETHER
INPUT INTERNAL GEAR (708) REACTION INTERNAL GEAR (708) INPUT CARRIER ASSEMBLY (700) FINAL DRIVE SUN GEAR SHAFT (722)
INPUT INTERNAL GEAR FLANGE (725)
FORWARD SPRAG OUTER RACE (721)
PARKING LOCK GEAR (833) FORWARD/COAST CLUTCH SUPPORT (822)
SPLINED TO FINAL DRIVE SUN GEAR SHAFT (722)
INPUT SUN GEAR (631)
SPLINED TO FINAL DRIVE SUN GEAR (121) SPLINED TO INPUT SHAFT AND 3RD CLUTCH HOUSING ASSEMBLY (604)
SPLINED TO COAST CLUTCH HUB (719)
FORWARD CLUTCH SPRAG ASSEMBLY (716)
SPLINED TO INPUT INTERNAL GEAR FLANGE (725)
SPLINED TO REACTION CARRIER ASSEMBLY (623)
FORWARD AND COAST CLUTCH HOUSING (801)
LOW/REVERSE SERVO ASSEMBLY (928-934)
SPLINED TOGETHER
FINAL DRIVE ASSEMBLY (100-119)
OUTPUT SHAFT (57)
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 4T80-E transmission. This drawing, along with the cross sectional illustrations on pages 8 and 8A, shows the major mechanical components and their relationship to each other as a complete assembly. Therefore, color has been used throughout this book to help identify parts that are splined together, rotating at engine speed, held stationary, and so forth. Color differentiation is particularly helpful when using the Power Flow section for understanding the transmission operation. The color legend below provides the general guidelines that were followed in assigning specific colors to the major components. However, due to the complexity of this transmission, some colors (such as grey) were used for artistic purposes rather than being restricted to the specific function or location of that component. Components held stationary in the case or splined to the case. Examples: Driven Sprocket Support (418), Accumulator Housing (944), Valve Bodies. Components that rotate at engine speed. Examples: Torque Converter Assembly (1) and Oil Pump Drive Shaft (2). Components that rotate at turbine speed. Examples: Converter Turbine, Drive Sprocket (407), Driven Sprocket (415) and 3rd Clutch Housing Assembly (604). Components that rotate at transmission output speed. Examples: Differential Carrier (110), Output Shaft (57). Components such as the 2nd Clutch Fiber Plates (435), 2nd Sprag Clutch Outer Race (516). Components such as the Stator in the Torque Converter (1), Reverse Clutch Housing (500). Components such as the Reaction Carrier (623), Final Drive Sun Gear (722). Accumulators, Servos and Bands.
All bearings and bushings.
All seals
10A
COLOR LEGEND
APPLY COMPONENTS
The Range Reference Chart on page 11, provides another valuable source of information for explaining the overall function of the Hydra-matic 4T80-E transmission. This chart highlights the major apply components that function in a selected gear range, and the specific gear operation within that gear range. 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

AND SOLENOIDS STATE
4T80-E GEAR RATIOS FIRST 2.96 SECOND 1.63 THIRD 1.00 FOURTH 0.68 REVERSE 2.13
RANGE
GEAR
1-2 SHIFT SOL ON ON ON ON OFF OFF ON ON OFF OFF ON OFF OFF ON OFF OFF
2-3 SHIFT SOL OFF OFF OFF OFF OFF ON ON OFF OFF ON OFF OFF ON OFF OFF ON
2ND CLUTCH
2ND SPRAG
REVERSE CLUTCH
3RD CLUTCH
4TH BAND
FORWARD SPRAG
FORWARD CLUTCH
COAST CLUTCH
LOW/REV. BAND APPLIED
LOW ROLLER
PARK REV NEU
N R N 1 2
APPLIED
APPLIED APPLIED HOLDING APPLIED APPLIED APPLIED APPLIED APPLIED APPLIED APPLIED APPLIED APPLIED APPLIED APPLIED APPLIED APPLIED APPLIED APPLIED APPLIED APPLIED APPLIED APPLIED APPLIED APPLIED APPLIED APPLIED APPLIED HOLDING OVERRUNNING OVERRUNNING OVERRUNNING HOLDING OVERRUNNING OVERRUNNING HOLDING OVERRUNNING OVERRUNNING HOLDING OVERRUNNING OVERRUNNING
APPLIED APPLIED APPLIED
HOLDING OVERRUNNING APPLIED APPLIED APPLIED
HOLDING HOLDING OVERRUNNING HOLDING
D 3 4 1 3 2 3 1 2 2 3* 1 1 2* 3*
APPLIED APPLIED
HOLDING OVERRUNNING APPLIED
HOLDING HOLDING HOLDING
APPLIED APPLIED
APPLIED
HOLDING HOLDING HOLDING
APPLIED APPLIED
APPLIED
HOLDING HOLDING
ON = SOLENOID ENERGIZED OFF = SOLENOID DE-ENERGIZED @ THE SOLENOIDS STATE FOLLOWS A SHIFT PATTERN WHICH DEPENDS UPON VEHICLE SPEED AND THROTTLE POSITION. IT DOES NOT DEPEND UPON THE SELECTED GEAR. * THESE GEARS ARE NOT NORMAL BUT AVAILABLE UNDER SEVERE CONDITIONS.
Figure 10
11
TORQUE CONVERTER
THRUST BEARING ASSEMBLY (B) THRUST BEARING ASSEMBLY (B) PRESSURE PLATE SPRING (E) TURBINE THRUST SPACER (H)
CONVERTER PUMP ASSEMBLY (A)
STATOR ASSEMBLY (C)
TURBINE ASSEMBLY (D)
DAMPER ASSEMBLY (F) PRESSURE PLATE ASSEMBLY (G) TORQUE CONVERTER ASSEMBLY (1)
CONVERTER HOUSING COVER ASSEMBLY (I)
TORQUE CONVERTER:
The torque converter (1) is the primary component for transmittal of power between the engine and the transmission. It is bolted to the engine flywheel (known as the flexplate) so that it will rotate at engine speed, thus providing a hydraulic and mechanical coupling between the engine and the transmission. Some of the major functions of the torque converter are:
to provide for a smooth conversion of torque from the engine C to the mechanical components of the transmission to multiply torque from the engine that enables the vehicle DRIVE to achieve additional performance when required SPROCKET SUPPORT to mechanically operate the transmission oil pumps and (400) scavenge pumps through the pump drive shaft (2) and driven shaft (207) to provide a mechanical link, or direct drive from the engine to the transmission through the use of a Torque Converter Clutch (TCC) The torque converter assembly is made up of the following five main sub-assemblies:
PUMP SHAFT (2)
E H
a converter pump assembly (A) which TURBINE is the driving member SHAFT (410) a turbine assembly (D) which is the driven or output member a stator assembly (C) which is the reaction member located between the pump and turbine assemblies B a pressure plate assembly (G) splined to the turbine assembly to enable direct mechanical drive a converter housing cover assembly (I) which is welded to the converter pump assembly
CONVERTER PUMP ASSEMBLY AND TURBINE ASSEMBLY
When the engine is running, the converter pump assembly acts as a centrifugal pump by picking up fluid at its center and discharging it at its rim, between the blades. The force of this fluid then hits the turbine blades and causes the turbine to rotate. As the engine and converter pump increase in RPM, so does the turbine.
PRESSURE PLATE, DAMPER AND CONVERTER HOUSING COVER ASSEMBLIES
Torque converter failure could cause loss of drive and or loss of power.
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.
To reduce torsional shock during the apply of the pressure plate to the converter cover, a spring loaded damper assembly (F) is used. The pressure plate is attached to the pivoting mechanism of the damper assembly which allows the pressure plate to rotate independently of the damper assembly up to approximately 45 degrees. During engagement, the springs in the damper assembly cushion the pressure plate engagement and also reduce irregular torque pulses from the engine or road surface.
12
Figure 11
TORQUE CONVERTER
FLUID FLOW
STATOR ASSEMBLY (C) CONVERTER PUMP ASSEMBLY (A) TURBINE ASSEMBLY (D)
Figure 12 Stator roller clutch failure

roller clutch freewheels in both directions can cause poor acceleration at low speed. roller clutch locks up in both directions can cause poor acceleration at high speed. Overheated fluid.
STATOR ASSEMBLY
STATOR
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 oneway roller clutch prevents the stator from rotating in the same direction as the fluid flow, thereby redirecting fluid to assist the engine in turning the converter pump. In this mode, fluid leaving the converter pump has more force to turn the turbine assembly and multiply engine torque. As vehicle speed increases and less torque is required, centrifugal force acting on the fluid changes the direction of the fluid leaving the turbine such that it hits the back side of the stator blades (converter at coupling speed). When this occurs, the roller clutch overruns and allows the stator to rotate freely. Fluid is no longer being redirected to the converter pump and engine torque is not being multiplied.
STATOR ROTATES FREELY CONVERTER AT COUPLING SPEED
FLUID FLOW FROM TURBINE
STATOR HELD FLUID FLOW REDIRECTED
CONVERTER MULTIPLYING
Figure 13
13
TORQUE CONVERTER
RELEASE
When the torque converter clutch is released, fluid is fed into the torque converter by the pump into the converter release fluid passage. The converter release fluid passage is located between the pump shaft (2) and the turbine shaft (410). Fluid travels between the shafts and enters the release side of the pressure plate at the end of the turbine shaft. The pressure plate is forced away from the converter cover and allows the torque converter turbine to rotate at speeds other than engine speed. The release fluid then flows between the friction element on the pressure plate and the converter cover to enter the apply side of the torque converter. The fluid then exits the torque converter through the apply passage which goes through the drive sprocket support (400) and into the case cover (33). This fluid now travels to the upper control valve body and on to the oil cooler.
APPLY
TORQUE CONVERTER ASSEMBLY (1) RELEASE FLUID DRIVE SPROCKET SUPPORT (400) RELEASE FLUID
PUMP SHAFT (2)
APPLY FLUID TURBINE SHAFT (410) PRESSURE PLATE
When the PCM determines that the vehicle is at the proper speed for the torque converter clutch to apply it sends a signal to the TCC solenoid. The TCC solenoid then routes line fluid from the pump to the converter apply passage of the torque converter. The fluid passes between the drive sprocket support and the turbine shaft to a feed hole in the drive sprocket support. Fluid passes through the feed hole in the support and into the torque converter on the apply side of the pressure plate assembly. Converter release fluid is then exhausted out of the torque converter between the turbine shaft and the pump shaft. Apply fluid pressure forces the pressure plate against the torque converter cover to provide a mechanical link between the engine and the turbine. In vehicles equipped with the Electronically Controlled Capacity Clutch (ECCC) system, the pressure plate does not fully lock to the torque converter cover. It is instead precisely controlled to maintain a small amount of slippage between the engine and the turbine, reducing driveline torsional disturbances. 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 70-71.
No TCC apply can be caused by: TCC solenoid valve assembly (336) malfunction Converter clutch control valve (317) stuck or binding Converter clutch feed limit valve (312) stuck or binding TCC enable valve (322) stuck or binding Converter clutch regulator valve (318) stuck or binding Spacer plate and gaskets misaligned or incorrect Turbine shaft and or seals damaged or missing Turbine shaft bushing (402) worn or damaged Pressure plate assembly friction material worn or damaged
TCC RELEASE
TORQUE CONVERTER ASSEMBLY (1) PRESSURE PLATE DRIVE SPROCKET SUPPORT (400)
RELEASE FLUID
PUMP SHAFT (2)
APPLY FLUID TURBINE SHAFT (410)
APPLY FLUID
TCC APPLY
SQUARE CUT SEAL

COVER
VISCOUS CONVERTER CLUTCH (VCC) (Some Models)
BODY
The viscous converter clutch performs the same function as the torque converter clutch that was explained in the preceding pages. The primary difference between the torque converter clutch and the viscous converter clutch is the silicone fluid that is sealed between the cover and body of the clutch assembly. The viscous silicone fluid provides a smooth apply of the clutch assembly when it engages with the converter cover and also reduces irregular torque pulses from the engine or road surface. When the viscous clutch is applied, there is constant (but minimal) slippage between the rotor and the body. Despite this slippage, (approximately 40 RPM at 97 km/h, or 60 mph) good fuel economy is attained at highway speeds. (Refer to the Electrical Components section for information on VCC controls.)
VISCOUS CONVERTER CLUTCH
ROTOR
DOUBLE LIP SEAL WITH GARTER SPRING
14
Figure 14
APPLY COMPONENTS
The Apply Components section is designed to explain the function of the hydraulic and mechanical holding devices used in the Hydra-matic 4T80-E transmission. Some of these apply components, such as clutches and bands, are hydraulically applied and released in order to provide automatic gear range shifting. Other components, such as a roller clutch or sprag clutch, often react to a hydraulically applied component by mechanically holding or releasing another member of the transmission. This interaction between the hydraulically and mechanically applied components is then explained in detail and supported with a graphic illustration. In addition, this section shows the routing of fluid pressure to the individual components and their internal functions when they apply or release. The sequence in which the components in this section have been discussed coincides with their physical arrangement inside the transmission. This order closely parallels the disassembly sequence used in the Hydra-matic 4T80-E Unit Repair Section located in Section 7 of the appropriate Service Manual. It also correlates with the components shown on the Range Reference Charts that are used throughout the Power Flow section of this book. The correlation of information between the sections of this book helps the user to more clearly understand the hydraulic and mechanical operating principles for this transmission.
BRIEF DESCRIPTION
FUNCTIONAL DESCRIPTION
MATING OR RELATED COMPONENTS
APPLY COMPONENTS
APPLY COMPONENTS
Clutch not releasing can cause second gear start or no 2-1 downshift and can be caused by: 1-2 shift valve A and B (919 and 920) stuck or binding. Debris in lower control valve body (903). Clutch not applying can cause first gear only and can be caused by damaged or malfunctioning second clutch assembly.
2ND SPRAG CLUTCH:
through the support. In the absence fluid pressure, force from the return spr & retainer assembly causes the 2nd cl piston to move away from the clutch pla The piston movement causes the clu plates to lose contact with the backing thereby releasing the 2nd clutch.
AIR BLEED BALL CHECK VALVE (437) APPLYING APPLIED
When the 2nd sprag clutch is mechanically locked up it h The 2nd sprag clutch (516-520), located between the d the reaction sun gear and shell assembly (620) through sprocket support (418) and reverse clutch housing and reverse housing. This arrangement directs power flow to t assembly (500), holds the reverse clutch housing whenev reaction carrier assembly in Second gear. transaxle is operating in Second gear.
2ND SPRAG CLUTCH ASSEMBLY RELEASED:
2ND SPRAG CLUTCH ASSEMBLY HOLDING:
2ND CLUTCH:
The 2nd clutch assembly (428-43 located between the driven sproc support (418) and the reverse clu housing and race assembly (500) applied whenever the transaxle operating in Overdrive Range Seco Third or Fourth gear. It is also appl in Manual Second Range-Second g and Manual Third Range-Second a Third gear.
2ND CLUTCH APPLY:
EX
WAVED PLATE (431)
APPLY PLATE (432)
STEEL CLUTCH PLATE (433)
BACKING PLATE (434) FIBER CLUTCH PLATE (435) SEAL RING (423) OIL RING (422)
The 2nd clutch assembly (428-435) has fiber plates with nal teeth splined to the 2nd sprag outer race (516), and plates (433) that are splined to the case. The 2nd sprag race is part of the reverse clutch housing and race ass (500), which rotates in the opposite direction of engine ro during First gear operation. When the 2nd clutch applies nal teeth on the 2nd clutch plates hold the 2nd sprag oute stationary. The reverse clutch housing and race assem then prevented from rotating in a direction opposite to e rotation because the sprag elements are forced to wedg tween the inner and outer sprag races.
The 2nd sprag clutch assembly releases whenever the 2nd cl releases, or its elements overrun (freewheel). An overrunn condition occurs whenever the transaxle operates in Third g (Overdrive Range or Manual Third Range) where the 2nd clu is not used for power flow through the gear sets. While oper ing in Third gear, the reverse clutch housing rotates in direction of engine rotation. When this occurs, the sprag ments are forced to pivot in the opposite direction which dis gages the input sprag inner race from the outer race. The sp elements freewheel when this condition occurs. This also curs during deceleration in Second gear (Overdrive Range Manual Third Range).
To apply the 2nd clutch, 2nd clutch f is routed into the driven sprocket supp (418), behind the 2nd clutch pis assembly (430). 2nd clutch fluid s the 2nd clutch air bleed checkb (located in the driven sprocket supp which allows any residual air to esc and fluid pressure moves the piston compresses the return spring & retai assembly (428). The piston continue move until the spring & retain assembly compresses the 2nd clu waved plate (431) and holds the ap plate (432), fiber plates (435) and plates (433) against the backing pla When fully applied, the 2nd clu provides power through the planeta gear sets by holding the 2nd sprag ou race (516) through the internal teeth the fiber clutch plates. (The exter teeth on the steel clutch plates are spl into the transaxle case.) T arrangement allows Second gear redirecting power through the reactio
2ND CLUTCH RELEASE:
3RD CLUTCH FLUID
OUTER RACE (516)
OVERDRIVE RANGE SECOND GEAR SPRAG CLUTCH HOLDING
SPRAG OUTER SPRAG REVERSE CLUTCH HOUSING CLUTCH RACE CLUTCH AND RACE RETAINER (516) ASSEMBLY ASSEMBLY (518) (517) (500)
HELD
LUBE PASSAGE
HE
LD
SPRAG ASSEMBLY (517)
LOCKING RING (519) (INNER RACE) REVERSE CLUTCH HOUSING AND RACE ASSEMBLY (500)
*PREVENTED FROM ROTATING IN CLOCKWISE DIRECTION
*SPRAG IS VIEWED FROM THIS DIRECTION
REVERSE CLUTCH FLUID
THRUST WASHER (436) SNAP RING (429)
OUTER RACE (516)
OVERDRIVE RANGE THIRD GEAR SPRAG CLUTCH OVERRUNNING
HELD
The 2nd clutch releases whenever transaxle shifts into First gear, or w the selector lever is moved into the P Reverse, or Neutral ranges. As the 2 clutch releases, 2nd clutch fluid pres between the 2nd clutch piston assem and driven sprocket support exhau
423 422 423 422 430 428
2ND CLUTCH FLUID
PISTON ASSEMBLY (430) 436 431 432 433
RETURN SPRING AND RETAINER ASSEMBLY (428) 434
429
(INNER RACE) REVERSE CLUTCH HOUSING AND RACE ASSEMBLY (500) 519 518 517
OUTER RACE WASHER (520)
2nd sprag clutch damaged can cause no second gear or no third gear.
516
520
500
435
16
Figure 16
Figure 17
17
DISASSEMBLED VIEW
CUTAWAY VIEW
Figure 15
15
APPLY COMPONENTS
through the support. In the absence of fluid pressure, force from the return spring and retainer assembly causes the 2nd clutch piston to move away from the clutch plates. The piston movement causes the clutch plates to lose contact with the backing plate thereby releasing the 2nd clutch.
AIR BLEED BALL CHECK VALVE (437) APPLYING APPLIED
Clutch not releasing can cause second gear start or no 2-1 downshift and can be caused by: 1-2 shift valve A and B (919 and 920) stuck or binding. Debris in lower control valve body (903). Clutch not applying can cause first gear only and can be caused by damaged or malfunctioning second clutch assembly.
2ND CLUTCH:
The 2nd clutch assembly (428-435), located between the driven sprocket support (418) and the reverse clutch housing and race assembly (500), is applied whenever the transmission is operating in Overdrive Range Second, Third or Fourth gear. It is also applied in Manual Second Range-Second gear and Manual Third Range-Second and Third gear.
2ND CLUTCH APPLY:
EX
WAVED PLATE (431)
APPLY PLATE (432)
BACKING PLATE (434) FIBER CLUTCH PLATE (435) SEAL RING (423) OIL RING (422)
To apply the 2nd clutch, 2nd clutch fluid is routed into the driven sprocket support (418), behind the 2nd clutch piston assembly (430). 2nd clutch fluid seats the 2nd clutch air bleed ball check valve (located in the driven sprocket support which allows any residual air to escape) and fluid pressure moves the piston and compresses the return spring and retainer assembly (428). The piston continues to move until the spring and retainer assembly compresses the 2nd clutch waved plate (431) and holds the apply plate (432), fiber plates (435) and steel plates (433) against the backing plate (434). When fully applied, the 2nd clutch provides power through the planetary gear sets by holding the 2nd sprag outer race (516) through the internal teeth on the fiber clutch plates. (The external teeth on the steel clutch plates are splined into the transmission case.) This arrangement allows Second gear by redirecting power through the reaction carrier.
2ND CLUTCH RELEASE:
3RD CLUTCH FLUID
LUBE PASSAGE
REVERSE CLUTCH FLUID
THRUST WASHER (436) SNAP RING (429)
The 2nd clutch releases whenever the transmission shifts into First gear, or when the selector lever is moved into the Park, Reverse, or Neutral ranges. As the 2nd clutch releases, 2nd clutch fluid pressure between the 2nd clutch piston assembly and driven sprocket support exhausts
423 422 423 422 430 428
2ND CLUTCH FLUID
PISTON ASSEMBLY (430) 436 431 432 433
RETURN SPRING AND RETAINER ASSEMBLY (428) 434
429
435
16
Figure 16
APPLY COMPONENTS
2ND SPRAG CLUTCH:
The 2nd sprag clutch (516-520), located between the driven sprocket support (418) and reverse clutch housing and race assembly (500), holds the reverse clutch housing whenever the transmission is operating in Second gear.
2ND SPRAG CLUTCH ASSEMBLY HOLDING:
When the 2nd sprag clutch is mechanically locked up it holds the reaction sun gear and shell assembly (620) through the reverse housing. This arrangement directs power flow to the reaction carrier assembly in Second gear.
2ND SPRAG CLUTCH ASSEMBLY RELEASED:
The 2nd clutch assembly (428-435) has fiber plates with internal teeth splined to the 2nd sprag outer race (516), and steel plates (433) that are splined to the case. The 2nd sprag inner race is part of the reverse clutch housing and race assembly (500), which rotates in the opposite direction of engine rotation during First gear operation. When the 2nd clutch applies internal teeth on the 2nd clutch plates hold the 2nd sprag outer race stationary. The reverse clutch housing and race assembly is then prevented from rotating in a direction opposite to engine rotation because the sprag elements are forced to wedge between the inner and outer sprag races.
The 2nd sprag clutch assembly releases whenever the 2nd clutch releases, or its elements overrun (freewheel). An overrunning condition occurs whenever the transmission operates in Third gear (Overdrive Range or Manual Third Range) where the 2nd clutch is not used for power flow through the gear sets. While operating in Third gear, the reverse clutch housing rotates in the direction of engine rotation. When this occurs, the sprag elements are forced to pivot in the opposite direction which disengages the input sprag inner race from the outer race. The sprag elements freewheel when this condition occurs. This also occurs during deceleration in Second gear (Overdrive Range or Manual Third Range).
OVERDRIVE RANGE SECOND GEAR OUTER RACE (516) SPRAG CLUTCH HOLDING SPRAG OUTER SPRAG REVERSE CLUTCH CLUTCH RACE CLUTCH HOUSING RETAINER (516) ASSEMBLY AND RACE (518) (517) ASSEMBLY (500)
HELD
LD HE
LOCKING RING (519) (INNER RACE) REVERSE CLUTCH AND RACE ASSEMBLY (500)
*PREVENTED FROM ROTATING IN CLOCKWISE DIRECTION
*SPRAG IS VIEWED FROM THIS DIRECTION
OVERDRIVE RANGE THIRD GEAR OUTER RACE (516) SPRAG CLUTCH OVERRUNNING
HELD
(INNER RACE) REVERSE CLUTCH HOUSING AND RACE ASSEMBLY (500) 519 518 517
OUTER RACE WASHER (520)
2nd sprag clutch damaged can cause no second gear or no third gear.
516
520
500
Figure 17
17
APPLY COMPONENTS
REVERSE CLUTCH HOUSING (500)
As reverse clutch fluid exhausts through the driven sprocket support, the reverse clutch piston ball check valve is forced off its seat by centrifugal force (rotation of the piston). When the ball check valve unseats, residual reverse clutch fluid is forced to the outer perimeter of the piston and exhausts through the ball check valve seat. (If this fluid did not completely exhaust there could be a partial apply, or drag of the reverse clutch plates.)
PISTON BALL CHECK VALVE
APPLIED RELEASED
No reverse/slips in reverse could be caused by: Porosity in the piston. Excessive clutch plate travel. Clutch plate snap ring out of grove. Return spring snap ring out of groove. Waved apply plate installed incorrectly.
REVERSE CLUTCH:
The reverse clutch assembly (505-514), located inside the reverse clutch housing and race assembly (500), is applied only when Reverse range is selected through the gear shift selector lever.
REVERSE CLUTCH APPLY:
EX
To apply the reverse clutch, reverse clutch fluid is routed into the driven sprocket support (418) and follows a passage between the support and support sleeve. Reverse clutch fluid exits the support at a feed hole located between two lands and enters the reverse clutch housing through feed holes located behind the reverse clutch piston assembly (505). Reverse clutch fluid pressure then seats the reverse clutch piston ball check valve, which allows fluid pressure to move the piston and compress the spring and retainer assembly (508). The piston continues to move until the spring and retainer assembly compresses the reverse clutch waved apply plate (514), and holds the steel clutch plates (511) and fiber clutch plates (513) against the selective backing plate (512). When fully applied, the reverse clutch combines with the low/reverse servo assembly (524-533) and low/reverse band (13) to enable a reverse direction of rotation and power through the gear sets. (See Low/Reverse Servo and Low/Reverse Band description in this section.)
REVERSE CLUTCH RELEASE:
WAVED APPLY PLATE (514)
SNAP RING (515)
REVERSE CLUTCH HOUSING (500) LUBE PASSAGE SELECTIVE BACKING PLATE (512) FIBER CLUTCH PLATE (513)
REVERSE CLUTCH FLUID SNAP RING (510) RETAINER (509) SPRING AND RETAINER ASSEMBLY (508)
The reverse clutch releases whenever the selector lever is moved into another range and reverse clutch fluid pressure between the housing and reverse clutch piston is forced back through the feed holes into the driven sprocket support. In the absence of fluid pressure, force from the spring and retainer assembly causes the reverse clutch piston to move away from the clutch plates. The piston movement causes the clutch plates to lose contact with the backing plate thereby releasing the reverse clutch.
INNER SEAL (506)
PISTON ASSEMBLY (505)
OUTER SEAL (507)
506
507
505
508
509
510
514
511
512
515
513
18
Figure 18
APPLY COMPONENTS
4TH BAND (523) REVERSE CLUTCH HOUSING AND RACE ASSEMBLY (500)
4TH SERVO RELEASE:
4TH BAND:
The 4th servo releases whenever the transmission shifts out of Fourth gear into a lower gear (excluding Manual Second Range Second gear). The band releases when 4th band fluid pressure between the servo cover and servo piston is routed up the servo pin and through the case to exhaust from the circuit. Spring force from the spring and retainer assembly moves the 4th servo piston away from the 4th band thereby releasing the band.
The 4th band (523), located inside the case, is wrapped around the reverse clutch housing and race assembly (500) and held in position by the 4th band anchor pin (10). When the band is compressed by the 4th servo pin, it holds the reverse clutch housing and race assembly in order to operate the transmission in fourth gear, or for engine compression braking in Manual Second Range Second gear.
4TH BAND ANCHOR PIN (10)
4TH BAND (523)
REVERSE CLUTCH HOUSING AND RACE ASSEMBLY (500)
4TH SERVO ASSEMBLY:
The 4th servo assembly (524-533), located near the transmission case cover (33) at the back of the case (6), applies the 4th band (523) in Overdrive Range Fourth gear or Manual Second Range Second gear.
4TH SERVO APPLY:
To apply the 4th servo assembly, 4th band fluid is routed through the channel plate (900), case (6) and through a feed hole located in the 4th servo pin (527). 4th band fluid passes through the center of the servo pin and fills the cavity between the servo cover (524) and the servo piston (529). 4th band fluid pressure behind the piston, forces the servo piston and pin to move towards the 4th band. As the servo piston moves it compresses the spring and retainer assembly (533) until the pin travels far enough to compress the 4th band. The band is wrapped around the reverse clutch housing and race assembly and when it is compressed, it holds the housing stationary. When the transmission is operating in Fourth gear and the 4th band is holding the reverse clutch housing, power is directed through the reaction carrier to the input carrier in order to provide an overdrive gear ratio. When the 4th band is applied for engine compression braking in Manual Second Range Second gear, the band is used to prevent the reverse clutch housing from rotating and overrunning the 2nd sprag clutch.
No servo apply can cause no fourth gear/ slips in fourth gear, and can be caused by servo piston seal (532) damaged or rolled. Harsh servo apply can be caused by spring and retainer assembly (533) broken or missing.
4TH BAND FLUID
SERVO PISTON SEAL (532) SERVO PISTON (529) SERVO COVER (524) SNAP RING (531)
SERVO PIN (527) CASE (6) SERVO COVER SEAL (525) SPRING AND RETAINER ASSEMBLY (533)
533
527
533
532
529
531
525
524
534
Figure 19
19
APPLY COMPONENTS
3RD CLUTCH RELEASE:
3RD CLUTCH HOUSING (604)
3RD CLUTCH:
The 3rd clutch assembly (606-613), located inside the 3rd clutch housing (604), is applied whenever the transmission is operating in Overdrive Range Third or Fourth gear and Manual Third Range Third gear.
3RD CLUTCH APPLY:
The 3rd clutch releases whenever the transmission downshifts into Second or First gear, or when the selector lever is moved into the Park, Reverse, or Neutral ranges. 3rd clutch fluid pressure between the piston and housing exhausts through the same passages that were used to apply the clutch. In the absence of fluid pressure, force from the spring and retainer assembly causes the 3rd clutch piston to move away from the 3rd clutch apply plate. The piston movement causes the clutch plates to lose contact with the backing plate thereby releasing the 3rd clutch.
As 3rd clutch fluid exhausts through the driven sprocket support, the 3rd clutch piston ball check valves are forced off their seats by centrifugal force (rotation of the piston). When the ball check valves unseat, residual 3rd clutch fluid is forced to the outer perimeter of the piston and exhausts through the ball check valve seats. (If this fluid did not completely exhaust there could be a partial apply, or drag of the 3rd clutch plates.)
Clutch not releasing can cause third gear only. Clutch not applying can cause no third gear.
PISTON
To apply the 3rd clutch, 3rd clutch fluid BALL CHECK VALVES (437) is routed into the driven sprocket support APPLIED RELEASED (418) and follows a passage between the support and support sleeve. 3rd clutch fluid exits the support at a feed hole in EX the sleeve, passes between the 3rd clutch shaft and sleeve before entering the 3rd clutch housing behind the 3rd clutch piston (606). 3rd clutch fluid pressure 3RD CLUTCH seats the 3rd clutch piston ball check HOUSING valves which allows fluid pressure to (604) move the piston and compress the spring and retainer assembly (607). The piston continues to move until the it contacts the
APPLY PLATE (611) FIBER CLUTCH PLATE (610) STEEL CLUTCH PLATE (612) BACKING PLATE (613)
3rd clutch apply plate (611) and holds the 3rd clutch fiber plates (610) and steel plates (612) against the 3rd clutch backing plate (613).
SNAP RING (609) 3RD CLUTCH FLUID SPRING AND RETAINER ASSEMBLY (607) SNAP RING (515)
When fully applied, the 3rd clutch plates force the 3rd clutch housing and 3rd clutch hub (617) to rotate at turbine speed. The 3rd clutch hub is splined into the reaction carrier and combines with the input sun gear (631) to power the gear sets at a 1:1 gear ratio.
437 606 607 608 609 611 610 612 610
613
515
20
Figure 20
APPLY COMPONENTS
FORWARD SPRAG CLUTCH:
The forward sprag clutch (716-721), located between the input carrier assembly (700) and the coast clutch assembly (812-815), holds, or drives the input internal gear (708) in all forward gear ranges in order to transmit power to the gear sets. The exception is transmission operation in Overdrive Range Fourth gear when the sprag elements overrun.
FORWARD SPRAG CLUTCH ASSEMBLY HOLDING:
the sprag elements wedge between the inner and outer races. The sprag is then mechanically locked up and either holds, or drives the inner race depending on gear range operation. When the forward sprag clutch is mechanically locked up it holds, or drives the input internal gear in order to direct power flow through the gear sets. The one exception is when the transmission operates in Overdrive Range Fourth gear.
FORWARD SPRAG CLUTCH ASSEMBLY RELEASED:
The forward clutch assembly (815-821) has fiber clutch plates with internal teeth splined to the forward sprag clutch outer race (721), and steel clutch plates splined to the forward and coast clutch housing (801). The forward sprag inner race (725) is part of the input internal gear assembly which affects input carrier function whenever the forward clutch is applied. When the forward clutch applies, internal teeth on the forward clutch fiber plates and external teeth on the forward clutch steel clutch plates link the forward and coast clutch housing to the forward sprag outer race. If the forward sprag inner race is rotating at a slower speed or tries to rotate in a direction opposite of engine rotation,
OVERDRIVE RANGE SECOND GEAR OUTER RACE (721) SPRAG CLUTCH HOLDING/DRIVING
The forward sprag clutch assembly releases whenever the forward clutch releases, or its elements overrun (freewheel). An overrunning condition occurs only in Overdrive Range Fourth gear when the input internal gear (forward sprag inner race) rotates faster than the outer race. The faster rotation of the forward sprag inner race causes the sprag elements to pivot and disengage with the forward sprag outer race. This also occurs sometimes during deceleration. (In this example the forward clutch is still applied and holding the outer race.)
INPUT INTERNAL GEAR (708) INPUT INTERNAL GEAR FLANGE (725) SNAP RING (709) SPRAG ASSEMBLY (716)
(INNER RACE) INPUT INTERNAL GEAR FLANGE (725) SPRAG IS VIEWED FROM THIS DIRECTION
OVERDRIVE RANGE FOURTH GEAR OUTER RACE (721) SPRAG CLUTCH OVERRUNNING SNAP RING (717)
(INNER RACE) INPUT INTERNAL GEAR FLANGE (725) 708 725 709 713 716
THRUST WASHER (713)
OUTER RACE (721)
THRUST WASHER (720)
If inoperative the forward sprag clutch can cause no forward in any range.
721 720 719 717
Figure 21
21
APPLY COMPONENTS
contact with the backing plate thereby releasing the forward clutch. As forward clutch fluid exhausts through the forward/coast clutch support, the forward and coast clutch housing ball check valve is forced off its seat by centrifugal force. When the ball check valve unseats, residual forward clutch fluid is forced to the outer perimeter of the piston and exhausts through the ball check valve seat. (If this fluid did not completely exhaust there could be a partial apply, or drag of the forward clutch plates.)
If inoperative the forward clutch can cause no forward in any range.
FORWARD CLUTCH:
The forward clutch assembly (807-819), located inside the forward and coast clutch housing (801), is applied whenever the transmission is operating in any forward range.
FORWARD CLUTCH APPLY:
HOUSING BALL CHECK VALVE (437) APPLIED RELEASED

EX
To apply the forward clutch, forward clutch fluid is routed into the forward/coast clutch support (822) and follows a passage between the support and an oil transfer sleeve (824). Forward clutch fluid then passes through the support and a feed hole in the forward and coast clutch housing, located behind the forward clutch piston assembly (807). Forward clutch fluid pressure seats the ball check valve (437), located in the forward and coast clutch housing (801), allowing fluid pressure to move the forward clutch piston and forward clutch (apply) ring (811). As the piston moves it compresses the forward clutch release spring assembly (820) until legs on the apply ring contact and hold the forward and coast clutch plates (840), belleville plate (841), fiber plates (817) and steel plates (816) against the backing plate (819). When fully applied, the forward clutch provides power to the planetary gear sets by holding the forward sprag outer race (721) through the internal fiber clutch teeth. (External teeth on the steel clutch plates are splined to the forward and coast clutch housing.) This arrangement allows the forward sprag elements to hold or overrun, depending on gear and range operation.
FORWARD CLUTCH RELEASED:
SNAP RING (818)
APPLY RING (811)
FORWARD CLUTCH FLUID
INNER SEAL (808)
The forward clutch releases whenever the selector lever is moved into Park, Reverse or Neutral ranges and forward clutch fluid between the piston and housing exhausts through the forward/coast clutch support. In the absence of fluid pressure, force from the forward clutch release spring assembly causes the forward clutch piston and apply ring to move away from the clutch plates. The piston movement causes the clutch plates to lose
818 819 817
BACKING FIBER STEEL FORWARD BELLEVILLE PLATE CLUTCH CLUTCH AND COAST PLATE (819) PLATE PLATE CLUTCH (841) (817) (816) PLATE (840)
OUTER SEAL (809)
840
841
840
811
807
808
809
816
22
Figure 22
APPLY COMPONENTS
As coast clutch fluid exhausts through the housing and forward/coast clutch support, the piston ball check valve is forced off its seat by centrifugal force. When the ball check valve unseats, residual coast clutch fluid is forced to the outer perimeter of the piston and exhausts through the ball check valve seat. (If this fluid did not completely exhaust there could be a partial apply or drag of the coast clutch plates.)
If inoperative the coast clutch can cause no engine braking in Manual 1st, Manual 2nd, or Manual 3rd.
COAST CLUTCH:
The coast clutch assembly (810-820), located inside the forward and coast clutch housing (801), is applied whenever the transmission is operating in a Manual Range (Refer to Range Reference Chart on page 11).
COAST CLUTCH APPLY:
PISTON BALL CHECK VALVE APPLIED RELEASED
RELEASE SPRING ASSEMBLY (820)
EX
To apply the coast clutch, coast clutch fluid is routed into the forward/coast clutch support (822) and follows a passage between the support and an oil transfer sleeve (824). Coast clutch fluid then passes through a feed hole in the support and a feed hole in the forward and coast clutch housing. As coast clutch fluid enters the housing, between the coast clutch piston (810) and the forward clutch piston (807), it seats the ball check valve (located in the coast clutch piston) and moves the piston towards the coast clutch (apply) plate (812). The piston moves until it contacts the coast clutch (apply) plate and then forces the coast clutch (fiber) plates (814) and steel plate (813) to compress against the forward and coast clutch plates (840). When fully applied, the coast clutch combines with the forward clutch assembly to hold the forward sprag inner race/input internal gear (725). This arrangement prevents the forward sprag elements from overrunning and provides engine compression braking in the Manual ranges.
COAST CLUTCH RELEASED:
COAST CLUTCH APPLY FLUID
The coast clutch releases whenever the selector lever is moved into Overdrive, Park, Reverse or Neutral ranges and coast clutch fluid pressure between the forward clutch piston (807) and the coast clutch piston (810) exhausts through the forward/coast clutch support. In the absence of fluid pressure, force from the forward clutch release spring assembly (820) causes the coast clutch piston to move away from the clutch plates. The piston movement causes the clutch plates to lose contact with the forward and coast clutch plates thereby releasing the clutch.
814 813 814 812
SNAP FORWARD STEEL RING AND COAST CLUTCH (821) CLUTCH PLATE PLATE (813) (840)
FIBER CLUTCH PLATE (814)
APPLY PLATE (812)
821
820
810
Figure 23
23
APPLY COMPONENTS
FORWARD AND COAST CLUTCH HOUSING (801) LOW/REVERSE BAND (13)
LOW/REVERSE SERVO ASSEMBLY:
LOW/REVERSE SERVO APPLY:
The low/reverse servo assembly, located in the lower control valve body (903), applies the low/reverse band in Park, Reverse and Neutral ranges, and First gear in all forward ranges.
LOW/REVERSE BAND:
No servo apply can cause no reverse/ slips in reverse, and can be caused by servo piston seals (929, 930) damaged or rolled. Harsh servo apply can be caused by servo cushion spring (934) broken or missing.
The low/reverse band (13), located inside the case, is wrapped around the forward and coast clutch housing and held in position by the low/reverse band anchor pin. When the band is compressed by the low/reverse servo pin, it holds the forward and coast clutch housing stationary. Note: The band is not the primary holding member in First gear acceleration operation (Refer to low roller clutch, page 25.)
To apply the low/reverse servo assembly, reverse band fluid is routed through a feed hole in the channel plate (900) to the bottom of the low/reverse servo piston (928). Reverse band fluid pressure fills the cavity between the servo piston and channel plate and forces the servo piston and pin (931) to move towards the low/ reverse band (13). As the low/reverse servo piston moves, it compresses the return spring (901) and cushion spring (934) until the pin travels far enough to compress the low/reverse band. The low/ reverse band is wrapped around the forward and coast clutch housing and when the band compresses, it holds the forward and coast clutch housing stationary. When the transmission is operating in Park or Neutral ranges, the low/reverse band is the only component holding the forward and coast clutch housing. The reason for applying the band is to hydraulically and mechanically prepare the transmission for a smooth garage shift (range selection from Park or Neutral into Drive or Reverse). In Manual First Range First gear, the low/reverse band is applied for engine deceleration braking.
LOW/REVERSE SERVO RELEASE:
932
931
LOW/REVERSE BAND (13)
903
The low/reverse servo releases, allowing the low/reverse band to release, whenever the transmission shifts into Second, Third or Fourth gears. The band releases when reverse band fluid pressure between the servo piston and channel plate exhausts from the circuit. Spring force from the return spring moves the low/reverse servo piston away from the low/reverse band thereby releasing the band.
901
RETAINING RING (932)
933
APPLY PIN (931) CUSHION SPRING WASHER (933) CUSHION SPRING (934) CHANNEL PLATE (900) SERVO PISTON (928) CUSHION SLEEVE (980) RETAINING RING (902) RETURN SPRING (901)
980 934
VALVE BODY (903) SEAL (929) LOW & REVERSE BAND REDUCE FLUID SEAL (930)
929
930
928
REVERSE BAND FLUID
902
24
Figure 24
APPLY COMPONENTS
LOW ROLLER CLUTCH:
The low roller clutch assembly is made up of three major components: a cam which is part of the forward/coast clutch support (822), the roller assembly (830), and the inner race which is part of the forward and coast clutch housing (801). The low roller clutch (830), located inside the forward/ coast clutch support, is the main component that holds the forward and coast clutch housing whenever the transmission is operating in First gear (Overdrive or Manual ranges).
LOW ROLLER CLUTCH HOLDING:
reverse band (13) is also applied and partially assists in holding the forward and reverse clutch housing. If, for any reason, the low roller clutch fails to hold, the low/reverse band will allow the vehicle to move.
LOW ROLLER CLUTCH RELEASE:
COAST CLUTCH FLUID
When the transmission is operating in First gear, power flow through the gear sets attempts to rotate the forward and coast clutch housing in the opposite direction of engine rotation. When the housing starts FORWARD to rotate, the rollers are forced to the narrow end of CLUTCH the cam ramps and wedge between the inner race FLUID and ramps. When the rollers are in this position they hold the inner race (forward and reverse clutch housing) stationary and provide power to the gear sets. Throughout First gear operation the low/
OVERDRIVE RANGE FIRST GEAR
The low roller clutch releases when the low/reverse band releases and, power flow through the gear sets drives the forward and reverse clutch housing in the same direction as engine rotation. When these two events occur, the low roller clutch freewheels because the inner race (part of the forward and coast clutch housing) rotates towards the wide end of the ramps on the cam. The rollers are also forced to the wide end of the ramps thereby allowing the forward and coast clutch housing to rotate freely. Overrunning occurs in the low roller clutch during Second, Third or Fourth gear operation.
COOLER RETURN SEAL (828) FORWARD/COAST CLUTCH SUPPORT (822) LUBE PASSAGE OIL SEAL RING (829) COOLER RETURN CONNECTOR (3) CASE (6)
LOW ROLLER CLUTCH (CAM) HOLDING FORWARD/COAST CLUTCH SUPPORT (822) STATIONARY
LOW ROLLER CLUTCH (830)
HELD FORWARD AND COAST CLUTCH HOUSING (801)
ROLLER CLUTCH IS VIEWED FROM THIS DIRECTION
OVERDRIVE RANGE SECOND GEAR LOW ROLLER CLUTCH (CAM) OVERRUNNING FORWARD/COAST CLUTCH SUPPORT (822) STATIONARY
COAST CLUTCH FLUID

LOW ROLLER CLUTCH (830)
FORWARD CLUTCH FLUID LOW ROLLER CLUTCH ASSEMBLY (830)
FORWARD AND COAST CLUTCH HOUSING (801) 801 835 830 829 822 828
ROLLER CLUTCH INNER RACE ON FORWARD AND COAST CLUTCH HOUSING (801)
CASE (6) COAST CLUTCH FLUID FORWARD CLUTCH FLUID
Inoperative low support roller clutch assembly can cause slipping in 1st gear under moderate to heavy acceleration.
Figure 25
25
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26
PLANETARY GEAR SETS

PLANETARY GEAR SETS:
Planetary gear sets are commonly used in an automatic transmission and they are the main mechanical devices responsible for automatically changing gear ratios. The physical arrangement of the component parts and their rotation around an axis (center line to the axles) is the primary reason why a planetary gear set was given this name. This arrangement not only provides for a strong and compact transmission component, but it also evenly distributes the energy forces flowing through the gear set. Another benefit gained by this arrangement is that gear clash (a common occurrence with manual transmissions) is eliminated because the gear teeth are always in mesh.
General Component Arrangement and Function:
possible condition also exits and that is when input torque equals output torque. This condition is called direct drive (3rd gear) because neither reduction nor overdrive occurs through the gear set. To achieve these various operating conditions, specific components of the gear set must provide the input torque while other components must be held stationary. Detailed explanations of these gear set functions are provided on pages 28A and 28B.
Torque vs Speed:
All planetary gear sets contain at least three main components: a sun gear a carrier assembly with planet pinion gears, and an internal gear. One of the main components, the sun gear, is located at the center of the planetary gear set and has planet pinion gears revolving around it. These planet pinion gears have gear teeth that are in constant mesh with the sun gear and an internal ring gear that encompasses the entire gear set. Torque from the engine (input torque) is transferred to the gear set and forces at least one of these components to rotate. Since all three main components are in constant mesh with each other, the remaining components are often forced to rotate as a reaction to the input torque. After input torque passes through a gear set, it changes to a lower or higher torque value known as output torque. Output torque then becomes the force that is transmitted to the vehicles drive axles. As stated above, when engine torque is transferred through a gear set, the output torque from the gear set either increases or decreases. If output torque is higher than input torque, then the gear set is operating in reduction (1st, 2nd or Reverse gears). On the other hand, if output torque is lower than input torque, then the gear set is operating in overdrive (4th gear). A third
Another transmission operating condition directly affected by input and output torque through a gear set is the relationship of torque with output speed. As an automatic transmission shifts from 1st to 2nd to 3rd to 4th gear, the overall output torque to the wheels decreases as the speed of the vehicle increases (when input speed and input torque are held constant). Higher output torque and lower output speed is used in 1st gear to provide the necessary power for moving heavy loads. However, once the vehicle is moving and the speed of the vehicle increases, less torque is required to maintain that speed. This arrangement provides for a more efficient operation of the powertrain.
Hydra-matic 4T80-E Gear Sets:
The Hydra-matic 4T80-E transmission combines two gear sets that provide five gear ratios (four forward and one reverse) for transferring torque to the drive axles. The five main components used in these gear sets are: the reaction sun gear and shell assembly (620) the reaction carrier assembly (623) the reaction internal gear/input carrier assembly (708/700) the input sun gear (631) the input internal gear/input internal gear flange (708/725) Another gear set used in the Hydra-matic 4T80-E transmission is the final drive differential assembly (100-119). Information regarding its purpose and function is discussed on page 30.
Gear set failure can cause noise and loss of drive.
REACTION INTERNAL GEAR (708)
INPUT CARRIER ASSEMBLY (700)
INPUT INTERNAL GEAR (708)
Figure 26
27
FINAL DRIVE COMPONENTS

FINAL DRIVE AND DIFFERENTIAL ASSEMBLIES
The Hydra-matic 4T80-E transmission delivers torque from the engine to the drive axles by using a final drive assembly and differential components. These components, located at the output end of the gear train, perform the same function as the rear axle assembly found in all rear wheel drive vehicles.
57
722
833
121
100-109
120
118
110-117
119 OUTPUT SHAFT (57) FINAL DRIVE SUN GEAR SHAFT (722) PARKING LOCK GEAR (833) FINAL DRIVE PLANET PINION (103)
FINAL DRIVE CARRIER (100)
FINAL DRIVE INTERNAL GEAR (120)
Final Drive Assembly:
The final drive assembly is a planetary gear set consisting of: a final drive internal gear (120) splined to the case (6), a final drive sun gear (121) splined to the final drive sun gear shaft (722) and, a final drive/differential assembly (100-119). The final drive planetary gear set operates in reduction at all times at a ratio determined by a relationship of the final drive internal gear (120) to the final drive sun gear (121). In all forward gear ranges, the final drive sun gear shaft (722) drives the final drive sun gear (631) in the same direction as engine rotation. Since the final drive sun gear teeth are in mesh with
the final drive planetary pinion gears (103), the planetary pinion gears are driven in the opposite direction as they rotate inside the final drive internal gear (120). This causes the final drive/ differential assembly (100-119) to be driven in the same direction as engine rotation, powering the vehicle forward. The gear ratio of the final drive/differential assembly (100-119) performs the same function as the ring and pinion gears in a rear wheel drive vehicle. It is a fixed ratio that matches a specific engine and vehicle combination in order to meet the performance requirements for all operating conditions.
30
Figure 29
DIFFERENTIAL COMPONENTS
DIFFERENTIAL CARRIER ASSEMBLY:
The final drive/differential assembly (100-119) provides the means for one driving wheel to travel faster than the other when the vehicle is going around corners or curves. The final drive/differential assembly consists of a final drive carrier (100), a differential carrier (110), two differential side gears (112 & 118), two differential pinion gears (116) and, differential pinion shaft (114). One differential side gear (118) is splined to the output shaft (57) that drives the left axle shaft. The right differential side gear (112) is splined to the right drive axle and transfers torque to the right drive axle. The differential pinion gears act as idlers to transfer power from the differential carrier to the differential side gears. The differential pinion gears also balance the power and load between the differential side gears while allowing unequal axle rotation (speeds) when the vehicle is turning.
114 110 113 116 118 112
116 113
A noise condition, usually a hum (under light throttle or turns), will be associated with a final drive/ differential condition. Final drive/differential failure can cause loss of drive.
TURNING
OUTER WHEEL 110% FINAL DRIVE SPEED
IN
L TURNS FAS WHEE ER TE UT R O EEL TURNS SL WH OW R E NE

R
OUTPUT SHAFT (57) RIGHT AXLE SHAFT
DIFFERENCE OF WHEEL TRAVEL AS A VEHICLE MAKES A 180 DEGREE TURN.
INNER WHEEL 90% FINAL DRIVE SPEED
100% FINAL DRIVE SPEED
When the vehicle is driven in a straight line, the differential pinion gears (116), differential side gears (112 & 118) and differential carrier (110) rotate as a fixed unit. The end result is both axle shafts rotate in the same direction as engine rotation for all forward gear ranges.
STRAIGHT AHEAD
OUTPUT SHAFT (57) BOTH WHEELS TURNING AT SAME SPEED RIGHT AXLE SHAFT
ALL PARTS ROTATING AT FINAL DRIVE SPEED
Figure 30
31
PLANETARY GEAR SETS

REDUCTION FIRST GEAR
PLANETARY GEAR SETS
REDUCTION:
Planetary gear set reduction may be defined as the difference between a given input speed (RPM) that results in a lower output speed (RPM). Associated with the lower output speed is a higher output torque that enables the vehicle to begin moving. In the Hydra-matic 4T80-E, planetary gear set reduction occurs whenever the transmission is operating in 1st or 2nd gear, as well as in reverse gear.
REDUCTION FIRST GEAR
INPUT INPUT CARRIER ASSEMBLY SUN (700) GEAR DRIVEN (631) DRIVING DRIVING (631)
INPUT INTERNAL GEAR (708) HELD
DRIVEN (700)
FIRST GEAR
HELD (708)
FINAL DRIVE SUN GEAR SHAFT (722) DRIVEN
INPUT INTERNAL GEAR FLANGE (725) HELD
Planetary gear set reduction in first gear occurs when engine torque is transferred to the input sun gear (631) and the sun gear becomes the driving member. Torque is then transferred from the input sun gear to the four input planetary pinion gears (702) which rotate inside the input internal gear (708). Since the input internal gear (708) and input internal gear flange (725) are held stationary, the reaction internal gear/input carrier assembly (700) is forced to rotate. (Reaction planetary pinion gears (625) act as idler gears as the reaction internal gear/input carrier assembly rotates.) By using one planetary gear set, the transmission is operating in this mode with a gear reduction of 2.96:1.
REDUCTION SECOND GEAR

REDUCTION SECOND GEAR DRIVEN (700) DRIVING (631)
SECOND GEAR
HELD (708) (623) DRIVEN (620) HELD
REACTION SUN GEAR AND SHELL ASSEMBLY (620) HELD
REACTION CARRIER ASSEMBLY (623) DRIVEN
INPUT INPUT CARRIER SUN ASSEMBLY (700) GEAR DRIVEN (631) DRIVING
INPUT INTERNAL GEAR (708)
Planetary gear set reduction in second gear occurs when the 2nd clutch applies and the 2nd sprag clutch holds the reaction sun gear and shell assembly (620). With the forward clutch applied, the reaction carrier assembly (623), through the reaction carrier shell (633) and forward clutch housing (801), is held together with input internal gear (708). The reaction carrier will walk around the stationary reaction sun gear and shell assembly (620). The input sun gear (631) is the driving member. Because both planetary gear sets are used, the reaction internal gear and input carrier assembly become the output member. During this mode the transmission reduction through the gear set is 1.63:1.
(708/700) DRIVEN
FINAL DRIVE SUN GEAR SHAFT (722)
INPUT INTERNAL GEAR FLANGE (725)
28
Figure 27
28A
PLANETARY GEAR SETS

DIRECT DRIVE:
Direct drive may be defined as the operating condition where a given input speed (RPM) equals the output speed by using a 1:1 gear ratio. Direct drive is obtained when any two members of the planetary gear set rotate in the same direction at the same speed and force the third member to rotate at that same speed. In this mode of operation the planetary pinion gears do not rotate on their pins but act as wedges to drive the gear sets as one rotating part. When this occurs, the output speed of the transmission is the same as the input speed from the torque converter turbine. However, output speed will not equal engine speed until the torque converter clutch applies (see torque converter, page 14).
THIRD GEAR
PLANETARY GEAR SETS

DIRECT DRIVE THIRD GEAR
DIRECT DRIVE THIRD GEAR
(700) DRIVEN
(631) DRIVING
REACTION SUN GEAR & SHELL ASSEMBLY (620)
INPUT INPUT CARRIER SUN ASSEMBLY GEAR (700) (631) DRIVEN DRIVING
INPUT INTERNAL GEAR (708) DRIVING
Direct drive occurs in third gear when the 3rd clutch applies and links the input shaft and 3rd clutch housing assembly (604) to the 3rd clutch hub (617). The 3rd clutch plates drive the input internal gear (708) through the 3rd clutch hub (617), reaction carrier assembly (623), reaction carrier shell (633), forward clutch housing (801), and forward sprag clutch assembly (716) while the input sun gear (631) rotates in the same direction and at the same speed. When the gear set through the input carrier assembly (700) is operating in this mode there is no RPM reduction through the gear sets. The transmission is therefore operating in direct drive at a 1:1 gear ratio.
(708/725) DRIVING
INPUT INTERNAL GEAR FLANGE (725) DRIVING
OVERDRIVE FOURTH GEAR
OVERDRIVE:
Overdrive through a gear set may be defined as the operating condition where a given input speed (RPM) is less than the output speed. This mode of operation allows a vehicle to maintain a relatively high road speed while reducing engine speed for improved fuel economy. However, overdrive does result in lower output torque as compared to the input torque to the planetary gear set.
FOURTH GEAR
OVERDRIVE FOURTH GEAR
(623) DRIVING
(620) HELD
REACTION CARRIER ASSEMBLY (623) DRIVING
Overdrive occurs during fourth gear operation when the 4th band (523) applies and holds the reverse clutch housing and race assembly (500). The reaction sun gear and shell assembly (620) is also held because it is tanged into the reverse clutch housing and race assembly. The reaction carrier assembly (623) rotates around the stationary reaction sun gear and shell assembly and its planetary pinions drive the reaction internal gear (708) and input carrier assembly (700). When the planetary gear set is operating in this mode, the transmission is in overdrive at a gear ratio of 0.68:1.
(708/700) DRIVEN
REACTION INTERNAL GEAR (708) DRIVEN
REVERSE REVERSE DIRECTION OF ROTATION:

A reverse direction of rotation through a planetary gear set is simply defined as the direction of rotation opposite to the gear rotation used as input. This mode of operation allows a vehicle to move in a rearward direction as well as operating the gear set in reduction.
REVERSE GEAR
REVERSE REACTION SUN GEAR AND SHELL ASSEMBLY (620) DRIVING REACTION CARRIER ASSEMBLY (623) HELD INPUT CARRIER ASSEMBLY (700)
The planetary gear sets reverse their direction of rotation when the reverse clutch applies and drives the reverse clutch housing and race assembly (500). The reaction sun gear and shell assembly (620) is therefore the driving member because it is tanged into the reverse clutch housing and race assembly. Since the low/reverse band (13) is also applied, it holds the reaction carrier assembly (623) because it is tanged to the forward clutch housing (801) and the reaction carrier shell (633). The reaction carrier planetary pinion gears are forced to rotate in a direction opposite of engine rotation and drive the reaction internal gear/ input carrier assembly (700) in the same direction. The result is a reverse direction of engine rotation and reduction through the gear sets at a 2.13:1 ratio.
(623) HELD
(620) DRIVING
(708/700) DRIVEN
28B
Figure 28
29
HYDRAULIC CONTROL COMPONENTS

OIL PUMP ASSEMBLIES
The previous sections of this book were used to describe some of the mechanical component operations of the Hydra-matic 4T80-E. In the Hydraulic Control Components section a detailed description of individual components used in the hydraulic system will be presented. These hydraulic control components apply and release the clutch packs and bands to provide automatic shifting of the transmission.
OIL PUMP ASSEMBLIES
pump system. These two pumps work together to supply a volume of fluid to the components as the scavenge pump moves fluid from the transmission oil pan (59) to the side cover (29).
Scavenge Pump Assembly:
There are three pump assemblies that provide the volume of fluid required to operate the hydraulic control components, fluid transfer and lubrication throughout the transmission. These pumps are called the primary pump assembly, the secondary pump assembly and, the scavenger pump assembly. The primary and secondary pump assemblies are positive displacement internal/ external rotor type pumps that make up the binary (dual capacity)
The scavenge pump assembly is an external/external gear type pump made up of a scavenge pump body (225), scavenge pump cover (237), a scavenge pump drive gear (223), and two scavenge pump driven gears (224). When the engine is running, the oil pump drive shaft (2) is driven by the torque converter cover and rotates at engine speed. The other end of the oil pump drive shaft is assembled into the oil pump driven shaft (207) which also rotates at engine speed. The oil pump driven shaft rotates the scavenge pump drive gear (223) which forces the scavenge pump driven gears (224) to rotate.
237
202 201 225 224
223
224 203
200 2 206 205
207
32
Figure 31

OIL PUMP ASSEMBLIES
As the scavenge external gears rotate, volume is positively displaced, thereby creating a vacuum at the right and left scavenge intake ports. This vacuum allows the higher atmospheric pressure in the transmission oil pan (59) to force fluid through the left and right scavenger case screens (51 & 52). Fluid passing through the left scavenge screen enters the case (6) and is then routed through the transmission case cover (33), the secondary pump body (203), the primary pump body (200) and then to the left scavenge pump driven gear (224). Fluid passing through the right scavenge screen enters the case (6) and then the scavenge tube (54) which routes fluid to the driven sprocket support (418). Right scavenge fluid is then routed through the transmission case cover (33), the secondary pump body (203), the primary pump body (200) and then to the right scavenge pump driven gear (224). As the teeth on the drive and driven gears rotate, fluid is forced through the pump and into the scavenge outlet passage. The scavenge outlet circuit routes fluid into the side cover (29) where the transmission operating fluid level is maintained.
Primary and Secondary Pump Assemblies:
As the drive and driven gears rotate towards the wide portion of the crescent, volume is positively displaced, thereby creating a vacuum (low atmospheric pressure) at the pump intake port. This vacuum allows the higher atmospheric pressure acting on the fluid in the side cover (29) to force fluid through the main filter (236). Fluid is then routed through the secondary pump body (203) and into the suction side of the secondary pump gears. At the same time fluid is routed through the primary pump body (200) and into the suction side of the primary pump gears. Through the rotation of drive and driven pump gears, the gear teeth carry the transmission fluid beyond the crescent to the pressure side of the pump gears. (The area where the volume of fluid between the gear teeth decreases.) As the gear teeth come together, fluid from the primary pump is forced into the main line pressure circuit while fluid from the secondary pump is forced into the secondary line circuit. Both main line and secondary line pressures are then routed to the pressure regulator valve (211) which controls the variable line pressures. When engine speed (RPM) increases, the volume of fluid being supplied to the hydraulic system also increases because of the faster rotation of the pump gears. When the output from both pumps reaches a calibrated maximum, the pressure regulator valve will move far enough against spring force to allow excess fluid to return to the suction side of the pump gears. The result is a control of the pumps delivery rate of fluid to the hydraulic system.
The primary and secondary pump assemblies are two fixed capacity internal/external gear type pumps that supply fluid to the transmissions hydraulic system. The primary pump assembly is made up of a primary drive gear (201), primary driven gear (202), primary pump body (200) and scavenge pump cover (237). The secondary pump assembly is a larger capacity pump and is made up of a secondary drive gear (205), secondary driven gear (206), secondary pump body (203) and primary pump body (200). When the engine is running, the oil pump drive shaft (2) is driven by the torque converter cover and rotates at engine speed. The other end of the oil pump drive shaft is assembled into the oil pump driven shaft (207) which also rotates at engine speed. The oil pump driven shaft rotates the primary and secondary pump drive gears (202 & 206) which forces the driven gears to rotate.
Pump Related Diagnostic Tips

Transmission Overheating Loss of drive High or low line pressure
SCAVENGE PUMP
224 223 202
PRIMARY PUMP
224 206
SCAVENGE OUTLET
SECONDARY PUMP
BOOST VALVE
37
TORQ SIGNAL
REV
EX
201
MAIN PUMP SUCTION
205
SECONDARY LINE
LINE
24
LUBE 2
26
SCAVENGE OUTLET
CONV FEED
25
LINE
LEFT SCAVENGE SCREEN (51) RIGHT SCAVENGE SCREEN (52)
23
LINE
LINE
BOTTOM SUMP (Oil Pan 59)
UPPER SUMP (Side Cover 29)
BALL CHECK
MAIN FILTER (236)
Figure 32
33

PRESSURE REGULATION
In order for pump output to become pressurized, there needs to be a restriction in the line fluid passage. The main restricting component that controls line pressure is the pressure regulator valve (211) which is located in the secondary pump body (203). Through the binary pump system both the primary pump and the secondary pump provide a constant supply of fluid to the pressure regulator valve. However, secondary pump pressure is only used to supplement (primary) line pressures when fluid demand in the hydraulic system is high. The demand for an increase in capacity occurs during initial engine start up, when the engine is operating at low speed (RPM), during a Park or Neutral to Drive or Reverse gear selection, and during certain full throttle shift maneuvers. Under operating conditions where the hydraulic system requires more fluid volume and pressure, torque signal fluid increases at the pressure regulator boost valve (213). Fluid pressure combines with the force from the pressure regulator valve spring (212) and moves the pressure regulator valve (211) against line pressure. As the pressure regulator valve moves, a land on the valve reduces secondary line pressure entering the main pump suction circuit. At the same time, the secondary pump cut-off ball (216) unseats and allows secondary line pressure to enter the (main) line circuit that feeds the pressure regulator valve (211) and manual valve (916). These events allow the secondary pump (a larger capacity pump than the primary pump) to maintain pressure in the line circuit. When demand for the higher volume of fluid decreases, line pressure moves the pressure regulator valve (211) against spring force and torque signal fluid pressure. When the valve moves far enough, secondary line passes through the valve and bleeds into the main pump suction circuit. At the same time, the secondary pump cut-off ball (216) is seated by the (main) line circuit that feeds the pressure regulator valve (211) and the manual valve (916). When these events occur, excess secondary line pressure is bled off while the primary pump maintains the supply of fluid to the hydraulic system. When Reverse (R) gear is selected, line pressure is boosted by reverse pressure acting on the pressure regulator boost valve (213). The manual valve (916) opens a port to allow line pressure to enter the reverse circuit. Reverse fluid pressure is routed to the pressure regulator boost valve (213) and combines with torque signal fluid and spring force to move the pressure regulator valve (211) against line fluid pressure. The pressure regulator valve (211) limits the amount of secondary line pressure entering the main pump suction circuit as the secondary cut-off ball (216) unseats. Secondary line pressure enters the (main) line circuit to the manual valve and pressure regulation is maintained as described above.
Pressure Regulator 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
SECONDARY LINE (From Secondary Pump)
37
37
TORQ SIGNAL
BOOST VALVE
TORQ SIGNAL
BOOST VALVE
REV
REVERSE
MAIN PUMP SUCTION
LINE (From Primary Pump)
MAIN PUMP SUCTION
EX
EX
LUBE 2
26
LUBE 2
26
CONV FEED
25
CONV FEED
25
23
23
LINE
BALL CHECK (216) BALL CHECK (216)
LINE
1 2 3D NR
P
MANUAL VALVE
1 2 3D NR
P
MANUAL VALVE
D321
DRIVE
D321
PRND4
DRIVE
PRND43
PRND43
PRND4
LOW D21
LOW D21
REV
EX
REV
PRN
LINE
LINE
NORMAL PRESSURE
BOOSTED PRESSURE
34
Figure 33
PRN
EX
REVERSE
24
24

VALVES LOCATED IN THE OIL PUMP ASSEMBLY
Pressure Regulator Valve Train (211-215):
Regulates primary and secondary pump feed that passes through the valve into line pressure. The valve adjusts line pressure in response to changes in torque signal and reverse fluid pressure acting on the pressure regulator boost valve (213). The pressure regulator valve also routes secondary line pressure to main pump suction or line circuit depending on system demands.
If stuck, missing or binding, the pressure regulator valve or spring may cause: High or low line pressure Slipping clutches or bands or harsh apply Transmission overheating Low or no cooler/lube flow
the pressure regulator boost valve influences the pressure regulator valve position. The pressure regulator valve then responds to the additional forces and this increases line pressures.
If stuck, missing or binding, the pressure regulator boost valve or spring may cause high or low line pressure.
Secondary Pump Cut-off Ball (216):
Pressure Regulator Boost Valve (213):
Activated by torque signal fluid from the pressure control solenoid (339) and reverse fluid pressure, it assists pressure regulator valve spring (212) force to adjust line pressures. Whenever torque signal pressure increases or reverse gear range is selected,
Seats against secondary line pressure when the line fluid volume required to operate the vehicle is at a minimum. When vehicle operating conditions require higher volume to maintain line pressure, the pressure regulator valve (211) blocks secondary line from entering the main pump suction circuit. Secondary line then unseats the ball check valve and is able to enter the line pressure circuit to boost the volume, thereby maintaining line pressure.
If stuck or missing, the secondary pump cut-off ball may cause high or low line pressure.
LINE TORQ SIGNAL

BOOST VALVE
LINE
TORQ SIGNAL
REV
SECONDARY PUMP
SECONDARY LINE
EX
LINE LINE
LUBE 2
CON FD LINE REV LINE
CON FD LINE REV LINE
BALL CHECK
SEC LINE
LUBE 2 MAIN PUMP SUCTION LEFT SCAVENGE SUCTION CONV RELEASE MAIN PUMP SUCTION
213 214 215
216
217
215
203 211 210 212
Figure 34
35

COMPONENTS LOCATED IN THE LOWER CONTROL VALVE BODY
Low/Reverse Servo Assembly: 1-2 SHIFT VALVE TRAIN (909, 918-920) 1-2 Shift Solenoid (SS) Valve (909):
An apply device that is activated by low & reverse band reduce fluid or reverse band fluid pressure (depending on gear range selection refer to the Apply Components section). Low & reverse band and/or reverse band fluids stroke the low/reverse servo piston (928) during Park, Reverse and Neutral ranges and First Gear operation. The low/reverse servo apply pin (931) compresses the low/reverse band (13) which then holds the forward and coast clutch housing (801).
A leak at the low/reverse piston seals, or a stuck or binding low/reverse piston could cause: No reverse or slips in reverse No first gear or slips in first gear No Park Drives in Neutral
An ON/OFF type solenoid that receives its voltage supply through the ignition switch. The PCM controls the solenoid by providing a ground to energize it in Park, Reverse, Neutral, First and Fourth gear operation. When energized (ON), its exhaust port closes and 1-2 solenoid fluid pressure increases. 1-2 solenoid fluid pressure acts on both the 1-2 and 3-4 shift valves to help control the shift valve positioning for the appropriate gear range. When de-energized (OFF), 1-2 solenoid fluid exhausts through the solenoid thereby removing a hydraulic force at the 1-2 and 3-4 shift valves. (See the Electrical Components Section for more detail.)
1-2 SS valve stuck off or leaking could cause 2nd or 3rd gear only condition. 1-2 SS valve stuck on could cause 1st and 4th gears only.
1-2 Shift Valve A (919):
#6 Ball Check Valve and Capsule (979 and 905):
A ball type check valve that seats against the low & reverse band reduce circuit during Park, Reverse and Neutral ranges. While in this position the ball check valve allows low & reverse band apply and/or reverse band fluid to stroke the low/reverse servo piston (928). During Overdrive Range and Manual Range First gear operation the ball check valve is seated against the low & reverse band apply passage by low & reverse band reduce pressure. While in this position the ball check valve allows low & reverse band reduce fluid to be routed to the spring side of the low/reverse servo piston (928).
If stuck or missing, the #6 ball check valve could cause: No reverse or slips in reverse No first gear or slips in first gear No Park Drives in Neutral
A spool valve that responds to 1-2 solenoid fluid pressure that opposes 2-3 solenoid fluid pressure and spring force acting on the 1-2 shift valve B. (The 1-2 shift valve A is linked to the 1-2 shift valve B and both valves operate as if they were a one piece valve.) Depending on the transmission gear range operation, PRN fluid is routed through the valve into the low & reverse band apply circuit and/or, low feed enters the low & reverse band reduce circuit. During Third and Fourth gear operation, 2-3 solenoid fluid assists spring force to hold the valve in the upshifted position.
1-2 Shift Valve B (920):
Reverse Orifice Bypass Valve (921):
A spool valve that is controlled by reverse fluid pressure acting against an opposing spring force. When reverse gear range is selected, under moderate to heavy throttle conditions, reverse fluid pressure moves the valve against spring force. When shifted, the valve opens another feed passage through orifice #17 into the reverse clutch circuit. Reverse fluid is then able to provide an additional feed into the reverse clutch circuit for quickly applying and holding the reverse clutch plates.
If stuck, missing or binding, the reverse orifice bypass valve or spring could cause harsh or soft reverse clutch apply.
3-4 Shift Valve (912):
A spool valve that responds to 2-3 solenoid fluid pressure and spring force that opposes 1-2 solenoid fluid pressure acting on the 1-2 shift valve A. (The 1-2 shift valve B is linked to the 1-2 shift valve A and both valves operate as if they were a one piece valve.) Depending on the transmission gear range operation, drive fluid is routed through the valve into the 2nd clutch circuit and/or 4th band feed enters the 4th band circuit.
1-2 shift valve (A and B) stuck in the upshift position could cause no 1st gear. 1-2 shift valve (A and B) stuck in the downshift position could cause no 2nd or slips in 2nd gear.
2-3 SHIFT VALVE TRAIN (909, 906-908) 2-3 Shift Solenoid (SS) Valve (909):
A spool valve that is controlled by 1-2 solenoid fluid pressure acting against an opposing spring force and D321 fluid pressure (in manual gear ranges). When upshifted during a 3-4 shift, 3rd clutch fluid passes through the valve, enters the 4th band feed circuit and applies the 4th band. During Manual Range Third gear operation, D321 fluid holds the valve in the downshifted position allowing D321 fluid to pass through the valve, enter the coast clutch feed circuit and apply the coast clutch. During Manual Range Second gear operation, D21Y fluid also passes through the valve to enter the 4th band feed circuit and applies the 4th band. In Manual Range First gear, 1-2 solenoid fluid holds the valve in the upshifted position which allows D21Y fluid to enter the coast clutch feed circuit.
A stuck or binding 3-4 shift valve could cause: No fourth gear or slips in fourth gear No third gear No engine compression braking in manual third gear
An ON/OFF type solenoid that receives its voltage supply through the ignition switch. The PCM controls the solenoid by providing a ground to energize it in Third and Fourth gear operation. When energized (ON), its exhaust port closes and 2-3 solenoid fluid pressure increases. 2-3 solenoid fluid pressure acts on both the 2-3 shift valve D and the 1-2 shift valve A to help control the shift valve positioning for the appropriate gear range. When de-energized (OFF), 2-3 solenoid fluid exhausts through the solenoid thereby removing a hydraulic force at the 1-2 and 2-3 shift valves. (See the Electrical Components Section for more detail.)
2-3 SS valve stuck off or leaking could cause no 3rd gear. 2-3 SS valve stuck on could cause loss of power or 3rd and 4th gears only.
2-3 Shift Valve C (907):
A spool valve that responds to 2-3 solenoid fluid pressure that opposes 2-3 shift valve spring force acting on the 2-3 shift valve D. (The 2-3 shift valve C is linked to the 2-3 shift valve D and both valves operate as if they were a one piece valve.) Depending on the transmission gear range operation, drive fluid is blocked or routed through the valve into the 3rd clutch circuit and coast clutch feed or D21 fluid is routed into the coast clutch circuit.
36

COMPONENTS LOCATED IN THE LOWER CONTROL VALVE BODY
2-3 Shift Valve D (908):
A spool valve that responds to 2-3 shift valve spring force that opposes 2-3 solenoid fluid pressure acting on the 2-3 shift valve C. (The 2-3 shift valve D is linked to the 2-3 shift valve C and both valves operate as if they were a one piece valve.) Depending on the transmission gear and range operation, low fluid is blocked or routed through the valve into the low feed circuit, and D21 fluid is blocked or routed into the D21Y circuit.
2-3 shift valve (C and D) stuck in the upshift position could cause 3rd gear or 4th gear only. 2-3 shift valve (C and D) stuck in the downshift position could cause no 3rd gear.
Forward Orifice Bypass Valve (924):
If stuck, missing or binding, the forward orifice bypass valve or spring could cause harsh or soft forward clutch apply.
Manual Valve (916):
A spool valve that is mechanically linked to the gear selector lever and is fed line pressure from the pressure regulator valve (211). When a range is selected, the manual valve directs line pressure into the various circuits by opening or closing feed passages. The circuits fed by the manual valve are: Reverse, PRN, PRND4, PRND43, Drive D321, D21 and Low.
Stuck, misaligned or damaged, the manual valve and linkage could cause: No reverse or slips in reverse No first gear or slips in first gear No fourth gear or slips in fourth gear No Park No engine compression braking in all manual ranges Drives in Neutral No gear selections Shift indicator indicates wrong gear selection
A spool valve that is controlled by drive fluid pressure acting against an opposing spring force. When any drive range is selected under moderate to heavy throttle conditions, drive fluid pressure shifts the valve against spring force. When shifted, the valve opens another feed passage through orifice #18 into the forward clutch circuit. Drive fluid is then able to provide an additional feed into the forward clutch circuit for quickly applying the forward clutch.
TFP SWITCH
3RD CL LOW LOW
#8
REV
3-4 SHIFT VALVE

1 2 3D NR
P
DRIVE
D321
#7
4 BD FD
REV CL REV REV
REV REV CL REV REV REV PRN PRND43 COAST CL

D321 3RD CL D321 1-2 SOLENOID
MANUAL VALVE
D321 DRIVE
LINE DRIVE DRIVE FORWARD CL
#5
D321
PRN
LOW D21
EX
PRND4

D321 3RD CL D321
D321
D21
ACT FEED ACT FEED 2-3 SOL D21 LOW FEED LOW FEED
EX
D21
DRIVE
EX
FILTER (917)
PRND43
LINE
REV
2-3 SHIFT VALVE

EX EX
1-2 SOL
2-3 SOLENOID
EX
EX
PRN
1-2 SHIFT VALVE
COAST CL FEED
EX LOW 1-2 SOL
EX
PRN
LOW & REV BAND REDUCE
#6
REV CL REV BAND
D321 D321
EX 2-3 SOL
EX
EX
EX
#9
2-3 SOL
DRIVE DRIVE DRIVE DRIVE
2-3 SOLENOID
4TH BD FD 4TH BAND EX DRIVE 2ND CL
2-3 SOLENOID
REV BAND
Figure 35
37

COMPONENTS LOCATED IN THE UPPER CONTROL VALVE BODY
Pressure Control (PC) Solenoid Valve (339): Torque Converter Clutch (TCC) Enable Valve (322):
An electronically controlled pressure regulator that regulates filtered actuator feed pressure entering the torque signal circuit. Torque signal fluid is then routed to the pressure regulator valve (211), the accumulator boost valve (301) and the 2-3 accumulator valve (306) where it is used as a controlling force. (See the Electrical Components section for additional information.)
A leaking/damaged O-ring or bad electrical connection can cause high or low line pressure.
2-3 Accumulator Assembly (345-351):
A relay type spool valve that is controlled by TCC control fluid pressure acting against spring force at the other end of the valve. During TCC apply, the valve allows converter release fluid to exhaust through the valve and blocks TCC feed limit. During TCC off, the valve allows TCC feed limit to push the converter clutch control valve toward the TCC pressure solenoid valve (336).
If stuck, missing or binding, the TCC enable valve or spring may cause incorrect TCC apply or release.
Converter Feed Limit Valve (312):
A cushioning device that is actuated by orificed 3rd clutch fluid as the 3rd clutch applies. When orificed 3rd clutch fluid strokes the 2-3 accumulator piston (345), resistance from the 2-3 accumulator piston spring (347) and 2-3 accumulator fluid provide the cushioning effect. (See Accumulators in the Hydraulic Control Components section for additional information.)
A leak at the 2-3 accumulator piston seal or porosity in the upper control valve body or case cover could cause no 3rd gear/slips in 3rd gear. A stuck 2-3 accumulator piston would cause harsh shifts
Torque Converter Clutch (TCC) Pressure Solenoid Valve (336):
A spool valve that limits (regulates) converter feed pressure passing through the valve to a maximum of 862 kPa (125 psi). TCC feed limit fluid is then routed to the converter clutch control valve (317) where it enters either the converter release or the to cooler circuit (depending on TCC pressure solenoid valve operation).
If stuck, missing or binding, the converter feed limit valve or spring may cause: Inadequate lubrication Incorrect TCC apply or release Converter ballooning
Actuator Feed Limit Valve (309):
An electronically controlled, pulse width modulated solenoid that controls the apply and release rate of the torque converter clutch. The solenoid regulates 3rd clutch fluid into TCC control fluid pressure that is routed to the converter clutch control valve (317), the converter clutch regulator valve (318) and the TCC enable valve (322). (See the Electrical Components section for additional information.)
Stuck on, exhaust plugged, would cause no TCC release in 2nd, 3rd or 4th gear. Stuck off, leaking o-ring, no voltage, would cause no TCC/slip or soft apply.
Converter Clutch Control Valve (317):
A spool valve that limits (regulates) line pressure passing through the valve to a maximum of 793 kPa (115 psi). Actuator feed fluid is then routed to the PC solenoid valve and also to orifice #15, orifice #16 and orifice #40 (1-2 solenoid, 2-3 solenoid and Forward Clutch circuits).
If stuck in the exhaust position, the actuator feed limit valve or spring could cause 2nd gear only and low line pressure.
2-3 Accumulator Valve (306):
A spool valve that is held in the downshifted position by spring force and TCC exhaust enable fluid pressure when the TCC pressure solenoid valve is OFF. When the TCC pressure solenoid is energized (ON), TCC control fluid shifts the valve against spring force thereby redirecting fluids into the converter apply and to cooler circuit. (See the Electrical Components section for additional information.)
Stuck in the release position would cause no TCC/slip or soft apply. Stuck in the apply position would cause apply fluid to exhaust and an overheated torque converter.
Converter Clutch Regulator Valve (318):
A spool valve that is biased by torque signal fluid as it regulates line pressure into secondary 2-3 accumulator fluid. Secondary 2-3 accumulator fluid from the valve is then routed to ball check valve #10 and through orifice #32 to the spring side of the 2-3 accumulator piston (345).
If stuck, missing or binding, the 2-3 accumulator valve could cause harsh or soft 2-3 upshifts.
1-2 / 3-4 ACCUMULATOR VALVE TRAIN (301-304B) Accumulator Boost Valve (301):
A spool valve that is biased by TCC control fluid pressure that opposes spring force at the other end of the valve. When the TCC pressure solenoid valve (336) is activated, the valve regulates line pressure as it passes through the valve and enters the regulated apply circuit.
If stuck, missing or binding, the converter clutch regulator valve or spring could cause: TCC stuck on in all gears TCC stuck on in 2nd, 3rd and 4th gears harsh TCC apply or release slip, shudder, rough apply or no apply
A spool valve that is biased by torque signal fluid and moves the 1-2 / 3-4 accumulator valve (302) for regulation of line pressure into primary accumulator fluid. When the 3rd clutch is applied, 3rd clutch fluid is routed to the accumulator boost valve to assist torque signal fluid pressure at the valve. (See Accumulators in the Hydraulic Control Components section for additional information.)
1-2 / 3-4 Accumulator Valve (302):
A spool valve that regulates line pressure into primary accumulator fluid pressure based on torque signal and 3rd clutch pressure acting on the accumulator boost valve (301). Primary accumulator fluid is then routed to the forward, reverse, 1-2, and 3-4 accumulator pistons. (See Accumulators in the Hydraulic Control Components section for additional information.)
If stuck, missing or binding, the 1-2 / 3-4 accumulator valve and accumulator boost valve could cause harsh or soft shifts to Reverse, Overdrive Range First gear, and 1-2 or 3-4 upshifts.
38

CONV APPLY TO COOLER
EX
LINE CONV RELEASE CONV RELEASE
REG APPLY REG APPLY TCC CONTROL TCC CONTROL

EX
CONV CL REG
EX
TCC ENABLE
EX EX
EX
CONV CL CONTROL TCC CONTROL TCC EX ENABLE ORIFICED TCC EX ENABLE TCC FD LIMIT TCC FD LIMIT TCC FD LIMIT TCC FD LIMIT TCC FD LIMIT CONV FEED 3RD CL
TCC SOL
TCC EX ENABLE TCC ORIFICE EX ENABLE REG APPLY TCC EX ENABLE TCC CONTROL
TCC EX ENABLE
TCC FD LIMIT TCC FD LIMIT TCC FD LIMIT TCC FD LIMIT CONV FEED ACT FD ACT FD
UPPER CONT VB (300)

EX
ACT FD ACT FD
CC FD LIMIT
EX EX
EX
EX
CONV FEED
EX
EX
LINE
FILTER (338)
EX
ACT FD LMT
TORQ SIGNAL TORQ SIGNAL TORQ SIGNAL
EX
EX
ACT FD ACT FD TORQ SIG

3RD CL
EX
2-3 ACCUM VALVE
EX

2-3 ACCUMULATOR
LINE
LINE
3RD CL ORIRICED 3RD CL

PRIMARY ACCUM
PRIMARY ACCUM
SEC 2-3 ACCUM LINE
SEC 2-3 ACCUM
SEC 2-3 ACCUM 2-3 ACCUM
LINE
2-3 ACCUM
3RD CL
3RD CL
Figure 36
COMPONENTS LOCATED IN THE DRIVEN SPROCKET SUPPORT

3rd Clutch Exhaust Valve Train (424-427):
A spool valve that responds to orificed 3rd clutch fluid acting on one end of the valve and opposing spring force at the other end. During a 2-3 shift, orificed 3rd clutch fluid moves the valve against spring force to allow fluid into the 3rd clutch circuit. 3rd clutch fluid is then routed to the 3rd clutch piston to apply the clutch. During a downshift from Third gear to a lower gear, after most of the pressure is exhausted, spring force moves the valve to the downshifted position and allows 3rd clutch fluid to exhaust at the valve.
ORIFICED 3RD CLUTCH 3RD CLUTCH PRIMARY ACCUMULATOR ACTUATOR FEED 418 LUBE 2 RIGHT SCAVENGE SUCTION
3RD CL 3RD CL
If stuck, missing or binding, the 3rd clutch exhaust valve could cause no 3rd gear or a partial apply or drag of the 3rd clutch plates when the clutch releases.
2ND CLUTCH ASSEMBLY
LUBE 2
3RD CL EX
3RD CL
EX EX
ORIFICED 3RD CL
2-3 ACCUM
EX EX
EX EX
3RD CL REV CL
ACT FD
ACT FD ORIFICED 3RD CL PRIMARY ACC
424
427
REVERSE CLUTCH 2ND CLUTCH
ACTUATOR PRIMARY FEED ACCUMULATOR
REV CL
425
PRIMARY ACC 2ND CL
REV CL
SCAVENGE TUBE (54)
Figure 37
39

ACCUMULATORS
An accumulator is a spring-loaded device that is designed to cushion the engagement of a clutch or band with respect to engine torque. The cushioning effect created by an accumulator provides for a more pleasing shift feel as the transmission shifts from one gear ratio to another. In the Hydra-matic 4T80-E, shift accumulation occurs during 1-2, 2-3 and 3-4 shifts as well as a Park or Neutral to Drive or Reverse gear engagements. During the apply of a clutch, apply fluid starts to compress the clutch piston return springs and compress the clutch plates. When the clearance between the clutch plates is taken up by piston travel and the clutch begins to hold, fluid pressure in the circuit builds up rapidly. The accumulator assembly, using accumulator spring force and accumulator fluid pressure, is designed to absorb some of the clutch apply fluid flow to control pressure and allow for a more gradual apply of the clutch. Without an accumulator in the circuit, the rapid buildup of fluid pressure would cause the clutch to grab quickly and create a harsh shift.
The force of the accumulator spring and pressure in the accumulator circuit are used to control the rate (timing) that apply pressure in the circuit reaches its maximum. Under light throttle conditions, engine torque is at a minimum and the clutches require less force to apply and hold. Under heavy throttle conditions, engine torque is high which requires a greater force to apply and hold the clutch plates. To respond to various operating conditions, the accumulator valves have torque signal fluid acting as a bias at the valves. This arrangement regulates accumulator pressure proportionately to throttle position in order to control shift feel. At a greater throttle position opening, accumulator fluid pressures increase to compensate for higher line pressures and engine torques. The same principle of shift accumulation also applies to Reverse, First and Fourth gear operation where a band or combination of band and clutch is used. As the band is applied it compresses around a drum which causes fluid pressure in the apply circuit to rise rapidly. In addition to the accumulators used in these circuits, each servo assembly contains a cushion spring to assist in shift feel. Refer to the specific accumulator circuit description for a detailed explanation of its operation.
Forward Accumulator Assembly (960-963):
944
The forward accumulator assembly is located in the accumulator housing (944) and consists of a piston (960), seal (961), pin (962) and spring (963). The forward accumulator assembly is the primary device for controlling the apply feel of the forward clutch during a Park, Reverse or Neutral to Drive range selection. Primary accumulator fluid pressure, acting on the spring side of the forward accumulator piston (960), originates at the 1-2/3-4 accumulator valve (302) when line pressure is regulated through the valve. The 1-2/3-4 accumulator valve regulates line pressure into primary accumulator fluid in response to torque signal fluid pressure at the accumulator boost valve (301). Primary accumulator fluid is then routed to end of the 1-2/3-4 accumulator valve through orifice #30. Primary accumulator fluid is also routed to the spring side of the forward accumulator piston (and the spring side of the reverse accumulator piston (946).
966
961
960 962 963 964 965
PRIM ACC (To Reverse Accumulator)
After the transmission has been operating in Park, Reverse or Neutral and a forward range is selected, forward clutch fluid is routed to the #1 ball check valve. Forward clutch fluid unseats the ball check valve and is routed to the forward accumulator piston where it strokes the piston against spring force and primary accumulator fluid pressure. When the forward accumulator piston moves down its bore, primary accumulator fluid is forced back through its circuit to the 1-2/3-4 accumulator valve. Primary accumulator fluid is then regulated to exhaust by torque signal fluid acting on the accumulator boost valve (301). When either Park, Reverse or Neutral range is selected after the transmission has been operating in a drive range, spring force and primary accumulator fluid move the forward accumulator piston. Forward clutch fluid is then forced out of the forward accumulator bore and is routed to the #1 ball check valve where it seats the ball check valve. Forward clutch fluid is then forced through orifice #21 to ball check valve #5 where it unseats the ball check valve. Forward clutch fluid then enters the drive circuit and drive fluid is then routed to the manual valve (916) where it exhausts.
A leak at the forward accumulator piston seal or porosity in the accumulator housing could cause no forward in overdrive range/slips in overdrive range. A stuck forward accumulator piston would cause harsh forward clutch apply.
EX EX
PRIM ACC
FWD CL
LINE
3RD CL
30
EX EX
21
#1
FWD CL PRIMARY ACCUM
40
TORQ SIG
FORWARD ACCUMULATOR
Figure 38

Reverse Accumulator Assembly (946-949):
The reverse accumulator assembly is located in the accumulator housing (944) and consists of a piston (946), seal (947), pin (948) and spring (949). The reverse accumulator assembly is the primary device for controlling the apply feel of the reverse clutch during a Park, Neutral or Drive to Reverse range selection. As described in the forward accumulator operation, primary accumulator fluid is routed from the 1-2/3-4 accumulator valve through the accumulator housing to the spring side of the reverse accumulator piston. When Reverse range is selected, reverse clutch fluid is routed to the #4 ball check valve. Reverse clutch fluid unseats the ball check valve and is routed to the reverse accumulator piston where it strokes the piston against spring force and primary accumulator fluid pressure. When the reverse accumulator piston moves down its bore, primary accumulator fluid is forced back through its circuit to the 1-2/3-4 accumulator valve. Primary accumulator fluid then exhausts at the 1-2/3-4 accumulator valve based on torque signal fluid pressure acting on the accumulator boost valve (301). When either Park, Neutral or a drive range is selected after the transmission has been operating in Reverse, spring force and primary accumulator fluid move the reverse accumulator piston. Reverse clutch fluid is then forced out of the reverse accumulator bore and is routed to ball check valve #4 where it seats the ball check valve. Reverse clutch fluid is then forced through orifice #22 and ball check valve #7 where it unseats the ball check valve. Reverse clutch fluid passes through orifice #6 into the reverse circuit which exhausts fluid at the manual valve (916).
A leak at the reverse accumulator piston seal or porosity in the accumulator housing could cause no reverse/slips in reverse. A stuck reverse accumulator piston would cause harsh reverse clutch apply.
944
964
965
947
946 948 949
(To Rev Cl Assembly)
966
#7
12
REV (From Manual Valve)
REV CL
20
REV CL
22
REV CL
EX EX
3RD CL
30
EX EX
TORQ SIG
#4
LINE
FWD CL
FWD ACCUMULATOR
PRIMARY ACCUM
The 1-2 accumulator assembly is located in the accumulator housing (944) and consists of a piston (968), seal (969), pin (970), inner spring assembly (971) and accumulator spring (973). The 1-2 accumulator assembly, 2nd clutch waved plate and 2nd clutch return spring and retainer assembly (428), are the primary devices for controlling the apply feel of the 2nd clutch. As described in the forward and reverse accumulator operation, primary accumulator fluid is routed from the 1-2/3-4 accumulator valve (302) to ball check valve #2. Primary accumulator fluid seats the ball check valve thereby routing fluid through orifice #14 and into the 1-2 accumulator circuit. 1-2 accumulator fluid is then channeled to the spring side of the 1-2 accumulator piston. As the transmission shifts into 2nd gear, 2nd clutch fluid is routed to the 1-2 accumulator piston and strokes the piston against spring force and 1-2 accumulator pressure. When the 1-2 accumulator piston moves down its bore, 1-2 accumulator fluid is forced back through its circuit to ball check valve #2 and unseats the ball check valve. 1-2 accumulator fluid then feeds into the primary accumulator circuit where it exhausts at the 1-2/3-4 accumulator valve based on torque signal fluid pressure acting on the accumulator boost valve (301). During a coastdown, throttle induced or manual shift into first gear, 2nd clutch fluid exhausts at the 1-2 shift valve B (920). Primary accumulator fluid from the 1-2/3-4 shift valve seats ball check valve #2 allowing fluid to enter the 1-2 accumulator circuit. 1-2 accumulator fluid is then routed to the spring side of the 1-2 accumulator piston and moves the piston into a first gear position.
A leak at the 1-2 accumulator piston seal or porosity in the accumulator housing could cause no 2nd gear/slips in 2nd gear. A stuck 1-2 accumulator piston would cause harsh shifts.
944
REV BAND
REVERSE ACCUMULATOR
973 970 349 968 969
349
EX EX
TORQ SIG
PRIM ACC
LINE
3RD CL
EX EX
30
14
1-2 ACCUM
2ND CL
#2
1-2 ACCUMULATOR
971
LOW & REV BAND APPLY
#6
Figure 39
41

351 345 346 347 300 348 349b
349c
2-3 ACCUM VALVE
EX
TORQ SIGNAL
#11
31 3
33
38
LINE
SEC 2-3 ACCUM
ORIFICED 3RD CL
#10
32
The 2-3 accumulator assembly is located in the upper control valve body (300) and consists of a piston (345), seal (346), pin (348) and spring (347). The 2-3 accumulator assembly and the 3rd clutch spring and retainer assembly (607) are the primary devices for controlling the apply feel of the 3rd clutch. 2-3 accumulator fluid pressure originates at the 2-3 accumulator valve as line pressure, regulated by torque signal and spring force, enters the 2-3 accumulator circuit. 2-3 accumulator fluid is then routed to the end of the 2-3 accumulator valve, through orifice #33, and to ball check valve #10. 2-3 accumulator fluid seats the ball check valve to direct fluid through orifice #32 and to the spring side of the 2-3 accumulator piston (345). As the transmission shifts into 3rd gear, 3rd clutch fluid seats the ball check valve #11 to direct fluid through orifice #31. Orificed 3rd clutch fluid is routed to the 2-3 accumulator piston and strokes the piston against spring force and 2-3 accumulator pressure. When the 2-3 accumulator piston moves down its bore, 2-3 accumulator fluid is forced back through its circuit to ball check valve #10 and unseats the ball check valve. 1-2 accumulator fluid is then routed to the 2-3 accumulator valve where fluid exhausts at a rate based on torque signal pressure and spring force. During a coastdown, throttle induced or manual shift into second or first gear, 3rd clutch fluid pressure exhausts at the 2-3 shift valve. In the absence of 3rd clutch pressure, the 2-3 accumulator spring and 2-3 accumulator fluid pressure return the 2-3 accumulator piston to a downshifted position. As the piston moves it forces orificed 3rd clutch fluid out of the piston bore to ball check valve #11 where it unseats the ball check valve. Orificed 3rd clutch fluid passes through orifice #3 and the ball check valve seat where it enters the 3rd clutch circuit and exhausts at the 2-3 shift valve.
A leak at the 2-3 accumulator piston seal or porosity in the accumulator housing could cause no 3rd gear/slips in 3rd gear. A stuck 2-3 accumulator piston would cause harsh shifts.
3-4 Accumulator Assembly (950, 975-977):
EX
2-3 ACCUM
2-3 ACCUMULATOR
3RD CL
349 975 976 950 977 944 349
349
13
EX EX
30
LINE
3RD CL
PRIMARY ACCUM
4TH BD
3-4 ACCUMULATOR
42
3-4 ACCUM
#3
The 3-4 accumulator assembly is located in the accumulator housing (944) and consists of a piston (975), seal (976), pin (977) and spring (950). The 3-4 accumulator assembly and the 4th servo assembly are the primary devices for controlling the apply feel of the 4th band (523) during a 3-4 shift. When the engine is running , 3-4 accumulator fluid at the spring side of the 3-4 accumulator piston, is created by line pressure that is regulated through the 1-2/3-4 accumulator valve (302). The 1-2/3-4 accumulator valve regulates line pressure into primary accumulator fluid in response to torque signal fluid pressure at the accumulator boost valve (301). Primary accumulator fluid is then routed to the end of the of the 1-2/3-4 accumulator valve and to ball check valve #3. Primary fluid seats the ball check valve and fluid is then routed through orifice #13 into the 3-4 accumulator circuit which feeds the spring side of the 3-4 accumulator piston. As the transmission shifts into 4th gear, 4th band fluid is routed to the 4th servo piston and strokes the piston against spring force and holds the 4th band (523). At the same time, 4th band fluid strokes the 3-4 accumulator piston against spring force and 3-4 accumulator fluid pressure. When the 3-4 accumulator piston moves down its bore, 3-4 accumulator fluid is forced back through its circuit to ball check valve #3 and unseats the ball check valve. 3-4 accumulator fluid then enters the primary accumulator circuit which routes fluid to the 1-2/3-4 accumulator valve. Primary accumulator fluid is then routed to the 1-2/3-4 accumulator valve where fluid exhausts at a rate based on torque signal pressure and spring force. During a coastdown, throttle induced or manual shift into third, second or first gear, 4th band fluid exhausts at the 2-3 shift valve D (908). As 4th band fluid pressure exhausts, the 4th servo springs return the servo piston to the downshifted position. At the same time, 3-4 accumulator fluid pressure combines with 3-4 accumulator spring force to move the 3-4 accumulator piston to the downshifted position. A leak at the 3-4 accumulator piston seal or porosity in the accumulator housing could cause no 4th gear/slips in 4th gear. A stuck 3-4 accumulator piston would cause harsh shifts.
EX EX
TRQ SIG
Figure 40

BALL CHECK VALVES LOCATION AND FUNCTION #1 FORWARD CLUTCH: BALL CHECK VALVES LOCATION AND FUNCTION
BALL CHECK VALVES LOCATION AND FUNCTION

CASE COVER (33)
FORWARD CL
21
Located in the accumulator housing (944), it is forced by forward clutch fluid off its seat on the spacer plate (935) when the transmission is operating in any drive gear range. When the ball check valve is unseated, forward clutch fluid is routed to the forward accumulator piston (960) and strokes it against spring force and primary accumulator fluid pressure. Whenever Park, Reverse or Neutral ranges are selected after the transmission was operating in a forward range, Drive fluid is open to exhaust at the manual valve (916). Primary accumulator fluid and forward accumulator spring force combine to move the forward accumulator piston causing forward clutch fluid to seat the ball check valve against the spacer plate (935). Forward clutch fluid is then routed through orifice #21 and eventually into the drive circuit (to exhaust at the manual valve).
#2 PRIMARY ACCUMULATOR/1-2 ACCUMULATOR:
valve, is routed to the spring side of the low/reverse servo piston to reduce some of the force of the reverse band fluid pressure acting on the servo piston. Low & reverse band reduce fluid is then routed to the ball check valve (and seats it against the low & reverse band apply passage) and into the reverse band circuit.
#7 REVERSE/REVERSE CLUTCH:
38e
#1
38d
FORWARD CL
Located in the lower control valve body (903), it is forced by reverse fluid to seat on the spacer plate (935) when the transmission is operating in reverse range. Reverse fluid is then routed through orifice #12 where it enters the reverse clutch circuit. The ball check valve is forced off its seat by reverse clutch fluid when the manual valve is moved out of reverse range. The reverse clutch releases and allows reverse clutch fluid to parallel orifice #12 and enter the reverse circuit.
#8 LOW:
1-2 ACCUM
#11
#2
29a
PRIMARY ACCUM
29b
14
Located in the accumulator housing (944), it is forced by primary accumulator fluid to seat against the spacer plate (935) when the transmission is operating in Park, Reverse or Neutral ranges, or First gear. Primary accumulator fluid is then routed through orifice #14 where it enters the 1-2 accumulator circuit. The ball check valve is forced off its seat by 1-2 accumulator fluid when the 2nd clutch applies and the 1-2 accumulator piston moves down its bore. The unseated ball check valve allows 1-2 accumulator fluid to parallel orifice #14 and enter the primary accumulator circuit (which is regulated to exhaust at the 1-2/3-4 accumulator valve.
#3 PRIMARY ACCUMULATOR/3-4 ACCUMULATOR:
Located in the lower control valve body (903), it is forced by low fluid (drive fluid entering the low circuit through orifice #19) to seat on the spacer plate (935) when the transmission is operating in Overdrive Range, Manual Third Range, or Manual Second Range. This allows drive fluid to enter the low & reverse band apply circuit through the 1-2 shift valve in First gear only. The ball check valve is forced off its seat by low fluid pressure when manual first range is selected. Low fluid pressure from the manual valve unseats the ball check valve and provides the feed into the low fluid circuit.
#9 COAST CLUTCH FEED/ORIFICED COAST CLUTCH FEED:
#10
3-4 ACCUM
#3
28a
13 28b
PRIMARY ACCUM
#4
Located in the accumulator housing (944), it is forced by primary accumulator fluid to seat against the spacer plate (935) when the transmission is operating in Park, Reverse or Neutral ranges, or First or Second gears. Primary accumulator fluid is then routed through orifice #13 where it enters the 3-4 accumulator circuit. The ball check valve is forced off its seat by 3-4 accumulator fluid when the 4th band is applied and the 3-4 accumulator piston (975) moves down its bore. The unseated ball check valve allows 3-4 accumulator fluid to parallel orifice #13 and enter the primary accumulator circuit (which is regulated to exhaust at the 1-2/3-4 accumulator valve).
#4 REVERSE CLUTCH:
Located in the lower control valve body (903), it is forced on its seat on the spacer plate (935) by coast clutch feed pressure during manual range operation (Manual First, Manual Second or Manual Third). The ball check valve is forced off it's seat on the spacer plate (935) when any another gear range is selected after the transmission has been operating in a manual range. When the coast clutch applies, coast clutch feed fluid seats the ball check valve against the spacer plate (935) thereby routing coast clutch feed fluid through orifice #7.
#10 2-3 ACCUMULATOR/SECONDARY 2-3 ACCUMULATOR:
LOWER CONTROL VALVE BODY(903)

#6 #9
33c
REV CL REV CL
REV CL
22
33b
FORWARD CL
38g
34e
1
Located in the accumulator housing (944), it is forced by reverse clutch fluid off its seat on the spacer plate (935) when the transmission is operating in Reverse range. The unseated ball check valve allows reverse clutch fluid to parallel orifice #22 and enter the reverse clutch circuit. The ball check valve is forced to seat against the spacer plate (935) whenever a forward range is selected (after the transmission was operating in reverse). Reverse clutch fluid from the reverse accumulator piston is then routed through orifice #22 and eventually exhausts at the manual valve.
#5 DRIVE/FORWARD CLUTCH:
Located in the case cover (33), it is forced by secondary 2-3 accumulator fluid to seat against the spacer plate (327) in all gears except Third and Fourth gear. Secondary 2-3 accumulator fluid is then routed through orifice #32 where it enters the 2-3 accumulator circuit. The ball check valve is forced off its seat when the 3rd clutch applies and the 2-3 accumulator piston moves down its bore. The unseated ball check valve allows 2-3 accumulator fluid to parallel orifice #32 and enter the secondary 2-3 accumulator circuit.
#11 3RD CLUTCH/ORIFICED 3RD CLUTCH:
#7
38f
DRIVE
34f
FORWARD CL
#8
#4
#5
#1 #5
Located in the lower valve body (903), it is forced by drive fluid to seat against the spacer plate (935) when the transmission is operating in a forward range. Drive fluid is then routed through orifice #1 where it enters the forward clutch circuit. The ball check valve is forced off its seat by forward clutch fluid when the forward clutch releases allowing forward clutch fluid to parallel orifice #1 and enter the drive circuit (which exhausts at the manual valve).
#6 LOW & REVERSE BAND APPLY/REDUCE:
Located in the case cover (33), it is forced by 3rd clutch fluid to seat against the spacer plate (327) the transmission is operating in Third or Fourth gear ranges. 3rd clutch fluid is then routed through orifice #31 where it enters the orificed 3rd clutch circuit. The ball check valve is forced off its seat by orificed 3rd clutch fluid when the 3rd clutch releases allowing orificed 3rd clutch fluid to pass through orifice #3 and the ball check valve seat and enter the 3rd clutch circuit.
#6
#2
REVERSE BAND
#7
32k 33e 32h
12
A two way seating ball check valve that is located in the lower control valve body (903). During Park, Reverse and Neutral range operation it is forced by low & reverse band apply fluid to seat against the low & reverse band reduce passage. When in this position, low & reverse band apply fluid is routed through the reverse band circuit to the low/reverse servo assembly and strokes the servo piston. When the transmission is operating in first gear (or any forward drive range) low & reverse band apply fluid is routed through the 1-2 shift valve A (919) and into the PRN circuit. (PRN fluid is directed to the manual valve (916) where it exhausts.) At the same time, low & reverse band reduce fluid, from the 1-2 shift
COAST CL FEED
COAST CL FEED
Ball Check Valves Related Diagnostic Tips
#3
33f
2-3 ACCUM
Understanding the design principle of each ball check valve will help in the diagnosis of hydraulic related conditions. For example:
a harsh shift complaint could be a stuck or missing ball check valve. no reverse or slips in reverse could be the #7 ball check valve stuck or missing. no engine compression braking in manual first could also be a missing or stuck #7 ball check valve.
40k
3RD CL
40m 42a
#9
ORIFICED 3RD CL
31a 31
32
#8
48b
LOW
7
30c
31
42
36a
SECONDARY 2-3 ACCUM
3RD CL
3RD CL
30d
#11
#10
48a
48
LOW
36b
REV CL
REV
REV CL
42A
42B
Figure 41
43
ELECTRICAL COMPONENTS
The Hydra-matic 4T80-E transmission incorporates electronic controls that utilize a powertrain control module (PCM). The PCM gathers vehicle operating information from a variety of sensors and control components located throughout the powertrain (engine and transmission). The PCM then processes this information for proper control of the following: transmission shift points - through the use of shift solenoids transmission shift feel - by adjusting line pressure through the use of a pressure control solenoid valve Torque converter clutch (TCC) apply and release feel through the use of a TCC control solenoid valve While the transmission is operating in the fail-safe mode example given, the following operating changes occur: the pressure control solenoid valve is OFF, allowing line pressure to increase to its maximum pressure in order to prevent clutch or band slippage the TCC control solenoid valve is OFF, preventing TCC apply the shift solenoid valves are OFF, allowing the vehicle to be driven in second gear. When both shift solenoid valves are OFF, the transmission will operate in Second gear regardless of the forward gear selected (i.e. Overdrive, 3, 2, or 1). However, the transmission will operate in Reverse, if selected, as well as Park and Neutral. (The fail-safe mode described above is only one of the operating modes associated with this transmission. Refer to the appropriate Service Repair Manual when diagnosing these conditions.) NOTE: This section of the book contains general information about electrical components that provide input information to the PCM. Since this input information may vary from carline to carline, it is important that the appropriate General Motors Service Manual is used during repair or diagnosis of this transmission.
8 10 PCM 9
Electronic control of these transmission operating characteristics provides for consistent and precise shift points based on the operating conditions of both the engine and transmission.
FAIL-SAFE MODE Fail-safe mode is an operating condition where the transmission will partially function if a portion of the electronic control system becomes disabled. For example, if the wiring harness becomes disconnected, the PCM commands the fail-safe mode causing some transmission electrical components to default to OFF.
7 6 11 12
INPUTS
INFORMATION SENSORS
1. TRANSMISSION FLUID PRESSURE (TFP) MANUAL VALVE POSITION SWITCH 2. TRANSMISSION INPUT SPEED SENSOR (AT ISS) 3. VEHICLE SPEED SENSOR (VSS) 4. TRANSMISSION FLUID TEMPERATURE (TFT) SENSOR 5. INTERNAL MODE SWITCH (IMS) 6. THROTTLE POSITION (TP) SENSOR 7. ENGINE COOLANT TEMPERATURE (ECT) SENSOR 8. CRANKSHAFT POSITION (CKP) SENSORS 9. TORQUE MANAGEMENT BRAKE SWITCH 10. AIR CONDITIONING (A/C) SWITCH 11. CRUISE CONTROL OPERATION 12. MANIFOLD ABSOLUTE PRESSURE (MAP) SENSOR
OUTPUTS
ELECTRONIC CONTROLLERS
POWERTRAIN CONTROL MODULE (PCM)
ELECTRONICALLY CONTROLLED TRANSMISSION COMPONENTS

A. PRESSURE CONTROL (PC) SOLENOID B. 1-2 SHIFT SOLENOID (SS) VALVE C. 2-3 SHIFT SOLENOID (SS) VALVE D. TCC CONTROL SOLENOID VALVE
44
Figure 42
TWO PIN CONNECTOR DRIVE INDICATOR SWITCH REVERSE INDICATOR SWITCH TRANSMISSION FLUID PRESSURE MANUAL VALVE POSITION SWITCH (936)
Transmission Fluid Pressure (TFP) Manual Valve Position Switch (936):
The transmission fluid pressure (TFP) manual valve position switch is attached to the lower control valve body and consists of two normally open (N.O.) fluid pressure switches. Drive and reverse fluid pressures are fed from the manual valve to the switches (see hydraulic circuit below) depending on gear selector and manual valve positioning. These fluid pressures determine the digital logic at the electrical pins (A and B) in the TFP manual valve position switch two pin connector. This logic is used by the PCM to determine manual valve position and the gear range (P, R, N D , 3, 2, 1) the transmission is operating in. The electrical schematic and table below show the circuitry and logic used at the TFP manual valve position switch and electrical connector to signal the powertrain control module (PCM) which range the gear selector lever is in.
Fluid Pressure Switch Operation:
Body
Fluid
Seal Diaphragm
Body Contact
Fluid
Seal Diaphragm
Contact
+
Contact Element Contact Ground
+
Contact Element Contact Ground
The fluid pressure switches in the TFP manual valve position switch are normally open (contacts not touching) when no fluid pressure is present, thereby stopping electrical current at the switch. When fluid pressure is routed to the switch, it moves the diaphragm and upper contact such that the contact element touches both the positive (+) contact and the ground ( ) contact. This creates a closed circuit and allows current to flow from the positive contact and through the switch. Depending on the circuit, the closed switch may provide a ground path from one of the two electrical pins.
Example: (Manual Third Range)
NO PRESSURE
PRESSURIZED
The hydraulic and electrical schematics below are shown in the Manual Third position. The Drive switch is pressurized in Manual Third, thereby closing the switch and allowing current to flow from Pin B to ground. This changes the digital logic at Pin B to a 1 and, with the digital logic at Pin A being 0, signals the PCM that the transmission is in Manual Third gear range.
RANGE INDICATOR Park/Neutral Reverse Overdrive Manual Third Manual Second Manual First
FLUID* REV 0 1 0 0 0 0 D4 0 0 1 1 1 1
CIRCUIT+ A 0 1 0 0 0 0 B 0 0 1 1 1 1
A Transmission Fluid Pressure Manual Valve Position Switch Assembly malfunction will set a DTC P1810 and the PCM will command the following default actions: Maximum line pressure. Assume D4 shift pattern. Freeze shift adapts. TCC on in commanded fourth gear. The PCM stores DTC P1810 in PCM history.
}
}
D4 Switch (N.O.) Automatic Transmission Fluid Pressure (TFP) Manual Valve Position Switch
*: 1 = Pressurized 0 = Exhausted
TFP SWITCH
1 2 3D NR
SWITCH LOGIC MANUAL THIRD (3) (Engine Running)
A B
P
DRIVE REV
PRND43
DRIVE
PRND4
REV Switch (N.O.)
MANUAL VALVE
LOW D21 D321
DRIVE
REV
+: 1 = Grounded (Resistance <50 ohms, 0 volts) 0 = Open (Resistance >50k ohms, 12 volts)
PRN
LINE(FROM PUMP)
REV
EX
Figure 43
45
INTERNAL MODE SWITCH 942
Internal Mode Switch (942)
The internal mode switch (IMS) is a sliding contact electrical switch assembly, attached to the lower control valve body, that corresponds to the PRNDL position selected. Each of the PRNDL positions has a unique ground pattern on the four wires from the PCM. The IMS consists of two major components: the housing, which houses the tracks and makes up the stationary contacts and, the insulator assembly, which makes up the moving contacts and is linked to the detent lever. The range detection is accomplished by securing the moving contacts of the IMS to the detent lever. When the driver selects a PRNDL position, the detent lever inside the transmission rotates. This slides the IMS moving contacts, which in return grounds the four wires in a unique pattern for each gear selection corresponding to the PRNDL position selected. The IMS is electrically connected by five wires (the PCM supplies voltage to four and one wire is a common ground) to the transmission pass through connector. The information provided to the PCM by the IMS is used for engine controls as well as determining the transmission shift patterns. The input voltage level at the PCM is high (ignition voltage) when the IMS is open and low when the switch is closed to ground. The state of each input is available for display on the scan tool. The four input parameters represented are Signal A, Signal B, Signal C and Signal P (Parity).
If the PCM detects an IMS transitional state between D4 and D3 while the vehicle is in motion, then DTC P1820 sets and the PCM will command the following default actions: The PCM illuminates the malfunction indicator lamp (MIL) during the second consecutive trip in which the conditions for setting the DTC are met. The PCM commands maximum line pressure. The PCM assumes a D4 shift pattern. The PCM freezes transmission adapt functions. The PCM records the operating conditions when the conditions for setting the DTC are met. The PCM stores this information as Freeze Frame and Failure Records. The PCM stores DTC P1820 in PCM history during the second consecutive trip in which the conditions for setting the DTC are met.
If the PCM detects an IMS transitional state between NEUTRAL and D4 while the vehicle is in motion, then DTC P1823 sets and the PCM will command the following default actions: The PCM illuminates the malfunction indicator lamp (MIL) during the second consecutive trip in which the conditions for setting the DTC are met. The PCM commands maximum line pressure. The PCM assumes a D4 shift pattern. The PCM freezes transmission adapt functions. The PCM records the operating conditions when the conditions for setting the DTC are met. The PCM stores this information as Freeze Frame and Failure Records. The PCM stores DTC P1823 in PCM history during the second consecutive trip in which the conditions for setting the DTC are met.
If the PCM detects an IMS transitional state between D2 and D1 while the vehicle is in motion, then DTC P1822 sets and the PCM will command the following default actions: The PCM illuminates the malfunction indicator lamp (MIL) during the second consecutive trip in which the conditions for setting the DTC are met. The PCM commands maximum line pressure. The PCM assumes a D4 shift pattern. The PCM freezes transmission adapt functions. The PCM records the operating conditions when the conditions for setting the DTC are met. The PCM stores this information as Freeze Frame and Failure Records. The PCM stores DTC P1822 in PCM history during the second consecutive trip in which the conditions for setting the DTC are met.
If the PCM detects a combination of IMS inputs that are invalid, then DTC P1825 sets and the PCM will command the following default actions: The PCM illuminates the malfunction indicator lamp (MIL) during the second consecutive trip in which the conditions for setting the DTC are met. The PCM commands maximum line pressure. The PCM assumes a D4 shift pattern. The PCM freezes transmission adapt functions. The PCM records the operating conditions when the conditions for setting the DTC are met. The PCM stores this information as Freeze Frame and Failure Records. The PCM stores DTC P1825 in PCM history during the second consecutive trip in which the conditions for setting the DTC are met.
46
Figure 44
ELECTRICAL CONNECTOR
Automatic Transmission Input (Shaft) Speed (AT ISS) Sensor (14):
ROTOR
MAGNETIC PICKUP
The AT ISS sensor is a variable reluctance magnetic pickup that is mounted to the transmission case. The sensor is positioned next to the drive sprocket and has an air gap of 1.143-2.77 mm (0.045-0.109 in) between the sprocket teeth and the magnetic pickup. The sensor consists of a permanent magnet surrounded by a coil of wire. As the drive sprocket rotates, an alternating current (AC) is induced in the coil from the teeth on the drive sprocket passing by the magnetic pickup. Therefore, whenever the engine is running, the AT ISS sensor produces an AC voltage signal proportional to engine speed. This signal is sent to the PCM where it is electronically conditioned to a 5 volt square wave form (see Figure A). The square wave form can then be interpreted as transmission input speed by the PCM through the frequency of square waves in a given time frame. The square waves can be thought of as the drive sprocket teeth. Therefore, the more teeth (or waves) that pass by the magnetic pickup in a given time frame, the faster the engine is running. The square wave form is compared to a fixed clock signal internally within the PCM to determine transmission input speed.
If the PCM detects an unrealistically large change in data from the AT ISS, DTC P0716 will set and the PCM will command the following default actions: Illuminate the malfunction indicator lamp (MIL). Maximum line pressure. Inhibit TCC engagement. Calculate input speed from vehicle speed and commanded gear. DTC P0716 stores in PCM history. If the PCM detects a low input speed while the vehicle and engine speeds are high, DTC P0717 will set and the PCM will command the following default actions: Illuminate the malfunction indicator lamp (MIL). Maximum line pressure. Inhibit TCC engagement. Calculate input speed from vehicle speed and commanded gear. DTC P0717 will be stored in PCM history.
Vehicle Speed Sensor (VSS) (130):
TRANSMISSION INPUT SPEED SENSOR
LOW SPEED 5.0

OUTPUT VOLTS
HIGH SPEED
TIME
FIGURE A: CONDITIONED SIGNAL
Sensor resistance should measure between 1300 - 1950 ohms at 20C (68F). Output voltage will vary with vehicle speed from a minimum of 0.5 Volts AC at 100 RPM, to more than 100 Volts at 8000 RPM.
ELECTRICAL CONNECTOR
The vehicle speed sensor (VSS) operates identically to the AT ISS sensor except that it uses a toothed ring pressed onto the differential carrier (110) as the rotor (reluctor). The VSS is mounted to the transmission case extension and has an air gap of 1.143-2.77 mm (0.045-0.109 in) between the teeth and the magnetic pickup. The VSS sensor square wave form is also compared to a fixed clock signal internally within the PCM to determine actual vehicle speed. The PCM uses transmission input and output speeds to help determine line pressure, transmission shift patterns and TCC/VCC apply pressure and timing. This speed sensor information is also used to calculate turbine speed, gear ratios, and TCC slippage for diagnostic purposes.
If the PCM detects a low vehicle speed and a high transmission input shaft speed while in a drive range, DTC P0502 will set and the PCM will command the following default actions: Illuminate the malfunction indicator lamp (MIL). Maximum line pressure. Freeze transmission adapt functions. Calculate vehicle speed from the AT ISS and commanded gear. DTC P0502 stores in PCM history. If the PCM detects a loss of vehicle speed while the vehicle is in motion, DTC P0503 will set and the PCM will command the following default actions: Illuminate the malfunction indicator lamp (MIL). Maximum line pressure. Freeze transmission adapt functions. Calculate vehicle speed from the AT ISS and commanded gear. DTC P0503 stores in PCM history.
O-RING
ROTOR MAGNETIC PICKUP
TRANSMISSION VEHICLE SPEED SENSOR
Figure 45
47
Transmission Fluid Temperature (TFT) Sensor (350):
PROBE
CONNECTOR
The TFT sensor is a negative temperature coefficient thermistor that is attached to the upper control valve body. The TFT sensor provides information to the PCM regarding transmission fluid temperature which is then used to engage or disengage the TCC/ VCC. The sensor receives a 5 volt reference signal from the PCM and when transmission fluid temperature is cold, resistance is high. (Voltage measured across pin terminals L and M of the transmission pass-thru connector will also be high.) As the transmission fluid temperature increases, the resistance through the temperature sensor drops and correspondingly the voltage drops. When the fluid temperature increases to approximately 50C (122F) the circuitry within the PCM uses a shunt to increase the voltage signal to the sensor as resistance values continue to drop (refer to graph). Again, as the fluid temperature continues to increase, resistance and voltage continue to decrease. The purpose of this design is to provide a finer resolution for precise control of TCC/VCC apply and release; temperature compensation on upshifts, downshifts and garage shifts, line pressure adjustments and PCM default code information.
TRANSMISSION FLUID TEMPERATURE SENSOR
TFT Sensor Hot Mode Operation:
The PCM also controls the apply or release of TCC/VCC through hot mode ON or hot mode OFF (formerly called super-hot mode) software programming. Hot mode ON (Above 130C [266F]) commands the TCC to apply (ON) in 3rd gear at 48 km/h (30 mph) with a 0-10% throttle angle, and in 4th gear at 63 km/h (39 mph) with a 0-10% throttle angle. This reduces transmission temperature by reducing heat generated in the torque converter. It also provides maximum cooling by routing transmission fluid directly to the transmission cooler in the engine radiator. Hot mode OFF (VCC MODELS) (Above 140C [284F]) VCC OFF, inhibits the operation of 4th gear. This is a condition where temperatures are too high for VCC silicone fluid. This operation should allow higher fluid flows through the cooler and converter and less vortex flow in the converter. As both engine and transmission cool off, VCC and 4th are permitted again.
TFT SENSOR VOLTAGE VS. TEMPERATURE

5.12 4.80 SENSOR VOLTAGE 4.48 ABOVE 50 C 4.16 3.84 3.52 3.20 2.88 2.56 2.24 1.92 1.60 1.28 0.96 SENSOR VOLTAGE 0.64 BELOW 40 C 0.32 0.00 -40 -28 -16 -4 7 19 31 43 55 67 79 91 103 115 127 139 151 TEMPERATURE C NOTE: AN ECM INTERNAL SHUNT WILL COME INTO PLAY AS TEMPERATURE INCREASES BEYOND 50C. AS TEMPERATURE IS DECREASING, INTERNAL SHUNT COMES OUT AT 40C. THERE IS A 10 OVERLAP.
VOLTS
If the PCM detects an intermittent voltage or no voltage change in the TFT sensor circuit, DTC P0711 will set and the PCM will command the following default actions: Calculate a default transmission fluid temperature based on engine coolant temperature, intake air temperature and engine run time. DTC P0711 stores in PCM history.
If the PCM detects a high transmission fluid temperature for an extended period of time on the TFT sensor circuit, DTC P0218 will set and the PCM will command the following default actions: TRANSMISSION HOT message displays on the driver information center (DIC). Freeze transmission adapt functions. DTC P0218 stores in PCM history.
If the PCM detects a continuous short to ground in the TFT sensor circuit, DTC P0712 will set and the PCM will command the following default actions: Calculate a default transmission fluid temperature based on engine coolant temperature, intake air temperature and engine run time. DTC P0712 stores in PCM history.
If the PCM detects a continuous open or a short to voltage on the TFT sensor circuit, DTC P0713 will set and the PCM will command the following default actions: Calculate a default transmission fluid temperature based on engine coolant temperature, intake air temperature and engine run time. DTC P0713 stores in PCM history.
48
Figure 46
CONNECTOR PLUNGER SPRING METERING O-RING BALL
SHIFT SOLENOID VALVES

Description:
The Hydra-matic 4T80-E transmission uses two identical, normally open electronic shift solenoid valves (referred to as 1-2 and 2-3) for controlling upshifts and downshifts in all forward ranges. These shift solenoid valves work together in a combination of ON and OFF sequences to control fluid that is routed to the 1-2 shift valve, 2-3 shift valve and 3-4 shift valve. The PCM monitors numerous inputs and determines the appropriate gear range for the vehicle by commanding the solenoid valves either ON or OFF. Fluid pressure is then routed to the shift valves (or exhausted through the solenoid valves) in order to change the position of a valve and hydraulically enable a gear change. The following table shows the solenoid state combination that is required to obtain each range:
GEAR Park, Reverse, Neutral
FRAME COIL ASSEMBLY EXHAUST SOLENOID FLUID
1-2 SOLENOID ON ON OFF OFF ON
2-3 SOLENOID OFF OFF OFF ON ON
D First or Man First-1st D Second or Man Second-2nd D Third or Man Third-3rd Fourth-4th
SHIFT SOLENOID VALVE (OFF)

Shift Solenoid Valves De-energized (OFF):
11
3-4 SHIFT VALVE
D21Y
EX
10
EX LOW LOW FEED
D21
EX 3RD CL
1-2 SOL
D321
The shift solenoid valves are OFF when the PCM opens the path to ground for the solenoids electrical circuit. When OFF, the solenoid plunger is forced away from the metering ball by a spring. This action allows 1-2 solenoid (or 2-3) fluid to push past the metering ball to exhaust from a port on the side of the solenoid.
Shift Solenoid Valves Energized (ON):
2-3 SHIFT VALVE
DRIVE
2-3 SOLENOID
16
15
1-2 SOLENOID
LOW FEED
LOW & REV BAND APPLY LOW & REV BAND REDUCE
To energize the shift solenoid valves, the PCM provides a path to ground and completes 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. Solenoid signal fluid is then blocked by the metering ball thereby creating a fluid pressure in the 1-2 or 2-3 solenoid fluid circuits.
1-2 Shift Solenoid (SS) Valve (909):
EX
1-2 SOL
DRIVE 2ND CL
EX
2-3 SOL
EX
36
1-2 SHIFT VALVE
EXAMPLE A: PARK/REVERSE/NEUTRAL/FIRST GEAR

EX
REV
11
3-4 SHIFT VALVE
EX LOW LOW FEED
D21Y
EX
10
D21
EX 3RD CL
1-2 SOL
36
D321
The 1-2 SS valve is located at the end of the 1-2 shift valve (920) and controls the position of the 1-2 and 3-4 shift valves. 1-2 solenoid fluid that is routed to the solenoid is created by filtered actuator feed as it passes through orifice #15. When energized in Park, Reverse, Neutral and First gear, the solenoid blocks 1-2 solenoid fluid from exhausting, thereby creating pressure in the 1-2 solenoid fluid circuit. 1-2 solenoid fluid pressure then holds the 1-2 shift valve against spring force in the downshifted position. At the same time, 1-2 solenoid fluid is routed to the 3-4 shift valve (912) where it holds the valve against spring force in the upshifted position. During Fourth gear operation, 2-3 solenoid fluid pressure combines with spring force and holds the 1-2 shift valve in the upshifted position. When the 1-2 SS valve is de-energized during Second and Third gear operation, 1-2 solenoid fluid exhausts through the solenoid. Spring force acting on the 1-2 shift valve keeps the valve in the upshifted position, and spring force at the 3-4 shift valve keeps the valve in the downshifted position.
2-3 Shift Solenoid (SS) Valve (909):
4 BD FD 4TH BD
EX
EX
2-3 SHIFT VALVE
EX
PRN
DRIVE
2-3 SOLENOID
16
15
1-2 SOLENOID
1-2 SOL
DRIVE 2ND CL
LOW FEED
1-2 SHIFT VALVE
EXAMPLE B: THIRD GEAR
EX
REV
The 2-3 SS valve is located at the end of the 2-3 shift valve (908) and controls the position of the 1-2 and 2-3 shift valves. 2-3 solenoid fluid that feeds to the solenoid is created by filtered actuator feed as it passes through orifice #16. When energized in Third and Fourth gear, the solenoid blocks 2-3 solenoid fluid from exhausting thereby creating pressure in the 2-3 solenoid fluid circuit. 2-3 solenoid fluid pressure then holds the 2-3 shift valve against spring force in the upshifted position. At the same time, 2-3 solenoid fluid is routed to the 1-2 shift valve (912) to combine with spring force in holding the valve in the upshifted position. When the 2-3 SS valve is de-energized during Park, Reverse, Neutral, First and Second gear operation, 2-3 solenoid fluid exhausts through the solenoid. Spring force acting on the 2-3 shift valve keeps the valve in the downshifted position while 1-2 shift valve position is dependent upon 1-2 SS valve state. Figure 47
EX
EX
4 BD FD 4TH BD
EX
EX
2-3 SOL
EX
PRN
EX
49
HOUSING CENTER POLE O-RING METERING BALL O-RING SPOOL HOUSING
Torque Converter Clutch (TCC) Solenoid Valve (336):
FLOW REGULATION (EXHAUST) COIL ASSEMBLY CONNECTOR PRESSURE PRESSURE SUPPLY CONTROL (FILTERED (TCC CONTROL) 3RD CL)
The TCC solenoid valve is a normally closed, three-port, pulse width modulated (PWM) solenoid used to control the apply and release of the converter clutch. The PCM operates the solenoid with a negative duty cycle at a fixed frequency of 32 Hz to control the rate of TCC apply/release. The solenoids ability to ramp the TCC apply and release pressures results in a smoother TCC operation. When vehicle operating conditions are appropriate to apply the TCC, the PCM immediately increases the duty cycle to approximately 30% (see point A on graph). The PCM then ramps the duty cycle up to approximately 80% to achieve full TCC apply pressure. The rate at which the PCM increases the duty cycle controls the TCC apply. Similarly, the PCM also ramps down the TCC PWM solenoid valve duty cycle to control TCC release. There are some operating conditions that prevent or enable TCC apply under various conditions (refer to the Transmission Fluid Temperature sensor description). Also, if the PCM receives a high voltage signal from the brake switch, signalling that the brake pedal is depressed, the PCM immediately releases the TCC. Note: Duty cycles given are for example only. Actual duty cycles will vary depending on vehicle application and vehicle operating conditions.
SPRING
TCC SOLENOID VALVE (OFF)
PERCENT DUTY CYCLE
100% 75 50 25 0 A S TCC APPLY RATE
TCC FULLY APPLIED C B TCC APPLY FLUID PRESSURE D E F TCC RELEASE RATE
TIME
TCC APPLY AND RELEASE
If the PCM detects high torque converter slip when the TCC is commanded ON, DTC P0741 will set and the PCM will command the following default actions: Illuminate the malfunction indicator lamp (MIL). Inhibit 4th gear if transmission is in hot mode. DTC P0741 stores in PCM history. If the PCM detects a TCC slip from -20 to +150 RPM, when the TCC is commanded OFF, DTC P0742 will set and the PCM will command the following default actions: Illuminate the malfunction indicator lamp (MIL). Inhibit TCC engagement. Freeze transmission adapt functions. DTC P0742 stores in PCM history.
LINE
EX
TCC solenoid valve resistance should measure between 10 and 11 ohms when measured at 20C (68F). The resistance should measure between 13 and 15 ohms at 100C (212F).
Torque Converter Clutch (TCC) Solenoid Valve Operation:
The TCC solenoid valve is the electronic control component of the TCC apply and release system. The other components are all hydraulic control or regulating valves. The illustration below shows all the valves and the TCC solenoid valve that make up the TCC control system. (For more information on system operation see pages 70 and 71 in the Powerflow section).
CONTROL
EX
EX
EX
ORIFICED EX TCC FD LIMIT
TCC
EX
EX CONV RELEASE
TO COOLER CONV APPLY
REG APPLY
CONV APPLY
TCC CONTROL
CONV FEED
EX
EX
27
EX
CC FD LIMIT
EX EX
TCC FD LIMIT
50
CONV CL CONTROL
TCC SOL 3RD CL
EX ON
Figure 48
29
35
CONV RELEASE
TCC ENABLE
REG APPLY
EX
34
CONV CL REG
Pressure Control Solenoid Valve (339):
The pressure control (PC) solenoid valve is a precision electronic pressure regulator that controls transmission line pressure based on current flow through its coil windings. As current flow is increased, the magnetic field produced by the coil moves the 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.
Duty Cycle, Frequency and Current Flow:
FILTERED ACTUATOR FEED FLUID
TORQUE SIGNAL FLUID
EXHAUST VARIABLE ARMATURE SPRING FRAME BLEED ORIFICE
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 PUSH ROD COIL DAMPER ADJUSTING SPRING RESTRICTOR ASSEMBLY SCREW
PRESSURE CONTROL SOLENOID VALVE
12
VOLTS
(ON)
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 3.0 and 8.0 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:
INPUT CURRENT (AMP)
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 AT ISS sensor and VSS during commanded shifts to determine if a shift is occurring too fast (harsh) or too slow (soft) and adjusts the PC solenoid valve signal to maintain a set shift feel.
Transmission adapts must be reset whenever the transmission is overhauled or replaced (see appropriate service manual).
A Pressure Control Solenoid electrical condition will set a DTC P0748 and the PCM will command the following default actions: SERVICE TRANSMISSION displays on the driver information center (DIC). Maximum line pressure. Freeze transmission adapt functions. DTC P0748 stores in PCM history.
Figure 49
40%
60%
TIME
51
ELECTRICAL COMPONENTS EXTERNAL TO THE TRANSMISSION
Throttle Position (TP) Sensor: The TP sensor is a potentiometer that is mounted on the throttle body and provides the PCM with information on throttle angle. The PCM provides a 5 volt reference signal and a ground to the TP sensor and the sensor returns a signal voltage that changes with throttle angle. At closed throttle (approximately 0) the TP sensor output signal is low (below 1 volt) and at wide open throttle (approximately 85) the TP sensor out signal is high (nearly 5 volts). The PCM uses TP information (throttle valve angle) to modify fuel control, TCC/VCC apply or release, and shift patterns. Engine Coolant Temperature (ECT) Sensor: The ECT sensor Torque Management Brake Switch: The torque management
brake switch contains two sets of electrical contacts and one vacuum port. The two sets of electrical contacts are normally closed and are referred to as the TCC Brake and Extended Travel Brake Switch contacts. The TCC brake switch contacts provide ignition voltage to the torque converter clutch when closed (brakes not applied). When the brakes pedal is depressed the switch contacts open and the PCM opens a path to ground for the TCC electrical circuit to release the TCC.
Air Conditioning (A/C) Switch: When the A/C cycling switch closes, the PCM is signaled that the air conditioning compressor is ON. This signal is used by the PCM to adjust transmission line pressure to compensate for the additional engine load created by the compressor. Cruise Control Operation: The PCM monitors input signals
is a thermistor (a resistor that changes value based on temperature) mounted to the engine head or in the engine coolant passage, that provides engine coolant temperature information to the PCM. The PCM supplies a 5 volt reference signal and a ground to the sensor and then measures the voltage signal as coolant temperature changes. At cold coolant temperatures, the ECT sensor resistance is high (voltage is approximately 5 volts) while hot coolant temperatures decrease resistance (voltage will be near zero). The PCM uses ECT sensor information for fuel enrichment, ignition control, canister purge control, idle speed control, TCC Enabling and Closed Loop fuel control.
Crankshaft Position (CKP) Sensors: In terms of transmission
from the cruise control switch and other cruise control related sensors in order to alter shift patterns and time limits between 2-3, 3-4, 4-3 and 3-2 shifts.
Manifold Absolute Pressure (MAP) Sensor: The MAP sensor
operation, the sensors (2) provide information to the PCM that indicates engine speed. The PCM then uses this input to determine shift patterns and TCC/VCC apply or release.
measures changes in the intake manifold pressure which result from engine load and speed changes. These changes are converted to a voltage output which is monitored by the PCM in order to adjust line pressure and shift timing. NOTE: The sensor/switch information presented above is not a complete listing of PCM inputs that may affect transmission operation. Refer to the appropriate General Motors Service Manual for specific electrical diagnosis information.
52
POWER FLOW
This section of the book describes how torque from the engine is transferred through the Hydra-matic 4T80-E transmission allowing the vehicle to move either in a forward or reverse direction. The information that follows details the specific mechanical operation, electrical, hydraulic and apply components that are required to achieve a gear operating range. The full size, 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 4T80-E transmission. If the operating principle of a clutch, band or valve is unclear, refer to the previous sections of this book for individual components descriptions.
(E
ng
RK ng) PA nni Ru ine

(P)
PARK
(Engine Running)
1 POWER FROM TORQUE CONVERTER (1) 1a INPUT SUN GEAR (631) DRIVING 1b INPUT CARRIER ASSEMBLY (700) HELD 1c INPUT CARRIER PINIONS ROTATE 2 2a 1d 2b 3a POSSIBLE TORQUE TO INPUT PARKING LOW/REVERSE POWER INTERNAL LOCK GEAR FINAL DRIVE BAND TRANSMITTED PINIONS GEAR AND HUB (833) (13) FROM ROTATES HELD APPLIED VEHICLE (POWER TERMINATES)
EX
SCAVENGE PUMP
MAIN PUMP SUCTION
re utp sm ssu p o tran ump Pre s pumto the hen pmand ulaterding nts. Wthe deom o accuiremeeeds fluid fr req ut excssure, ulator outp e pre re reg n of lipressu the
BOOST VALVE
k Par the oil r in the leve om g: tor re fr owin elecpressu e foll egth ): R es 8 h th line to Witsition, irected alve(21sure) s po p is d lator Vine pren u pum Reg ut (l issio
PARK
(Engine Running)
37
TORQ SIGNAL
REV
SCAVENGE OUTLET
SECONDARY LINE
LINE
LUBE 2
26
BOTTOM SUMP
SCAVENGE OUTLET
UPPER SUMP
LINE
25
23
LINE LINE LINE

BALL CHECK
CONV FEED
TORQ SIGNAL
24
TFP SWITCH
CONV FEED
TCC CONTROL
EX
27
35
TORQ SIGNAL
D321
3RD CL
LINE
EX
REACTION INTERNAL GEAR (708) INPUT HELD SUN GEAR (631)
CONV RELEASE
INPUT CARRIER ASSEMBLY (700) HELD
FINAL DRIVE SUN GEAR SHAFT (722) HELD
DRIVE
1 2 3D NR
P
DRIVE REV
CONV CL CONTROL
TCC FD LIMIT
EX
DRIVE
PRND43
PRND4
LOW D21
REV
TCC SOL
MANUAL VALVE
EX
PRN
LINE
EX
CC FD LIMIT
EX EX
TCC FD LIMIT
29
11
EX
EX
LINE
3-4 SHIFT VALVE

FILTER (338) ACTUATOR FD
ACT FD LMT
EX
EX
D321
TORQ SIG
1-2 SOL
4 BD FD 4TH BD
FORWARD AND COAST CLUTCH HOUSING (801) HELD
EX
LINE PRIMARY ACCUM
EX
56
42
2
Figure 54
REV
EX
UIT
REV BAND
LOW/REVERSE SERVO ASSEMBLY (928-934) APPLIED
EH YD R PA AUL GE IC 82 CIR C
20
EX
EX EX
3RD CL
30
LOW/REVERSE SERVO
EX
PRN
ET
#6
DRIVE 2ND CL
PL
LOW FEED
EX EX
36
1-2 SHIFT VALVE
56
Figure 53
2-3 SOLENOID
PARKING LOCK PAWL (22) ENGAGED
CO M
REV CL
EX
2-3 ACCUM VALVE

33 38
EX
DRIVE
FILTER (917)
LINE
EX
2-3 SOLENOID
16
SEC 2-3 ACCUM
ACTUATOR FD
15
1-2 SOLENOID
EX
LINE
D21Y
D21 EX
10
EX
EX 3RD CL
PRESSURE CONTROL SOLENOID

TORQ SIGNAL
EX LOW LOW FEED
EX
2-3 SHIFT VALVE
PRN
ACT FD
1-2 SOLENOID
EX
28
FILTERED ACTUATOR FEED
LINE
REV
LINE
57
Figure 50
53
MECHANICAL POWERFLOW FROM THE TORQUE CONVERTER TO THE TURBINE SHAFT

(Engine Running)
3 FLUID COUPLING DRIVES THE TURBINE 1 POWER FROM THE ENGINE 4 TURBINE SHAFT DRIVEN 2 POWER TO DRIVE OIL PUMP 7 INPUT HOUSING (INPUT AND 3RD CLUTCH) ASSEMBLY ROTATES AT DRIVEN SPROCKET SPEED
MECHANICAL POWERFLOW FROM THE TORQUE CONVERTER TO THE TURBINE SHAFT

(Engine Running) The mechanical power flow in the Hydra-matic 4T80-E transmission begins at the point of connection between the torque converter and the engine flywheel. When the engine is running, the torque converter cover (pump) is forced to rotate at engine speed. As the torque converter rotates it multiplies engine torque and transmits it to the turbine shaft (410). The turbine shaft, which is connected to the drive sprocket (407), provides the primary link to the mechanical operation of the transmission. The Hydra-matic 4T80-E automatic transmission requires a constant supply of pressurized fluid to cool and lubricate all of the components throughout the unit. It also requires a holding force to be applied to the bands and clutches during the various gear range operations. The oil pump assemblies (200-225), the upper control valve body assembly (300), and the lower control valve body assembly (903) provide for the pressurization and distribution of fluid throughout the transmission.
1 Power from the Engine
Torque from the engine is transferred to the transmission through the engine flywheel which is bolted to the torque converter.
2 Power to Drive the Oil Pump
5 DRIVE SPROCKET ROTATES AT TURBINE SPEED
The oil pump drive shaft (2) is splined to the torque converter cover at one end and to the oil pump driven shaft (207) at the other end. The oil pump driven shaft is splined to the oil pump drive gears (202, 205, 223). Therefore, when the engine is running, the oil drive gears also rotate at engine speed.
3 Fluid Coupling Drives the Turbine
Transmission fluid inside the torque converter assembly (1) creates a fluid coupling which in turn drives the torque converter turbine.
4 Turbine Shaft Driven
6 DRIVE LINK AND DRIVEN SPROCKET ROTATE AT TURBINE SPEED (depending on sprocket ratio)
TORQUE CONVERTER ASSEMBLY (1) DRIVE SPROCKET (407) DRIVE LINK ASSEMBLY (414)
SPLINED TO CONVERTER HOUSING COVER ASSEMBLY (I)
As the torque converter turbine rotates, the turbine shaft (410), which is splined to the torque converter turbine, is also forced to rotate at turbine speed.
5 Drive Sprocket Rotates at Turbine Speed
The opposite end of the turbine shaft (410) is splined to the drive sprocket (407), which forces the drive sprocket to rotate in the same direction and speed as the torque converter turbine.
6 Drive Link and Driven Sprocket Rotate at Turbine Speed
SPLINED TO TORQUE CONVERTER TURBINE ASSEMBLY (D)
OIL PUMP DRIVE SHAFT (2)
Teeth on the drive sprocket (407) are in mesh with the drive link assembly (414) and the drive link is also in mesh with the teeth on the driven sprocket (415). When the engine is running, all three components will rotate in the same direction and possibly at the same speed depending on drive and driven sprocket ratio (see basic specifications page 124).
7 Input Housing Rotates at Driven Sprocket Speed
TURBINE SHAFT (410)
The driven sprocket (415) is splined to the input shaft and 3rd clutch housing assembly (604) and forces the input housing to rotate at driven sprocket speed.
SPLINED TOGETHER SPLINED TO OIL PUMP DRIVEN SHAFT (207)
PUMP ASSEMBLIES (200-225)
NOTE: To minimize the amount of repetitive text, the remaining mechanical power flow descriptions will begin with the input shaft and 3rd clutch housing assembly (604). The transfer of torque from the engine through the torque converter to the input shaft and 3rd clutch housing is identical in all gear ranges.
54
Figure 51
54A
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 pumps and line pressure is directed to the pressure regulator valve.
1 PRESSURE REGULATION 1a Pressure Regulator Valve:
COMMON HYDRAULIC FUNCTIONS FOR ALL RANGES

1 PRESSURE
REGULATION
SCAVENGE OUTLET
BOOST VALVE PRIMARY PUMP SECONDARY PUMP
37
TORQ SIGNAL LINE SEC LINE

REV
UPPER SUMP
EX
EX
1b Actuator Feed Limit (AFL) Valve:
1c Pressure Control (PC) Solenoid Valve:
Controlled by the PCM, the PC solenoid valve regulates filtered actuator feed limit fluid pressure into the torque signal fluid circuit.
2 SHIFT ACCUMULATION 2a 1-2/3-4 Accumulator Valve:
EX
1b
TORQ SIGNAL
2 SHIFT ACCUMULATION
EX
TORQ SIG
Line pressure is regulated into primary accumulator fluid pressure. This regulation is basically controlled by torque signal fluid pressure acting on one end of the valve and orificed primary accumulator fluid on the other end of the valve.
2b 2-3 Accumulator Valve:
2-3 ACCUM VALVE
EX
2c
LINE SEC 2-3 ACCUM
2-3 ACCUMULATOR
ORIFICED 3RD CLUTCH

LINE
SEC 2-3 ACCUM
2-3 ACCUM
LINE
LINE
EX EX
Line pressure is regulated into secondary 2-3 accumulator fluid pressure. This regulation is basically controlled by torque signal fluid pressure acting on one end of the valve and orificed secondary 2-3 accumulator fluid on the other end of the valve.
2c 1-2, 2-3, 3-4, Forward and Reverse Accumulator Assemblies:
EX EX
2b 2c
2c
1-2 ACCUMULATOR
REV CL
REVERSE ACCUMULATOR
3RD CL
LINE
33
38
32
#2
14
Accumulator fluid is routed to each of the accumulator assemblies in preparation for upshifts and downshifts.
3 TORQUE CONVERTER (RELEASED POSITION ONLY) 3a Pressure Regulator Valve:
30
42
#10
2a
LINE
3-4 ACCUMULATOR
FORWARD ACCUMULATOR
#3
13
FORWARD CLUTCH
PRIM ACCUM
Line pressure is routed through the pressure regulator valve and into the converter feed fluid circuit. Converter feed fluid is routed to the converter clutch feed limit valve.
3b Converter Clutch Feed Limit Valve:
4TH BAND
2ND CL
PRIMARY ACCUM
PRIMARY ACCUM
LINE
3e
EX
TO COOLER
3c Converter Clutch Control Valve:
3f
CONV APPLY REG APPLY
3c
CONV RELEASE
34
Spring force and TCC exhaust enable fluid hold the valve in the release position allowing TCC feed limit fluid to enter the converter release circuit. Converter release fluid is routed to the torque converter. Converter apply fluid from the torque converter also passes through the converter clutch control valve into the to cooler circuit.
CONV APPLY
REG APPLY
CONV CL REG
EX
TCC CONTROL
EX EX
TCC ENABLE
CONV CL CONTROL
3d
TCC SOL
EX
EX
3d TCC Enable Valve:

CONV RELEASE
EX
TCC CONTROL TCC EX ENABLE ORIFICED TCC EX ENABLE 3RD CL

27
TCC feed limit pressure is routed through the TCC enable valve into the TCC exhaust enable fluid circuit. TCC exhaust enable fluid is routed to the converter control clutch valve to help keep the valve in the release position until TCC apply.
3e Converter Clutch Regulator Valve:
TCC EX ENABLE
35
TCC FD LIMIT
29
TCC FD LIMIT CONV FEED

CONV RELEASE

EX
TCC FD LIMIT
Line pressure is supplied to the converter clutch regulator valve in preparation for TCC apply.
3f Torque Converter:
EX
CC FD LIMIT
EX EX
3b
CONV FEED
Converter release fluid pressure is routed to the torque converter to keep the TCC released. Fluid leaves the converter in the converter apply fluid circuit and returns to the cooler through the converter clutch control valve.
CONV RELEASE
54B
CONV FEED
Converter feed pressure is regulated into TCC feed limit fluid pressure. This regulation is basically controlled by spring force acting on one end of the valve and orificed TCC feed limit fluid on the other end of the valve.
3 TORQUE
CONVERTER
CONV APPLY
CONV FEED
LINE
Line pressure is routed through the valve and into the actuator feed fluid circuit. The valve limits actuator feed fluid pressure to a maximum pressure. Actuator feed fluid is routed to the pressure control solenoid valve, and also feeds the 1-2 solenoid and 2-3 solenoid fluid circuits.
BOTTOM SUMP
EX
LINE
SEC LINE
Regulates pump output (line and secondary line pressures) in response to torque signal fluid pressure acting on the pressure regulator boost valve, spring force, and line pressure acting on the end of the valve. Line pressure is directed to the manual valve, the converter clutch regulator valve, the actuator feed limit valve, the 1-2/3-4 accumulator valve, and the 2-3 accumulator valve. Also, line pressure feeds the converter feed circuit through the pressure regulator valve.
1a 3a
24
SCAVENGE PUMP
MAIN PUMP SUCTION
LUBE 2
26
MAIN PUMP SUCTION

CON FD
25
LINE
23
LINE
BALL CHECK
LINE (to manual valve)
ACT FD LMT
EX
EX
28
EX
ACT FD FILTER (338)
1c
TORQ SIGNAL
Figure 52
55
PARK
(Engine Running)
1 POWER FROM TORQUE CONVERTER (1) 1a INPUT SUN GEAR (631) DRIVING 1b INPUT CARRIER ASSEMBLY (700) HELD 1c INPUT CARRIER PINIONS ROTATE 2 2a 1d 2b 3a POSSIBLE TORQUE TO INPUT PARKING LOW/REVERSE POWER INTERNAL LOCK GEAR FINAL DRIVE BAND TRANSMITTED PINIONS GEAR AND HUB (833) (13) FROM ROTATES HELD APPLIED VEHICLE (POWER TERMINATES)
1-2 SHIFT SOL ON 2-3 SHIFT SOL OFF 2ND CLUTCH 2ND SPRAG REVERSE CLUTCH
PARK
(Engine Running)
3RD CLUTCH 4TH BAND FORWARD FORWARD SPRAG CLUTCH COAST CLUTCH LOW/REV. BAND APPLIED LOW ROLLER
In Park range, there are three levels of powerflow coexisting. The graphics will follow each flow separately by numerical designation, which relates to the following text.
1 Power from Torque Converter
Power from the torque converter turbine transfers to the driven sprocket (415) which is splined to the input shaft.
1a Input Sun Gear Driving
Power continues from the input shaft and 3rd clutch housing (604) to the input sun gear (631), which then drives the input planetary pinions (702).
1b Input Carrier Assembly Held
The input carrier assembly (700) is held stationary by the final drive sun gear shaft (722) being held by the weight of the vehicle. This forces the input planetary pinions (702) to rotate the opposite direction of the input sun gear (631).
1c Input Carrier Pinions Rotate
The input planetary pinions (702) rotate and force the input internal gear (708) to rotate.
1d Input Internal Gear Rotates/Powerflow Terminates
The input internal gear (708) is splined to the coast clutch hub (719) but, the coast clutch is not applied so powerflow is terminated.
REACTION INTERNAL GEAR (708) INPUT HELD SUN GEAR (631) INPUT CARRIER ASSEMBLY (700) HELD FINAL DRIVE SUN GEAR SHAFT (722) HELD
2 Torque from the Vehicle Possibly Parked on an Incline (Force of Gravity) 2a Torque from Wheels to Planetary Pinions
Torque from the vehicle travels through the wheels to the differential, into the final drive planetary pinions.
2b Parking Gear Locked/Torque Terminated at Final Drive Gear Set
The final drive internal gear is held stationary in the case. The final drive sun gear (121) is held by the parking lock gear (833) which is held by the parking lock pawl (22). Therefore, because two members of the planetary gear set are held stationary, powerflow is terminated.
NOTE: If Park is selected while the vehicle is moving, the parking pawl will ratchet in and out of the lugs on the parking gear until the vehicle slows to approximately 5 km/h (3 mph). At that speed the parking gear will engage and stop the vehicle from moving. The vehicle should be completely stopped before selecting Park range or internal damage to the transmission could occur.
3 Preparation for a Shift into Reverse 3a Low/Reverse Band Applied
The low/reverse band (13) is applied and holds the forward and coast clutch housing (801). The forward and coast clutch housing is tanged to one end of the reaction carrier shell (633). The other end of the reaction carrier shell is tanged to the reaction carrier assembly (623) and prevents the carrier from rotating.
PARKING LOCK PAWL (22) ENGAGED FORWARD AND COAST CLUTCH HOUSING (801) HELD LOW/REVERSE SERVO ASSEMBLY (928-934) APPLIED
56
Figure 53
56A
PARK
(Engine Running)
1-2 SHIFT SOL ON 2-3 SHIFT SOL OFF 2ND CLUTCH 2ND SPRAG REVERSE CLUTCH 3RD CLUTCH 4TH BAND FORWARD FORWARD SPRAG CLUTCH COAST CLUTCH LOW/REV. BAND APPLIED LOW ROLLER
PARK
(Engine Running)
37
TORQ SIGNAL
BOOST VALVE
FLUID PRESSURE DIRECTED IN PREPARATION FOR A SHIFT
REV
EX
SCAVENGE PUMP
MAIN PUMP SUCTION
1-2 Shift Solenoid (SS) Valve:
LUBE 2
26
BOTTOM SUMP
SCAVENGE OUTLET
UPPER SUMP
LINE
25
Note: Refer to Shift Solenoid Valves on page 49 for a description of solenoid and shift valve operation.
3 1-2 Shift Valve:
23
LINE LINE LINE

BALL CHECK
1-2 solenoid fluid moves the 1-2 shift valve against spring force to allow PRN fluid from the manual valve to enter the low & reverse band apply circuit.
4 #6 Ball Check Valve:
CONV FEED
Low & reverse band apply fluid seats the ball check valve against the low & reverse band reduce circuit and enters the reverse band circuit.
5 Low/Reverse Servo:
CONV FEED
TORQ SIGNAL 1-2 SOLENOID

PRN
LINE LINE
Energized by the PCM, the 1-2 shift solenoid valve is ON and blocks 1-2 solenoid fluid from exhausting. 1-2 solenoid fluid is routed to the 1-2 shift valve and the 3-4 shift valve.
Mechanically controlled by the gear selector lever, the manual valve is in the Park (P) position and directs line pressure from the pressure regulator valve into the PRN, PRND4 and PRND43 fluid circuits.
SCAVENGE OUTLET
SECONDARY LINE
Manual Valve:
LINE
24
TFP SWITCH
DRIVE
Reverse band fluid enters the low/reverse servo to apply the low/reverse band.
CONV RELEASE
TCC CONTROL
1 2 3D NR
3RD CL
P
DRIVE REV
LINE
EX
EX
27
35
TORQ SIGNAL
CONV CL CONTROL
TCC FD LIMIT
EX
D321
DRIVE
PRND43
PRND4
LOW D21
REV
TCC SOL
MANUAL VALVE
PRN
11 9
REV
EX
CC FD LIMIT
EX EX
TCC FD LIMIT
29
LINE
EX
EX
LINE
3-4 SHIFT VALVE FILTER (338) ACTUATOR FD FILTERED ACTUATOR FEED

EX
ACT FD LMT
EX
EX
28
D321
D21 COAST CL C CL FEED EX LOW LOW FEED
ACT FD
LINE
D21Y
D21 EX
10
EX
EX
TORQ SIGNAL
2-3 SHIFT VALVE

EX EX
EX 3RD CL

36
2-3 ACCUM VALVE

33 38
DRIVE
FILTER (917)
LINE
EX
2-3 SOLENOID
16
TORQ SIG
SEC 2-3 ACCUM
ACTUATOR FD LOW & REV BAND APPLY LOW & REV BAND REDUCE
15
1-2 SOLENOID
REV CL
2-3 SOLENOID
1-2 SOL
4 BD FD 4TH BD
20
EX
EX EX
3RD CL
30
LOW/REVERSE SERVO
EX
42
EX
LINE
PRIMARY ACCUM
REV BAND
1-2 SHIFT VALVE

2
EX
COMPLETE HYDRAULIC CIRCUIT Page 82
2
Figure 54
REV
EX
PRN
#6
DRIVE 2ND CL
LOW FEED
EX EX
EX
EX
56B
57
REVERSE
1 POWER FROM TORQUE CONVERTER (1) 2 REVERSE CLUTCH APPLIED 4 3 REACTION REACTION SUN GEAR AND SHELL CARRIER ASSEMBLY ASSEMBLY (623) (620) HELD DRIVING 5 REACTION INTERNAL GEAR (708) DRIVEN 4b FORWARD AND COAST CLUTCH HOUSING (801) HELD 4a LOW/REVERSE BAND (13) APPLIED 6 POWER TO FINAL DRIVE ASSEMBLY (100-119)
1-2 SHIFT SOL ON 2-3 SHIFT SOL OFF 2ND CLUTCH 2ND SPRAG
REVERSE
REVERSE CLUTCH APPLIED 3RD CLUTCH 4TH BAND FORWARD FORWARD SPRAG CLUTCH COAST CLUTCH LOW/REV. BAND APPLIED LOW ROLLER
In Reverse (R), torque from the engine is multiplied through the torque converter (1), the transmission gear train, the final drive assembly and the output shaft (57) thereby sending power to the vehicles drive axles. The planetary gear sets operate in reduction and in a reverse direction of the input torque. The gear ratio for Reverse gear range is 2.13:1. When the gear selector lever is moved into the Reverse (R) gear range, the parking lock pawl (22) disengages from the parking lock gear (833) allowing the final drive sun gear shaft (722) to rotate. The manual shaft (16), detent lever (17) and manual valve (916) are also moved into the Reverse gear position in order to channel the transmission fluid.
The driven sprocket (415) is splined to the input shaft and 3rd clutch housing assembly (604) and forces the housing to rotate at driven sprocket speed.
2 Reverse Clutch Applied
The reverse clutch plates (511-514), splined to the input shaft and 3rd clutch housing (604), are applied and force the reverse clutch housing and race assembly (500) to rotate.
3
Reaction Sun Gear and Shell Driving
REACTION CARRIER REACTION ASSEMBLY SUN GEAR AND SHELL (623) ASSEMBLY HELD (620) DRIVING
The reaction sun gear and shell assembly (620) is tanged to the reverse clutch housing (800) and rotates in the same direction and speed as the input shaft and 3rd clutch housing (604). This drives the reaction carrier planetary pinions.
4 Reaction Carrier Assembly Held 4a Low/Reverse Band Applied
The low/reverse band (13) is applied and prevents the forward and coast clutch housing (801) from rotating.
4b Forward and Coast Clutch Housing Held
REVERSE CLUTCH APPLIED
The forward and coast clutch housing (801) is tanged to one end of the reaction carrier shell (633), which in turn is tanged to the reaction carrier assembly (623). This prevents the reaction carrier from rotating. Since the reverse clutch is driving the reaction sun gear and shell assembly (620) while the reaction carrier (623) is held, the reaction carrier planet pinion gears (625) are forced to rotate opposite of engine direction.
5
FINAL DRIVE INTERNAL GEAR (120) (SPLINED TO CASE)
Reaction Internal Gear Driven
The reaction carrier planet pinion gears (625) force the reaction internal gear (708) and input carrier (700) to rotate opposite engine rotation.
6 Power to Final Drive Assembly
FORWARD AND COAST CLUTCH HOUSING (801) HELD
The input carrier assembly (700), connected to the final drive sun gear (121) through the final drive sun gear shaft (722), forces the final drive sun gear shaft and sun gear to rotate opposite of engine rotation. Torque transfers through the final drive sun gear to the final drive planet pinion gears (103).
OUTPUT SHAFT (57)
The final drive planet pinion gears (103) rotate inside the final drive internal gear (120), which is held stationary by the case, and transfers torque to the final drive differential gears (112 and 118). The output shaft (57), splined into the differential side gear (118), provides the torque to the left hand drive axle while the right differential side gear (112) transfers torque to the right hand drive axle.
58
Figure 55
58A
REVERSE
1-2 SHIFT SOL ON 2-3 SHIFT SOL OFF 2ND CLUTCH 2ND SPRAG REVERSE CLUTCH APPLIED 3RD CLUTCH 4TH BAND FORWARD FORWARD SPRAG CLUTCH COAST CLUTCH LOW/REV. BAND APPLIED LOW ROLLER
REVERSE
37
BOOST VALVE
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:
TORQ SIGNAL REV
EX
1b Pressure Regulator and Boost Valves:
MAIN PUMP SUCTION
LUBE 2
26
Reverse fluid at the pressure regulator boost valve boosts line pressure for the additional torque requirements in Reverse. Torque signal fluid pressure from the pressure control (PC) solenoid acting on the pressure regulator boost valve also helps determine line pressure in Reverse depending on throttle position and other PCM input signals.
REV CL
2e
LINE
23
25
LINE
1c Transmission Fluid Pressure (TFP) Manual Valve Position Switch:

LINE
Reverse fluid is routed to the TFP manual valve position switch. The TFP manual valve position switch signals the PCM that the transmission is in Reverse.
2 REVERSE CLUTCH APPLIES 2a Reverse Orifice Bypass Valve:
TFP SWITCH
2b #7 Ball Check Valve:
Reverse fluid seats the #7 ball check valve, forcing reverse fluid through orifice #12 into the reverse clutch fluid circuit.
EX
EX
LINE
TORQ SIGNAL
Reverse fluid moves the valve against spring force to allow a quick feed of reverse fluid into the reverse clutch circuit through orifice #17, in addition to orifice #6.
DRIVE
LINE
1 2 3 DNR
P
DRIVE REV
REV
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.
2c 1-2 Shift Valve:
ACT FD LMT
EX
EX
28
ACT FD

EX
1c
D321
DRIVE
PRND43
PRND4
LOW D21
PRN
REV
LINE
EX
Reverse fluid is also routed to the 1-2 shift valve where it stops and is non-functional at this time.
EX
EX
MANUAL VALVE
REV REV
2d #4 Ball Check Valve:
LINE
Reverse fluid unseats the #4 ball check valve, allowing reverse clutch fluid to pass unobstructed to the reverse accumulator and the reverse clutch.
2e Reverse Clutch:
2a 2b
1a
LINE
2-3 ACCUM VALVE

33 38
FILTER (917)
LINE
EX
REV
39
Reverse clutch fluid enters the reverse clutch and moves the piston against spring force to apply the reverse clutch plates.
REV CL
3b
EX EX
TORQ SIG
SEC 2-3 ACCUM
2f Low/Reverse Servo:
#7
12 6 17
11
Reverse clutch fluid passes through orifice #20 into the reverse band circuit where it assists in holding the reverse band.
3 REVERSE CLUTCH ACCUMULATION 3a Reverse Accumulator:
3-4 SHIFT VALVE
REV CL
REV CL
1-2 SOLENOID D21 COAST CL C CL FEED EX LOW LOW FEED
PRN
EX EX
3RD CL
30
D321
PRIM ACC
42
D21
Reverse clutch fluid is also sent to the reverse accumulator assembly. Reverse clutch fluid moves the reverse accumulator piston against spring force and primary accumulator fluid pressure to cushion the apply of the reverse clutch.
3b 1-2/3-4 Accumulator Valve:
LINE
D21Y
EX
10
EX 3RD CL
2-3 SHIFT VALVE

EX EX
ACTUATOR FD
REV
DRIVE
2-3 SOLENOID
22
REVERSE ACCUMULATOR
REV CL
REV CL
Primary accumulator fluid is forced back through its circuit to the 1-2/3-4 accumulator valve where it exhausts at a controlled rate.
#4
REV CL
16
15
1-2 SOLENOID LOW & REV BAND APPLY LOW & REV BAND REDUCE
2-3 SOLENOID
1-2 SOL
4 BD FD 4TH BD
20
LOW/REVERSE SERVO
EX
EX
PRN
#6
DRIVE 2ND CL
LOW FEED
EX
FWD ACCUMULATOR
EX
3a
REV BAND
2d
36
1-2 SHIFT VALVE
2f
Figure 56
2c
EX
REV
EX
REV
LINE
LINE
BALL CHECK
TORQ SIGNAL
With the manual valve in the reverse position, line pressure is directed into the reverse fluid circuit in addition to the PRN, PRND4 and PRND43 fluid circuits already pressurized in Park.
REV CL
1b
24
58B
59
NEUTRAL
(Engine Running)
1 POWER FROM TORQUE CONVERTER (1) 1a INPUT SUN GEAR (631) DRIVING 1b INPUT CARRIER ASSEMBLY (700) *HELD 1c INPUT CARRIER PINONS ROTATE 1d INPUT INTERNAL GEAR AND HUB ROTATES (POWER TERMINATES) 2a LOW/REVERSE BAND (13) APPLIED
1-2 SHIFT SOL ON 2-3 SHIFT SOL OFF 2ND CLUTCH 2ND SPRAG
NEUTRAL
(Engine Running)
REVERSE CLUTCH 3RD CLUTCH 4TH BAND FORWARD FORWARD SPRAG CLUTCH COAST CLUTCH LOW/REV. BAND APPLIED LOW ROLLER
When the gear selector lever is placed in the Neutral (N) position, the mechanical power flow through the transmission is similar to Park gear range. The primary difference is that the parking pawl (22) is not engaged with the parking gear (833), which allows the final drive sun gear shaft (722) to rotate freely in either direction. Assuming that the vehicle is on level ground, the weight of the vehicle (transferred through the drive axles) holds the final drive sun gear shaft. Under these conditions, power flow through the transmission is the same as in Park. The manual shaft (16), detent lever (17) and manual valve (916) are moved into the Neutral (N) range position.
Power from the torque converter turbine transfers to the driven sprocket (415) which is splined to the input shaft and 3rd clutch housing (604).
1a Input Sun Gear Driving
Power continues from the input shaft and 3rd clutch housing (604) through the input sun gear shaft to the input sun gear (631), which then drives the input planetary pinions.
1b Input Carrier Assembly Held
REACTION INTERNAL GEAR (708) INPUT *HELD SUN GEAR (631) INPUT CARRIER ASSEMBLY (700) *HELD FINAL DRIVE SUN GEAR SHAFT (722) *HELD
The input planetary carrier (700) is held stationary by the final drive sun gear shaft (722) being held by the weight of the vehicle. This forces the input planetary pinions (702) to rotate the opposite direction of the input sun gear (631).
1c Input Carrier Pinions Rotate
The input planetary pinions (702) rotate and force the input internal gear (708) and forward clutch sprag inner race (725) to rotate.
1d Input Internal Gear Rotates/Powerflow Terminates
The input internal gear (708) is splined to the coast clutch hub (719) but, the coast clutch is not applied so powerflow is terminated.
INPUT PLANET PINION GEARS (702)
Preparation for a Shift (Forward or Reverse) 2a Low/Reverse Band Applied
INPUT INTERNAL INPUT GEAR INTERNAL (708) GEAR FLANGE (725)
FORWARD SPRAG OUTER RACE (721)
PARKING LOCK GEAR (833) *HELD
FINAL DRIVE SUN GEAR (121) *HELD
The low/reverse band (13) is applied and holds the forward and coast clutch housing (801). The forward and coast clutch housing is tanged to one end of the reaction carrier shell (633). The other end of the reaction carrier shell is tanged to the reaction carrier assembly (623) and prevents the carrier from rotating.
NOTE: Whenever adjustments or repairs are being performed and the gear selector lever is in Neutral, it is important that the vehicles parking brake is applied and the wheels are blocked. A slight incline will cause the vehicle to roll either forward or backwards potentially causing injury or damage.
PARKING LOCK PAWL (22) DISENGAGED FORWARD AND COAST CLUTCH HOUSING (801) HELD LOW/REVERSE SERVO ASSEMBLY (928-934) APPLIED
* HELD BY THE WEIGHT OF THE VEHICLE
60
Figure 57
60A
NEUTRAL
(Engine Running)
1-2 SHIFT SOL ON 2-3 SHIFT SOL OFF 2ND CLUTCH 2ND SPRAG REVERSE CLUTCH 3RD CLUTCH 4TH BAND FORWARD FORWARD SPRAG CLUTCH COAST CLUTCH LOW/REV. BAND APPLIED LOW ROLLER
NEUTRAL
(Engine Running)
37
TORQ SIGNAL
BOOST VALVE
REV
EX
REV CL
The manual valve is moved to the Neutral position and blocks line pressure from entering the reverse circuit. The reverse fluid circuit is opened to an exhaust at the manual valve.
1b Reverse Clutch:
MAIN PUMP SUCTION
LUBE 2
26
1b
LINE
23
25
Reverse fluid exhausts from the reverse clutch piston and past the manual valve.
1c #7 Ball Check Valve:
LINE
Reverse clutch fluid unseats the #7 ball check valve allowing a quick exhaust into the reverse fluid circuit. Reverse fluid then flows through orifice #6 and to the manual valve where it exhausts.
1d Reverse Orifice Bypass Valve:
REV CL

LINE
Reverse fluid exhausts from the reverse orifice bypass valve, allowing spring force to close the valve.
LINE
TFP SWITCH
DRIVE
Reverse fluid exhausts from the TFP manual valve position switch and past the manual valve, signaling the powertrain control module (PCM) that the transmission is in either Neutral (N) or Park (P).
1f #4 Ball Check Valve:
EX
EX
LINE
TORQ SIGNAL
1 2 3 DNR
P
DRIVE REV
REV
1e Transmission Fluid Pressure (TFP) Manual Valve Position Switch:
ACT FD LMT
LINE
D321
DRIVE
PRND43
PRND4
LOW D21
EX
Reverse clutch fluid, exhausting from the reverse accumulator, seats the #4 ball check valve forcing the fluid to exhaust through orifice #22. This helps to control the release of the reverse clutch.
1g Low/Reverse Servo:
EX
EX
28
ACT FD

EX
1e
PRN
REV
LINE

EX
MANUAL VALVE
REV REV
The low/reverse servo remains applied but, the holding force is reduced by the exhaust of reverse clutch fluid pressure.
1h Pressure Regulator Boost Valve:
EX
TORQ SIGNAL
1d 1c
1a
LINE
2-3 ACCUM VALVE

33 38
TORQ SIG
SEC 2-3 ACCUM
2 SHIFT ACCUMULATION 2a Reverse Accumulator:
REV CL
#7
12 6 17
11
EX EX
3-4 SHIFT VALVE
1-2 SOLENOID
PRIM ACC
42
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. Note: In Park, Reverse and Neutral the shift solenoid valves are shown in the First gear state. This is the normal operating state when the vehicle is stationary or at low vehicle speeds. However, the PCM will change the shift solenoid states depending on vehicle speed. For example, if Neutral range is selected when the vehicle is operating in Second gear, the shift solenoids will remain in a Second gear state. But with the manual valve in Neutral, line pressure is blocked, drive fluid exhausts and the transmission will shift into Neutral.
LINE
D21Y
EX
10
2-3 SHIFT VALVE
EX
EX LOW LOW FEED
D21
EX 3RD CL
Reverse clutch fluid also exhausts from the reverse accumulator. Primary accumulator fluid moves the reverse accumulator piston into the release position in preparation for another application of the reverse clutch.
REV CL
REV CL
EX EX
3RD CL
30
EX
DRIVE
2-3 SOLENOID
REV CL REVERSE ACCUMULATOR

REV CL
16
15
22
REV CL
1-2 SOLENOID LOW & REV BAND APPLY LOW & REV BAND REDUCE
1-2 SOL
4 BD FD 4TH BD
20
1-2 SHIFT LOW/REVERSE SOLENOID ON SERVO
EX
EX
PRN
#6
DRIVE 2ND CL
#4
EX
FWD ACCUMULATOR
EX
2a
REV BAND
1f
36
1-2 SHIFT VALVE
1g
Figure 58
EX
REV
2-3 SOLENOID
LOW FEED
EX
PRN
D321
Reverse fluid exhausts from the pressure regulator boost valve, allowing line pressure to return to the normal operating range as in Park and Overdrive gear ranges.
FILTER (917)
LINE
EX
REV
39
ACTUATOR FD
REV
REV
LINE
LINE
BALL CHECK
TORQ SIGNAL
1 REVERSE CLUTCH RELEASES 1a Manual Valve:
When the gear selector lever is moved to the Neutral (N) position, the hydraulic and electrical system operation is identical to Park (P) range. However, if Neutral is selected after the vehicle was operating in Reverse (R), the following changes would occur in the hydraulic system:
1h
24
60B
61

1 POWER FROM TORQUE CONVERTER (1) 2 INPUT SUN GEAR (631) DRIVING 4c REACTION CARRIER ASSEMBLY (623) HELD 4 5b 5a 5 3 4a 4b 6 FORWARD FORWARD FORWARD INPUT INPUT LOW/ LOW ROLLER POWER TO CLUTCH REVERSE CARRIER INTERNAL AND COAST CLUTCH CLUTCH FINAL DRIVE CLUTCH SPRAG APPLIED GEAR ASSEMBLY BAND ASSEMBLY ASSEMBLY HOUSING ASSEMBLY (708) (700) (13) (830) (100-119) (801) (716) HELD DRIVEN APPLIED HOLDING HELD HOLDING
1-2 SHIFT SOL ON

2-3 SHIFT SOL OFF 2ND CLUTCH 2ND SPRAG REVERSE CLUTCH 3RD CLUTCH 4TH BAND FORWARD FORWARD SPRAG CLUTCH HOLDING APPLIED COAST CLUTCH LOW/REV. BAND LOW ROLLER APPLIED HOLDING
In Overdrive Range First Gear D , torque from the engine is multiplied through the torque converter (1) and transmission gear sets to the drive axles. The planetary gear sets operate in reduction to achieve a first gear starting ratio of 2.96:1. The manual shaft, detent lever and manual valve are moved into Overdrive the D range position on the shift quadrant.
The driven sprocket (415) is splined to the input shaft and 3rd clutch housing assembly (604) and forces the input housing to rotate at driven sprocket speed.
2 Input Sun Gear Driving
Power continues from the input shaft and 3rd clutch housing (604) through the input sun gear shaft to the input sun gear (631), which then drives the input carrier planetary pinions.
3 Input Carrier Assembly Driven
The input sun gear (631), in constant mesh with the input carrier planet pinion gears, forces the input carrier assembly (700) to rotate in the same direction as engine rotation.
4 Forward and Coast Clutch Housing Held 4a Low/Reverse Band Applied
The low/reverse band (13) is applied and assists in preventing the forward and coast clutch housing (801) from rotating.
INPUT SHAFT AND 3RD CLUTCH HOUSING (604) DRIVING INPUT CARRIER ASSEMBLY (700) DRIVEN
4b Low Roller Clutch Assembly Holding

INPUT SUN GEAR (631) DRIVING
The low roller clutch assembly (830) is holding and is the main component that prevents the forward and coast clutch housing (801) from rotating.
4c Reaction Carrier Assembly Held
The forward and coast clutch housing (801) is tanged to one end of the reaction carrier shell (633), which in turn is tanged to the reaction carrier assembly (623). This prevents the reaction carrier from rotating.
5 Input Internal Gear Held 5a Forward Clutch Applied
The forward clutch plates (816-819), splined to the forward and coast clutch housing (801) and the forward sprag outer race (721), hold the sprag outer race.
5b Forward Clutch Sprag Assembly Holding
With the sprag elements in the holding position, the forward clutch sprag inner race (725) and input internal gear (708) are also held.
FINAL DRIVE FINAL INTERNAL GEAR (120) LOW ROLLER DRIVE SUN (SPLINED TO CASE) CLUTCH GEAR LOW/REVERSE ASSEMBLY (121) FORWARD (830) BAND AND COAST HOLDING (13) CLUTCH APPLIED HOUSING (801) HELD
Power to Final Drive Assembly
FORWARD SPRAG INPUT OUTER RACE INTERNAL (721) GEAR INPUT HELD (708) INTERNAL HELD GEAR FLANGE (725) HELD
FINAL DRIVE ASSEMBLY (100-119) OUTPUT SHAFT (57) LOW/REVERSE SERVO ASSEMBLY (928-934) APPLIED FORWARD/COAST CLUTCH SUPPORT (822) (SPLINED TO CASE)
The input carrier assembly (700), connected to the final drive sun gear (121) through the final drive sun gear shaft (722), forces the final drive sun gear shaft and sun gear to rotate. Torque transfers through the final drive sun gear to the final drive planet pinion gears (103). The final drive planet pinion gears (103) rotate inside the final drive internal gear (120), which is held stationary by the case, and transfers torque to the final drive differential gears (112, 116 and 118). The output shaft (57), splined into the left differential side gear (118), provides the torque to the left hand drive axle while the right differential side gear (112) transfers torque to the right hand drive axle.
FORWARD CLUTCH SPRAG ASSEMBLY (716) HOLDING
FORWARD CLUTCH APPLIED
When the differential and final drive carrier (110) rotates, the vehicle begins to move and first gear is achieved. As the speed of the vehicle increases, less torque is required to maintain a constant vehicle speed. In order to provide maximum powertrain efficiency, a lower input to output gear ratio is desirable. This lower gear ratio is automatically achieved when the transmission shifts into second gear.
62
Figure 59
62A

1-2 SHIFT SOL ON 2-3 SHIFT SOL OFF 2ND CLUTCH 2ND SPRAG REVERSE CLUTCH 3RD CLUTCH 4TH BAND FORWARD FORWARD SPRAG CLUTCH HOLDING APPLIED COAST CLUTCH LOW/REV. BAND LOW ROLLER APPLIED HOLDING

When the gear selector lever is moved to the Overdrive Range D position from the Neutral (N) position the following changes occur to shift the transmission into Overdrive Range First Gear.
1 MANUAL VALVE
In the Overdrive position the manual valve routes line pressure into the drive fluid circuit. The manual valve also blocks line pressure from entering the PRN fluid circuit and opens the PRN fluid circuit to exhaust.
2 FORWARD CLUTCH APPLIES 2a Forward Orifice Bypass Valve:
FORWARD CLUTCH
2d
Drive fluid moves the valve against spring force to allow a quick feed of drive fluid into the forward clutch circuit through orifice #18, in addition to orifice #1.
Drive fluid seats the #5 ball check valve, forcing drive fluid through orifice #1 into the forward clutch fluid circuit.
LINE (From Pump)
TFP SWITCH
Note: Remember that the function of an orifice is to control the flow rate of fluid and rate of apply or release of a clutch or band.
DRIVE
Forward clutch fluid unseats the #1 ball check valve, allowing forward clutch fluid to pass unobstructed to the forward accumulator and the forward clutch.
2d Forward Clutch:
FWD CL
2e
1 2 3D NR
P
DRIVE REV
Forward clutch fluid is routed to the forward clutch piston to apply the forward clutch plates and obtain a First gear ratio through the transmission gear sets.
D321 DRIVE LOW D21
EX
EX
LINE
EX
Drive fluid is routed to the TFP manual valve position switch to signal the powertrain control module (PCM) that the transmission is in Overdrive Range D .
3 SHIFT ACCUMULATION 3a Forward Accumulator:
PRN
EX
EX
28
ACT FD
ACT FD
FILTERED ACTUATOR FEED PRESSURE CONTROL SOLENOID

EX
LINE(From Pump)
LINE
40
REV
DRIVE
REV
EX
33
38
LOW
Forward clutch fluid is also sent to the forward accumulator assembly. Forward clutch fluid moves the forward accumulator piston against spring force and primary accumulator fluid pressure to cushion the apply of the forward clutch. Primary accumulator fluid is forced back through its circuit to the 1-2/3-4 accumulator valve where it exhausts at a controlled rate.
4 LOW/REVERSE BAND APPLY 4a #8 Ball Check Valve:
2-3 ACCUM VALVE
ACTUATOR FD
11
TORQ SIG
LINE SEC 2-3 ACCUM
3-4 SHIFT VALVE
#7
FWD CL
12 17
D321
EX EX
REV CL
REV CL
19
EX EX
3RD CL
30
PRIM ACC
18
EX
10
EX LOW
D21
4b 1-2 Shift Valve:
42
D21Y
8
DRIVE
Low feed fluid is routed through orifice #4 to the 1-2 shift valve where it passes into the low & reverse band reduce circuit.
EX 3RD CL
LINE
2-3 SHIFT VALVE
2b
FWD CL
EX
EX
Low & reverse band reduce fluid seats the #6 ball check valve against the exhausting low & reverse band apply passage and enters the reverse band circuit to keep the low/reverse servo applied.
4d Low/Reverse Servo:
REV CL REVERSE ACCUMULATOR

REV CL
4c
FILT ACT FD
2-3 SOL
16
LOW FD
15
#6
20
1-2 SOL
4 BD FD 4TH BD
21
Drive fluid is routed through orifice #5 to the 1-2 shift valve in preparation for an upshift to second gear.
5b 2-3 Shift Valve:
#1
FWD CL
REV BAND
EX
PRN
3a
FWD ACCUMULATOR
DRIVE 2ND CL
5 FLUID PRESSURE DIRECTED IN PREPARATION FOR A SHIFT 5a 1-2 Shift Valve:
36
1-2 SHIFT VALVE
Drive fluid is also routed to the 2-3 shift valve in preparation for an upshift to third gear.
EX
LOW/REVERSE SERVO
4d
5a
62B
EX
2c
PRIMARY ACCUM
EX
REV
2-3 SOLENOID
4b
EX
LOW & REV BD RE LOW FEED
Low & reverse band reduce fluid enters the low/reverse servo to assist spring force in opposing reverse band fluid pressure. This reduces the holding force of the low/reverse band.
REV CL
1-2 SOLENOID LOW & REV BAND APPLY LOW & REV BAND REDUCE LOW & REV BD AP
REV
DRIVE
5b
EX
PRN
DRIVE
Drive fluid passes through orifice #19 into the low fluid circuit. Low fluid then seats the #8 ball check valve, routing low fluid through the 2-3 shift valve into the low feed fluid circuit.
#5
#8
LOW
DRIVE
4a
1-2 SOLENOID
3b
TORQ SIGNAL FILTER (917)
EX
2a
REV
REV
ACT FD LMT
FILTER (338)
REV (To Press Reg)
PRND43
PRND4
EX
2e Transmission Fluid Pressure (TFP) Manual Valve Position Switch:
MANUAL VALVE
REV
Figure 60
63
OVERDRIVE RANGE SECOND GEAR

1 POWER FROM TORQUE CONVERTER (1) 7a 2ND CLUTCH APPLIED 7b 9 2ND REACTION SPRAG INTERNAL GEAR CLUTCH (708) DRIVEN ASSEMBLY 7 (517) REACTION HOLDING SUN GEAR (631) HELD 4 6 5 3 8 10 2 FORWARD LOW ROLLER POWER TO FORWARD INPUT REACTION INPUT CLUTCH CLUTCH CLUTCH SPRAG CARRIER CARRIER FINAL DRIVE SUN ASSEMBLY ASSEMBLY ASSEMBLY ASSEMBLY GEAR ASSEMBLY APPLIED (716) (830) (700) (623) (100-119) (631) HOLDING OVERRUNNING DRIVEN DRIVING DRIVEN

1-2 SHIFT SOL OFF 2-3 SHIFT SOL OFF 2ND CLUTCH 2ND SPRAG REVERSE CLUTCH 3RD CLUTCH 4TH BAND FORWARD FORWARD SPRAG CLUTCH HOLDING APPLIED COAST CLUTCH LOW/REV. BAND LOW ROLLER OVERRUN APPLIED HOLDING
As the speed of the vehicle increases, input signals from the vehicle speed sensor (VSS), throttle position (TP) sensor and other sensors are sent to the powertrain control module (PCM). The PCM uses this information to manage engine torque as the transmission shifts from first to second gear. In Overdrive Range Second gear, the planetary gear sets continue to operate in reduction but at a gear ratio of 1.63:1.
3 Input Carrier Assembly Driven
The input sun gear (631), in constant mesh with the input carrier planet pinion gears, forces the input carrier assembly (700) to rotate in the same direction as engine rotation.
4 Forward Clutch Sprag Holding
The input internal gear (708), driven by the input carrier pinion gears, forces the forward clutch sprag elements to lock and drive the forward sprag outer race (721).
REACTION
REVERSE CLUTCH TRANSMISSION HOUSING CASE 2ND AND RACE (6) SPRAG ASSEMBLY DRIVEN CLUTCH (500) SPROCKET ASSEMBLY HELD SUPPORT (517) (418) HOLDING BOLTED TO CASE
INTERNAL REACTION GEAR CARRIER (708) ASSEMBLY INPUT DRIVEN SUN (623) GEAR DRIVEN (631) DRIVING
INPUT CARRIER ASSEMBLY (700) DRIVEN
Forward Clutch Applied
The forward clutch plates (816-819), splined to the forward sprag outer race (721) and the forward and coast clutch housing (801), hold the sprag outer race which routes engine torque through the forward and coast clutch housing.
6 Low Roller Clutch Assembly Overrunning
The low roller clutch assembly (830) overruns allowing the forward and coast clutch housing (801) to rotate.
Reaction Sun Gear Held 7a 2nd Clutch Applied
The 2nd clutch plates (431-435), splined to the 2nd sprag clutch outer race (516) and the transmission case (6), hold the sprag outer race.
7b 2nd Sprag Clutch Assembly Holding
The 2nd sprag clutch holds the sprag inner race which is part of the reverse clutch housing. The reverse clutch housing and race assembly (500) is tanged to the reaction sun gear and shell assembly (620). This prevents the reaction sun gear from rotating.
2ND CLUTCH APPLIED
FORWARD AND COAST CLUTCH HOUSING (801) FINAL DRIVE SUN GEAR (121)
Reaction Carrier Assembly Driven
FORWARD SPRAG OUTER RACE INPUT (721) INTERNAL GEAR INPUT (708) INTERNAL GEAR FLANGE (725)
REACTION CARRIER SHELL (633)
LOW ROLLER CLUTCH ASSEMBLY (830) OVERRUNNING
The reaction carrier assembly (623), driven by the forward and coast clutch housing (801) through the reaction carrier shell (633), is forced to rotate around the stationary reaction sun gear and shell assembly (620).
9 Reaction Internal Gear Driven
The reaction carrier pinion gears (625), in constant mesh with the reaction internal gear/input carrier assembly (700), force the reaction internal gear/input carrier assembly to rotate.
The reaction internal gear/input carrier assembly (700), splined to the final drive sun gear shaft (722), drives the final drive sun gear (121). Final drive is achieved.
FORWARD/COAST CLUTCH SUPPORT (822) (SPLINED TO CASE)
NOTE: To minimize the amount of repetitive text, the remaining description of mechanical power flow from the final drive sun gear (121) to the drive axles is omitted as it is identical to first gear. All of the following forward gear ranges also have the same description of final drive powerflow as first gear. As the speed of the vehicle increases, less torque multiplication is required to move the vehicle efficiently thus making it desirable to shift the transmission to a lower gear ratio, or third gear.
64
Figure 61
64A

1-2 SHIFT SOL OFF 2-3 SHIFT SOL OFF 2ND CLUTCH 2ND SPRAG REVERSE CLUTCH 3RD CLUTCH 4TH BAND FORWARD FORWARD SPRAG CLUTCH HOLDING APPLIED COAST CLUTCH LOW/REV. BAND LOW ROLLER OVERRUN APPLIED HOLDING

2ND CLUTCH ASSEMBLY
As vehicle speed increases, the powertrain control module (PCM) receives input signals from various engine and transmission sensors. The PCM uses this data to determine the precise moment to de-energize or turn OFF the 1-2 shift solenoid (SS) valve. The 1-2 SS valve is OFF when the PCM eliminates the path to ground for that circuit.
1 SECOND CLUTCH APPLIES 1a 1-2 Shift Solenoid (SS) Valve:
FORWARD CLUTCH
The 1-2 SS valve is de-energized, allowing 1-2 solenoid fluid through the open solenoid. Note: Filtered actuator feed fluid continues to feed the 1-2 solenoid fluid circuit through orifice #15. However, the exhaust port through the solenoid is larger than orifice #15 to prevent a pressure increase in the 1-2 solenoid fluid circuit.
1b 1-2 Shift Valve:
2ND CL
TFP SWITCH
LINE (From Pump)
1c Second Clutch:
FWD CL
With 1-2 solenoid fluid pressure exhausted, 1-2 shift valve spring force moves the 1-2 shift valve into the upshifted position. Drive fluid is routed through the 1-2 shift valve and into the 2nd clutch fluid circuit. 2nd clutch fluid is routed to the 2nd clutch piston to apply the 2nd clutch plates and obtain a Second gear ratio through the transmission gear sets.
2ND CL
1c
DRIVE REV
1 2 3D NR
P
DRIVE REV
D321
DRIVE
EX
EX
ACT FD
ACT FD
40
DRIVE
2-3 ACCUM VALVE
D321
EX
2c 1-2/3-4 Accumulator Valve:
33
38
Primary accumulator fluid is routed back to the 1-2/3-4 accumulator valve. Orificed primary accumulator fluid pressure regulates the accumulator valve against torque signal fluid pressure. This allows excess primary accumulator fluid to exhaust and provides additional control for the second clutch apply.
3 LOW/REVERSE SERVO RELEASES 3a 1-2 Shift Valve:
TORQ SIG
EX
10
EX LOW
D21
SEC 2-3 ACCUM
D21Y
8
EX 3RD CL
LINE

FWD CL
#5
DRIVE
1 18
DRIVE
2c
EX EX
2-3 SHIFT VALVE
ACTUATOR FD
EX
EX EX
3RD CL
30
2-3 SOL
16
PRIM ACC
42
FILT ACT FD
15
LOW FD
1-2 SOL
DRIVE
EX
1a
4 BD FD 4TH BD
PRN
1b
36
1-2 SHIFT VALVE
EX
FWD CL
14
REV CL
20
REV CL
1-2 ACCUM
REVERSE ACCUMULATOR
#6
EX
2ND CL
#2
EX
REV
2ND CL
2ND CL
2ND CL
EX
3a
21
2b
1-2 ACCUMULATOR
#1
FWD CL
FWD ACCUMULATOR
REV BAND
2a
PRIMARY ACCUM
3
LOW/REVERSE SERVO
2-3 SOLENOID
LOW FEED
Low feed fluid is blocked and low & reverse band reduce fluid is opened to an exhaust port at the 1-2 shift valve. This allows reverse band fluid to exhaust from the low/reverse servo, thus releasing the low/reverse band.
2ND CL
LINE
1-2 SOLENOID
EX
DRIVE
EX
1-2 SOLENOID
1-2 accumulator fluid, forced out of the 1-2 accumulator when 2nd clutch fluid pressure moves the 1-2 accumulator piston, unseats the #2 ball check valve and enters the primary accumulator fluid circuit.

EX
LINE

19
11
#8
3-4 SHIFT VALVE
EX
LOW
2nd clutch fluid is also sent to the 1-2 accumulator assembly. 2nd clutch fluid pressure, together with 1-2 accumulator inner spring assembly force, moves the 1-2 accumulator piston against 1-2 accumulator spring force and 1-2 accumulator fluid pressure to cushion the apply of the 2nd clutch.
PRN
ACT FD LMT
EX
EX
28
FILTER (338)

EX
LINE(From Pump)
REV
EX
LINE
PRND43
PRND4
LOW D21
2 SHIFT ACCUMULATION 2a 1-2 Accumulator:
MANUAL VALVE
64B
Figure 62
65
OVERDRIVE RANGE THIRD GEAR

1 POWER FROM TORQUE CONVERTER (1) 6 2ND CLUTCH APPLIED 6a 4 3 3c 5 3a 2 3b 3d 2ND INPUT INPUT FORWARD 3RD INPUT FORWARD LOW ROLLER POWER TO SPRAG CARRIER INTERNAL CLUTCH CLUTCH SPRAG FINAL DRIVE CLUTCH SUN CLUTCH CLUTCH ASSEMBLY GEAR ASSEMBLY ASSEMBLY ASSEMBLY APPLIED GEAR APPLIED ASSEMBLY (700) (708) (716) (100-119) (631) (830) (517) DRIVEN DRIVING HOLDING DRIVING OVERRUNNING OVERRUNNING
OFF

1-2 SHIFT SOL 2-3 SHIFT SOL ON 2ND CLUTCH 2ND SPRAG REVERSE CLUTCH 3RD CLUTCH APPLIED 4TH BAND FORWARD FORWARD SPRAG CLUTCH HOLDING APPLIED COAST CLUTCH LOW/REV. BAND LOW ROLLER OVERRUN APPLIED OVERRUN
As the speed of the vehicle increases, input signals from the vehicle speed sensor (VSS), throttle position (TP) sensor and other sensors are sent to the powertrain control module (PCM). The PCM uses this information to manage engine torque as the transmission shifts from second to third gear. In Overdrive Range Third gear, both planetary gear sets rotate at the same speed providing a 1:1 direct drive gear ratio to the final drive assembly (100-119).
3 Input Internal Gear Driving 3a 3rd Clutch Applied
TRANSMISSION CASE 2ND (6) SPRAG DRIVEN CLUTCH SPROCKET ASSEMBLY SUPPORT (517) (418) OVERRUNNING BOLTED TO CASE
INPUT SHAFT AND 3RD CLUTCH HOUSING 3RD (604) CLUTCH DRIVING HUB (617)
INPUT SUN GEAR (631) DRIVING
INPUT CARRIER ASSEMBLY FINAL DRIVE SUN GEAR (700) SHAFT DRIVEN (722) DRIVEN
The 3rd clutch plates (610-613) are applied and transfer input shaft and 3rd clutch housing assembly (604) rotation and speed to the forward and coast clutch housing (801) through the 3rd clutch hub (617), the reaction carrier assembly (623), and the reaction carrier shell (633).
3b Forward Clutch Applied
The forward clutch plates (816-819), splined to the forward sprag outer race (721) and the forward and coast clutch housing (801), transfer torque to the input internal gear (708) through the forward sprag elements.
3c Forward Clutch Sprag Holding
The forward sprag outer race (721), driven by the forward and coast clutch housing, forces the forward clutch sprag elements to lock and drive the input internal gear (708).
3d Low Roller Clutch Overrunning
4
3RD CLUTCH APPLIED
Input Carrier Assembly Driven
With the input internal gear (708) and the input sun gear (631) rotating in the same direction and speed, the input carrier planetary pinion gears act as wedges and force the input carrier to rotate in the same direction and speed. When this event occurs the gear sets are operating in direct drive.
Power to Final Drive Assembly
2ND CLUTCH APPLIED

FORWARD SPRAG OUTER RACE INPUT (721) INTERNAL INPUT GEAR (708) INTERNAL DRIVING GEAR FLANGE (725)
6 2nd Clutch Applied
The 2nd clutch plates (431-435), splined to the 2nd sprag clutch outer race (516) and the transmission case (6), hold the sprag outer race.
6a 2nd Sprag Clutch Overrunning
Because the reverse clutch housing and race assembly (500) is driven by the reaction sun gear and shell assembly (620), the 2nd sprag clutch assembly (517) overruns and does not affect power flow.
As vehicle speed increases, less torque multiplication is required to operate the engine efficiently thus making it desirable to shift the transmission into an overdrive gear ratio, or fourth gear.
66
Figure 63
66A

1-2 SHIFT SOL OFF 2-3 SHIFT SOL ON 2ND CLUTCH 2ND SPRAG REVERSE CLUTCH 3RD CLUTCH APPLIED 4TH BAND FORWARD FORWARD SPRAG CLUTCH HOLDING APPLIED COAST CLUTCH LOW/REV. BAND LOW ROLLER OVERRUN APPLIED OVERRUN

2ND CLUTCH ASSEMBLY
3RD CLUTCH ASSEMBLY
As vehicle speed increases, the PCM receives input signals from various engine and transmission sensors. The PCM uses this data to determine the precise moment to energize or turn ON the 2-3 shift solenoid (SS) valve. The 2-3 solenoid is ON when the PCM provides a path to ground for that electrical circuit. This prevents 2-3 solenoid fluid from exhausting at the 2-3 SS valve, thereby increasing 2-3 solenoid fluid pressure.
1 3RD CLUTCH APPLIES 1a 2-3 Shift Solenoid (SS) Valve Energized:
1e
2-3 solenoid fluid pressure overcomes 2-3 shift valve spring force and moves the 2-3 shift valve to the upshifted position.
1b 2-3 Shift Valve:
2ND CL
3RD CL
Drive fluid is routed through the 2-3 shift valve and enters the 3rd clutch circuit.
FORWARD CLUTCH
3RD CL
CONV RELEASE
TFP SWITCH
TCC CONTROL
3rd clutch fluid seats the #11 ball check valve, flows through orifice #31 and enters the orificed 3rd clutch circuit.
3RD CL EX
1d
ORIFICED 3RD CL
EX
DRIVE
EX EX
FWD CL
Orificed 3rd clutch fluid moves the 3rd clutch exhaust valve against 3rd clutch exhaust valve spring force and enters the 3rd clutch circuit.
1e 3rd Clutch:
LINE (From Pump)
1d 3rd Clutch Exhaust Valve:
EX
35
CONV CL CONTROL
TCC SOL
EX
3rd clutch fluid is routed to the 3rd clutch piston to apply the 3rd clutch plates and obtain a Third gear ratio through the transmission gear sets.
2ND CL
TCC FD LIMIT
3RD CL
1 2 3D NR
P
DRIVE REV
3a
D321 DRIVE LOW D21
EX
EX
PRN
ACT FD
ACT FD
2-3 ACCUM VALVE
D21
DRIVE
Secondary 2-3 accumulator fluid is routed back to the 2-3 accumulator valve. Orificed secondary 2-3 accumulator fluid pressure regulates the 2-3 accumulator valve against torque signal fluid pressure. This allows excess secondary 2-3 accumulator fluid to exhaust and provides additional control for the third clutch apply.
2d Accumulator Boost Valve:
TRQ SIG
EX
10
EX LOW
LINE
ACT FD
FWD CL
FWD CL
2c 2-3 Accumulator Valve:

SEC 2-3 ACCUM
1a
D21Y
43 8
EX 3RD CL
33
38
2d
EX EX
#5
DRIVE
1 18
2-3 SHIFT VALVE
FILTER (917)
3RD CL 2-3 SHIFT SOLENOID ON
EX
EX EX
30
DRIVE
1b
3RD CL
LINE
3RD CL
2-3 SOL
PRIM ACC
42
#11
3 31
16
FILT ACT FD
15
LOW FD
3rd clutch fluid is also routed to the accumulator boost valve. 3rd clutch fluid pressure, together with torque signal fluid pressure, moves the accumulator boost valve and the 1-2/3-4 accumulator valve against orificed primary accumulator fluid pressure to increase the amount of line pressure fed into the primary accumulator circuit.
3 TORQUE CONVERTER CLUTCH RELEASED 3a TCC Solenoid Valve:
ORIFICED 3RD CL
1-2 SOLENOID
2ND CL
1-2 SOL
4 BD FD 4TH BD
LOW FD
EX
2b
#10
32
36
2a
EX
2-3 ACCUM
2-3 ACCUMULATOR
1-2 SHIFT VALVE
REV
EX
2ND CL
FWD CL
4 PREPARATION FOR SHIFT TO FOURTH GEAR:
3rd clutch fluid is also routed through orifice #11 to the 3-4 shift valve in preparation for a shift to 4th gear.
PRIMARY ACCUM
2ND CL
3rd clutch fluid is also directed to the TCC solenoid valve. Figure 64 shows the TCC solenoid valve de-energized, thereby blocking 3rd clutch fluid from entering the TCC control circuit at the solenoid. This keeps the torque converter clutch in the released position under normal operating conditions (see page 50 in the Electrical Components section for more information).
2ND CL LOW & REV BAND REDUCE REVERSE ACCUMULATOR
#2
14
1-2 ACCUM
REV CL
1-2 ACCUMULATOR
21
#1
FWD ACCUMULATOR
66B
EX
LOW & REV BD APPLY
2-3 SOL
PRN
1c
DRIVE
EX
1-2 SOLENOID
EX
2-3 accumulator fluid, forced out of the 2-3 accumulator when orificed 3rd clutch fluid pressure moves the 2-3 accumulator piston, unseats the #10 ball check valve and enters the secondary 2-3 accumulator fluid circuit.
EX
2b # 10 Ball Check Valve:

EX
2c
DRIVE
40
LOW
LINE
FWD ORIFICE BYPASS VALVE 19
#8
11
3-4 SHIFT VALVE

D321
4 BD FD D21Y CST CL FD
3rd clutch fluid is also sent to the 2-3 accumulator assembly. 3rd clutch fluid pressure, together with 2-3 accumulator piston cushion spring force, moves the 2-3 accumulator piston against 2-3 accumulator piston spring force and 2-3 accumulator fluid pressure to cushion the apply of the 3rd clutch.
ACT FD LMT
EX
EX
28
FILTER (338)

EX
3RD CL
LINE(From Pump)
REV
EX
LINE
PRND43
PRND4
MANUAL VALVE
REV
Figure 64
67
OVERDRIVE RANGE FOURTH GEAR

1 2b POWER FROM 2ND TORQUE CLUTCH CONVERTER APPLIED (1)
2a 3 4TH 3RD BAND CLUTCH (523) APPLIED APPLIED
5 4 2 6 8 REACTION REACTION REACTION FORWARD FORWARD SUN GEAR CARRIER INTERNAL CLUTCH CLUTCH SPRAG GEAR AND SHELL ASSEMBLY APPLIED ASSEMBLY (708) (623) ASSEMBLY (716) DRIVEN DRIVING (620) OVERRUNNING HELD
OVERDIVE RANGE FOURTH GEAR

9 7 LOW ROLLER POWER TO FINAL DRIVE CLUTCH ASSEMBLY ASSEMBLY (100-119) (830) OVERRUNNING
1-2 SHIFT SOL ON 2-3 SHIFT SOL ON 2ND CLUTCH APPLIED 2ND SPRAG REVERSE CLUTCH 3RD CLUTCH 4TH BAND FORWARD FORWARD SPRAG CLUTCH COAST CLUTCH LOW/REV. BAND LOW ROLLER OVERRUN APPLIED APPLIED OVERRUN APPLIED
As the speed of the vehicle increases, input signals from the vehicle speed sensor (VSS), throttle position (TP) sensor and other sensors are sent to the powertrain control module (PCM). The PCM uses this information to manage engine torque as the transmission shifts from third to fourth gear. In Overdrive Range Fourth gear, the planetary gear sets operate in overdrive at a gear ratio of 0.68:1. This allows the vehicle to maintain a given road speed with less engine output speed, maximizing engine performance and fuel economy.
2 Reaction Sun Gear and Shell Assembly Held 2a 4th Band Applied
The 4th band (523) applies and holds the reverse clutch housing and race assembly (500), which is also tanged to the reaction sun gear and shell assembly (620).
2b 2nd Clutch Applied/2nd Sprag Clutch Ineffective
The 2nd clutch plates (431-435), splined to the 2nd sprag clutch outer race (516) and the transmission case (6), hold the sprag outer race. Because the reverse clutch housing and race assembly (500) is held stationary by the 4th band (523), the 2nd sprag clutch assembly (517) is ineffective.
3
REACTION CARRIER ASSEMBLY (623) DRIVING REACTION INTERNAL GEAR (708) DRIVEN FINAL DRIVE SUN GEAR SHAFT (722) DRIVEN
3rd Clutch Applied
TRANSMISSION CASE (6) DRIVEN SPROCKET SUPPORT (418) BOLTED TO CASE DRIVEN SPROCKET (415)
REVERSE CLUTCH HOUSING AND RACE ASSEMBLY (500) 4TH HELD INPUT SHAFT AND BAND 3RD CLUTCH (523) HOUSING APPLIED (604)
The 3rd clutch is applied and directs power flow through the input shaft and 3rd clutch housing (604) to the 3rd clutch hub (617). The 3rd clutch hub drives the reaction carrier assembly (623).
4 Reaction Carrier Assembly Driving
The reaction carrier planetary pinion gears (625), driven around the stationary reaction sun gear and shell assembly (620), drive the reaction internal gear/input carrier assembly (708/700).
5 Reaction Internal Gear Driven
The reaction carrier is driving at driven sprocket speed but, the planetary pinions force the reaction internal gear/input carrier assembly (708/700) to rotate faster than driven sprocket speed overdriving the gear set.
6 Forward Clutch Applied
The forward clutch plates (816-819) are applied and hold the forward sprag outer race (721).
3RD CLUTCH APPLIED
Low Roller Clutch Overrunning
4TH SERVO ASSEMBLY (527-531) APPLIED
8
Forward Clutch Sprag Overrunning
LOW ROLLER CLUTCH ASSEMBLY (830) OVERRUNNING FORWARD SPRAG OUTER RACE INPUT (721) INTERNAL GEAR INPUT (708) INTERNAL GEAR FLANGE (725)
The forward sprag outer race (721) is driven by the forward and coast clutch housing but the forward sprag clutch elements are overrunning because the input internal gear (708) is being driven faster than the forward sprag outer race (721).
Whenever the throttle is released while the vehicle is in motion, the direction of powerflow changes as the wheels provide torque input to the transmission. When the vehicle is operating in Overdrive Range Fourth gear and the throttle is released, engine compression braking slows the vehicle instead of initiating a coast condition. Since there are no roller or sprag clutches used in driving the vehicle during fourth gear acceleration there are no elements to overrun during coast. Engine RPM may be too low to provide noticeable engine braking. In fourth gear and with zero throttle, the reaction carrier assembly (623) is driven around the stationary reaction sun gear and shell assembly (620) by the reaction internal gear (708). This attempts to drive the 3rd clutch hub (617) and the input shaft and 3rd clutch housing (604). Since the driven sprocket (415) is splined to the input shaft and 3rd clutch housing (604), engine compression provides resistance to the powerflow input from the wheels.
68
Figure 65
68A

1-2 SHIFT SOL ON 2-3 SHIFT SOL ON 2ND CLUTCH APPLIED 2ND SPRAG REVERSE CLUTCH 3RD CLUTCH 4TH BAND FORWARD FORWARD SPRAG CLUTCH COAST CLUTCH LOW/REV. BAND LOW ROLLER OVERRUN APPLIED APPLIED OVERRUN APPLIED

2ND CLUTCH ASSEMBLY
3RD CLUTCH ASSEMBLY
2ND CL
1 4TH BAND APPLY 1a 1-2 Shift Solenoid (SS) Valve Energized:

RELEASE
3RD CL
Overdrive Range Fourth Gear is used to maximize engine efficiency and fuel economy under most normal driving conditions. In order to shift the transmission into Fourth gear, the PCM receives input signals from engine and transmission sensors. The PCM uses this data to determine the precise moment to energize or turn ON the 1-2 shift solenoid (SS) valve. The 1-2 SS valve is ON when the PCM provides a path to ground for that electrical circuit. This prevents 1-2 solenoid fluid from exhausting at the 1-2 SS valve, thereby increasing 1-2 solenoid fluid pressure.
FORWARD CLUTCH
ORIFICED 3RD CL
EX
EX EX
LINE (From Pump)
EX
1c 1-2 Shift Valve:
FWD CL
1-2 solenoid fluid pressure moves the valve against spring force and into the Fourth gear position. 3rd clutch fluid is routed into the 4th band feed fluid circuit. The 1-2 shift valve remains in the upshifted position because 1-2 solenoid fluid pressure is not great enough to overcome spring force and 2-3 signal fluid pressure. 4th band feed fluid passes through the valve into the 4th band fluid circuit.
2ND CL
TCC CONTROL
1b 3-4 Shift Valve:

3RD CL EX
CONV
The normally open 1-2 SS valve is energized by the PCM and blocks 1-2 solenoid fluid from exhausting. 1-2 solenoid fluid pressure is routed to both the 1-2 and 3-4 shift valves.
3RD CL
TFP SWITCH
DRIVE
35
CONV CL CONTROL
TCC SOL
EX
TCC FD LIMIT
3RD CL
1 2 3D NR
P
DRIVE REV
1d 4th Servo:
3a
D321 DRIVE LOW D21
EX
EX
PRN
11
ACT FD LMT
ACT FD
ACT FD
EX
4th band fluid is also routed to the 3-4 accumulator piston. 4th band fluid pressure moves the piston against spring force and 3-4 accumulator fluid pressure. This action absorbs initial 4th band fluid pressure to cushion the 4th band apply.
2b # 3 Ball Check Valve:
DRIVE
40

EX
LOW
1b
LINE
#8
3-4 SHIFT VALVE

D321
TORQ SIGNAL FILTER (917) 3RD CL 2-3 SHIFT SOLENOID ON
D21Y CST CL FD
4 BD FD
EX
EX
28
FILTER (338)

EX
3RD CL
LINE(From Pump)
REV
EX EX 1-2 SOL
LINE
2-3 ACCUM VALVE
TRQ SIG
FWD CL
SEC 2-3 ACCUM
3-4 accumulator fluid, forced out of the 3-4 accumulator when 4th band fluid pressure moves the 3-4 accumulator piston, unseats the #3 ball check valve and enters the primary accumulator fluid circuit.
2c 1-2/3-4 Accumulator Valve:
EX
PRND43
4th band fluid pressure passes through a feed hole in the 4th servo pin and acts on the servo piston to move the servo pin and apply the 4th band.
MANUAL VALVE
PRND4
9
REV
43 8
DRIVE
2c
EX EX
#5
DRIVE
1 18
EX
10
2ND CL
Primary accumulator fluid is routed back to the 1-2/3-4 accumulator valve. Orificed primary accumulator fluid pressure regulates the 1-2/3-4 accumulator valve against torque signal fluid pressure. This allows excess primary accumulator fluid to exhaust and provides additional control for the 4th band apply.
3 TORQUE CONVERTER CLUTCH RELEASED 3a TCC Solenoid Valve:
EX
EX LOW
D21
LINE
ACT FD
FWD CL
D21Y
2-3 SHIFT VALVE
EX 3RD CL
33
38
EX EX
30
DRIVE
3RD CL
LINE
3RD CL
2-3 SOL
PRIM ACC
42
#11
3 31
16
FILT ACT FD
15
LOW FD
ORIFICED 3RD CL
1-2 SOLENOID
EX
1a
#10
32
4 BD FD
1c
Figure 66 shows the TCC solenoid valve de-energized by the PCM. When conditions are appropriate, the PCM energizes the TCC solenoid valve to initiate the TCC apply. The solenoid is pulse width modulated (PWM) to provide a smooth apply of the torque converter clutch (refer to pages 70-71 for a detailed description of TCC apply).
36
1-2 SHIFT VALVE

2
REV
EX
EX
2-3 ACCUM
2-3 ACCUMULATOR
2ND CL 4TH BAND

13
2ND CL
EX
LOW & REV BD APPLY
4TH BAND 1-2 ACCUM
LOW & REV BAND REDUCE REVERSE ACCUMULATOR
2a
3-4 ACC
REV CL
#2
2ND CL
14
4TH SERVO
#3
2b 1d
4TH BD
PRIMARY ACCUM
3-4 ACCUMULATOR
1-2 ACCUMULATOR
21
#1
FWD ACCUMULATOR
68B
2-3 SOL
1-2 SOL
DRIVE
LOW FD
PRN
4TH BAND FEED
Figure 66
69

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

(Torque Converter Clutch from Released to Applied)
When the powertrain control module (PCM) determines that the engine and transmission are operating properly to engage the torque converter clutch (TCC), the PCM energizes the torque converter clutch solenoid. The following events occur in order to apply the torque converter clutch: OFF At this time the Torque Converter Clutch is considered to be disengaged (OFF). PCM decision to apply TCC/VCC (see page 50, in the Electrical Components section for more information).
100% 75 50 25 0
TCC APPLY RATE
TCC FULLY APPLIED
CONV CL REG
EX
34
C B TCC APPLY FLUID PRESSURE
D E F TIME
TCC RELEASE RATE
REG APPLY
TCC CONTROL
EX EX
EX
A S
TCC ENABLE
EX
EX
REG APPLY
27
CONV FEED
EX
EX
EX
29
35
TCC CONTROL
CC FD LIMIT
EX EX
CONV CL CONTROL
TCC SOL 3RD CL
EX OFF
TCC FD LIMIT
CONV APPLY
CONV RELEASE
Stage 1 The PCM pulses the TCC solenoid duty cycle from point S to point A. Third clutch fluid at the TCC solenoid is pulsed into the TCC control circuit. This causes the TCC control pressure to rise moving the TCC enable valve toward its spring. The TCC control pressure at point A is not strong enough to move the converter clutch control valve against TCC feed limit fluid pressure and the spring (316). This stage is designed to exhaust TCC feed limit pressure from behind the converter clutch control valve. Stage 2 At the end of stage 1, the fluid pressure is exhausted from the orificed exhaust passage. The pressure at point A in the TCC control circuit is now strong enough to move the converter clutch control valve to the applied position (toward its spring). Stage 3 The TCC solenoid duty cycle is ramped up through this stage. As TCC control is increased from point A to point B, line pressure at the converter clutch regulator valve passes through the valve and enters the regulated apply circuit. The regulated apply pressure starts at 0 and increases for a short time. The pressure value in the regulated apply circuit should now be high enough to fully apply the converter clutch pressure plate. Slip speed should be at the correct value (near 0 on TCC models, a small amount on VCC models).
Converter apply fluid is routed through the case cover and into the drive sprocket support. Converter apply fluid then passes between the drive sprocket support and the turbine shaft to a feed hole in the drive sprocket where it enters the torque converter. Converter apply fluid pressure then forces the converter clutch pressure plate against the converter cover. As the torque converter clutch applies, fluid from the release side of the converter clutch pressure plate is redirected between the oil pump drive shaft and turbine shaft into the converter release circuit. Converter release fluid is routed to the converter clutch control valve which was previously positioned to allow the release fluid to pass through the valve into the orificed exhaust circuit. Orificed exhaust is then routed to the TCC enable valve which directs fluid to an open exhaust port.
LINE
EX
EX CONV RELEASE
STAGE 1 (S - A)
34
LINE
EX
STAGE 3 (A - B)
CONV CL REG
EX
34
CONV CL REG
EX
REG APPLY
TCC CONTROL
EX EX
REG APPLY
TCC CONTROL
EX EX
TCC ENABLE
EX EX
TCC ENABLE
EX
CONV RELEASE CONV APPLY

EX CONV RELEASE REG APPLY TO COOLER CONV APPLY TCC CONTROL
EX

EX CONV RELEASE TO COOLER CONV APPLY REG APPLY TCC CONTROL
27
27
CONV FEED
EX
EX
CONV FEED
EX
EX
EX
CC FD LIMIT
EX EX
CONV CL CONTROL
TCC SOL 3RD CL
EX
29
35
29
35
EX
EX
EX ON
CC FD LIMIT
CONV CL CONTROL
TCC SOL 3RD CL
EX ON
TCC FD LIMIT
TCC FD LIMIT
LINE
EX
STAGE 2 (A)
34
LINE
EX
STAGE 4 (B - C)
CONV CL REG
EX
34
CONV CL REG
EX
REG APPLY
TCC CONTROL
EX EX
REG APPLY
TCC CONTROL
EX EX
TCC ENABLE
EX EX
TCC ENABLE
EX


Stage 4 Now the regulated apply pressure is increased. This is caused by the TCC solenoid duty cycle being increased from point B to point C. This extra pressure ensures that the apply force on the converter clutch pressure plate is not at the slip threshold, but a little above it. TCC/VCC plate material is therefore protected from damage due to slippage.
TCC feed limit fluid at the converter clutch control valve passes through the valve and enters the to cooler circuit. To cooler fluid is routed through the case and transferred through cooler lines to a transmission cooler inside the engine radiator. Then the fluid exits the cooler as lube and is transferred by cooler lines into the lubrication circuits throughout the transmission.
27
27
CONV FEED
EX
EX
CONV FEED
EX
EX
EX
CC FD LIMIT
EX EX
CONV CL CONTROL
TCC SOL 3RD CL
EX
29
35
EX
29
35
EX
EX
EX ON
CC FD LIMIT
CONV CL CONTROL
TCC SOL 3RD CL
EX ON
TCC FD LIMIT
TCC FD LIMIT
70
Figure 67
70A

(Torque Converter Clutch from Applied to Released)
When the torque converter clutch pressure plate is applied, it is held against the torque converter cover. Since it is splined to the converter turbine hub, it provides a mechanical coupling (direct drive) of the engine to the transmission gear sets. This mechanical coupling eliminates the small amount of slippage that occurs in the fluid coupling of a torque converter, resulting in a more efficient transfer of engine torque through the transmission and to the drive wheels. ON At this time the Torque Converter Clutch is considered to be engaged (ON). PCM decision to release TCC/VCC (see page 50, in the Electrical Components section for more information). Stage 5 During of this stage, the apply pressure from the converter clutch regulator valve is decreased by the TCC solenoid duty cycle dropping from point D to point E. The amount of decrease is to bring the apply force on the converter clutch pressure plate to the slip threshold. This gets the converter clutch pressure plate ready for a smooth release. Stage 6 The TCC solenoid duty cycle is ramped down from point E to point F through this stage. This action allows the regulated apply pressure to start at the slip threshold, and decrease to near 0 pressure over a very short time to point F. The regulated apply pressure value from the converter clutch regulator valve at this duty cycle (point F) should fully release the converter clutch pressure plate. Slip speed should be at the maximum value. Stage 7 Now the TCC Control pressure is decreased by the TCC solenoid duty cycle lowering from point F to point G. This amount is to allow the converter clutch control valve to move to the released position (away from its spring). Converter fluid flow should now be re-established. Stage 8 The PCM pulses the TCC solenoid to a value at point G, which is 0. This causes the TCC enable valve to move away from its spring. TCC feed limit fluid pressure will combine with the spring (316) helping push the converter clutch control valve to the OFF position (if there was any sticking of the converter clutch control valve). OFF At this time the Torque Converter Clutch is considered to be disengaged (OFF). (Some PCM calibrations may allow stages 5 - 8 to happen very rapidly in almost a straight line down from point D to point G.) The PCM monitors for high TCC slip in second and third gears only. The transmission must be in hot mode or experiencing a wide open throttle maneuver in order for the TCC to be commanded on in second and third gear. If the PCM detects high TCC slip when the TCC is commanded ON, then Diagnostic Trouble Code (DTC) P0741 will set and the PCM will illuminate the malfunction indicator lamp (MIL), inhibit TCC operation, increase line pressure and inhibit 4th gear. The DTC P0741 will then be stored in PCM history. If the PCM detects low TCC slip when the TCC is commanded OFF, then DTC P0742 will set and the PCM will illuminate the malfunction indicator lamp (MIL), increase line pressure and freeze shift adapts. The DTC P0742 will then be stored in PCM history.
34

(Torque Converter Clutch from Applied to Released)
LINE
PERCENT DUTY CYCLE
100% 75 50 25 0
TCC APPLY RATE
TCC FULLY APPLIED
CONV CL REG
EX
34
C B TCC APPLY FLUID PRESSURE
D E F TIME
TCC RELEASE RATE
REG APPLY
TCC CONTROL
EX EX
EX
A S
TCC ENABLE
EX
EX
EX CONV RELEASE
REG APPLY
27
CONV FEED
EX
EX
EX
29
35
TCC CONTROL
CC FD LIMIT
EX EX
CONV CL CONTROL
TCC SOL 3RD CL
EX ON
TCC FD LIMIT
LINE
EX
STAGE 5 (D - E)
34
LINE
EX
CONV APPLY
CONV RELEASE
STAGE 7 (F - G)
CONV CL REG
EX
34
CONV CL REG
EX
REG APPLY
TCC CONTROL
EX EX
REG APPLY
TCC CONTROL
EX EX
TCC ENABLE
EX EX
TCC ENABLE
EX

EX

27
27
CONV FEED
EX
EX
CONV FEED
EX
EX
EX
CC FD LIMIT
EX EX
CONV CL CONTROL
TCC SOL 3RD CL
EX
29
35
29
35
EX
EX
EX ON
CC FD LIMIT
CONV CL CONTROL
TCC SOL 3RD CL
EX ON
TCC FD LIMIT
TCC FD LIMIT
LINE
EX
STAGE 6 (E - F)
34
LINE
EX
STAGE 8 (G)
CONV CL REG
EX
CONV CL REG
EX
REG APPLY
TCC CONTROL
EX EX
REG APPLY
TCC CONTROL
EX EX
TCC ENABLE
EX EX
TCC ENABLE
EX

EX

27
27
CONV FEED
EX
EX
CONV FEED
EX
EX
EX
CC FD LIMIT
EX EX
CONV CL CONTROL
TCC SOL 3RD CL
EX
29
35
29
35
EX
EX
EX ON
CC FD LIMIT
CONV CL CONTROL
TCC SOL 3RD CL
EX OFF
TCC FD LIMIT
TCC FD LIMIT
70B
Figure 68
71
OVERDRIVE RANGE 4-3 DOWNSHIFT

(Torque Converter Clutch Released)
2ND CLUTCH ASSEMBLY

1-2 SHIFT SOL OFF 2-3 SHIFT SOL ON 2ND CLUTCH 2ND SPRAG REVERSE CLUTCH 3RD CLUTCH APPLIED 4TH BAND FORWARD FORWARD SPRAG CLUTCH HOLDING APPLIED COAST CLUTCH LOW/REV. BAND LOW ROLLER OVERRUN
3RD CLUTCH ASSEMBLY
APPLIED OVERRUN
2ND CL
FORWARD CLUTCH
3RD CL
CONV RELEASE TO COOLER CONV APPLY REG APPLY
TFP SWITCH
TCC CONTROL
A forced 4-3 downshift in Overdrive range occurs by increasing the throttle valve angle (percentage of accelerator pedal travel or throttle position) while the vehicle is operating in Fourth gear. A 4-3 downshift can also occur when the vehicle is decelerating during coast conditions or when load on the vehicle is increased. Also, if the TCC is applied in Fourth gear it will release prior to the transmission making a 4-3 downshift. Under normal operating conditions the PCM will keep the converter clutch released in Third gear. The TCC also releases under minimum and heavy throttle conditions. Figure 69 shows the TCC (PWM) solenoid valve de-energized and the TCC released. Refer to pages 70A and 70B for descriptions of the torque converter clutch hydraulic and electrical circuits during release and apply.
DRIVE REV
3RD CL EX
3RD CL
EX
FWD CL
EX
35
EX
EX
CONV CL CONTROL
TCC FD LIMIT
3RD CL
TCC SOL
EX
1 2 3D NR
P
DRIVE REV
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:
1 4TH BAND RELEASES 1a 1-2 Shift Solenoid (SS) Valve De-energized:
REV
ORIFICED 3RD CL
2ND CL
LINE (From Pump)
MANUAL VALVE
D321 DRIVE
PRND43 PRND4
EX
EX
ACT FD LMT
EX
EX
28
FILTER (338) ACT FD
PRN
EX
LINE
1-2 solenoid fluid exhausts through the 1-2 SS valve and allows the 3-4 shift valve to move to the downshifted position.
1b 1-2 Shift Valve:
ACT FD
DRIVE
40

EX
LOW
D21Y CST CL FD

EX
3RD CL
LOW D21
LINE(From Pump)
1c
The 1-2 shift valve remains in the upshifted position due to 2-3 solenoid fluid pressure and 1-2 shift valve spring force.
1c 3-4 Shift Valve:
LINE
#8
11
3-4 SHIFT VALVE

D321
1-2 SOL
2-3 ACCUM VALVE
EX

DRIVE
LINE
EX 3RD CL
38
D21 D21Y EX LOW
33
EX
ACT FD
TRQ SIG
FWD CL
FWD CL
SEC 2-3 ACCUM
2b
EX EX
#5
DRIVE
1 18
EX
Spring force moves the 3-4 shift valve to the downshifted position. This blocks 3rd clutch fluid at the 3-4 shift valve and opens the 4th band feed fluid circuit to exhaust into the D21Y circuit. 4th band feed fluid then passes through orifice #10 and exhausts at the 2-3 shift valve.
1d 4th Servo:
43 8
4 BD FD
10
2-3 SHIFT VALVE

EX EX 4TH BAND FEED
4th band fluid exhausts from the 4th servo and the 3-4 accumulator, thus releasing the 4th band and changing the power flow through the transmission to a Third gear ratio.
EX EX
30
DRIVE
3RD CL
LINE
3RD CL
2-3 SOL
PRIM ACC
42
#11
3 31
16
FILT ACT FD
15
LOW FD
ORIFICED 3RD CL
1-2 SOL DRIVE
1-2 SOLENOID
2ND CL
3-4 accumulator fluid fills the 3-4 accumulator when 4th band fluid is exhausting. 3-4 accumulator fluid pressure combines with spring force to move the 3-4 accumulator piston to a Third gear position.
EX
1a
#10
32
4 BD FD
1b
2-3 SOL
LOW FD
PRN
36
1-2 SHIFT VALVE

2
REV
EX
EX
2-3 ACCUM
2-3 ACCUMULATOR
2ND CL 4TH BAND

13
2ND CL
EX
LOW & REV BD APPLY
The 3-4 accumulator circuit is supplied by primary accumulator fluid through orifice #13 opposite the #3 ball check valve. The 1-2/3-4 accumulator valve regulates line fluid into the primary accumulator circuit.
4TH BAND 1-2 ACCUM
2a
3-4 ACC
REV CL
#2
2ND CL
14
4TH SERVO
#3
Note: Remember that the pressure control (PC) solenoid valve controls torque signal fluid pressure in relation to throttle position and other PCM input signals. Torque signal fluid pressure helps control line pressure by acting on the pressure regulator boost valve, thereby increasing line pressure with increased throttle position. Also, torque signal fluid pressure helps regulate line fluid into primary accumulator pressure at the 1-2/3-4 accumulator valve.
1d
4TH BD
PRIMARY ACCUM
3-4 ACCUMULATOR
1-2 ACCUMULATOR
21
#1
FWD ACCUMULATOR
72
Figure 69
72A

(Valves Shown in Second Gear Position)
1-2 SHIFT SOL OFF 2-3 SHIFT SOL OFF 2ND CLUTCH 2ND SPRAG REVERSE CLUTCH 3RD CLUTCH 4TH BAND FORWARD FORWARD SPRAG CLUTCH HOLDING APPLIED COAST CLUTCH LOW/REV. BAND LOW ROLLER OVERRUN

(Valves Shown in Second Gear Position)
2ND CLUTCH ASSEMBLY
3RD CLUTCH ASSEMBLY
APPLIED HOLDING
1c
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:
1 3RD CLUTCH RELEASES 1a 2-3 Shift Solenoid (SS) Valve De-energized:
ORIFICED 3RD CL
2ND CL
3RD CL
FORWARD CLUTCH
3RD CL
CONV RELEASE
TFP SWITCH
TO COOLER CONV APPLY REG APPLY TCC CONTROL
EX EX
LINE (From Pump)
EX
1b 2-3 Shift Valve:
FWD CL
35
EX
2-3 solenoid fluid exhausts through the 2-3 SS valve and allows the 2-3 shift valve to move to the downshifted position. 2-3 shift valve spring force moves the 2-3 shift valve to the downshifted position. This opens the 3rd clutch circuit to an orificed exhaust.
1c 3rd Clutch Assembly:
3RD CL EX
1d
DRIVE
CONV CL CONTROL
TCC FD LIMIT
3RD CL
TCC SOL
1 2 3D NR
P
DRIVE REV
EX
EX
PRN
11
ACT FD LMT
EX
3rd clutch fluid exhausts into the orificed 3rd clutch circuit allowing spring force to move the valve to the downshifted position. This allows 3rd clutch fluid to make a quick exhaust at the valve.
1e #11 Ball Check Valve:
EX
EX
DRIVE
LINE
2b
40
2-3 ACCUM VALVE
FWD CL
TRQ SIG
EX
10
EX LOW
D21
LINE
FWD CL SEC 2-3 ACCUM
ACT FD
DRIVE
1a
D21Y
43 8
EX 3RD CL
33
38
#5
DRIVE
1 18
EX EX
2-3 SHIFT VALVE

EX
PRIM ACC
Orificed 3rd clutch fluid in the 2-3 accumulator also exhausts past the #11 ball check valve and into the 3rd clutch circuit. With 3rd clutch fluid exhausting, 2-3 accumulator fluid fills the 2-3 accumulator. 2-3 accumulator fluid pressure and spring force move the 2-3 accumulator piston to a Second gear position.
2ND CL
FILTER (917)
3RD CL 2-3 SHIFT SOLENOID OFF
EX EX
30
DRIVE
1b
3RD CL
LINE
3RD CL
2-3 SOL
42
#11
3 31
16
FILT ACT FD
15
LOW FD
ORIFICED 3RD CL
1-2 SOL
1-2 SOLENOID
4 BD FD 4TH BD
The 2-3 accumulator fluid circuit is supplied by secondary 2-3 accumulator fluid through orifice #32 opposite the #10 ball check valve. The 2-3 accumulator valve regulates line fluid into the secondary 2-3 accumulator circuit.
#10
32
36
2a
EX
1-2 SHIFT VALVE
REV
EX
2-3 ACCUM
2-3 ACCUMULATOR
2ND CL
Note: Remember that the pressure control (PC) solenoid valve controls torque signal fluid pressure in relation to throttle position and other PCM input signals. Torque signal fluid pressure helps control line pressure by acting on the pressure regulator boost valve, thereby increasing line pressure with increased throttle position. Also, torque signal fluid pressure helps regulate line fluid into secondary 2-3 accumulator pressure at the 2-3 accumulator valve.
2ND CL
FWD CL
2ND CL LOW & REV BAND REDUCE REVERSE ACCUMULATOR
#2
14
1-2 ACCUM
REV CL
1-2 ACCUMULATOR
21
#1
FWD ACCUMULATOR
PRIMARY ACCUM
72B
EX
LOW & REV BD APPLY
2-3 SOL
EX
PRN
2b 2-3 Accumulator Valve:
1e
LOW FEED
DRIVE
EX
1-2 SOLENOID
Orificed 3rd clutch fluid unseats the #11 ball check valve and flows into the 3rd clutch circuit to the 2-3 shift valve where it exhausts.
EX
ACT FD
ACT FD
LOW
#8
3-4 SHIFT VALVE

D321
4 BD FD D21Y CST CL FD
1d 3rd Clutch Exhaust Valve:
EX
EX
28
FILTER (338)
3RD CL
LINE(From Pump)
REV
EX
LINE
PRND43
3rd clutch fluid exhausts from the 3rd clutch piston, allowing the 3rd clutch plates to release. This changes the power flow through the transmission gear sets from a Third gear to a Second gear ratio.
2ND CL
MANUAL VALVE
D321 DRIVE
PRND4
LOW D21
REV
Figure 70
73
DRIVE RANGE MANUAL THIRD

(from Overdrive Range Fourth Gear)
6 POWER TO TORQUE CONVERTER (1) FOR ENGINE BRAKING 7 2ND CLUTCH APPLIED 8 2ND SPRAG CLUTCH ASSEMBLY (517) *OVERRUNNING 2 3RD CLUTCH APPLIED 4 FORWARD CLUTCH SPRAG ASSEMBLY (716) **HOLDING 3 FORWARD CLUTCH APPLIED 5 COAST CLUTCH APPLIED LOW ROLLER CLUTCH ASSEMBLY (830) OVERRUNNING 1 POWER FROM WHEELS
1-2 SHIFT SOL OFF

2-3 SHIFT SOL ON 2ND CLUTCH 2ND SPRAG REVERSE CLUTCH 3RD CLUTCH APPLIED 4TH BAND FORWARD FORWARD SPRAG CLUTCH COAST CLUTCH LOW/REV. BAND LOW ROLLER OVERRUN
APPLIED OVERRUN
HOLDING APPLIED APPLIED
Drive Range Manual Third (3) is available to the driver when vehicle operating conditions make it desirable to use only three gear ratios. These conditions include city driving [where speeds are generally below 72 km/h (45 mph)], towing a trailer, or driving in hilly terrain. Manual Third also provides for engine compression braking when descending slight grades and can be used to retain Third gear when ascending slight grades for additional engine performance. Manual Third is also referred to as Drive Range because it has a 1:1 direct drive gear ratio available through the transmission gear sets. In Manual Third, the transmission can upshift and downshift between First, Second and Third gears in the same manner as Overdrive Range. However, the transmission is prevented from shifting into Fourth gear while operating in this gear selector position. If the transmission is in Overdrive Range Fourth gear when Manual Third is selected, the transmission will shift immediately into Third gear. The acceleration power flow for Manual Third is identical to Overdrive Range Third gear with the exception that the coast clutch is applied to provide engine braking when the throttle is released. Therefore, in the following text, we will discuss and illustrate deceleration (engine braking). You will note that the power flow is backwards from the power flow in Overdrive Range Third gear, with power coming from the wheels and going to the torque converter.
The manual shaft (16) ,detent lever (17) and manual valve (916) are moved into the 3 range position Manual Third. 1 Power from the Wheels Power from the wheels is transferred back through the transmission from the final drive differential assembly (100119) to the input shaft and 3rd clutch housing (604). Each of the component's function and rotation direction is the same as during acceleration (compare Figures 63 and 71). 2 3rd Clutch Applied The 3rd clutch plates (610-613) are applied and connect the input shaft and 3rd clutch housing assembly (604) to the forward and coast clutch housing (801) through the 3rd clutch hub (617), the reaction carrier assembly (623), and the reaction carrier shell (633). 3 Forward Clutch Applied The forward clutch applies and links the forward sprag outer race (721) to the forward and coast clutch housing (801). 4 Forward Clutch Sprag Holding During deceleration, the input torque from the wheels to the gear sets attempts to rotate the input internal gear flange (725) faster than the forward sprag outer race (721). This condition would cause the sprag elements to overrun and allow the vehicle to coast freely. The coast clutch prevents this condition from occurring by directing torque through the coast clutch hub (719) to the gear sets and providing engine compression braking. 5 Coast Clutch Applied The coast clutch plates (812-814) are applied and connect the forward and coast clutch housing (801) to the coast clutch hub (719). The input internal gear/input internal gear flange (708/ 725) is splined to the coast clutch hub (719). This prevents the forward clutch sprag from overrunning and creates a 1:1 direct drive gear ratio through the gear sets. 6 Power to Torque Converter for Engine Braking The input shaft and 3rd clutch housing assembly (604) is connected to the turbine shaft through the drive link assembly and the drive and driven sprockets. This creates a mechanical link between the final drive differential assembly and the torque converter turbine. This allows engine compression to slow the vehicle when the throttle is released. 7 2nd Clutch Applied The 2nd clutch is applied and holds the 2nd sprag clutch outer race (516) stationary to the transmission case (6). 8 2nd Sprag Clutch Overrunning During deceleration, the input torque through the gear sets attempts to rotate the reaction sun gear and shell assembly (620) and the reverse clutch housing and race assembly (523) in a direction opposite of engine rotation. The 2nd sprag clutch elements hold the reverse clutch housing and race assembly (500), and the reaction sun gear and shell assembly (620), to prevent torque loss through the gear sets.
TRANSMISSION 2ND CASE SPRAG (6) DRIVEN CLUTCH SPROCKET ASSEMBLY SUPPORT (517) (418) *OVERRUNNING BOLTED TO CASE

INPUT CARRIER ASSEMBLY FINAL DRIVE SUN GEAR (700) SHAFT (722)
3RD CLUTCH APPLIED
2ND CLUTCH APPLIED

REACTION FORWARD CARRIER SPRAG SHELL OUTER RACE INPUT (633) (721) INTERNAL COAST GEAR INPUT CLUTCH (708) INTERNAL HUB GEAR (719) FLANGE (725)
COAST CLUTCH APPLIED
FORWARD CLUTCH SPRAG ASSEMBLY (716) **HOLDING
* OVERRUNNING ON ACCELERATION ** HOLDING ON ACCELERATION
74
Figure 71
74A

1-2 SHIFT SOL OFF 2-3 SHIFT SOL ON 2ND CLUTCH 2ND SPRAG REVERSE CLUTCH 3RD CLUTCH APPLIED 4TH BAND FORWARD FORWARD SPRAG CLUTCH COAST CLUTCH LOW/REV. BAND LOW ROLLER OVERRUN

2ND CLUTCH ASSEMBLY
3RD CLUTCH ASSEMBLY
APPLIED OVERRUN
3d
Drive Range Manual Third may be selected at any time while the vehicle is being operated in a forward gear range. However, the transmissions hydraulic system prevents the transmission from shifting into Fourth gear regardless of PCM control. When the gear selector lever is moved to Drive Range (3) from Overdrive Range D , the manual valve also moves. Changes to the hydraulic and electrical systems are as follows:
1 MANUAL VALVE
2ND CL
COAST CL
CONV RELEASE
Line pressure enters the D321 fluid circuit at the manual valve. Line pressure is blocked by the manual valve from entering the PRND4 fluid circuit. This opens PRND4 fluid to an exhaust port at the manual valve.
2 4TH BAND RELEASES 2a 1-2 Shift Solenoid (SS) Valve De-energized:
3RD CL EX
3RD CL
FORWARD CLUTCH
3RD CL
TFP SWITCH
TCC CONTROL
ORIFICED 3RD CL
EX
2b 1-2 Shift Valve:
FWD CL
EX
35
EX
EX
LINE (From Pump)
1-2 solenoid fluid exhausts through the 1-2 SS valve and allows the 3-4 shift valve to move to the downshifted position. The 1-2 shift valve remains in the upshifted position due to 2-3 solenoid fluid pressure and 1-2 shift valve spring force.
2c 3-4 Shift Valve:
1 2 3D NR
P
DRIVE REV
Spring force moves the 3-4 shift valve to the downshifted position. This blocks 3rd clutch fluid at the 3-4 shift valve and opens the 4th band feed fluid circuit to exhaust into the D21Y circuit. 4th band feed fluid then passes through orifice #10 and exhausts at the 2-3 shift valve.
2d 4th Servo:
TCC FD LIMIT
3RD CL
MANUAL VALVE
D321 DRIVE
PRND43 PRND4
2ND CL
LOW D21
3b
PRN
EX
EX
LINE
1
FILTER (338) ACT FD FILTERED ACTUATOR FEED
EX
REV
EX
ACT FD LMT
LINE(From Pump)
ACT FD
D21Y CST CL FD
DRIVE
LINE
4th band fluid exhausts from the 4th servo and the 3-4 accumulator, thus releasing the 4th band and changing the power flow through the transmission to a Third gear ratio.
3 COAST CLUTCH APPLIES 3a 3-4 Shift Valve:
EX
EX
28
3RD CL
#9
40

EX
LOW
3a
2c
#8
19
3-4 SHIFT VALVE

11
EX 3RD CL
38
D21 D21Y EX LOW
D21
DRIVE
TRQ SIG
EX
LINE
FWD CL SEC 2-3 ACCUM
ACT FD
FWD CL
D321 fluid is routed from the manual valve and passes through the 3-4 shift valve into the coast clutch feed circuit. D321 also assists spring force in keeping the 3-4 shift valve in the Third gear position. This hydraulically prevents the transmission from shifting into fourth gear.
EX
TORQ SIGNAL
D321
2-3 ACCUM VALVE

33
FILTER (917)
#5
DRIVE
1 18
EX
4 BD FD
43 8
C CL FEED COAST CL
10
EX EX
2-3 SHIFT VALVE

EX 4TH BAND FEED
2-3 SOL
3c 2-3 Shift Valve:

PRIM ACC
EX EX
Coast clutch feed fluid seats the #9 ball check valve and is forced through orifice #7 to help control coast clutch apply. Coast clutch feed fluid passes through the 2-3 shift valve into the coast clutch circuit.
2ND CL

30
DRIVE
3c
3RD CL
LINE
3RD CL
2-3 SOL
42
#11
3 31
16
FILT ACT FD
15
LOW FD
1-2 SOL
EX
2a
#10
32
4 BD FD
LOW FD
Coast clutch fluid is directed to the coast clutch piston to apply the coast clutch plates.
4 SHIFT ACCUMULATION Same as 4-3 Downshift
DRIVE
3d Coast Clutch Applies:
ORIFICED 3RD CL
1-2 SOLENOID
2b
PRN
36
1-2 SHIFT VALVE
In Manual Third Third Gear, the TCC will release if Manual Third was selected while the vehicle was operating in Overdrive Range Fourth Gear with the TCC applied. However, under normal operating conditions, the converter clutch will re-apply in Manual Third Third Gear. Refer to pages 70A and 70B for descriptions of TCC release and apply. In the manual gear ranges, the PCM output signal to the pressure control (PC) solenoid valve increases torque signal fluid pressure further for the added torque requirements during engine compression braking or increased engine load. Torque signal fluid acts on the pressure regulator boost valve to increase line pressure according to vehicle operating conditions.
REV
EX
EX
2-3 ACCUM
2-3 ACCUMULATOR
2ND CL 4TH BAND

13
2ND CL
EX
LOW & REV BD APPLY
4TH BAND
#2
4TH SERVO
1-2 ACCUM
REV CL
#3
2ND CL
3-4 ACC
14
2d
4TH BD
PRIMARY ACCUM
3-4 ACCUMULATOR
1-2 ACCUMULATOR
21
#1
FWD ACCUMULATOR
74B
EX
1-2 SOL
COAST CL
CONV CL CONTROL
TCC SOL
EX
DRIVE
REV
Figure 72
75
DRIVE RANGE MANUAL SECOND

(from Drive Range Manual Third)
6 POWER TO TORQUE CONVERTER (1) FOR ENGINE BRAKING 2ND CLUTCH APPLIED 2ND SPRAG CLUTCH ASSEMBLY (517) *HOLDING 5 4TH BAND (523) APPLIED 3 FORWARD CLUTCH SPRAG ASSEMBLY (716) *HOLDING 2 FORWARD CLUTCH APPLIED 4 COAST CLUTCH APPLIED LOW ROLLER CLUTCH ASSEMBLY (830) OVERRUNNING 1 POWER FROM WHEELS

1-2 SHIFT SOL OFF 2-3 SHIFT SOL OFF 2ND CLUTCH 2ND SPRAG REVERSE CLUTCH 3RD CLUTCH 4TH BAND FORWARD FORWARD SPRAG CLUTCH COAST CLUTCH LOW/REV. BAND LOW ROLLER OVERRUN
APPLIED HOLDING
APPLIED HOLDING APPLIED APPLIED
Drive Range Manual Second (2) is available to the driver when vehicle operating conditions make it desirable to use only two gear ratios. These conditions include descending a steep grade when engine compression braking is need, or to retain Second gear when ascending a steep grade for additional engine performance. In Manual Second, the transmission can upshift and downshift between First and Second gear but is prevented from shifting into Third and Fourth gear. If the transmission is in Third or Fourth gear when Manual Second is selected, the transmission will shift immediately into Second gear. The acceleration power flow for Manual Second is identical to Overdrive Range Second gear with the exception that the 4th band and the coast clutch are applied to provide engine braking when the throttle is released. Therefore, in the following text, we will discuss and illustrate deceleration (engine braking). You will note that the power flow is backwards from the power flow in Overdrive Range Second gear, with power coming from the wheels and going to the torque converter.
The manual shaft (16), detent lever (17) and manual valve (916) are moved into the 2 gear position Manual Second. 1 Power from the Wheels Power from the wheels is transferred back through the transmission from the final drive differential assembly (100119) to the input shaft and 3rd clutch housing (604). Each of the component's function and rotation direction is the same as during acceleration (compare Figures 61 and 73). Forward Clutch Applied The forward clutch plates are applied and connect the reaction carrier assembly (623) to the forward and coast clutch housing (801) through the reaction carrier shell (633). The forward sprag outer race (721) is also linked to the forward and coast clutch housing. Forward Clutch Sprag Holding During deceleration, the input torque from the wheels to the gear sets attempts to rotate the input internal gear flange (725) faster than the forward sprag outer race (721). This condition would cause the sprag elements to overrun and allow the vehicle to coast freely. The coast clutch prevents this condition from occurring by directing torque through the coast clutch hub (719) to the gear sets and providing engine compression braking. Coast Clutch Applied The coast clutch plates (812-814) are applied and connect the forward and coast clutch housing (801) to the coast clutch hub (719). The coast clutch hub (719) is splined to the input internal gear/input internal gear flange (708/725). This prevents the forward clutch sprag from overrunning and forces the input carrier pinion gears to drive the input shaft and 3rd clutch housing assembly (604) through the input sun gear (631). 4th Band Applied During deceleration, input torque from the wheels attempts to drive the reaction sun gear and shell assembly (620) in the same direction as engine rotation. This condition would allow the 2nd sprag clutch and the reaction sun gear and shell assembly (620) to freewheel, resulting in a loss of torque through the gear sets. Therefore, the 4th band (523) is applied and holds the reverse clutch housing and race assembly (500) stationary. The reverse clutch housing is tanged to the reaction sun gear and shell assembly (620) and prevents the reaction sun gear from freewheeling. This forces the reaction carrier assembly (623) to rotate around the stationary reaction sun gear, resulting in a 1.63:1 gear ratio through the gear sets. Power to Torque Converter for Engine Braking The input shaft and 3rd clutch housing assembly (604) is connected to the turbine shaft through the drive link assembly and the drive and driven sprockets. This creates a mechanical link between the final drive differential assembly and the torque converter turbine. This allows engine compression to slow the vehicle when the throttle is released.
REACTION SUN GEAR AND SHELL ASSEMBLY REVERSE CLUTCH (620) HOUSING HELD AND RACE INPUT SHAFT AND TRANSMISSION 3RD CLUTCH ASSEMBLY CASE 2ND HOUSING (500) (6) SPRAG 4TH (604) HELD DRIVEN CLUTCH BAND SPROCKET ASSEMBLY (523) SUPPORT (517) APPLIED (418) *HOLDING BOLTED TO CASE
REACTION INTERNAL GEAR (708) INPUT SUN GEAR (631)
2ND CLUTCH APPLIED
4TH SERVO ASSEMBLY (527-531) APPLIED
FORWARD SPRAG OUTER RACE INPUT (721) INTERNAL COAST GEAR INPUT CLUTCH (708) INTERNAL HUB GEAR (719) FLANGE (725)
FORWARD AND COAST CLUTCH HOUSING COAST (801) CLUTCH APPLIED
FORWARD CLUTCH SPRAG ASSEMBLY (716) *HOLDING
* HOLDING ON ACCELERATION
76
Figure 73
76A

1-2 SHIFT SOL OFF 2-3 SHIFT SOL OFF 2ND CLUTCH 2ND SPRAG REVERSE CLUTCH 3RD CLUTCH 4TH BAND FORWARD FORWARD SPRAG CLUTCH COAST CLUTCH LOW/REV. BAND LOW ROLLER OVERRUN

2ND CLUTCH ASSEMBLY
3RD CLUTCH ASSEMBLY
APPLIED HOLDING
4a
2ND CL
1 MANUAL VALVE
CONV RELEASE
TCC CONTROL
3RD CL EX
DRIVE
ORIFICED 3RD CL
FWD CL
The 2-3 SS valve is de-energized and 2-3 solenoid fluid exhausts allowing the 2-3 shift valve to return to the downshifted position.
2b 2-3 Shift Valve:
EX
EX
35
EX
EX
LINE (From Pump)
TCC FD LIMIT
3RD CL
D21 fluid is routed from the manual valve and passes through the 2-3 shift valve and orifice #10 into the D21Y circuit.
2c 3-4 Shift Valve:
2ND CL
1 2 3D NR
P
DRIVE REV
D321
DRIVE
PRND43
PRND4
LOW D21
PRN
EX
2d 1-2 Shift Valve:
EX
EX
4th band feed fluid passes through the 1-2 shift valve into the 4th band fluid circuit.
2e 4th Servo:
EX
LINE
1
EX
ACT FD LMT
28
REV
D21Y fluid passes through the 3-4 shift valve into the 4th band feed fluid circuit.
MANUAL VALVE
EX
LINE(From Pump)
3RD CL
LOW
ACT FD
D21Y
40
3RD CL
FWD CL
D21
DRIVE
EX
TRQ SIG
D21
10
EX LOW
Note: Figure 74 is shown in Second gear with the 2-3 SS valve de-energized. However, if vehicle operating conditions are such that the PCM signals a Third or Fourth gear state, the 2-3 solenoid will be energized. Thus a downshift will not occur until the vehicle speed is low enough.
3 COAST CLUTCH APPLY 3a 2-3 Shift Valve:
EX
4th band fluid pressure passes through a feed hole in the 4th servo pin and acts on the servo piston to move the servo pin and apply the 4th band.
EX
2-3 ACCUM VALVE
33 38
DRIVE
2c
CST CL FD
D21Y
#9
LINE
#8
11
19
3-4 SHIFT VALVE

D321
FILTER (917)
LINE
ACT FD
FWD CL
SEC 2-3 ACCUM
#5
DRIVE
1 18
EX
3RD CL
4 BD FD C CL FEED COAST CL
2b
43 8
EX
EX EX
2-3 SHIFT VALVE
EX EX
30
3RD CL
LINE
3RD CL
2a
2-3 SOL
DRIVE
16
PRIM ACC
4 3RD CLUTCH RELEASES 4a 3rd Clutch Assembly:
42
#11
3 31
FILT ACT FD
15
LOW FD
3rd clutch fluid exhausts from the 3rd clutch piston, allowing the 3rd clutch plates to release. This changes the power flow through the transmission gear sets from a Third gear to a Second gear ratio.
4b 3rd Clutch Exhaust Valve:
ORIFICED 3RD CL
1-2 SOLENOID
2ND CL
1-2 SOL
4 BD FD
EX
2d
#10
32
36
1-2 SHIFT VALVE

2
3rd clutch fluid exhausts into the orificed 3rd clutch circuit allowing spring force to move the valve to the downshifted position. This allows 3rd clutch fluid to make a quick exhaust at the valve.
REV
EX
EX
2-3 ACCUM
2-3 ACCUMULATOR
2ND CL 4TH BAND

13
2ND CL
EX
LOW & REV BD APPLY
4TH BAND
5 SHIFT ACCUMULATION Same as 3-2 Downshift page 72B, and Overdrive Range Fourth Gear page 68B
In Drive Range Manual Second, the TCC will release if the vehicle was operating in Third or Fourth Gear with the TCC applied. While operating the vehicle in Drive Range Manual Second, the torque converter clutch will not re-apply.
2ND CL
Orificed 3rd clutch fluid unseats the #11 ball check valve and flows into the 3rd clutch circuit to the 2-3 shift valve where it exhausts.
#2
4TH SERVO
1-2 ACCUM
REV CL
#3
3-4 ACC
14
2e
4TH BD
PRIMARY ACCUM
3-4 ACCUMULATOR
1-2 ACCUMULATOR
21
#1
FWD ACCUMULATOR
76B
2-3 SOL
LOW FD
PRN
4c
DRIVE
4TH BAND FEED
D21 fluid passes through orifice #9 and the 2-3 shift valve into the coast clutch circuit to replace coast clutch feed fluid and keep the coast clutch applied.
EX
3a
EX
1-2 SOL
COAST CL
CONV CL CONTROL
TCC SOL
REV
2 4TH BAND APPLIES 2a 2-3 Shift Solenoid (SS) Valve:
4b
Line pressure enters the D21 fluid circuit at the manual valve. Line pressure is blocked by the manual valve from entering the PRND43 fluid circuit. This opens PRND43 fluid to an exhaust port at the manual valve.
3RD CL
Drive Range Manual Second may be selected at any time while the vehicle is being operated in a forward gear range. However, the transmissions hydraulic system prevents the transmission from shifting above Second gear regardless of PCM control. When the gear selector lever is moved to Manual Second (2) from Drive Range Manual Third, the manual valve also moves. Changes to the hydraulic and electrical systems are as follows:
COAST CL
FORWARD CLUTCH
3RD CL
TFP SWITCH
Figure 74
77
DRIVE RANGE MANUAL FIRST

(from Drive Range Manual Second)
6 POWER TO TORQUE CONVERTER (1) FOR ENGINE BRAKING INPUT INTERNAL GEAR (708) HELD 4 FORWARD CLUTCH SPRAG ASSEMBLY (716) *HOLDING 3 FORWARD CLUTCH APPLIED 5 COAST CLUTCH APPLIED 2 LOW/REVERSE LOW ROLLER CLUTCH BAND ASSEMBLY (830) APPLIED *HOLDING 1 POWER FROM WHEELS
1-2 SHIFT SOL ON

2-3 SHIFT SOL OFF 2ND CLUTCH 2ND SPRAG REVERSE CLUTCH 3RD CLUTCH 4TH BAND FORWARD FORWARD SPRAG CLUTCH COAST CLUTCH LOW/REV. BAND LOW ROLLER
HOLDING APPLIED APPLIED APPLIED HOLDING
Drive Range Manual First (1) is available to the driver when vehicle operating conditions require maximum engine compression braking for slowing the vehicle, or maximum engine torque transfer to the wheels in a forward gear range. These conditions include descending a steep grade to provide maximum engine compression braking and, to retain First gear when ascending a steep grade or pulling a heavy load for maximum engine power. While operating in Manual First range the transmission can upshift into second gear at 61 km/h (38 mph), and third gear at 113 km/h (70 mph) and each range has engine braking. If the transmission is operating in any other forward gear range when Manual First is selected, the transmission will not shift into First gear until vehicle speed slows to approximately 56 km/h (35 mph). Power flow during acceleration is the same as Overdrive Range First Gear with the exception that the coast clutch is applied. Therefore we will look at power flow during deceleration (engine compression braking).
The manual shaft (16), detent lever (17) and manual valve (916) are moved into the 1 range position Manual First.
1
INPUT CARRIER ASSEMBLY FINAL DRIVE SUN GEAR (700) SHAFT (722)
Power from the Wheels
Power from the wheels is transferred back through the transmission from the final drive differential assembly (100119) to the input shaft and 3rd clutch housing (604). Each of the component's function and rotation direction is the same as during acceleration (compare Figures 59 and 75).
2 Low/Reverse Band Applied
The low/reverse band (13) is applied and prevents the forward and coast clutch housing (801) from rotating.
3 Forward Clutch Applied
The forward clutch applies and links the forward sprag outer race (721) to the forward and coast clutch housing (801).
4 Forward Clutch Sprag Holding
During deceleration, the input torque from the wheels to the gear sets attempts to rotate the input internal gear flange (725) faster than the forward sprag outer race (721). This condition would cause the sprag elements to overrun and allow the vehicle to coast freely. The coast clutch prevents this condition from occurring.
Coast Clutch Applied
FORWARD SPRAG INPUT OUTER RACE INTERNAL (721) COAST GEAR INPUT HELD CLUTCH (708) INTERNAL HUB HELD GEAR (719) FLANGE HELD (725) HELD
LOW ROLLER CLUTCH ASSEMBLY LOW/REVERSE (830) FORWARD BAND *HOLDING AND COAST (13) CLUTCH APPLIED HOUSING (801) HELD
The coast clutch plates (812-814) are applied and connect the forward and coast clutch housing (801) to the coast clutch hub (719). The coast clutch hub (719) is splined to the input internal gear flange (725) and holds, or drives the input internal gear (708) depending on gear range and direction of power flow. This directs torque from the input carrier pinion gears through input sun gear (631) to the input shaft and 3rd clutch housing assembly (604).
6
Power to Torque Converter for Engine Braking
FORWARD CLUTCH SPRAG ASSEMBLY (716) *HOLDING
COAST CLUTCH APPLIED
The input shaft and 3rd clutch housing assembly (604) is connected to the turbine shaft through the drive link assembly and the drive and driven sprockets. This creates a mechanical link between the final drive differential assembly and the torque converter turbine. This allows engine compression to slow the vehicle when the throttle is released.
* HOLDING ON ACCELERATION
When selecting manual first range to slow the vehicle, the speed of the vehicle provides input through the transmission and attempts to overrun engine speed (RPM). However, engine compression braking slows the vehicle down when the low/ reverse band and the coast clutch are applied, resulting in a 2.96:1 gear ratio through the gear sets.
78
Figure 75
78A

1-2 SHIFT SOL ON 2-3 SHIFT SOL OFF 2ND CLUTCH 2ND SPRAG REVERSE CLUTCH 3RD CLUTCH 4TH BAND FORWARD FORWARD SPRAG CLUTCH COAST CLUTCH LOW/REV. BAND LOW ROLLER

2ND CLUTCH ASSEMBLY FORWARD AND COAST CLUTCH ASSEMBLY
Drive Range Manual First (1) may be selected at any time while the vehicle is being operated in a forward gear range. However, the transmission will not downshift into First gear until vehicle speed is below approximately 56 km/h (35 mph). At higher speeds, the PCM will keep the 1-2 shift solenoid (SS) valve de-energized and the transmission will operate in a Manual First Second or Third Gear condition until vehicle speed slows sufficiently. When the gear selector lever is moved to Manual First (1) from Manual Second (2), the manual valve also moves. With vehicle speed low enough, the following changes occur to the hydraulic and electrical systems:
1 MANUAL VALVE
2ND CL
FORWARD CLUTCH
COAST CL
TFP SWITCH
Line pressure enters the low fluid circuit at the manual valve.
2 LOW/REVERSE BAND APPLIES 2a 1-2 Shift Solenoid (SS) Valve:
4a
DRIVE LINE (From Pump) REV
1 2 3D NR
P
DRIVE REV
Low fluid from the manual valve unseats the #8 ball check valve allowing fluid to continue through the low circuit.
2ND CL LOW D21
D321
DRIVE
Low fluid passes through the 2-3 shift valve and enters the low feed circuit.
2d 1-2 Shift Valve:
PRND43
PRND4
2c 2-3 Shift Valve:
MANUAL VALVE
PRN
EX
EX
LINE
1
EX
ACT FD LMT
ACT FD
2e #6 Ball Check Valve:
CST CL FD
Low feed fluid is routed through orifice #4 and the 1-2 shift valve into the low & reverse band reduce circuit. Low & reverse band reduce fluid seats the #6 ball check valve against the low & reverse band apply circuit allowing fluid and enters the reverse band circuit.
EX
EX
28
LINE(From Pump) LOW D21Y
REV
EX
40
DRIVE

EX
#8
19
LINE
2b
11
#9
3-4 SHIFT VALVE

D321
1-2 SOL
EX 3RD CL
D21 D21Y EX LOW
D21
DRIVE
EX
ACT FD
FWD CL
FWD CL
Reverse band fluid pressure enters the low/reverse servo and acts on the servo piston to move the servo pin and apply the low/reverse band.
3 4TH BAND RELEASES 3a 4th Servo:
TRQ SIG
2f Low/Reverse Servo:
EX EX

43 8
4 BD FD C CL FEED COAST CL
10
EX EX
3RD CL
LINE
#5
DRIVE
1 18
3b 1-2 Shift Valve:
DRIVE
2-3 SOL
13
4th band fluid passes through the 1-2 shift valve and exhausts through orifice #2. 4th band feed fluid passes through the 3-4 shift valve and orifice #11 to the 2-3 shift valve where it exhausts.
2ND CL
16
4TH SERVO
5b
#3
3-4 ACC
FILT ACT FD
15
LOW FD
1-2 SOLENOID
1-2 SOL
4b 1-2 Shift Valve:
2ND CL REVERSE ACCUMULATOR

REV CL
2nd clutch fluid exhausts through the 1-2 shift valve.

PRIMARY ACCUM
4TH BAND
FWD CL
4TH BAND
1-2 accumulator fluid fills the 1-2 accumulator when 2nd clutch fluid exhausts.
5b 3-4 Accumulator:
#2
2ND CL
14
1-2 ACCUM
3b
20
REV CL
LOW & REV BD APPLY LOW & REV BAND REDUCE
#6
5a
EX
REV
EX
EX
2nd clutch fluid exhausts from the 2nd clutch piston and the 1-2 accumulator, allowing the 2nd clutch plates to release. This changes the power flow through the transmission gear sets from a Second gear to a First gear ratio.
EX
2a 3a
4TH BD
4 BD FD
2d
36
1-2 SHIFT VALVE
3-4 ACCUMULATOR 2ND CL
2-3 SOL
LOW FD
PRN
4 2ND CLUTCH RELEASES 4a 2nd Clutch Assembly:
4b
DRIVE
3-4 accumulator fluid fills the 3-4 accumulator when 4th band fluid exhausts. As in Manual Third and Manual Second, the PCM output signal to the pressure control (PC) solenoid valve increases torque signal fluid pressure further for the added torque requirements during engine compression braking or maximum engine torque transfer.
1-2 ACCUMULATOR
21
#1
FWD ACCUMULATOR
2e
REV BAND
LOW/REVERSE SERVO
78B
EX
4TH BAND FEED
4th band fluid exhausts from the 4th servo piston and the 3-4 accumulator, thus releasing the 4th band.
PRIM ACC
42
2-3 SHIFT VALVE

EX
2c
EX
2f
COAST CL
The normally open 1-2 SS valve is energized the PCM and blocks 1-2 solenoid fluid from exhausting. 1-2 solenoid fluid pressure moves the 1-2 shift valve to the downshifted position.
FWD CL
Figure 76
79
OPERATING CONDITIONS
RANGE REFERENCE CHART
1 RANGE GEAR 1-2 SHIFT SOL ON ON ON ON OFF OFF ON ON OFF OFF ON OFF OFF ON OFF OFF 2-3 SHIFT SOL OFF OFF OFF OFF OFF ON ON OFF OFF ON OFF OFF ON OFF OFF ON APPLIED APPLIED HOLDING OVERRUNNING APPLIED APPLIED APPLIED APPLIED HOLDING OVERRUNNING APPLIED APPLIED APPLIED APPLIED HOLDING OVERRUNNING APPLIED APPLIED APPLIED APPLIED HOLDING OVERRUNNING APPLIED APPLIED APPLIED HOLDING HOLDING HOLDING OVERRUNNING HOLDING HOLDING HOLDING HOLDING HOLDING HOLDING HOLDING HOLDING HOLDING APPLIED APPLIED APPLIED APPLIED APPLIED APPLIED APPLIED APPLIED APPLIED APPLIED APPLIED APPLIED APPLIED APPLIED APPLIED APPLIED APPLIED APPLIED APPLIED APPLIED APPLIED APPLIED APPLIED APPLIED 2ND CLUTCH 2 2ND SPRAG 3 REVERSE CLUTCH 4 3RD CLUTCH 5 4TH BAND 6 FORWARD SPRAG 7 FORWARD CLUTCH 8 COAST CLUTCH 9 LOW/REV. BAND APPLIED APPLIED APPLIED APPLIED HOLDING OVERRUNNING OVERRUNNING OVERRUNNING HOLDING OVERRUNNING OVERRUNNING HOLDING OVERRUNNING OVERRUNNING HOLDING OVERRUNNING OVERRUNNING 10 LOW ROLLER
PARK REV NEU
N R N 1 2
D 3 4 1 3 2 3 1 2 2 3* 1 1 2* 3*
ON = SOLENOID ENERGIZED OFF = SOLENOID DE-ENERGIZED @ THE SOLENOIDS STATE FOLLOWS A SHIFT PATTERN WHICH DEPENDS UPON VEHICLE SPEED AND THROTTLE POSITION. IT DOES NOT DEPEND UPON THE SELECTED GEAR. * THESE GEARS ARE NOT NORMAL BUT AVAILABLE UNDER SEVERE CONDITIONS. EXPECTED OPERATING CONDITION IF COMPONENT IN COLUMN NUMBER IS INOPERATIVE: COLUMN # 1 2 3 4 5 6 7 8 9 10 CONDITION NO 2ND GEAR IN D OR D3 RANGE. NO 2ND GEAR IN D OR D3 RANGE. NO REVERSE GEAR ALL DRIVE RANGES OK. NO 3RD OR 4TH GEAR. NO 4TH GEAR OR MANUAL 2ND ENGINE BRAKING. NO DRIVE IN D OR D3 RANGE. MAY SLIP IN MANUAL RANGES UNDER MODERATE TO HEAVY ACCELERATION. NO DRIVE IN D OR D3 RANGE. MAY SLIP IN MANUAL RANGES UNDER MODERATE TO HEAVY ACCELERATION. NO ENGINE BRAKING IN MANUAL 1ST, MANUAL 2ND, MANUAL 3RD. NO REVERSE NO ENGINE BRAKING IN MANUAL 1ST OR MANUAL 2ND - 1ST GEAR. SLIPS IN 1ST GEAR UNDER MODERATE TO HEAVY ACCELERATION.
SHIFT SOLENOID VALVE ELECTRICAL CONDITIONS If the PCM detects a continuous open or short to ground in the shift solenoid or shift solenoid circuits the following actions occur: 1-2 The PCM illuminates the malfunction indicator lamp (MIL). DTC The PCM commands maximum line pressure. P1842 The PCM inhibits 3-2 downshifts above 50 km/h (31 mph). The PCM freezes transmission adapt functions. The PCM stores DTC P1842 in PCM history. 2-3 DTC P1845 The PCM illuminates the malfunction indicator lamp (MIL). The PCM commands an immediate landing to 2nd gear. The PCM commands maximum line pressure. The PCM inhibits TCC engagement. The PCM freezes transmission adapt functions. The PCM stores DTC P1845 in PCM history.
80
Figure 77
COMPLETE HYDRAULIC CIRCUITS

The hydraulic circuitry of the Hydra-matic 4T80-E transmission is better understood when fluid flow can be related to the specific components in which the fluid travels. In the Power Flow section, a simplified hydraulic schematic was given to show what hydraulically occurs in a specific gear range. The purpose was to isolate the hydraulics used in each gear range in order to provide the user with a basic understanding of the hydraulic system. In contrast, this section shows a complete hydraulic schematic with fluid passages active in the appropriate component for each gear range. This is accomplished using two opposing foldout pages that are separated by a half page of supporting information. The left side foldout contains the complete color coded hydraulic circuit used in that gear range along with the relative location of valves, ball check valves and orifices within specific components. A broken line is also used to separate components such as the pump, control valve body, channel plate and case to assist the user when
PASSAGE PASSAGE PASSAGE PASSAGE PASSAGE PASSAGE PASSAGE PASSAGE PASSAGE PASSAGE PASSAGE PASSAGE PASSAGE PASSAGE
PUMP PASSAGES ALL RANGES

56 56 3
following the hydraulic circuits as they pass between them. The half page of information facing this foldout lists possible conditions and component diagnostic tips. Always refer to the appropriate vehicle platform service manual when diagnosing specific concerns. The right side foldout shows a two-dimensional line drawing of the fluid passages within each component. The active fluid passages for each gear range are appropriately colored to correspond with the hydraulic schematic used for that range. The half page of information facing this foldout identifies the various fluid circuits with numbers that correspond to the circuit numbers used on the foldout page. For a more complete understanding of the different hydraulic systems used in a specific gear range, refer to the Hydraulic Control Components section and/or Power Flow section. Due to the large number of components in the 4T80-E pump circuit, they will only be shown once. All ranges are the same as shown in Figure 79.
2 2 3 2 3
56
3 56 1 1 3 1 2 3 3
3
56
SCAVENGE PUMP BODY (225) (Scavenge Pump Cover Side)
SCAVENGE PUMP COVER (237) (Scavenge Pump Body Side)
3 3 2 3
56
A IS LOCATED IN THE SCAVENGE PUMP BODY (WHITE AREA) B IS LOCATED IN THE PRIMARY PUMP BODY (WHITE AREA) C IS LOCATED IN THE SECONDARY PUMP BODY (LIGHT GREY AREA) D IS LOCATED IN THE UPPER CONTROL VALVE BODY (LIGHT BLUE AREA) E IS LOCATED ON THE SPACER PLATE (DASHED LINE) F IS LOCATED IN THE CASE COVER (LIGHT RED AREA) G IS LOCATED IN THE DRIVEN SPROCKET SUPPORT (LIGHT YELLOW AREA) H IS LOCATED IN THE CASE (WHITE AREA) I IS LOCATED IN THE FORWARD/COAST CLUTCH SUPPORT (LIGHT RED AREA) J IS LOCATED IN THE LOWER CHANNEL PLATE (LIGHT RED AREA) K IS LOCATED IN THE TRANSFER PLATE (LIGHT RED AREA) L IS LOCATED ON THE SPACER PLATE/GASKET ASSEMBLY (DASHED LINE) M IS LOCATED IN THE LOWER CONTROL VALVE BODY (LIGHT BLUE AREA) N IS LOCATED IN THE ACCUMULATOR HOUSING (LIGHT YELLOW AREA)
2 56 3 3 2 56 6 1 1 5 6 5 4 4 PRIMARY PUMP BODY (200) (Scavenge Pump Cover Side) 6
2 3 6
5
56
6 5
56
FLUID FLOW SCHEMATIC (FOLDOUT) A

PARK
FLUID FLOW THROUGH COMPONENTS (FOLDOUT) K

LUBE
B
(Engine Running)
LUBE
G
LUBE
I
SCAVENGE PUMP COVER (237) (Primary Pump Body Side)

LUBE 2
2ND CLUTCH ASSEMBLY
3RD CLUTCH ASSEMBLY
(P) Park l thethe oi r inPARK (Engine leve fromwing: ctor sure follo sele pres the Reg: the e to ith n, lincted lve(218)sure) W sitio re Va es 56 56 po p is di lator (line prion 56 56 56 pum re Regu tputnsmissp 56 56 ou 22 m
su mp e tra pu Preses pu to thWhen mand ulat rdingents. the de m fro accoirem ceeds, fluidr requut ex sure lato 56 6 outp e presre regu 22 of lin essu pr 40 the 56
11 52 4 56 56 4 56 56
56
RK g PA nnin u eR gin En
Running)
11
56 56 56 56 56 56 56 22 56 56 56 56 56 56 2 22 11 8 56 8 11 22 56 1 4 6 56
25
14
13/14
56
40
46
(338)
56
21
45 10 14 13 56 12
11
45
45 45 45
13 15 45 6
10
12
46
40 45d 22f
37
11 13a 15
34
35
12 10c 45 46a 13
27
40s
11 45 45 2 32 22 11 8 11 22 1 8 6 6 45
13 13 10 12 46 46 45 13 8 8 10 40 6 30 6 20 20 30 10 40 40 22 22 22 40 42 30 31
40
40
46
40r 40n 22
56
2 22 11 8
40 56 40
15 45 52
15
45 6
45
45
45
13
46
40 40 22 22
40
56
COAST CL
3RD CL EX
56 56 56 56 56 56 7 4 8 9 56 32 56 56
56
56
56 32
56 56 56 6 40
(343)
22
2 22e
11a
45c 45b
45a 6e
22a
42b/40m
3
56
42 31
56
46 1352 6 52 56 10
10 10 8
40
LUBE
LUBE
22 20
40
3RD CL
EX
REV CL
REV CL
11
56 56 56 1
31
56
56 56
EX
2 6a 6b
3RD CL
56 56
42
(216)
SLOT IN
31 40 56
10 8 52 56 52 20 52 52 6 22 20 30 56 6 30 52 30
52
10 22 42 20 30
32d
22b
10
29
8c 22d
11b
6a
40h
8a/10b 8d
20a
28
10a 22c
31
31
8b
CLIP POCKET
6 30
20
6b 6c
33
42a
40k 40p/42
38
CONV APPLY
11 9
30
30/6
30
31
SLOT IN GASKET
1 8a 6f 6g
23
20b 30d/31a 30b
31
32
56
11c
30a
30 40g
30
30c/31 6
COOLER
LINE
BOOST VALVE
LINE
2ND CL
4 9
24
TORQ SIGNAL
REV
37
FORWARD CLUTCH
6 7 56
GASKET
8 6
6
27 52
27
27
SLOT IN GASKET
6d
4 8/9 6
26
30
11
40 27 27
6 6
22f 22e 22d
22 56
27/6
27b
ACT FD
SECONDARY LINE
GASKET (228)
GASKET (328)
CONV RELEASE
EX
CASE COVER (33)
SPACER PLT (327)
SECONDARY PUMP
40g 40h
SCAVENGE TUBE (54)
4TH SERVO
COAST CL
40 4
40
40
42
6h
4
40f
27a
SLOT
6 4
IN GASKET
40
3 2 3 56
3 2
LUBE 2 LINE LINE
(350)
56
32c
40e 40d

(41)
ORIFICED 3RD CL
8c 8b SLOT IN GASKET
PRIMARY ACCUM
SCAVENGE OUTLET
38b
REV
LINE LINE
2ND CL
SLOT IN GASKET 38a 20 40 38c
32b
24
9
TFP SWITCH
39
32a 49a 40c
CONV APPLY
TO COOLER
UPPER SUMP
CON FD
25
26 8a
6g 6f 32d
SLOT IN GASKET
55
55 56
3RD CL
REV
LINE REV LINE
36a 36b
#8
REV CL
40b 11 33d 44c
55 5 12 13 10 56 15 45 6
56
5 5 5 2
55
15
15
(38)
5 46 40 40 56 56 56 22 2 42 #11 2 2 5 1 5
5
BALL CHECK
3-4 SHIFT VALVE
(38)
5 15
11
15
56 56
FORWARD CLUTCH
LINE
ACT FD
3RD CL
REV CL
LO
PRIMARY PUMP
23
ACT FD
SCAVENGE PUMP
6h
1-2 SOLENOID
SEC LINE
GASKET (326)
D21Y CST CL FD D321
1 2 3D NR
P
DRIVE
D321 4 BD FD
#7
32k 33e 32h

12
45
2 5 5
5 5 5 5
5 5
2 5 5 5
22
56 56
33f 32g
11a 11b 1 11c
11
56 56
56 10 8 40
6
32f
5 56
32
8 56 56 56 4
8
22 12 56 11
1
6

1
40 32
2 42 5 9 6 27 20
5 56 32
2 5 1 42
40 9 27 20 9 40
16
3
33
LINE
D321
DRIVE
EX
36 50 6k 6m 38g 34e 1 38f 34f 18 38 50a 50d
PRN
12 15
LO D21
PRND43
LINE
REV
FILTER (236)
MAIN PUMP SUCTION
MANUAL VALVE
PRND4
(3)
52
17
EX
6e
PRIMARY ACCUM
34
45c
CONV CL REG
EX
#5
D321
D21 EX EX
FILTER (917)
CONV RELEASE
11
REV CL REV REV REV PRN PRND43 COAST CL D321 3RD CL D321
D321
33 32e
1
56
56 56
20
5 30
42
42 9 27 20
9 5 1
32
40
32m 32 17
9 56 30 9
27
#10
6 32
6 56 40
(40)
5 6
9 4
56
40 1
40
1
40
33 54 1 40 5
5
49 47 40a 47a 23b
5 33 5
54 1
27 20
REG APPLY
46a 45a 45b
TCC CONTROL
EX EX
ACT FD
20b
20a 21 16 21b 24
9
DRIVE
TCC SOL
EX
50b
PRN
45
(40)
54
39
40 5
32
6 5 5
20
27
39 5 6 5
54 1 5
39
32
52 56 3 6 7 3 2 52
(216)
20
27 39 33
32
40
(8)
20
20
27 27
39 33
TCC ENABLE
EX EX
2-3 SHIFT VALVE

EX EX EX
1-2 SOL
23a
36
13 13 14 35 45d 13a 46
TCC EX ENABLE
10c

32
27
10b 8
2-3 SOLENOID
50c 35
4
LO

UPPER CONT VB (300)
10

EX
29
10a
2ND CL
35a
8d
8
28
20b 20a
53
CHANNEL PLATE (900)
52 36c
EX
COAST CL FEED
SPACER PLATE (327)
CASE COVER (33)
EX
CASE COVER (33)
GASKET (326)
53
REV BAND
GASKET (328)
CC FD LIMIT
EX
D321 D321
SEAL (44)
FORWARD CLUTCH
EX
CASE (6)
EX
CONV FEED
EX
LINE
EX
EX
EX
FILTER (338)
EX
43 52
EX
SLOT IN GASKET
21a 23 15
EX
D21 LO FEED DRIVE LO FEED EX EX LO 1-2 SOLENOID
PRN
17a 37
2 5 7 1 1 6 4 6 5 56 4 4 7
3 6 7
#6
26
20
33a
(54)
56
U
4T
H
NOTE:
56 56 56 56 56
33
34
CC
EX
PRN
1-2 SHIFT VALVE
LO & REV BD APPLY LO & REV BAND REDUCE LOW/ REVERSE SERVO
26a 37b
56
56
38b
49 38 56 24 23 17 32 56 56 26 37 33 53 56 44 27 39 44 38
56
17
49a
#6
#9 24 23 52
17
52 56 23 17 32
24b
48
6
2
RR
56
32 56
32
7

52 37 17 25 32 35 53 52
44
35
38
U
49
56
26
37
20
23b 33 17
26/33a
36
O
V
47 48 32
24a 24b
34g

V
56
17a 26a 32h/33f

12
#9
37a
56
51 40 56
43 34
37
2-3 SOLENOID
EX
34d 43a 44 52b 34a 34c 53a 39
19
2-3 SOLENOID
5 2
ACT FD LMT
22a
CL
56
32
56
56 56
56 40
43b
48b
47d
EX
EX
36d
51a
ACT FD
22b 22c
47c
34
51
48
48a
U TC H
53
53 35 43
56 56 56 56 56
37a
37b 32k/33e
2
53a 52b
39
40 56 32
56 50 56 36
27c
33g 33c 44b 33b
44a 38d
21
44
5
ACT FD
LO
39a
DRIVE
2ND CL
39 56 34 38 34
23
TORQ SIG
3RD CL
4TH BAND
2-3 ACCUM VALVE
EX
38e
44a
21
REV CL
38d

LINE
4TH BD FD 2ND CL
EX
38e
38f/34f 38g/34e
1
10
2ND CL
50
A
47 36 56 24 56 21 20 38
44
33
22
20/38
48a 32f 48b 51 49 34a 9 43a 10 53 40b 47b 35a 8 40a 50c 51a 43 53/52 11 6m 43b 32m 35 36c 50b 50d 34 36d/34g 50a 34d 19 47a 18 38 34c 38a 36b 21 16 47 38c/20 50 20a 36a 36 24a 32g
4 15
32e
47c
SLOT IN GASKET
27
E
37
O
33 26
37 32
#7
56
56
37
53 52 56 43 52 39 34 34
#4 44 33
27 #1
38
48 49 50 34 40 52 52 35 36 52 51
47 48 51 43
40
18 56 18 19
ER
RU
38
D2
51
47
6 32
40
3-
50 34 38 21 20 24 56
36
50
SI
G
N
L
PRIMARY ACCUM
2-3 ACCUMULATOR
3RD CL 3RD CL
SCAVENGE TUBE (54)
28c 29c
39 44
39 33h
40 14
23a
21b/24 21a/23
#5 33
38 23 56
47
50
#1
FORWARD CLUTCH
REV CL
REVERSE ACCUMULATOR
SLOT IN GASKET
2-3 ACCUM
LINE
6d
#4
BOTTOM SUMP
EX EX
33c 22 33b 33g 33h
32
56 6 56
32a 40c 6k
39
29
36 #8
32
56
40 56
40
29
29c
29b/27g
29a/27h
(917)
40d
32b 29
3RD CL
40m
42b 42a
LINE
SLOT IN GASKET
SLOT IN GASKET
ORIFICED 3RD CL
GASKET (326)
1-2 ACCUMULATOR FWD ACCUMULATOR
EX EX
#2
27h
27g
29a
14
4TH SERVO BORE
6
33
32 6 40
20
44
33 56 44 39 56
33d
44c
44
40e

#2 56 32c
30b
27a
40s
40f
30
40p
30c
30d
GASKET (328)
27e
30
33
32
40r
6c
42
40n
38
SPACER PLATE (327)
31
29b 28a
13 28b
27b
30a
31a
40k
42
31
3-4 ACCUMULATOR
44
56
#3
27f
27
33 39
1 20
32
6
28 20 56 27 39
56
56
28c
28a/27f
27d
28b/27e
13
28
20
#10
3RD CL
CASE COVER (33)
#11
PRIM ACCUM
44b
27d
27c 39a
20b
28
27
3RD CL
LINE
SEAL (44) CASE (6)
2ND CL 4TH BAND
33
39
27
20
(8) 40
32
#3
PRIMARY ACCUM
PRIMARY ACCUM
27c
82
Figure 80
4TH BAND PRIMARY ACCUM
Figure 81
FOLDOUT 83
J COMPLETE ILLUSTRATED PARTS LIST
HALF PAGE TEXT AND LEGEND
PRIMARY PUMP BODY (200) (Secondary Pump Body Side)
SECONDARY PUMP BODY (203) (Primary Pump Body Side)
Figure 78
FOLDOUT 81
Figure 79
81A
PARK
(Engine Running)
LUBE LUBE
LUBE

LUBE 2
2ND CLUTCH ASSEMBLY
3RD CLUTCH ASSEMBLY
COAST CL
3RD CL EX
LUBE
LUBE
3RD CL
EX
REV CL
REV CL
EX
2 6a 6b
37
3RD CL
CONV APPLY
COOLER
LINE TORQ SIGNAL

BOOST VALVE
22f
LINE
2ND CL
FORWARD CLUTCH
REV
22e 22d 40g 40h

CASE COVER (33) SPACER PLT (327) GASKET (228) GASKET (328)
ACT FD
SECONDARY PUMP
SECONDARY LINE
SCAVENGE TUBE (54)
4TH SERVO
COAST CL
CONV RELEASE
EX
32c 40e 40d

LUBE 2 LINE LINE
ORIFICED 3RD CL
8c 8b
PRIMARY ACCUM

SCAVENGE OUTLET
38b
LINE
CONV APPLY
TO COOLER
UPPER SUMP
SLOT IN GASKET
24
9
REV
LINE
2ND CL
SLOT IN GASKET
38a 20 40 38c
32b
TFP SWITCH
39
32a 49a 40c
CON FD
25
26 8a
6g 6f 32d
SLOT IN GASKET
3RD CL
REV
LINE REV LINE
36a 36b
#8
REV CL
40b 11 33d 44c
BALL CHECK
3-4 SHIFT VALVE

FORWARD CLUTCH

GASKET (326)
ACT FD
11b 1 11c
DRIVE
32g
6
32f
LINE
D321
12 15
50 6k 6m 38g 34e 1 38f 34f 18 38 50a 50d
PRN
EX
36
LOW D21
PRND43
DRIVE
LINE
REV
FILTER (236)
MAIN PUMP SUCTION
MANUAL VALVE
PRND4
17
EX
6e
PRIMARY ACCUM
34
45c
CONV CL REG
EX
#5
D321
D21 EX EX
FILTER (917)
CONV RELEASE
11

D321 3RD CL D321
D321
33 32e 32m 32 17
49 47 40a 47a 23b
REG APPLY
46a 45a 45b
TCC CONTROL
EX EX
ACT FD
20b
20a 21 16 21b 24
9
TCC ENABLE
EX EX
DRIVE
TCC SOL
EX
50b
2-3 SHIFT VALVE

EX EX EX
1-2 SOL
23a
36
13 13 14 35 45d 13a 46
TCC EX ENABLE
10c
27
10b 8
2-3 SOLENOID
50c 35
4

UPPER CONT VB (300)
10

EX
29
10a 8d
2ND CL
35a
8
28
20b 20a
53
CHANNEL PLATE (900)
52 36c
EX
SPACER PLATE (327)
CASE COVER (33)
CASE COVER (33)
EX
GASKET (326)
53
GASKET (328)
SEAL (44)
FORWARD CLUTCH
CASE (6)
CONV FEED
EX
LINE
EX
EX
EX
FILTER (338)
EX
43 52
24a 24b
34g
1-2 SHIFT VALVE
#9
37a
2-3 SOLENOID
34d 34a 34c 43a 44 52b
2-3 SOLENOID
53a 39
5 2
LOWER CONTROL VALVE BODY (903) SPACER PLATE ASSEMBLY (935)
22a
EX
ACT FD LMT
43b
48b
47d
EX
EX
36d
51a
ACT FD ACT FD
22b
19
48
LOW
39a
DRIVE
2ND CL
CHANNEL PLATE (900)
TORQ SIG
3RD CL
22c
EX
38e
38d
LINE
PRIMARY ACCUM
2-3 ACCUMULATOR
3RD CL 3RD CL
SCAVENGE TUBE (54)
44a
21
28c 29c
#1
FORWARD CLUTCH
1-2 ACCUMULATOR
REV CL
REVERSE ACCUMULATOR
2-3 ACCUM
LINE
6d
#4
BOTTOM SUMP
EX EX
33c 22 33b 33g 33h
3RD CL
40m
42b 42a
EX EX
LINE
SLOT IN GASKET
SLOT IN GASKET
ORIFICED 3RD CL
GASKET (326)
#2
FWD ACCUMULATOR
27h
27g
29a
14
30b
27a
40s
40f
30
30d
GASKET (328)
#10
3RD CL
40p
30
30c
33
32
40r
6c
42
40n
38
SPACER PLATE (327)
31
29b 28a
13 28b
27b
30a
31a
40k
31
42
3-4 ACCUMULATOR
#3
27f 27e
CASE COVER (33)
#11
PRIM ACCUM
44b
27d
3RD CL
LINE PRIMARY ACCUM
SEAL (44) CASE (6)
PRIMARY ACCUM
27c
82
Figure 80
4TH BAND
2-3 ACCUM VALVE
REV CL
4TH BD FD 2ND CL
EX
10
48a
47c
34
51
2ND CL
REV BAND
CC FD LIMIT
EX
D321 D321
EX
EX
EX
SLOT IN GASKET
EX
EX
PRN
COAST CL FEED
21a 23 15
PRN
17a 37
LOW
#6
26
20
33a
26a 37b
PRN
45
LOW
3RD CL
11a
LINE
REV CL
PRIMARY PUMP
23
ACT FD
SCAVENGE PUMP
SEC LINE
6h
1 2 3D NR
D321
#7
4 BD FD
32k 33e 32h

12
33f
PARK
(Engine Running)
The following conditions and component problems could happen in any gear range, and are only some of the possibilities recommended to diagnose hydraulic problems. Always refer to the appropriate vehicle platform service manual when diagnosing specific concerns.
HIGH OR LOW LINE PRESSURE
Pressure Regulator Valve (211), Springs (212) and Boost Valve (213)
Stuck, damaged (missing springs)
Secondary Pump Cut-off Ball (216)

Stuck or missing
Pressure Control Solenoid Valve (339)

Leak, o-rings damaged Loose connector, pins damaged Contaminated
TFP Manual Valve Position Switch (936)

Loose connector Damaged or missing o-ring
Left Scavenge Screen (51)

Clogged, broken, loose
Right Scavenge Screen (52)

Transmission Oil Filter (236)

Scavenge Tube (54)

Scavenge Tube and Screens Seal (53)

Leaking
Filter Seal (209)

Leaking
Cooler Lines
Clogged or restricted
Scavenge, Primary and Secondary Pump Assemblies (200-237)

Damaged, sticking, porosity, leaking
Oil Pump Drive Shaft (2)

Damaged
Oil Pump Driven Shaft (207)

Damaged
Transmission Case (6), Case Cover (33), Upper Control Valve Body (300), Lower Control Valve Body (903)
Porosity, leaking circuits Flatness of machined surfaces
1-2 SHIFT SOL ON 2-3 SHIFT SOL OFF
2ND CLUTCH
2ND SPRAG
REVERSE CLUTCH
3RD CLUTCH
4TH BAND
FORWARD FORWARD SPRAG CLUTCH
COAST CLUTCH
LOW ROLLER
82A
PARK
(Engine Running) PASSAGES
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40 42 43 44 45 46 47 48 49 50 51 52 53 54 55 56 LEFT SCAVENGE SUCTION RIGHT SCAVENGE SUCTION SCAVENGE OUTLET MAIN PUMP SUCTION SUMP LINE SECONDARY LINE CONVERTER FEED LUBE 2 TCC FEED LIMIT CONVERTER RELEASE CONVERTER APPLY TCC EXHAUST ENABLE ORIFICED TCC EXHAUST ENABLE TO COOLER LUBE PRN PRND4 PRND43 ACTUATOR FEED FILTERED ACTUATOR FEED TORQUE SIGNAL 1-2 SOLENOID 2-3 SOLENOID LOW & REVERSE BAND APPLY REVERSE BAND PRIMARY ACCUMULATOR 3-4 ACCUMULATOR 1-2 ACCUMULATOR SECONDARY 2-3 ACCUMULATOR 2-3 ACCUMULATOR REVERSE REVERSE CLUTCH DRIVE LOW FEED LOW LOW & REVERSE BAND REDUCE FORWARD CLUTCH 2ND CLUTCH 3RD CLUTCH ORIFICED 3RD CLUTCH 4TH BAND FEED 4TH BAND REGULATED APPLY TCC CONTROL D321 COAST CLUTCH FEED COAST CLUTCH D21 D21 Y EXHAUST ORIFICED EXHAUST DRAIN OVERFLOW VOID
COMPONENTS (
(3) (8) (40) (41) (54) (65) (216) (338) (343) (350) (917) (979)
COOLER CONNECTOR OIL DRAIN PLUG CASE COVER OIL TEST PLUG TRANSMISSION VENT ADAPTER SCAVENGE TUBE BALL CHECK VALVES, #1, 2, 3, 4, 5, 7, 8, 9, 10 & 11 SECONDARY PUMP CUT-OFF BALL PRESSURE CONTROL SOLENOID FILTER AND SEAL ORIFICED CUP PLUG TEMPERATURE SENSOR SOLENOID SCREEN ASSEMBLY BALL (0.375 DIAMETER) #6
82B
PARK
(Engine Running)
56
56 56 56 56
56 56
11
14
13/14
12
46
56
56
56 56 56 56 56
56
40
46
(338)
56
21
45 10 14 13 56 12
11
45
45 45 45
13 15 45 6
10
40
56 56
56 56
22
56 2 56 56 56 56 8 56 56 56 7 4 8 9 6 7 56 32 56 56 56 56 56 32 56 56 56 1
22 56 56 56 56 56 56 2 22 11 8 56 8 11 22 56 6 40 56 56 56
31
40 56 40 46 10
15 45 52
45d
45
13
11 13a 15
34
35
12 10c 45 46a 13
27
40s 46 40r
40n
11 45 45 2 32 22 11 8 11 22 1 8 6 6 45
13 13 15 45 6 46 45 13 8 8 10 40 6 30 6 20 20 30 10 10 12 46 40 40 22 22 22 40 42 30 31
40
40
45
45
46
40 40 22 22
40
22f
37
56
(343)
22
2 22e 11a 8c
45c 45b
45a 6e
22 22a
42b/40m
3
56
13 6 52 56 52
22 11
10 10 8
40
22 20
40
6 22 11 56
56 56
40 56
56 56
(216)
1
SLOT IN GASKET
11 52 4 56 56 4
4 6 56
25
11 9
40
10 8 52 56 52 42 20 52 52 6 22 20 31 30 56 6 30 52 30 56
52 22 56
27 52
10 22 42 20 30
32d
22b
10
29
42
6a 22d 11b 6b 40h
8a/10b 8d 20a 6c
33 28
10a 22c
31
31
8b
42a
40k 40p/42
31
CLIP POCKET
6 30
20
38
30 30/6 27
SLOT IN GASKET
30
31
SLOT IN GASKET
1 8a 6f 6g
23
20b 30d/31a 30b 6d
31
32
11c 4 9
24
30a 30 40g
30
30c/31 6
4 8/9 6
26
30
8 6
11
27
40 27 27
6 6
27/6 40
42
27b 4 40f 27a

SLOT IN GASKET
40 4
40
6h
6 4
40
(350)

(41)
55
55 56
55 5 15
5 5 5 2
55
15
(3)
5 15
11
15
56 56
12 13 10 56 15 45 6
56
(3)
5
46 40
56 56 56 22 2
42 #11
45
2 2
2 5 5 5
22
56 56
5 5
5 5
5 5
11
56 56
56 10 8 40
40
5 1
5
5
5 56 1
56 32
8 56 56 56 4
8
22 12 56 11
1
6

42
9
2 5 5 6
56 27 32
2 1 42
40 9 40 9
16
(3)
52
56 56
20
5 30
42
42
9
20
9 56 30 9
27
#10
9 27
40
6 56 40
32
6 32
27 1
40 32
(40)
5 6
20 1
40
20
9 4
56
40 1
33 54 1 40 5
5
40
5 33 5
54
(40)
54
1
27 20
39
40
32
6 5
5
20
27
39 5 6 5
54 1 5
39 33
32
20
27 39 33
32
40
(8)
20
20
27 27
39 33

(54)
56
NOTE:
56 56 56 56 56
56
56
38b
2 38
56
56
32 56
49
38 56 24 23 17 32
56 56 26 37 33 53 56 44 27 44 44 33
26
37
20 17
49a
#6
#9
52 56 23 17 32
24b
48
6 32e 32f 48b
32
7

52 24 23 37 17 25 32 35 53 52
44 17
49
23b 33 17
26/33a
36
52
47c
47 48 32

56
56
17a 26a 32h/33f

12
49
56
51 40 56
43 34
37
56 56 56 56 56
32
56
56 56
56 40
37a
37b 32k/33e
2
32g
34a 53
48a 51 43a
10
53
53 35 43
53a 52b
39
40 56 32
56 50 56 36
27c
33g 33c
22
44
5
39 56 34 38 34
23
39 38
56
44b 33b
44a 38d
21
38e
38f/34f 38g/34e
1
50
47 36 56 24 56 21 20 38
20/38
50b 50d 34 36d/34g 50a 34d 19 47a 18 38 34c 38a 36b 21 16 47 38c/20 50 20a 36a 36 24a
15
35a 8 53/52 43b 35 36c
40b 47b 40a 50c 51a

43
11
6m 32m
SLOT IN GASKET
27
33
26
37
32
#7
56
56
37
53 52 56 43 52 39 34 34
#4
27 44 33
#5 #1
38
48 49 50 34 40 52 52 35 36 52 51
47 48 51 43
40
18 56 18 19
51
47
6 32
50 34 38 21 20 24 56
36
50
39 44
39 33h
40 14
23a
21b/24 21a/23
38 23 56
47
50
33
32 32
56 6 56
56
40 56
40
29
29c
29b/27g 29a/27h
SLOT IN GASKET
32a 40c 6k
39
29
36
#8
(917)
40d
32b
29
4TH SERVO BORE
6
33
32 6 40
44
33 56 44 39 56
33d
44c
44
40e

#2
56
20
32 6
44
56
27
33 39
1 20
56 28 20 56 27 39
56
28c
28a/27f
27d
28b/27e
13
32c
28
20
27c 39a
20b
28
27
33
39
27
20
(8) 40
32
#3
Figure 81
FOLDOUT 83
REVERSE
LUBE LUBE
LUBE

LUBE 2
2ND CLUTCH ASSEMBLY
3RD CLUTCH ASSEMBLY
COAST CL
3RD CL EX
LUBE
LUBE
3RD CL
EX
REV CL
REV CL
EX
2 6a 6b
37
3RD CL
CONV APPLY
COOLER
LINE TORQ SIGNAL

BOOST VALVE
22f
LINE
2ND CL
FORWARD CLUTCH
REV
22e 22d 40g 40h

ACT FD
SECONDARY PUMP
SECONDARY LINE
SCAVENGE TUBE (54)
4TH SERVO
COAST CL
LUBE 2 LINE LINE
EX
CONV RELEASE
32c 40e 40d

ORIFICED 3RD CL
8c 8b
PRIMARY ACCUM

SCAVENGE OUTLET
38b
LINE
CONV APPLY
TO COOLER
UPPER SUMP
SLOT IN GASKET
24
9
REV
LINE
2ND CL
SLOT IN GASKET
38a 20 40 38c
32b
TFP SWITCH
39
32a 49a 40c
CON FD
25
26 8a
6g 6f 32d
SLOT IN GASKET
3RD CL
REV
LINE
BALL CHECK
36a 36b
#8
REV CL
40b 11 33d 44c
REV LINE
GASKET (326)
3-4 SHIFT VALVE

FORWARD CLUTCH
ACT FD
11b 1 11c
DRIVE
32g
6
32f
LINE
D321
12 15
50 6k 6m 38g 34e 1 38f 34f 18 38 50a 50d
PRN
EX
36
LOW D21
PRND43
DRIVE
LINE
REV
FILTER (236)
MAIN PUMP SUCTION
MANUAL VALVE
PRND4
17
EX
6e
PRIMARY ACCUM
34
45c
CONV CL REG
EX
#5
D321
D21 EX EX
FILTER (917)
CONV RELEASE
11

D321 3RD CL D321
D321
33 32e 32m 32 17
49 47 40a 47a 23b
REG APPLY
46a 45a 45b
TCC CONTROL
EX EX
ACT FD
20b
20a 21 16 21b 24
9
TCC ENABLE
EX EX
DRIVE
TCC SOL
EX
50b
2-3 SHIFT VALVE

EX EX EX
1-2 SOL
23a
36
13 13 14 35 45d 13a 46
TCC EX ENABLE
10c
27
10b 8
2-3 SOLENOID
50c 35
4

UPPER CONT VB (300)
10

EX
29
10a 8d
2ND CL
35a
8
28
20b 20a
53
CHANNEL PLATE (900)
52 36c
EX
SPACER PLATE (327)
CASE COVER (33)
CASE COVER (33)
EX
GASKET (326)
53
GASKET (328)
SEAL (44)
FORWARD CLUTCH
CASE (6)
CONV FEED
EX
LINE
EX
EX
EX
FILTER (338)
EX
43 52
24a 24b
34g
1-2 SHIFT VALVE
#9
37a
2-3 SOLENOID
34d 34a 34c 43a 44 52b
2-3 SOLENOID
53a 39
5 2
22a
EX
ACT FD LMT
43b
48b
47d
EX
EX
36d
51a
ACT FD ACT FD
22b
19
48
LOW
39a
DRIVE
2ND CL
CHANNEL PLATE (900)
TORQ SIG
3RD CL
22c
EX
38e
38d
LINE
PRIMARY ACCUM
2-3 ACCUMULATOR
3RD CL 3RD CL
SCAVENGE TUBE (54)
44a
21
28c 29c
#1
FORWARD CLUTCH
1-2 ACCUMULATOR
REV CL
REVERSE ACCUMULATOR
2-3 ACCUM
LINE
6d
#4
BOTTOM SUMP
EX EX
33c 22 33b 33g 33h
3RD CL
40m
42b 42a
EX EX
LINE
SLOT IN GASKET
SLOT IN GASKET
ORIFICED 3RD CL
GASKET (326)
#2
FWD ACCUMULATOR
27h
27g
29a
14
30b
27a
40s
40f
30
30d
GASKET (328)
#10
3RD CL
40p
30
30c
33
32
40r
6c
42
40n
38
SPACER PLATE (327)
31
29b 28a
13 28b
27b
30a
31a
40k
31
42
3-4 ACCUMULATOR
#3
27f 27e
CASE COVER (33)
#11
PRIM ACCUM
44b
27d
3RD CL
LINE PRIMARY ACCUM
SEAL (44) CASE (6)
PRIMARY ACCUM
27c
84
Figure 82
4TH BAND
2-3 ACCUM VALVE
REV CL
4TH BD FD 2ND CL
EX
10
48a
47c
34
51
2ND CL
REV BAND
CC FD LIMIT
EX
D321 D321
EX
EX
EX
SLOT IN GASKET
EX
EX
PRN
COAST CL FEED
21a 23 15
PRN
17a 37
LOW
#6
26
20
33a
26a 37b
PRN
45
LOW
3RD CL
11a
LINE
REV CL
PRIMARY PUMP
23
ACT FD
SCAVENGE PUMP
SEC LINE
6h
1 2 3D NR
D321
#7 32k
4 BD FD
32h
12
33e 33f
REVERSE
NO REVERSE OR SLIPS IN REVERSE
Manual Valve (916) / Shift Linkage

Misaligned or stuck
Reverse Orifice Bypass Valve

Stuck, damaged, broken
#7 Ball Check Valve

Stuck Missing
Low/Reverse Servo Assembly

Servo piston seals (929, 930) missing or damaged Servo piston (928) damaged or stuck in case bore Servo piston return spring (901) missing or damaged Servo piston cushion spring (934) missing or damaged Servo apply pin (931) not engaged to low/reverse band (13) Low/reverse band (13) worn or burned Low/reverse band assembly (13) disengaged from anchor pin (9) Low/reverse band anchor pin (9) loose or missing
Torque Converter Assembly

Torque converter assembly (1) stator clutch not holding
Drive Link Assembly

Drive link assembly (414) broken or drive/driven sprockets (407/415) damaged
Reverse Clutch Assembly

Reverse clutch housing (500) damaged or leaking Reverse clutch piston inner/outer seals (506/507) missing or damaged Reverse clutch piston assembly (505) damaged, ball check valve missing or leaking Reverse clutch plates (511-514) worn
Fluid Level
Low
Fluid Pressure
Low [See Park (Engine Running) page 82A]

Malfunction (Electrical or Hydraulic)
ENGINE STALLS IN REVERSE
Cooler Lines
Pinched
1-2 SHIFT SOL ON
2-3 SHIFT SOL OFF
2ND CLUTCH
2ND SPRAG
REVERSE CLUTCH APPLIED
3RD CLUTCH
4TH BAND
COAST CLUTCH
LOW ROLLER
84A
REVERSE
PASSAGES
COMPONENTS (
(3) (8) (40) (41) (54) (65) (216) (338) (343) (350) (917) (979)
84B
REVERSE
56
56 56 56 56 56 56
11 56
56
14
13/14
56 56 56 56 56
56
40
46
(338)
56
21
45 10 14 13 56 12
11
45
45 45 45
13 15 45 6
10
12
46
40 45d 22f
37
11 13a 15
34
35
12 10c 45 46a 13
27
40s
11 45 45 2 32 22 11 8 11 22 1 8 6 6 45
13 13 15 45 6 46 45 13 8 8 10 40 6 30 6 20 20 30 10 10 12 46 40 40 22 22 22
40 42
40
40
46
40r 40n
56 56
56 56
22
56 2 56 56 56 56 8 56 56 56 7 4 8 9 6 7 56 32 56 56 56 56 56 32 56 56 56 1
22 56 56 56 56 56 56 2 22 11 8 56 8 11 22 56 6 40 56 56 56
31
40 56 40 46 10
15 45 52
45
45
45
13
46
40 40 22 22
40
56
(343)
22
2 22e
11a
45c 45b
45a 6e
22 22a
42b/40m
3
56
13 6 52 56 52
22 11
10 10 8
40
22 20
40 42
6 22 11 56
56 56
40 56
56 56
(216)
1
SLOT IN GASKET
31 40 56
10 8 52 56 52 20 52 52 6 22 20
30
10 22 42 20 30
32d
22b
10
29
42
8c 22d
11b
6a
40h
8/10b
10a 8d 22c
31 28
31
8b
CLIP POCKET
6 30
20
6b 6c
33
20a
42a
40k 40p/42
31
38
11 52 4 56 56 4
4 6 56
25
11 9
56 6 30 52 30
52
30 30/6 27
SLOT IN GASKET
30
31
SLOT IN GASKET
1 8a 6f 6g
23
20b 30d/31a
30b
31
32
11c
30a
30 40g
30
30c/31
30 31
4 9
24
8 6
6
27 52
6d 6 27a
4 8/9 6 6 4
SLOT IN GASKET 26
30
11
27
40 27 40 27
6 6
22 56
27/6 40
42
27b 4
40f
40 4
40
6h
(350)

(41)
55
55 56
55 5 15
5 5 5 2
55
15
(3)
5 15
11
15
56 56
12 13 10 56 15 45 6
56
(3)
5
46 40
56 56 56 22 2
42 #11
45
2 2
5 5 5 5 5 5 1 5
5
5 5
2 5 5 5
22
56 56
11
56 56
56 10 8 40
40
5 56 1
56 32
8 56 56 56 4
8
22 12 56 11
1
6

42
9
2
5
16
(3)
56 56
20
5 30
42
5
6 27
42
40 56 27 9
52
42 9 27 20
9 5 1
32
40
9 56 30 9
27
#10
6 32
6 56 40
(40)
5 6
1
40 32
20
32 5
40 9
20
9 4
56
40 1
40
1
40
33 54 1 40 5
5
5 33 5
54
(40)
54
1
27 20
39
40
32
6 5 5
20
27
39 5
6 5
54 1 5
39 33
32
20
27 39 33
32
40
(8)
20
20
27 27
39 33

(54)
56
NOTE:
56 56 56 56 56
56
56
38b
2 38
56
56
32 56
49
38 56 24 23 17 32
56 56 26 37 33 53 56 44 27 44 44 33
26
37
20 17
49a
#6
#9
52 56 23 17 32
24b
48
6 32e 32f 48b
32
7

52 24 23 37 17 25 32 35 53 52
44 17
49
23b 33 17
26/33a
36
52
47c
47 48 32

56
56
17a 26a 32h/33f

12
49
56
51 40 56
43 34
37
56 56 56 56 56
32
56
56 56
56 40
37a
37b 32k/33e
2
32g
34a 53
48a 51 43b
10
53
53 35 43
53a 52b
39
40 56 32
56 50 56 36
27c
33g 33c
22
44
5
39 56 34 38 34
23
39 38
56
44b
44a 38d
21
38e
38f/34f 38g/34e
1
50
47 36 56 24 56 21 20 38
33b
20/38
50b 50d 34 36d/34g 50a 34d 19 47a 18 38 34c 38a 36b 21 16 47 38c/20 50 20a 36a 36 24a
15
35a 8 53/52 43a 35 36c
40b 47b 40a 50c 51a

43
11
6m 32m
SLOT IN GASKET
27
33
26
37
32
#7
56
56
37
53 52 56 43 52 39 34 34
#4
27 44 33
#5 #1
38
48 49 50 34 40 52 52 35 36 52 51
47 48 51 43
40
18 56 18 19
51
47
6 32
50 34 38 21 20 24 56
36
50
39 44
39 33h
40 14
23a
21b/24 21a/23
38 23 56
47
50
33
32 32
56 6 56
56
40 56
40
29
29c
29b/27g
SLOT IN GASKET
32a 40c 6k
39
29
36
#8
(917)
40d
32b
29
4TH SERVO BORE
6
33
32 6 40
44
33 56 44 39 56
29a/27h
33d
44c
44
40e

#2
56
20
32 6
44
56
27
33 39
1 20
56 28 20 56 27 39
56
28c
28a/27f
27d
28b/27e
13
32c
28
20
27c 39a
20b 28
27
33
39
27
20
(8) 40
32
#3
Figure 83
FOLDOUT 85
NEUTRAL
(Engine Running)
LUBE LUBE
LUBE

LUBE 2
2ND CLUTCH ASSEMBLY
3RD CLUTCH ASSEMBLY
COAST CL
3RD CL EX
LUBE
LUBE
3RD CL
EX
REV CL
REV CL
EX
2 6a 6b
37
3RD CL
CONV APPLY
COOLER
LINE TORQ SIGNAL

BOOST VALVE
22f
LINE
2ND CL
FORWARD CLUTCH
REV
22e 22d 40g 40h

ACT FD
SECONDARY PUMP
SECONDARY LINE
SCAVENGE TUBE (54)
4TH SERVO
COAST CL
LUBE 2 LINE LINE
EX
CONV RELEASE
32c 40e 40d

ORIFICED 3RD CL
8c 8b
PRIMARY ACCUM

SCAVENGE OUTLET
38b
LINE
CONV APPLY
TO COOLER
UPPER SUMP
SLOT IN GASKET
24
9
REV
LINE
2ND CL
SLOT IN GASKET
38a 20 40 38c
32b
TFP SWITCH
39
32a 49a 40c
CON FD
25
26 8a
6g 6f 32d
SLOT IN GASKET
3RD CL
REV
LINE
BALL CHECK
36a 36b
#8
REV CL
40b 11 33d 44c
REV LINE
GASKET (326)
3-4 SHIFT VALVE

FORWARD CLUTCH
ACT FD
11b 1 11c
DRIVE
32g
6
32f
LINE
D321
12 15
50 6k 6m 38g 34e 1 38f 34f 18 38 50a 50d
PRN
EX
36
LOW D21
PRND43
DRIVE
LINE
REV
FILTER (236)
MAIN PUMP SUCTION
MANUAL VALVE
PRND4
17
EX
6e
PRIMARY ACCUM
34
45c
CONV CL REG
EX
#5
D321
D21 EX EX
FILTER (917)
CONV RELEASE
11

D321 3RD CL D321
D321
33 32e 32m 32 17
49 47 40a 47a 23b
REG APPLY
46a 45a 45b
TCC CONTROL
EX EX
ACT FD
20b
20a 21 16 21b 24
9
TCC ENABLE
EX EX
DRIVE
TCC SOL
EX
50b
2-3 SHIFT VALVE

EX EX EX
1-2 SOL
23a
36
13 13 14 35 45d 13a 46
TCC EX ENABLE
10c
27
10b 8
2-3 SOLENOID
50c 35
4

UPPER CONT VB (300)
10

EX
29
10a 8d
2ND CL
35a
8
28
20b 20a
53
CHANNEL PLATE (900)
52 36c
EX
SPACER PLATE (327)
CASE COVER (33)
CASE COVER (33)
EX
GASKET (326)
53
GASKET (328)
SEAL (44)
FORWARD CLUTCH
CASE (6)
CONV FEED
EX
LINE
EX
EX
EX
FILTER (338)
EX
43 52
24a 24b
34g
1-2 SHIFT VALVE
#9
37a
2-3 SOLENOID
34d 34a 34c 43a 44 52b
2-3 SOLENOID
53a 39
5 2
22a
EX
ACT FD LMT
43b
48b
47d
EX
EX
36d
51a
ACT FD ACT FD
22b
19
48
LOW
39a
DRIVE
2ND CL
CHANNEL PLATE (900)
TORQ SIG
3RD CL
22c
EX
38e
38d
LINE
PRIMARY ACCUM
2-3 ACCUMULATOR
3RD CL 3RD CL
SCAVENGE TUBE (54)
44a
21
28c 29c
#1
FORWARD CLUTCH
1-2 ACCUMULATOR
REV CL
REVERSE ACCUMULATOR
2-3 ACCUM
LINE
6d
#4
BOTTOM SUMP
EX EX
33c 22 33b 33g 33h
3RD CL
40m
42b 42a
EX EX
LINE
SLOT IN GASKET
SLOT IN GASKET
ORIFICED 3RD CL
GASKET (326)
#2
FWD ACCUMULATOR
27h
27g
29a
14
30b
27a
40s
40f
30
30d
GASKET (328)
#10
3RD CL
40p
30
30c
33
32
40r
6c
42
40n
38
SPACER PLATE (327)
31
29b 28a
13 28b
27b
30a
31a
40k
31
42
3-4 ACCUMULATOR
#3
27f 27e
CASE COVER (33)
#11
PRIM ACCUM
44b
27d
3RD CL
LINE PRIMARY ACCUM
SEAL (44) CASE (6)
PRIMARY ACCUM
27c
86
Figure 84
4TH BAND
2-3 ACCUM VALVE
REV CL
4TH BD FD 2ND CL
EX
10
48a
47c
34
51
2ND CL
REV BAND
CC FD LIMIT
EX
D321 D321
EX
EX
EX
SLOT IN GASKET
EX
EX
PRN
COAST CL FEED
21a 23 15
PRN
17a 37
LOW
#6
26
20
33a
26a 37b
PRN
45
LOW
3RD CL
11a
LINE
REV CL
PRIMARY PUMP
23
ACT FD
SCAVENGE PUMP
SEC LINE
6h
1 2 3D NR
D321
#7
4 BD FD
32k 33e 32h

12
33f
NEUTRAL
(Engine Running)
DRIVES IN NEUTRAL

Misaligned or stuck
Forward Clutch
Not releasing
Reverse Clutch
Not releasing
Low/Reverse Band (13)

Not releasing
ENGINE STALLS IN NEUTRAL
TCC System
Stuck On or dragging
1-2 SHIFT SOL ON
2-3 SHIFT SOL OFF
2ND CLUTCH
2ND SPRAG
REVERSE CLUTCH
3RD CLUTCH
4TH BAND
COAST CLUTCH
LOW ROLLER
86A
NEUTRAL
(Engine Running) PASSAGES
COMPONENTS (
(3) (8) (40) (41) (54) (65) (216) (338) (343) (350) (917) (979)
86B
NEUTRAL
56
56 56 56 56
(Engine Running)
56 56
11 56
56
14
13/14 12
46
56 56 56 56 56
56
40
46
(338)
56
21
45 10 14 13 56 12
11
45
45 45 45
13 15 45 6
10
40
56 56
56 56
22
56 2 56 56 56 56 8 56 56 56 7 4 8 9 6 7 56 32 56 56 56 56 56 32 56 56 56 1
22 56 56 56 56 56 56 2 22 11 8 56 8 11 22 56 6 40 56 56 56 31
40 56 40
15 45 52
45d
45
13
11 13a 15
34
35
12 10c 45 46a 13
27
40s
11 45 45 2 32 22 11 8 11 22 1 8 6 6 45
13 13 10 12 46 46 45 13 8 8 10 40 6 30 6 20 20 30 10 40 40 22 22 22 40 42 30 31
40
40
46
40r 40n 22
45
45
46
40 40 22 22
40
22f
37
15
45 6
56
(343)
22
2 22e
11a
45c 45b
45a 6e
22a
42b/40m
3
56
46 1352 6 52 56 10
22 11
10 10 8
40
22 20
40
6 22 11 56
56 56
40 56
56 56
(216)
1
SLOT IN GASKET
11 52 4 56 56 4
4 6 56
25
11 9
40
10 8 52 56 52 42 20 52 52 6 22 20 31 30 56 6 30 52 30 56
52 22 56 27 52
10 22 42 20 30
32d
22b
10
29
42
8c 22d
11b
6a
40h
8/10b
10a 8d 22c
31 28
31
8b
CLIP POCKET
6 30
20
6b 6c
33
20a
42a
40k 40p/42
31
38
30 30/6 27
SLOT IN GASKET
30
31
SLOT IN GASKET
1 8a 6f 6g
23
20b 30d/31a
30b
31
32
11c
30a
30 40g
30
30c/31 6
4 9
24
8 6
6d
4 8/9 6
26
30
11
27
40 27 27
6 6
27/6 40
42
27b 4
40f
40
4
40
6h
27a
SLOT IN GASKET
6 4
40
(350)

(41)
55
55 56
55 5 12 13 10 56 15 45 6
56
5 5 5 2
55
15
15
(3)
5 46 40 40 56 56 56 22 2 42 #11 2 2 5 1 5
5
(3)
5 15
11
15
56 56
45
2 5 5
5 5 5 5
5 5
2 5 5 5
22
56 56
11
56 56
56 10 8 40
5 56 1
56 32
8 56 56 56 4
8
22 12 56 11
1
6

42
9
2 5 5 6
56 27 32 5
2 1 42
40 9 40 9
16
(3)
52
56 56
20
5 30
42
42 9 27 20
9 5 1
32
40
9 56 30 9
27
#10
6 32
27 1
40 32
6 56 40
(40)
5 6
20 1
40
20
9 4
56
40 1
33 54 1 40 5
5
40
5 33 5
54 1
27 20
(40)
54
39
40 5
32
6 5 5
20
27
39 5 6 5
54 1 5
39 33
32
20
27 39 33
32
40
(8)
20
20
27 27
39 33

(54)
56
NOTE:
56 56 56 56 56
56
56
38b
2 38
56
56
32 56
49
38 56 24 23 17 32
56 56 26 37 33 53 56 44 27 39 44 38
56
17
49a
#6
#9 24 23 52
17
52 56 23 17 32
24b
48
6 32e 32f 48b
32
7

52 37 17 25 32 35 53 52
44
49
26
37
20
23b 33 17
26/33a
36
47c
47 48 32

56
56
17a 26a 32h/33f

12
49
56
51 40 56
43 34
37
56 56 56 56 56
32
56
56 56
56 40
37a
37b 32k/33e
2
32g
34a 53
48a 51 43b
10
53
53 35 43
53a 52b
39
40 56 32
56 50 56 36
27c
33g 33c
44a 38d
21
44
5
35a 8 53/52 43a 35 36c
40b 47b 40a 50c 51a

43
11
6m 50b 32m
SLOT IN GASKET
27
33 26
37 32
#7
56
56
37
53 52 56 43 52 39 34 34
39 56 34 38 34
23
44b
33b
38e
38f/34f 38g/34e
1
50
47 36 56 24 56 21 20 38
44
33
22
20/38
39 44
39 33h
40 14
50d 34 36d/34g 50a 34d 19 47a 18 38 34c 38a 36b 16 21 47 38c/20 50 20a 36a 36 24a 15 23a
21b/24 21a/23
#4 44 33
27 #1
38
48 49 50 34 40 52 52 35 36 52 51
47 48 51 43
40
18 56 18 19
51
47
6 32
50 34 38 21 20 24 56
36
50
#5 33
38 23 56
47
50
32 32
56 6 56
56
40 56
40
29
29c
29b/27g 29a/27h
SLOT IN GASKET
32a 40c 6k
39
29
36 #8
(917)
40d
32b 29
4TH SERVO BORE
6
33
32 6 40
44
33 56 44 39 56
33d
44c
44
40e

#2 56 32c
20
32 6
44
56
27
33 39
1 20
56 28 20 56 27 39
56
28c
28a/27f
27d
28b/27e
13
28
20
27c 39a
20b
28
27
33
39
27
20
(8) 40
32
#3
Figure 85
FOLDOUT 87

LUBE LUBE
LUBE

LUBE 2
2ND CLUTCH ASSEMBLY
3RD CLUTCH ASSEMBLY
COAST CL
3RD CL EX
LUBE
LUBE
3RD CL
EX
REV CL
REV CL
EX
2 6a 6b
37
3RD CL
CONV APPLY
COOLER
LINE TORQ SIGNAL

BOOST VALVE
22f
LINE
2ND CL
FORWARD CLUTCH
REV
22e 22d 40g 40h

ACT FD
SECONDARY PUMP
SECONDARY LINE
SCAVENGE TUBE (54)
4TH SERVO
COAST CL
LUBE 2 LINE LINE
EX
CONV RELEASE
32c 40e 40d

ORIFICED 3RD CL
8c 8b
PRIMARY ACCUM

SCAVENGE OUTLET
38b
LINE
CONV APPLY
TO COOLER
UPPER SUMP
SLOT IN GASKET
24
9
REV
LINE
2ND CL
SLOT IN GASKET
38a 20 40 38c
32b
TFP SWITCH
39
32a 49a 40c
CON FD
25
26 8a
6g 6f 32d
SLOT IN GASKET
3RD CL
REV
LINE
BALL CHECK
36a 36b
#8
REV CL
40b 11 33d 44c
REV LINE
GASKET (326)
3-4 SHIFT VALVE

FORWARD CLUTCH
ACT FD
11b 1 11c
DRIVE
32g
6
32f
LINE
D321
12 15
50 6k 6m 38g 34e 1 38f 34f 18 38 50a 50d
PRN
EX
36
LOW D21
PRND43
DRIVE
LINE
REV
FILTER (236)
MAIN PUMP SUCTION
MANUAL VALVE
PRND4
17
EX
6e
PRIMARY ACCUM
34
45c
CONV CL REG
EX
#5
D321
D21 EX EX
FILTER (917)
CONV RELEASE
11

D321 3RD CL D321
D321
33 32e 32m 32 17
49 47 40a 47a 23b
REG APPLY
46a 45a 45b
TCC CONTROL
EX EX
ACT FD
20b
20a 21 16 21b 24
9
TCC ENABLE
EX EX
DRIVE
TCC SOL
EX
50b
2-3 SHIFT VALVE

EX EX EX
1-2 SOL
23a
36
13 13 14 35 45d 13a 46
TCC EX ENABLE
10c
27
10b 8
2-3 SOLENOID
50c 35
4

UPPER CONT VB (300)
10

EX
29
10a 8d
2ND CL
35a
8
28
20b 20a
53
CHANNEL PLATE (900)
52 36c
EX
SPACER PLATE (327)
CASE COVER (33)
CASE COVER (33)
EX
GASKET (326)
53
GASKET (328)
SEAL (44)
FORWARD CLUTCH
CASE (6)
CONV FEED
EX
LINE
EX
EX
EX
FILTER (338)
EX
43 52
24a 24b
34g
1-2 SHIFT VALVE
#9
37a
2-3 SOLENOID
34d 34a 34c 43a 44 52b
2-3 SOLENOID
53a 39
5 2
22a
EX
ACT FD LMT
43b
48b
47d
EX
EX
36d
51a
ACT FD ACT FD
22b
19
48
LOW
39a
DRIVE
2ND CL
CHANNEL PLATE (900)
TORQ SIG
3RD CL
22c
EX
38e
38d
LINE
PRIMARY ACCUM
2-3 ACCUMULATOR
3RD CL 3RD CL
SCAVENGE TUBE (54)
44a
21
28c 29c
#1
FORWARD CLUTCH
1-2 ACCUMULATOR
REV CL
REVERSE ACCUMULATOR
2-3 ACCUM
LINE
6d
#4
BOTTOM SUMP
EX EX
33c 22 33b 33g 33h
3RD CL
40m
42b 42a
EX EX
LINE
SLOT IN GASKET
SLOT IN GASKET
ORIFICED 3RD CL
GASKET (326)
#2
FWD ACCUMULATOR
27h
27g
29a
14
30b
27a
40s
40f
30
30d
GASKET (328)
#10
3RD CL
40p
30
30c
33
32
40r
6c
42
40n
38
SPACER PLATE (327)
31
29b 28a
13 28b
27b
30a
31a
40k
31
42
3-4 ACCUMULATOR
#3
27f 27e
CASE COVER (33)
#11
PRIM ACCUM
44b
27d
3RD CL
LINE PRIMARY ACCUM
SEAL (44) CASE (6)
PRIMARY ACCUM
27c
88
Figure 86
4TH BAND
2-3 ACCUM VALVE
REV CL
4TH BD FD 2ND CL
EX
10
48a
47c
34
51
2ND CL
REV BAND
CC FD LIMIT
EX
D321 D321
EX
EX
EX
SLOT IN GASKET
EX
EX
PRN
COAST CL FEED
21a 23 15
PRN
17a 37
LOW
#6
26
20
33a
26a 37b
PRN
45
LOW
3RD CL
11a
LINE
REV CL
PRIMARY PUMP
23
ACT FD
SCAVENGE PUMP
SEC LINE
6h
1 2 3D NR
D321
#7
4 BD FD
32k 33e 32h

12
33f

NO FIRST GEAR/SLIPS IN FIRST

Misaligned or stuck
Forward Orifice Bypass Valve

#5 Ball Check Valve

Stuck Missing
Forward Clutch
Forward and coast clutch housing (801) damaged or leaking Forward and coast clutch housing ball check valve (437) missing or leaking Forward clutch piston inner/outer seals (808/809) missing or damaged Forward clutch piston (807) damaged Forward clutch plates (816, 817, 819, 840, 841) worn
1-2 Shift Solenoid Valve (909)

Failed OFF, leaking
1-2 Shift Valve (919, 920)

Stuck in upshifted position

Stuck ON, plugged
2-3 Shift Valve (907, 908)

Torque Converter (1)

Stator roller clutch not holding
Line Pressure

ENGINE STALLS IN DRIVE
Cooler Lines
Pinched
1-2 SHIFT SOL ON
2-3 SHIFT SOL OFF
2ND CLUTCH
2ND SPRAG
REVERSE CLUTCH
3RD CLUTCH
4TH BAND
FORWARD FORWARD SPRAG CLUTCH HOLDING APPLIED
COAST CLUTCH
LOW/REV. BAND
LOW ROLLER
APPLIED HOLDING
88A

PASSAGES
COMPONENTS (
(3) (8) (40) (41) (54) (65) (216) (338) (343) (350) (917) (979)
88B

56
56 56 56 56 56 56
11 56
56
14
13/14
56 56 56 56 56
56
40
46
(338)
56
21
45 10 14 13 56 12
11
45
45 45 45
13 15 45 6
10
12
46
40 45d 22f
37
11 13a 15
34
35
12 10c 45 46a 13
27
40s
11 45 45 2 32 22 11 8 11 22 1 8 6 6 45
13 13 15 45 6 46 45 13 8 8 10 40 6 30 6 20 20 30 10 10 12 46 40 40 22 22 22
40 42
40
40
46
40r 40n
56 56
56 56
22
56 2 56 56 56 56 8 56 56 56 7 4 8 9 6 7 56 32 56 56 56 56 56 32 56 56 56 1
22 56 56 56 56 56 56 2 22 11 8 56 8 11 22 56 6 40 56 56 56
31
40 56 40 46 10
15 45 52
45
45
45
13
46
40 40 22 22
40
56
(343)
22
2 22e
11a
45c 45b
45a 6e
22 22a
42b/40m
3
56
13 6 52 56 52
22 11
10 10 8
40
22 20
40 42
6 22 11 56
56 56
40 56
56 56
(216)
1
SLOT IN GASKET
31 40 56
10 8 52 56 52 20 52 52 6 22 20
30
10 22 42 20 30
32d
22b
10
29
42
8c 22d
11b
6a
40h
8/10b
10a 8d 22c
31 28
31
8b
CLIP POCKET
6 30
20
6b 6c
33
20a
42a
40k 40p/42
31
38
11 52 4 56 56 4
4 6 56
25
11 9
56 6 30 52 30
52
30 30/6 27
SLOT IN GASKET
30
31
SLOT IN GASKET
1 8a 6f 6g
23
20b 30d/31a
30b
31
32
11c
30a
30 40g
30
30c/31
30 31
4 9
24
8 6
6
27 52
6d 6
4 8/9 6
26
30
11
27
40 27 27
6 6
22 56
27/6 40
42
27b 4
40f
40 4
40
6h
27a
SLOT IN GASKET
6 4
40
(350)

(41)
55
55 56
55 5 15
5 5 5 2
55
15
(3)
5 15
11
15
56 56
12 13 10 56 15 45 6
56
(3)
5
46 40
56 56 56 22 2
42 #11
45
2 2
5 5 5 5 5 5 1 5
5
5 5
2 5 5 5
22
56 56
11
56 56
56 10 8 40
40
5 56 1
56 32
8 56 56 56 4
8
22 12 56 11
1
6

42
9
2
5
16
(3)
56 56
20
5 30
42
5
6 27
42
40 56 27 9
52
42
9
20
9 56 30 9
27
#10
9 27
5 1
32 6 32
40
6 56 40
(40)
5 6
1
40 32
20
32
40 9
20
9 4
56
40 1
40
1
40
33 54 1 40 5
5
5 33 5
54
(40)
54
1
27 20
39
40
32
6 5 5
20
27
39 5
6 5
54 1 5
39 33
32
20
27 39 33
32
40
(8)
20
20
27 27
39 33

(54)
56
NOTE:
56 56 56 56 56
56
56
38b
2 38
56
56
32 56
49
38 56 24 23 17 32
56 56 26 37 33 53 56 44 27 44 44 33
26
37
20 17
49a
#6
#9
52 56 23 17 32
24b
48
6 32e 32f 48b
32
7

52 24 23 37 17 25 32 35 53 52
44 17
49
23b 33 17
26/33a
36
52
47c
47 48 32

56
56
17a 26a 32h/33f

12
49
56
51 40 56
43 34
37
56 56 56 56 56
32
56
56 56
56 40
37a
37b 32k/33e
2
32g
34a 53
48a 51 43b
10
53
53 35 43
53a 52b
39
40 56 32
56 50 56 36
27c
33g 33c
22
44
5
39 56 34 38 34
23
39 38
56
44b
44a 38d
21
38e
38f/34f 38g/34e
1
50
47 36 56 24 56 21 20 38
33b
20/38
50b 50d 34 36d/34g 50a 34d 19 47a 18 38 34c 38a 36b 21 16 47 38c/20 50 20a 36a 36 24a
15
35a 8 53/52 43a 35 36c
40b 47b 40a 50c 51a

43
11
6m 32m
SLOT IN GASKET
27
33
26
37
32
#7
56
56
37
53 52 56 43 52 39 34 34
#4
27 44 33
#5 #1
38
48 49 50 34 40 52 52 35 36 52 51
47 48 51 43
40
18 56 18 19
51
47
6 32
50 34 38 21 20 24 56
36
50
39 44
39 33h
40 14
23a
21b/24 21a/23
38 23 56
47
50
33
32 32
56 6 56
56
40 56
40
29
29c
29b/27g
29a/27h
SLOT IN GASKET
32a 40c 6k
39
29
36
#8
(917)
40d
32b
29
4TH SERVO BORE
6
33
32 6 40
44
33 56 44 39 56
33d
44c
44
40e

#2
56
20
32 6
44
56
27
33 39
1 20
56 28 20 56 27 39
56
28c
28a/27f
27d
28b/27e
13
32c
28
20
27c 39a
20b 28
27
33
39
27
20
(8) 40
32
#3
Figure 87
FOLDOUT 89

LUBE LUBE
LUBE

LUBE 2
2ND CLUTCH ASSEMBLY
3RD CLUTCH ASSEMBLY
COAST CL
3RD CL EX
LUBE
LUBE
3RD CL
EX
REV CL
REV CL
EX
2 6a 6b
37
3RD CL
CONV APPLY
COOLER
LINE TORQ SIGNAL

BOOST VALVE
22f
LINE
2ND CL
FORWARD CLUTCH
REV
22e 22d 40g 40h

ACT FD
SECONDARY PUMP
SECONDARY LINE
SCAVENGE TUBE (54)
4TH SERVO
COAST CL
LUBE 2 LINE LINE
EX
CONV RELEASE
32c 40e 40d

ORIFICED 3RD CL
8c 8b
PRIMARY ACCUM

SCAVENGE OUTLET
38b
LINE
CONV APPLY
TO COOLER
UPPER SUMP
SLOT IN GASKET
24
9
REV
LINE
2ND CL
SLOT IN GASKET
38a 20 40 38c
32b
TFP SWITCH
39
32a 49a 40c
CON FD
25
26 8a
6g 6f 32d
SLOT IN GASKET
3RD CL
REV
LINE
BALL CHECK
36a 36b
#8
REV CL
40b 11 33d 44c
REV LINE
GASKET (326)
3-4 SHIFT VALVE

FORWARD CLUTCH
ACT FD
11b 1 11c
DRIVE
32g
6
32f
LINE
D321
12 15
50 6k 6m 38g 34e 1 38f 34f 18 38 50a 50d
PRN
EX
36
LOW D21
PRND43
DRIVE
LINE
REV
FILTER (236)
MAIN PUMP SUCTION
MANUAL VALVE
PRND4
17
EX
6e
PRIMARY ACCUM
34
45c
CONV CL REG
EX
#5
D321
D21 EX EX
FILTER (917)
CONV RELEASE
11

D321 3RD CL D321
D321
33 32e 32m 32 17
49 47 40a 47a 23b
REG APPLY
46a 45a 45b
TCC CONTROL
EX EX
ACT FD
20b
20a 21 16 21b 24
9
TCC ENABLE
EX EX
DRIVE
TCC SOL
EX
50b
2-3 SHIFT VALVE

EX EX EX
1-2 SOL
23a
36
13 13 14 35 45d 13a 46
TCC EX ENABLE
10c
27
10b 8
2-3 SOLENOID
50c 35
4

UPPER CONT VB (300)
10

EX
29
10a 8d
2ND CL
35a
8
28
20b 20a
53
CHANNEL PLATE (900)
52 36c
EX
SPACER PLATE (327)
CASE COVER (33)
CASE COVER (33)
EX
GASKET (326)
53
GASKET (328)
SEAL (44)
FORWARD CLUTCH
CASE (6)
CONV FEED
EX
LINE
EX
EX
EX
FILTER (338)
EX
43 52
24a 24b
34g
1-2 SHIFT VALVE
#9
37a
2-3 SOLENOID
34d 34a 34c 43a 44 52b
2-3 SOLENOID
53a 39
5 2
22a
EX
ACT FD LMT
43b
48b
47d
EX
EX
36d
51a
ACT FD ACT FD
22b
19
48
LOW
39a
DRIVE
2ND CL
CHANNEL PLATE (900)
TORQ SIG
3RD CL
22c
EX
38e
38d
LINE
PRIMARY ACCUM
2-3 ACCUMULATOR
3RD CL 3RD CL
SCAVENGE TUBE (54)
44a
21
28c 29c
#1
FORWARD CLUTCH
1-2 ACCUMULATOR
REV CL
REVERSE ACCUMULATOR
2-3 ACCUM
LINE
6d
#4
BOTTOM SUMP
EX EX
33c 22 33b 33g 33h
3RD CL
40m
42b 42a
EX EX
LINE
SLOT IN GASKET
SLOT IN GASKET
ORIFICED 3RD CL
GASKET (326)
#2
FWD ACCUMULATOR
27h 29a
14
30b
27a
40s
40f
30
30d
GASKET (328)
#10
3RD CL
40p
30
30c
33
32
40r
6c
42
40n
38
SPACER PLATE (327)
31
27g
29b 28a
13 28b
27b
30a
31a
40k
31
42
3-4 ACCUMULATOR
#3
27f 27e
CASE COVER (33)
#11
PRIM ACCUM
44b
27d
3RD CL
LINE PRIMARY ACCUM
SEAL (44) CASE (6)
PRIMARY ACCUM
27c
90
Figure 88
4TH BAND
2-3 ACCUM VALVE
REV CL
4TH BD FD 2ND CL
EX
10
48a
47c
34
51
2ND CL
REV BAND
CC FD LIMIT
EX
D321 D321
EX
EX
EX
SLOT IN GASKET
EX
EX
PRN
COAST CL FEED
21a 23 15
PRN
17a 37
LOW
#6
26
20
33a
26a 37b
PRN
45
LOW
3RD CL
11a
LINE
REV CL
PRIMARY PUMP
23
ACT FD
SCAVENGE PUMP
SEC LINE
6h
1 2 3D NR
D321
#7
4 BD FD
32k 33e 32h

12
33f

NO SECOND GEAR/SLIPS IN SECOND
2nd Clutch Assembly

2nd clutch plates (431-435) worn, damaged or misassembled 2nd clutch piston assembly (430) damaged, seals leaking 2nd clutch snap ring (429) missing or not seated Return spring and retainer assembly (428) damaged Driven sprocket support ball check valve (437) missing or damaged Driven sprocket support (418) damaged, leaking
2nd Clutch Fluid Routing

Fluid leak or restriction Control Valve Bodies, Gaskets and Spacer Plates; Channel Plate and Gasket; Case Cover and Gaskets; and Driven Sprocket Support Porosity, misaligned, loose, restriction, fluid leak across channels

Stuck ON, plugged
1-2 Shift Valve (919, 920)

Line Pressure

HARSH SHIFT
Line Pressure
High [See Park (Engine Running) page 82A]
1-2 Accumulator Assembly

Springs or piston binding; no accumulation Misassembled (upside down) 1-2 accumulator assembly Leak at piston seal #2 ball check valve missing or mislocated Debris in the accumulator passages
Upper Control Valve Body Assembly

1-2/3-4 accumulator valve (302) stuck or binding
1-2 SHIFT SOL OFF
2-3 SHIFT SOL OFF
2ND CLUTCH
2ND SPRAG
REVERSE CLUTCH
3RD CLUTCH
4TH BAND
COAST CLUTCH
LOW/REV. BAND
LOW ROLLER OVERRUN
APPLIED HOLDING
90A

PASSAGES
COMPONENTS (
(3) (8) (40) (41) (54) (65) (216) (338) (343) (350) (917) (979)
90B

56
56 56 56 56 56 56
11
14
13/14 12
46
56
56
56 56 56 56 56
56
40
46
(338)
56
21
45 10 14 13 56 12
11
45
45 45 45
13 15 45 6
10
40
56 56
56 56
22
56 2 56 56 56 56 8 56 56 56 7 4 8 9 6 7 56 32 56 56 56 56 56 32 56 56 56 1
22 56 56 56 56 56 56 2 22 11 8 56 8 11 22 56 6 40 56 56 56
31
40 56 40 46 10
15 45 52
45d
45
13
11 13a 15
34
35
12 10c 45 46a 13
27
40s
11 45 45 2 32 22 11 8 11 22 1 8 6 6 45
13 13 10 12 46 46 45 13 8 8 10 40 6 30 6 20 20 30 10 40 40 22 22 22
40 42
40
40
46
40r 40n
45
45
46
40 40 22 22
40
22f
37
15
45 6
56
(343)
22
2 22e
11a
45c 45b
45a 6e
22
22a
42b/40m
3
56
13 6 52 56 52
22 11
10 10 8
40
22 20
40 42
6 22 11 56
56 56
40 56
56 56
(216)
1
SLOT IN GASKET
31
40
10 8 52 56 52 20 52 52 6 22 20
30
10 22 42 20 30
32d
22b
10
29
42
8c 22d
11b
6a
40h
8/10b
10a 8d 22c
31 28
31
8b
CLIP POCKET
6 30
20
6b 6c
33
20a
42a
40k 40p/42
31
38
11 52 4 56 56 4
4 6 56
25
11 9
56
56 6 30 52 30
52
30 30/6 27
SLOT IN GASKET
30
31
SLOT IN GASKET
1 8a 6f 6g
23
20b 30d/31a
30b
31
32
11c
30a
30 40g
30
30c/31
30 31
4 9
24
8 6
6
27 52
6d
6
4 8/9 6
26
30
11
27
40 27 27
6 6
22 56
27/6 40
42
27b 4
40f
40
4
40
6h
27a
SLOT IN GASKET
6 4
40
(350)

(41)
55
55 56
55 5 15
5 5 5 2
55
15
(3)
5 15
11
15
56 56
12 13 10 56 15 45 6
56
(3)
5
46 40
56 56 56 22 2
42 #11
45
2 2
2 5 5 5
22
56 56
5 5
5 5
5 5
11
56 56
56 10 8 40
40
5 1
5
5
5 56 1
56 32
8 56 56 56 4
8
22 12 56 11
1
6

42
9
2 5 5 6
56 27 32
2 1 42
40 9 40 9
16
(3)
52
56 56
20
5 30
42
42
9
20
9 56 30 9
27
#10
9 27
40
6 56 40
32
6 32
27 1
40 32
(40)
5 6
20 1
40
20
9 4
56
40 1
33 54 1 40 5
5
40
5 33 5
54
(40)
54
1
27 20
39
40
32
6 5
5
20
27
39 5 6 5
54 1 5
39 33
32
20
27 39 33
32
40
(8)
20
20
27 27
39 33

(54)
56
NOTE:
56 56 56 56 56
56
56
38b
2 38
56
56
32 56
49
38 56 24 23 17 32
56 56 26 37 33 53 56 44 27 44 44 33
26
37
20 17
49a
#6
#9
52 56 23 17 32
24b
48
6 32e 32f 48b
32
7

52 24 23 37 17 25 32 35 53 52
44 17
49
23b 33 17
26/33a
36
52
47c
47 48 32

56
56
17a 26a 32h/33f

12
49
56
51 40 56
43 34
37
56 56 56 56 56
32
56
56 56
56 40
37a
37b 32k/33e
2
32g
34a 53
48a 51 43b
10
53
53 35 43
53a 52b
39
40 56 32
56 50 56 36
27c
33g 33c
22
44
5
39 56 34 38 34
23
39 38
56
44b
44a 38d
21
38e
38f/34f 38g/34e
1
50
47 36 56 24 56 21 20 38
33b
20/38
50b 50d 34 36d/34g 50a 34d 19 47a 18 38 34c 38a 36b 21 16 47 38c/20 50 20a 36a 36 24a
15
35a 8 53/52 43a 35 36c
40b 47b 40a 50c 51a

43
11
6m 32m
SLOT IN GASKET
27
33
26
37
32
#7
56
56
37
53 52 56 43 52 39 34 34
#4
27 44 33
#5 #1
38
48 49 50 34 40 52 52 35 36 52 51
47 48 51 43
40
18 56 18 19
51
47
6 32
50 34 38 21 20 24 56
36
50
39 44
39 33h
40 14
23a
21b/24 21a/23
38 23 56
47
50
33
32 32
56 6 56
56
40 56
40
29
29c
29b/27g
SLOT IN GASKET
32a 40c 6k
39
29
36
#8
(917)
40d
32b
29
4TH SERVO BORE
6
33
32 6 40
44
33 56 44 39 56
33d
29a/27h
44c
44
40e

#2
56
20
32 6
44
56
27
33 39
1 20
56 28 20 56 27 39
56
28c
28a/27f
27d
28b/27e
13
32c
28
20
27c 39a
20b
28
27
33
39 27
20
(8) 40
32
#3
Figure 89
FOLDOUT 91

LUBE LUBE
LUBE

LUBE 2
2ND CLUTCH ASSEMBLY
3RD CLUTCH ASSEMBLY
COAST CL
3RD CL
3RD CL EX
LUBE
LUBE
EX
REV CL
REV CL
EX
3RD CL
CONV APPLY
2 6a 6b
37
COOLER
LINE TORQ SIGNAL

BOOST VALVE
22f
LINE
2ND CL
FORWARD CLUTCH
REV
22e 22d 40g 40h

ACT FD
SECONDARY PUMP
SECONDARY LINE
SCAVENGE TUBE (54)
4TH SERVO
COAST CL
LUBE 2 LINE LINE
EX
CONV RELEASE
32c 40e 40d

ORIFICED 3RD CL
8c 8b
PRIMARY ACCUM

SCAVENGE OUTLET
38b
LINE
CONV APPLY
TO COOLER
UPPER SUMP
SLOT IN GASKET
24
9
REV
LINE
2ND CL
SLOT IN GASKET
38a 20 40 38c
32b
TFP SWITCH
39
32a 49a 40c
CON FD
25
26 8a
6g 6f 32d
SLOT IN GASKET
3RD CL
REV
LINE
BALL CHECK
36a 36b
#8
REV CL
40b 11 33d 44c
REV LINE
GASKET (326)
3-4 SHIFT VALVE

FORWARD CLUTCH
ACT FD
11b 1 11c
DRIVE
32g
6
32f
LINE
D321
12 15
50 6k 6m 38g 34e 1 38f 34f 18 38 50a 50d
PRN
EX
36
LOW D21
PRND43
DRIVE
LINE
REV
FILTER (236)
MAIN PUMP SUCTION
MANUAL VALVE
PRND4
17
EX
6e
PRIMARY ACCUM
34
45c
CONV CL REG
EX
#5
D321
D21 EX EX
FILTER (917)
CONV RELEASE
11

D321 3RD CL D321
D321
33 32e 32m 32 17
49 47 40a 47a 23b
REG APPLY
46a 45a 45b
TCC CONTROL
EX EX
ACT FD
20b
20a 21 16 21b 24
9
TCC ENABLE
EX EX
DRIVE
TCC SOL
EX
50b
2-3 SHIFT VALVE

EX EX EX
1-2 SOL
23a
36
13 13 14 35 45d 13a 46
TCC EX ENABLE
10c
27
10b 8
2-3 SOLENOID
50c 35
4

UPPER CONT VB (300)
10

EX
29
10a 8d
2ND CL
35a
8
28
20b 20a
53
CHANNEL PLATE (900)
52 36c
EX
SPACER PLATE (327)
CASE COVER (33)
CASE COVER (33)
EX
GASKET (326)
53
GASKET (328)
SEAL (44)
FORWARD CLUTCH
CASE (6)
CONV FEED
EX
LINE
EX
EX
EX
FILTER (338)
EX
43 52
24a 24b
34g
1-2 SHIFT VALVE
#9
37a
2-3 SOLENOID
34d 34a 34c 43a 44 52b
2-3 SOLENOID
53a 39
5 2
22a
EX
ACT FD LMT
43b
48b
47d
EX
EX
36d
51a
ACT FD ACT FD
22b
19
48
LOW
39a
DRIVE
2ND CL
CHANNEL PLATE (900)
TORQ SIG
3RD CL
22c
EX
38e
38d
LINE
PRIMARY ACCUM
2-3 ACCUMULATOR
3RD CL 3RD CL
SCAVENGE TUBE (54)
44a
21
28c 29c
#1
FORWARD CLUTCH
1-2 ACCUMULATOR
REV CL
REVERSE ACCUMULATOR
2-3 ACCUM
LINE
6d
#4
BOTTOM SUMP
EX EX
33c 22 33b 33g 33h
3RD CL
40m
42b 42a
EX EX
LINE
SLOT IN GASKET
SLOT IN GASKET
ORIFICED 3RD CL
GASKET (326)
#2
FWD ACCUMULATOR
27h 29a
14
30d 31a
30b
27a
40s
40f
30
GASKET (328)
#10
3RD CL
40p
30
30c
33
32
40r
6c
42
40n
38
SPACER PLATE (327)
31
27g
29b 28a
13 28b
27b
30a
40k
31
42
3-4 ACCUMULATOR
#3
27f 27e
CASE COVER (33)
#11
PRIM ACCUM
44b
27d
3RD CL
LINE PRIMARY ACCUM
SEAL (44) CASE (6)
PRIMARY ACCUM
27c
92
Figure 90
4TH BAND
2-3 ACCUM VALVE
REV CL
4TH BD FD 2ND CL
EX
10
48a
47c
34
51
2ND CL
REV BAND
CC FD LIMIT
EX
D321 D321
EX
EX
EX
SLOT IN GASKET
EX
EX
PRN
COAST CL FEED
21a 23 15
PRN
17a 37
LOW
#6
26
20
33a
26a 37b
PRN
45
LOW
3RD CL
11a
LINE
REV CL
PRIMARY PUMP
23
ACT FD
SCAVENGE PUMP
SEC LINE
6h
1 2 3D NR
D321
#7
4 BD FD
32k 33e 32h

12
33f

NO THIRD GEAR/SLIPS IN THIRD
3rd Clutch Assembly

Input shaft oil seal rings (614) missing or damaged 3rd clutch piston (606) damaged, seals leaking 3rd clutch piston ball check valve assembly missing or leaking 3rd clutch plates (610-613) worn, damaged or misassembled 3rd clutch snap ring (515) missing or not seated Spring and retainer assembly (607) damaged Return spring snap ring (609) missing or not seated 3rd clutch housing (604) damaged, leaking
Third Clutch Fluid Routing

Fluid leak or restriction Control Valve Bodies, Gaskets and Spacer Plates; Channel Plate and Gasket; Case Cover and Gaskets; and Driven Sprocket Support Porosity, misaligned, loose, restriction, fluid leak across channels Input Shaft Oil Seal Rings leaking Oil Transfer Sleeve damaged, misaligned

Failed OFF, leaking
2-3 Shift Valve (907, 908)

Stuck in downshifted position
3-4 Shift Valve (912)

#11 Ball Check Valve

Stuck Missing
3rd Clutch Exhaust Valve (427)

Line Pressure

HARSH SHIFT
Line Pressure

Springs or piston binding; no accumulation Misassembled (upside down) 2-3 accumulator assembly Leak at piston seal #10 ball check valve missing or mislocated Debris in the accumulator passages

2-3 accumulator valve (306) stuck or binding
1-2 SHIFT SOL OFF
2-3 SHIFT SOL ON
2ND CLUTCH
2ND SPRAG
REVERSE CLUTCH
3RD CLUTCH APPLIED
4TH BAND
COAST CLUTCH
LOW/REV. BAND
LOW ROLLER OVERRUN
APPLIED OVERRUN
92A

PASSAGES
COMPONENTS (
(3) (8) (40) (41) (54) (65) (216) (338) (343) (350) (917) (979)
92B

56
56 56 56 56 56 56
11 56
56
14
13/14
56 56 56 56 56
56
40
46
(338)
56
21
45 10 14 13 56 12
11
45
45 45 45
13 15 45 6
10
12
46
40 45d 22f
37
11 13a 15
34
35
12 10c 45 46a 13
27
40s
11 45 45 2 32 22 11 8 11 22 1 8 6 6 45
13 13 15 45 6 46 45 13 8 8 10 40 6 30 6 20 20 30 10 10 12 46 40 40 22 22 22
40 42
40
40
46
40r 40n
56 56
56 56
22
56 2 56 56 56 56 8 56 56 56 7 4 8 9 6 7 56 32 56 56 56 56 56 32 56 56 56 1
22 56 56 56 56 56 56 2 22 11 8 56 8 11 22 56 6 40 56 56 56
31
40 56 40 46 10
15 45 52
45
45
45
13
46
40 40 22 22
40
56
(343)
22
2 22e
11a
45c 45b
45a 6e
22 22a
42b/40m
3
56
13 6 52 56 52
22 11
10 10 8
40
22 20
40
6 22 11 56
56 56
40 56
56 56
(216)
1
SLOT IN GASKET
11 52 4 56 56 4
4 6 56
25
11 9
40
10 8 52 56 52 42 20 52 52 6 22 20 31 30 56 6 30 52 30 56
52 22 56
27 52
10 22 42 20 30
32d
22b
10
29
42
8c 22d
11b
6a
40h
8/10b
10a 8d 22c
31 28
31
8b
CLIP POCKET
6 30
20
6b 6c
33
20a
42a
40k 40p/42
31
38
30 30/6 27
SLOT IN GASKET
30
31
SLOT IN GASKET
1 8a 6f 6g
23
20b 30d/31a
30b
31
32
11c
30a
30 40g
30
30c/31
30 31
4 9
24
8 6
6d 6
4 8/9 6
26
30
11
27
40 27 27
6 6
27/6 40
42
27b 4
40f
40 4
40
6h
27a
SLOT IN GASKET
6 4
40
(350)

(41)
55
55 56
55 5 15
5 5 5 2
55
15
(3)
5 15
11
15
56 56
12 13 10 56 15 45 6
56
(3)
5
46 40
56 56 56 22 2
42 #11
45
2 2
5 5 5 5 5 5 1 5
5
5 5
2 5 5 5
22
56 56
11
56 56
56 10 8 40
40
5 56 1
56 32
8 56 56 56 4
8
22 12 56 11
1
6

42
9
2
5
16
(3)
56 56
20
5 30
42
5
6 27
42
40 56 27 9
52
42
9
20
9 56 30 9
27
#10
9 27
5 1
32 6 32
40
6 56 40
(40)
5 6
1
40 32
20
32
40 9
20
9 4
56
40 1
40
1
40
33 54 1 40 5
5
5 33 5
54
(40)
54
1
27 20
39
40
32
6 5 5
20
27
39 5
6 5
54 1 5
39 33
32
20
27 39 33
32 40
(8)
20
20
27 27
39 33

(54)
56
NOTE:
56 56 56 56 56
56
56
38b
2 38
56
56
32 56
49
38 56 24 23 17 32
56 56 26 37 33 53 56 44 27 39 44 38
56
17
49a
#6
#9
52 56 23 17 32
24b
48
6 32e 32f 48b
32
7

52 24 23 37 17 25 32 35 53 52
44 17
49
26
37
20
23b 33 17
26/33a
36
52
47c
51 43b
10
47 48 32

56
56
17a 26a 32h/33f

12
48a 49
9
56
51 40 56
43 34
37
56 56 56 56 56
32
56
56 56
56 40
37a
37b 32k/33e
2
32g
34a 53
53
53 35 43
53a 52b
39
40 56 32
56 50 56 36
27c
33g 33c
44a 38d
21
44
5
35a 8 53/52 43a 35 36c
40b 47b 40a 50c 51a

43
11
6m 50b 32m
SLOT IN GASKET
27
33
26
37
32
#7
56
56
37
53 52 56 43 52 39 34 34
39 56 34 38 34
23
44b
38e
38f/34f 38g/34e
1
50
47 36 56 24 56 21 20 38
44
33
22
33b
20/38
39 44
39 33h
40 14
50d 34 36d/34g 50a 34d 19 47a 18 38 34c 38a 36b 16 21 47 38c/20 50 20a 36a 36 24a 15 23a
21b/24 21a/23
#4
27 44 33
#5 #1
38
48 49 50 34 40 52 52 35 36 52 51
47 48 51 43
40
18 56 18 19
51
47
6 32
50 34 38 21 20 24 56
36
50
38 23 56
47
50
33
32 32
56 6 56
56
40 56
40
29
29c
29b/27g
29a/27h
SLOT IN GASKET
32a 40c 6k
39
29
36
#8
(917)
40d
32b
29
4TH SERVO BORE
6
33
32 6 40
44
33 56 44 39 56
33d
44c
44
40e

#2
56
20
32 6
44
56
27
33 39
1 20
56 28 20 56 27 39
56
28c
28a/27f
27d
28b/27e
13
32c
28
20
27c 39a
20b 28
27
33
39 27
20
(8) 40
32
#3
Figure 91
FOLDOUT 93

LUBE
(Torque Converter Clutch Applied)

LUBE
LUBE

LUBE 2
2ND CLUTCH ASSEMBLY
3RD CLUTCH ASSEMBLY
COAST CL
3RD CL
3RD CL EX
LUBE
LUBE
EX
REV CL
REV CL
EX
3RD CL
CONV APPLY
2 6a 6b
37
COOLER
LINE TORQ SIGNAL

BOOST VALVE
22f
LINE
2ND CL
FORWARD CLUTCH
REV
22e 22d 40g 40h

ACT FD
SECONDARY PUMP
SECONDARY LINE
SCAVENGE TUBE (54)
4TH SERVO
COAST CL
LUBE 2 LINE LINE
EX
CONV RELEASE
32c 40e 40d

ORIFICED 3RD CL
8c 8b
PRIMARY ACCUM

SCAVENGE OUTLET
38b
LINE
CONV APPLY
TO COOLER
UPPER SUMP
SLOT IN GASKET
24
9
REV
LINE
2ND CL
SLOT IN GASKET
38a 20 40 38c
32b
TFP SWITCH
39
32a 49a 40c
CON FD
25
26 8a
6g 6f 32d
SLOT IN GASKET
3RD CL
REV
LINE
BALL CHECK
36a 36b
#8
REV CL
40b 11 33d 44c
REV LINE
GASKET (326)
3-4 SHIFT VALVE

FORWARD CLUTCH
ACT FD
11b 1 11c
DRIVE
32g
6
32f
LINE
D321
DRIVE
12 15
50 6k 6m 38g 34e 1 38f 34f 18 38 50a 50d
PRN
EX
36
LOW D21
PRND43
LINE
REV
FILTER (236)
MAIN PUMP SUCTION
MANUAL VALVE
PRND4
17
EX
6e
PRIMARY ACCUM
34
45c
CONV CL REG
EX
#5
D321
D21 EX EX
FILTER (917)
CONV RELEASE TCC SOL ON
11

D321 3RD CL D321
D321
33 32e 32m 32 17
49 47 40a 47a 23b
REG APPLY
46a 45a 45b
TCC CONTROL
EX EX
EX
50b 20b 20a 21 16 21b 24

9
TCC ENABLE
EX EX
ACT FD
DRIVE
2-3 SHIFT VALVE

EX EX EX
1-2 SOL
23a
36
13 13 14 35 45d 13a 46
TCC EX ENABLE
10c
27
10b 8
2-3 SOLENOID
50c 35
4

UPPER CONT VB (300)
10

EX
29
10a 8d
2ND CL
35a
8
28
20b 20a
53
CHANNEL PLATE (900)
52 36c
EX
SPACER PLATE (327)
CASE COVER (33)
CASE COVER (33)
EX
GASKET (326)
53
GASKET (328)
SEAL (44)
FORWARD CLUTCH
CASE (6)
CONV FEED
EX
LINE
EX
EX
EX
FILTER (338)
EX
43 52
24a 24b
34g
1-2 SHIFT VALVE
#9
37a
2-3 SOLENOID
34d 34a 34c 43a 44 52b
2-3 SOLENOID
53a 39
5 2
22a
EX
ACT FD LMT
43b
48b
47d
EX
EX
36d
51a
ACT FD ACT FD
22b
19
48
LOW
39a
DRIVE
2ND CL
CHANNEL PLATE (900)
TORQ SIG
3RD CL
22c
EX
38e
38d
LINE
PRIMARY ACCUM
2-3 ACCUMULATOR
3RD CL 3RD CL
SCAVENGE TUBE (54)
44a
21
28c 29c
#1
FORWARD CLUTCH
1-2 ACCUMULATOR
REV CL
REVERSE ACCUMULATOR
2-3 ACCUM
LINE
6d
#4
BOTTOM SUMP
EX EX
33c 22 33b 33g 33h
3RD CL
40m
42b 42a
EX EX
LINE
SLOT IN GASKET
SLOT IN GASKET
ORIFICED 3RD CL
GASKET (326)
#2
FWD ACCUMULATOR
27h 29a
14
30d 31a
30b
27a
40s
40f
30
GASKET (328)
#10
3RD CL
40p
30
30c
33
32
40r
6c
42
40n
38
SPACER PLATE (327)
31
27g
29b 28a
13 28b
27b
30a
40k
31
42
3-4 ACCUMULATOR
#3
27f 27e
CASE COVER (33)
#11
PRIM ACCUM
44b
27d
3RD CL
LINE PRIMARY ACCUM
SEAL (44) CASE (6)
PRIMARY ACCUM
27c
94
Figure 92
4TH BAND
2-3 ACCUM VALVE
REV CL
4TH BD FD 2ND CL
EX
10
48a
47c
34
51
2ND CL
REV BAND
CC FD LIMIT
EX
D321 D321
EX
EX
EX
SLOT IN GASKET
EX
EX
PRN
COAST CL FEED
21a 23 15
PRN
17a 37
LOW
#6
26
20
33a
26a 37b
PRN
45
LOW
3RD CL
11a
LINE
REV CL
PRIMARY PUMP
23
ACT FD
SCAVENGE PUMP
SEC LINE
6h
1 2 3D NR
D321
#7
4 BD FD
32k 33e 32h

12
33f

NO FOURTH GEAR/SLIPS IN FOURTH
4th Servo Assembly

Servo piston seal (532) missing or damaged Servo piston (529) damaged or stuck in case bore Servo piston spring and retainer assembly (533) missing or damaged Servo apply pin (527) not engaged to 4th band (523) 4th band (523) worn or burned 4th band assembly (523) disengaged from anchor pin (10) 4th band anchor pin (10) loose or missing
4th Servo Fluid Routing

Fluid leak or restriction Lower Control Valve Body, Gaskets and Spacer Plate; Channel Plate and Gasket; and Accumulator Housing Porosity, misaligned, loose, restriction, fluid leak across channels

Failed OFF, leaking

Stuck in downshifted position

Misaligned or stuck
Line Pressure

HARSH SHIFT
Line Pressure

Spring or piston binding; no accumulation Misassembled (upside down) 3-4 accumulator assembly Leak at piston seal #3 ball check valve missing or mislocated Debris in the accumulator passages

1-2/3-4 accumulator valve (302) stuck or binding
NO TCC APPLY OR RELEASE
See Overdrive Range 4-3 Downshift page 96A.
1-2 SHIFT SOL ON
2-3 SHIFT SOL ON
2ND CLUTCH APPLIED
2ND SPRAG
REVERSE CLUTCH
3RD CLUTCH
4TH BAND
COAST CLUTCH
LOW/REV. BAND
LOW ROLLER OVERRUN
APPLIED APPLIED OVERRUN APPLIED
94A

(Torque Converter Clutch Applied) PASSAGES
COMPONENTS (
(3) (8) (40) (41) (54) (65) (216) (338) (343) (350) (917) (979)
94B

56
56 56 56 56 56 56
11 56
56
14
13/14
56 56 56 56 56
56
40
46
(338)
56
21
45 10 14 13 56 12
11
45
45 45 45
13 15 45 6
10
12
46
40 45d 22f
37
11 13a 15
34
35
12 10c 45 46a 13
27
40s
11 45 45 2 32 22 11 8 11 22 1 8 6 6 45
13 13 15 45 6 46 45 13 8 8 10 40 6 30 6 20 20 30 10 10 12 46 40 40 22 22 22
40 42
40
40
46
40r 40n
56 56
56 56
22
56 2 56 56 56 56 8 56 56 56 7 4 8 9 6 7 56 32 56 56 56 56 56 32 56 56 56 1
22 56 56 56 56 56 56 2 22 11 8 56 8 11 22 56 6 40 56 56 56
31
40 56 40 46 10
15 45 52
45
45
45
13
46
40 40 22 22
40
56
(343)
22
2 22e
11a
45c 45b
45a 6e
22 22a
42b/40m
3
56
13 6 52 56 52
22 11
10 10 8
40
22 20
40
6 22 11 56
56 56
40 56
56 56
(216)
1
SLOT IN GASKET
11 52 4 56 56 4
4 6 56
25
11 9
40
10 8 52 56 52 42 20 52 52 6 22 20 31 30 56 6 30 52 30 56
52 22 56 27 52
10 22 42 20 30
32d
22b
10
29
42
8c 22d
11b
6a
40h
8/10b
10a 8d 22c
31 28
31
8b
CLIP POCKET
6 30
20
6b 6c
33
20a
42a
40k 40p/42
31
38
30 30/6 27
SLOT IN GASKET
30
31
SLOT IN GASKET
1 8a 6f 6g
23
20b 30d/31a
30b
31
32
11c
30a
30 40g
30
30c/31
30 31
4 9
24
8 6
6d 6
4 8/9 6
26
30
11
27
40 27 27
6 6
27/6 40
42
27b 4
40f
40 4
40
6h
27a
SLOT IN GASKET
6 4
40
(350)

(41)
55
55 56
55 5 15
5 5 5 2
55
15
(3)
5 15
11
15
56 56
12 13 10 56 15 45 6
56
(3)
5
46 40
56 56 56 22 2
42 #11
45
2 2
5 5 5 5 5 5 1 5
5
5 5
2 5 5 5
22
56 56
11
56 56
56 10 8 40
40
5 56 1
56 32
8 56 56 56 4
8
22 12 56 11
1
6

42
9
2
5
16
(3)
56 56
20
5 30
42
5
6 27
42
40 56 27 9
52
42 9 27 20
9 5 1
32
40
9 56 30 9
27
#10
6 32
6 56 40
(40)
5 6
1
40 32
20
32 5
40 9
20
9 4
56
40 1
40
1
40
33 54 1 40 5
5
5 33 5
54
(40)
54
1
27 20
39
40
32
6 5 5
20
27
39 5
6 5
54 1 5
39 33
32
20
27 39 33
32 40
(8)
20
20
27 27
39 33

(54)
56
NOTE:
56 56 56 56 56
56
56
38b
2 38
56
56
32 56
49
38 56 24 23 17 32
56 56 26 37 33 53 56 44 27 39 44 38
56
17
49a
#6
#9
52 56 23 17 32
24b
48
6 32e 32f 48b
32
7

52 24 23 37 17 25 32 35 53 52
44 17
49
26
37
20
23b 33 17
26/33a
36
52
47c
51 43b
10
47 48 32

56
56
17a 26a 32h/33f

12
48a 49
9
56
51 40 56
43 34
37
56 56 56 56 56
32
56
56 56
56 40
37a
37b 32k/33e
2
32g
34a 53
53
53 35 43
53a 52b
39
40 56 32
56 50 56 36
27c
33g 33c
44a 38d
21
44
5
35a 8 53/52 43a 35 36c
40b 47b 40a 50c 51a

43
11
6m 50b 32m
SLOT IN GASKET
27
33
26
37
32
#7
56
56
37
53 52 56 43 52 39 34 34
39 56 34 38 34
23
44b
38e
38f/34f 38g/34e
1
50
47 36 56 24 56 21 20 38
44
33
22
33b
20/38
39 44
39 33h
40 14
50d 34 36d/34g 50a 34d 19 47a 18 38 34c 38a 36b 16 21 47 38c/20 50 20a 36a 36 24a 15 23a
21b/24 21a/23
#4
27 44 33
#5 #1
38
48 49 50 34 40 52 52 35 36 52 51
47 48 51 43
40
18 56 18 19
51
47
6 32
50 34 38 21 20 24 56
36
50
38 23 56
47
50
33
32 32
56 6 56
56
40 56
40
29
29c
29b/27g
SLOT IN GASKET
32a 40c 6k
39
29
36
#8
(917)
40d
32b
29
4TH SERVO BORE
6
33
32 6 40
44
33 56 44 39 56
29a/27h
33d
44c
44
40e

#2
56
20
32 6
44
56
27
33 39
1 20
56 28 20 56 27 39
56
28c
28a/27f
27d
28b/27e
13
32c
28
20
27c 39a
20b 28
27
33
39 27
20
(8) 40
32
#3
Figure 93
FOLDOUT 95

LUBE

LUBE
LUBE

LUBE 2
2ND CLUTCH ASSEMBLY
3RD CLUTCH ASSEMBLY
COAST CL
3RD CL
3RD CL EX
LUBE
LUBE
EX
REV CL
REV CL
EX
3RD CL
CONV APPLY
2 6a 6b
37
COOLER
LINE TORQ SIGNAL

BOOST VALVE
22f
LINE
2ND CL
FORWARD CLUTCH
REV
22e 22d 40g 40h

ACT FD
SECONDARY PUMP
SECONDARY LINE
SCAVENGE TUBE (54)
4TH SERVO
COAST CL
LUBE 2 LINE LINE
EX
CONV RELEASE
32c 40e 40d

ORIFICED 3RD CL
8c 8b
PRIMARY ACCUM

SCAVENGE OUTLET
38b
LINE
CONV APPLY
TO COOLER
UPPER SUMP
SLOT IN GASKET
24
9
REV
LINE
2ND CL
SLOT IN GASKET
38a 20 40 38c
32b
TFP SWITCH
39
32a 49a 40c
CON FD
25
26 8a
6g 6f 32d
SLOT IN GASKET
3RD CL
REV
LINE
BALL CHECK
36a 36b
#8
REV CL
40b 11 33d 44c
REV LINE
GASKET (326)
3-4 SHIFT VALVE

FORWARD CLUTCH
ACT FD
11b 1 11c
DRIVE
32g
6
32f
LINE
D321
12 15
50 6k 6m 38g 34e 1 38f 34f 18 38 50a 50d
PRN
EX
36
LOW D21
PRND43
DRIVE
LINE
REV
FILTER (236)
MAIN PUMP SUCTION
MANUAL VALVE
PRND4
17
EX
6e
PRIMARY ACCUM
34
45c
CONV CL REG
EX
#5
D321
D21 EX EX
FILTER (917)
CONV RELEASE
11

D321 3RD CL D321
D321
33 32e 32m 32 17
49 47 40a 47a 23b
REG APPLY
46a 45a 45b
TCC CONTROL
EX EX
ACT FD
20b
20a 21 16 21b 24
9
TCC ENABLE
EX EX
DRIVE
TCC SOL
EX
50b
2-3 SHIFT VALVE

EX EX EX
1-2 SOL
23a
36
13 13 14 35 45d 13a 46
TCC EX ENABLE
10c
27
10b 8
2-3 SOLENOID
50c 35
4

UPPER CONT VB (300)
10

EX
29
10a 8d
2ND CL
35a
8
28
20b 20a
53
CHANNEL PLATE (900)
52 36c
EX
SPACER PLATE (327)
CASE COVER (33)
CASE COVER (33)
EX
GASKET (326)
53
GASKET (328)
SEAL (44)
FORWARD CLUTCH
CASE (6)
CONV FEED
EX
LINE
EX
EX
EX
FILTER (338)
EX
43 52
24a 24b
34g
1-2 SHIFT VALVE
#9
37a
2-3 SOLENOID
34d 34a 34c 43a 44 52b
2-3 SOLENOID
53a 39
5 2
22a
EX
ACT FD LMT
43b
48b
47d
EX
EX
36d
51a
ACT FD ACT FD
22b
19
48
LOW
39a
DRIVE
2ND CL
CHANNEL PLATE (900)
TORQ SIG
3RD CL
22c
EX
38e
38d
LINE
PRIMARY ACCUM
2-3 ACCUMULATOR
3RD CL 3RD CL
SCAVENGE TUBE (54)
44a
21
28c 29c
#1
FORWARD CLUTCH
1-2 ACCUMULATOR
REV CL
REVERSE ACCUMULATOR
2-3 ACCUM
LINE
6d
#4
BOTTOM SUMP
EX EX
33c 22 33b 33g 33h
3RD CL
40m
42b 42a
EX EX
LINE
SLOT IN GASKET
SLOT IN GASKET
ORIFICED 3RD CL
GASKET (326)
#2
FWD ACCUMULATOR
27h 29a
14
30d 31a
30b
27a
40s
40f
30
GASKET (328)
#10
3RD CL
40p
30
30c
33
32
40r
6c
42
40n
38
SPACER PLATE (327)
31
27g
29b 28a
13 28b
27b
30a
40k
31
42
3-4 ACCUMULATOR
#3
27f 27e
CASE COVER (33)
#11
PRIM ACCUM
44b
27d
3RD CL
LINE PRIMARY ACCUM
SEAL (44) CASE (6)
PRIMARY ACCUM
27c
96
Figure 94
4TH BAND
2-3 ACCUM VALVE
REV CL
4TH BD FD 2ND CL
EX
10
48a
47c
34
51
2ND CL
REV BAND
CC FD LIMIT
EX
D321 D321
EX
EX
EX
SLOT IN GASKET
EX
EX
PRN
COAST CL FEED
21a 23 15
PRN
17a 37
LOW
#6
26
20
33a
26a 37b
PRN
45
LOW
3RD CL
11a
LINE
REV CL
PRIMARY PUMP
23
ACT FD
SCAVENGE PUMP
SEC LINE
6h
1 2 3D NR
D321
#7
4 BD FD
32k 33e 32h

12
33f

See Overdrive Range Third Gear (page 92A) for possible faults and conditions related to normal third gear operation.
NO TCC APPLY / SLIPPING / SOFT APPLY
TCC Pressure Solenoid Valve (336)

Failed OFF O-ring leaking No voltage to solenoid Poor electrical connection
Wiring Harness (12)

Pinched wire (electrical short) Damaged electrical connector
PCM
No signal to solenoid
Brake Switch
Not functioning (open)
Pressure Regulator Valve (211)

Stuck, binding
Torque Converter Assembly (1)

Internal failure
TCC Fluid Circuits

Leaks
Converter Clutch Feed Limit Valve (312)

Stuck, binding
Converter Clutch Control Valve (317)

Stuck in TCC release position
Converter Clutch Regulator Valve (318)

Stuck, binding
Fluid Level or Pressure

Low
Cooler Lines
Plugged
NO TCC RELEASE
TCC Pressure Solenoid Valve (336)

Internal failure Fluid exhaust plugged External Ground
Torque Converter Assembly (1)

Internal Failure
Converter Clutch Control Valve (317)

Stuck in TCC apply position
TCC Enable Valve (322)

Stuck, binding
1-2 SHIFT SOL OFF 2-3 SHIFT SOL ON
2ND CLUTCH
2ND SPRAG
REVERSE CLUTCH
3RD CLUTCH APPLIED
4TH BAND
COAST CLUTCH
LOW/REV. BAND
LOW ROLLER OVERRUN
APPLIED OVERRUN
96A

(Torque Converter Clutch Released) PASSAGES
COMPONENTS (
(3) (8) (40) (41) (54) (65) (216) (338) (343) (350) (917) (979)
96B

56
56 56 56 56 56 56
11 56
56
14
13/14 12
46
56 56 56 56 56
56
40
46
(338)
56
21
45 10 14 13 56 12
11
45
45 45 45
13 15 45 6
10
40
56 56
56 56
22
56 2 56 56 56 56 8 56 56 56 7 4 8 9 6 7 56 32 56 56 56 56 56 32 56 56 56 1
22 56 56 56 56 56 56 2 22 11 8 56 8 11 22 56 6 40 56 56 56 31
40 56 40 46 10
15 45 52
45d
45
13
11 13a 15
34
35
12 10c 45 46a 13
27
40s
11 45 45 2 32 22 11 8 11 22 1 8 6 6 45
13 13 10 12 46 46 45 13 8 8 10 40 6 30 6 20 20 30 10 40 40 22 22 22 40 42 30 31
40
40
46
40r 40n 22
45
45
46
40 40 22 22
40
22f
37
15
45 6
56
(343)
22
2 22e
11a
45c 45b
45a 6e
22a
42b/40m
3
56
13 6 52 56 52
22 11
10 10 8
40
22 20
40 42
6 22 11 56
56 56
40 56
56 56
(216)
1
SLOT IN GASKET
31
40
10 8 52 56 52 20 52 52 6 22 20
30
10 22 42 20 30
32d
22b
10
29
42
8c 22d
11b
6a
40h
8/10b
10a 8d 22c
31 28
31
8b
CLIP POCKET
6 30
20
6b 6c
33
20a
42a
40k 40p/42
31
38
11 52 4 56 56 4
4 6 56
25
11 9
56
56 6 30 52 30
52
30 30/6 27
SLOT IN GASKET
30
31
SLOT IN GASKET
1 8a 6f 6g
23
20b 30d/31a
30b
31
32
11c
30a
30 40g
30
30c/31 6
4 9
24
8 6
6
27 52
6d
4 8/9 6
26
30
11
27
40 27 27
6 6
22 56
27/6 40
42
27b 4
40f
40
4
40
6h
27a
SLOT IN GASKET
6 4
40
(350)

(41)
55
55 56
55 5 12 13 10 56 15 45 6
56
5 5 5 2
55
15
15
(3)
5 46 40 40 56 56 56 22 2 42 #11 2 2 5 1 5
5
(3)
5 15
11
15
56 56
45
2 5 5
5 5 5 5
5 5
2 5 5 5
22
56 56
11
56 56
56 10 8 40
5 56 1
56 32
8 56 56 56 4
8
22 12 56 11
1
6

42
9
2 5 5 6
56 27 32 5
2 1 42
40 9 40 9
16
(3)
52
56 56
20
5 30
42
42 9 27 20
9 5 1
32
40
9 56 30 9
27
#10
6 32
27 1
40 32
6 56 40
(40)
5 6
20 1
40
20
9 4
56
40 1
33 54 1 40 5
5
40
5 33 5
54 1
27 20
(40)
54
39
40 5
32
6 5 5
20
27
39 5 6 5
54 1 5
39 33
32
20
27 39 33
32 40
(8)
20
20
27 27
39 33

(54)
56
NOTE:
56 56 56 56 56
56
56
38b
2 38
56
56
32 56
49
38 56 24 23 17 32
56 56 26 37 33 53 56 44 27 44 44 33
26
37
20 17
49a
#6
#9 24 23 52
17
52 56 23 17 32
24b
48
6 32e 32f 48b
32
7

52 37 17 25 32 35 53 52
44
49
23b 33 17
26/33a
36
47c
51 43b
10
47 48 32

56
56
17a 26a 32h/33f

12
48a 49
9
56
51 40 56
43 34
37
56 56 56 56 56
32
56
56 56
56 40
37a
37b 32k/33e
2
32g
34a 53
53
53 35 43
53a 52b
39
40 56 32
56 50 56 36
27c
33g 33c
22
44
5
39 56 34 38 34
23
39 38
56
44b
44a 38d
21
38e
38f/34f 38g/34e
1
50
47 36 56 24 56 21 20 38
33b
20/38
50b 50d 34 36d/34g 50a 34d 19 47a 18 38 34c 38a 36b 21 16 47 38c/20 50 20a 36a 36 24a
15
35a 8 53/52 43a 35 36c
40b 47b 40a 50c 51a

43
11
6m 32m
SLOT IN GASKET
27
33 26
37 32
#7
56
56
37
53 52 56 43 52 39 34 34
#4 44 33
27 #1
38
48 49 50 34 40 52 52 35 36 52 51
47 48 51 43
40
18 56 18 19
51
47
6 32
50 34 38 21 20 24 56
36
50
39 44
39 33h
40 14
23a
21b/24 21a/23
#5 33
38 23 56
47
50
32 32
56 6 56
56
40 56
40
29
29c
29b/27g
SLOT IN GASKET
32a 40c 6k
39
29
36 #8
(917)
40d
32b 29
4TH SERVO BORE
6
33
32 6 40
44
33 56 44 39 56
33d
29a/27h
44c
44
40e

#2 56 32c
20
32 6
44
56
27
33 39
1 20
56 28 20 56 27 39
56
28c
28a/27f
27d
28b/27e
13
28
20
27c 39a
20b
28
27
33
39 27
20
(8) 40
32
#3
Figure 95
FOLDOUT 97
MANUAL THIRD THIRD GEAR

LUBE

LUBE
LUBE

LUBE 2
2ND CLUTCH ASSEMBLY
3RD CLUTCH ASSEMBLY
COAST CL
3RD CL
3RD CL EX
LUBE
LUBE
EX
REV CL
REV CL
EX
3RD CL
CONV APPLY
2 6a 6b
37
COOLER
LINE TORQ SIGNAL

BOOST VALVE
22f
LINE
2ND CL
FORWARD CLUTCH
REV
22e 22d 40g 40h

ACT FD
SECONDARY PUMP
SECONDARY LINE
SCAVENGE TUBE (54)
4TH SERVO
COAST CL
LUBE 2 LINE LINE
EX
CONV RELEASE
32c 40e 40d

ORIFICED 3RD CL
8c 8b
PRIMARY ACCUM

SCAVENGE OUTLET
38b
LINE
CONV APPLY
TO COOLER
UPPER SUMP
SLOT IN GASKET
24
9
REV
LINE
2ND CL
SLOT IN GASKET
38a 20 40 38c
32b
TFP SWITCH
39
32a 49a 40c
CON FD
25
26 8a
6g 6f 32d
SLOT IN GASKET
3RD CL
REV
LINE
BALL CHECK
36a 36b
#8
REV CL
40b 11 33d 44c
REV LINE
GASKET (326)
3-4 SHIFT VALVE

FORWARD CLUTCH
ACT FD
11b 1 11c
DRIVE
32g
6
32f
LINE
D321
DRIVE
12 15
50 6k 6m 38g 34e 1 38f 34f 18 38 50a 50d
PRN
EX
36
LOW D21
PRND43
LINE
REV
FILTER (236)
MAIN PUMP SUCTION
MANUAL VALVE
PRND4
17
EX
6e
PRIMARY ACCUM
34
45c
CONV CL REG
EX
#5
D321
D21 EX EX
FILTER (917)
CONV RELEASE
11

D321 3RD CL D321
D321
33 32e 32m 32 17
49 47 40a 47a 23b
REG APPLY
46a 45a 45b
TCC CONTROL
EX EX
ACT FD
20b
20a 21 16 21b 24
9
TCC ENABLE
EX EX
DRIVE
TCC SOL
EX
50b
2-3 SHIFT VALVE

EX EX EX
1-2 SOL
23a
36
13 13 14 35 45d 13a 46
TCC EX ENABLE
10c
27
10b 8
2-3 SOLENOID
50c 35
4

UPPER CONT VB (300)
10

EX
29
10a 8d
2ND CL
35a
8
28
20b 20a
53
CHANNEL PLATE (900)
52 36c
EX
SPACER PLATE (327)
CASE COVER (33)
CASE COVER (33)
EX
GASKET (326)
53
GASKET (328)
SEAL (44)
FORWARD CLUTCH
CASE (6)
CONV FEED
EX
LINE
EX
EX
EX
FILTER (338)
EX
43 52
24a 24b
34g
1-2 SHIFT VALVE
#9
37a
2-3 SOLENOID
34d 34a 34c 43a 44 52b
2-3 SOLENOID
53a 39
5 2
22a
EX
ACT FD LMT
43b
48b
47d
EX
EX
36d
51a
ACT FD ACT FD
22b
19
48
LOW
39a
DRIVE
2ND CL
CHANNEL PLATE (900)
TORQ SIG
3RD CL
22c
EX
38e
38d
LINE
PRIMARY ACCUM
2-3 ACCUMULATOR
3RD CL 3RD CL
SCAVENGE TUBE (54)
44a
21
28c 29c
#1
FORWARD CLUTCH
1-2 ACCUMULATOR
REV CL
REVERSE ACCUMULATOR
2-3 ACCUM
LINE
6d
#4
BOTTOM SUMP
EX EX
33c 22 33b 33g 33h
3RD CL
40m
42b 42a
EX EX
LINE
SLOT IN GASKET
SLOT IN GASKET
ORIFICED 3RD CL
GASKET (326)
#2
FWD ACCUMULATOR
27h 29a
14
30d 31a
30b
27a
40s
40f
30
GASKET (328)
#10
3RD CL
40p
30
30c
33
32
40r
6c
42
40n
38
SPACER PLATE (327)
31
27g
29b 28a
13 28b
27b
30a
40k
31
42
3-4 ACCUMULATOR
#3
27f 27e
CASE COVER (33)
#11
PRIM ACCUM
44b
27d
3RD CL
LINE PRIMARY ACCUM
SEAL (44) CASE (6)
PRIMARY ACCUM
27c
98
Figure 96
4TH BAND
2-3 ACCUM VALVE
REV CL
4TH BD FD 2ND CL
EX
10
48a
47c
34
51
2ND CL
REV BAND
CC FD LIMIT
EX
D321 D321
EX
EX
EX
SLOT IN GASKET
EX
EX
PRN
COAST CL FEED
21a 23 15
PRN
17a 37
LOW
#6
26
20
33a
26a 37b
PRN
45
LOW
3RD CL
11a
LINE
REV CL
PRIMARY PUMP
23
ACT FD
SCAVENGE PUMP
SEC LINE
6h
1 2 3D NR
D321
#7
4 BD FD
32k 33e 32h

12
33f

See Overdrive Range Third Gear (page 92A) for possible faults and conditions related to normal third gear operation.
NO ENGINE COMPRESSION BRAKING
Coast Clutch
Coast Clutch Piston Assembly (810) Binding, cracked, leaking Coast Clutch Piston Ball Check Valve Missing, leaking Coast Clutch Plates (812-814, 840, 841) Friction material worn, splines broken Release Spring Assembly (820) Binding, broken Return Spring Snap Ring (821) missing or not seated Forward/Coast Clutch Support (822) Damaged, cracked, fluid feed holes restricted, Oil Seal Rings leaking, Oil Transfer Sleeve damaged or misaligned
Coast Clutch Fluid Routing

Lower Control Valve Body, Gaskets and Spacer Plate; Channel Plate and Gasket; Forward/Coast Clutch Support Porosity, misaligned, loose, fluid restriction, fluid leak across channels Forward/Coast Clutch Support Seals Leaking



Stuck in 4th gear position (No coast clutch apply)

Misaligned or stuck
1-2 SHIFT SOL OFF
2-3 SHIFT SOL ON
2ND CLUTCH
2ND SPRAG
REVERSE CLUTCH
3RD CLUTCH APPLIED
4TH BAND
COAST CLUTCH
LOW/REV. BAND
LOW ROLLER OVERRUN
APPLIED OVERRUN
98A

(from Overdrive Range Fourth Gear) PASSAGES
COMPONENTS (
(3) (8) (40) (41) (54) (65) (216) (338) (343) (350) (917) (979)
98B

56
56 56 56 56 56 56
11 56
56
14
13/14
56 56 56 56 56
56
40
46
(338)
56
21
45 10 14 13 56 12
11
45
45 45 45
13 15 45 6
10
12
46
40 45d 22f
37
11 13a 15
34
35
12 10c 45 46a 13
27
40s 46 40r
40n
11 45 45 2 32 22 11 8 11 22 1 8 6 6 45
13 13 15 45 6 46 45 13 8 8 10 40 6 30 6 20 20 30 10 10 12 46 40 40 22 22 22 40 42 30 31
40
40
56 56
56 56
22
56 2 56 56 56 56 8 56 56 56 7 4 8 9 6 7 56 32 56 56 56 56 56 32 56 56 56 1
22 56 56 56 56 56 56 2 22 11 8 56 8 11 22 56 6 40 56 56 56
31
40 56 40 46 10
15 45 52
45
45
45
13
46
40 40 22 22
40
56
(343)
22
2 22e 11a 8c
45c 45b
45a 6e
22 22a
42b/40m
3
56
13 6 52 56 52
22 11
10 10 8
40
22 20
40 42
6 22 11 56
56 56
40 56
56 56
(216)
1
SLOT IN GASKET
31 40 56
10 8 52 56 52 20 52 52 6 22 20
30
10 22 42 20 30
32d
22b
10
29
42
6a 22d 11b 6b 40h
8a/10b 8d 20a 6c
33 28
10a 22c
31
31
8b
42a
40k 40p/42
31
CLIP POCKET
6 30
20
38
11 52 4 56 56 4
4 6 56
25
11 9
56 6 30 52 30
52
30 30/6 27
SLOT IN GASKET
30
31
SLOT IN GASKET
1 8a 6f 6g
23
20b 30d/31a 30b 6d
31
32
11c 4 40g
24
30a 30
30
30c/31 6
4 8/9 6
26
30
8 6
6
27 52
11
27
40 27 27
6 6
22 56
27/6 40
42
27b 4 40f 27a

SLOT IN GASKET
40 4
40
6h
6 4
40
(350)

(41)
55
55 56
55 5 15
5 5 5 2
55
15
(3)
5 15
11
15
56 56
12 13 10 56 15 45 6
56
(3)
5
46 40
56 56 56 22 2
42 #11
45
2 2
5 5 5 5 5 5 1 5
5
5 5
2 5 5 5
22
56 56
11
56 56
56 10 8 40
40
5 56 1
56 32
8 56 56 56 4
8
22 12 56 11
1
6

42
9
2
5
16
(3)
56 56
20
5 30
42
5
6 27
42
40 56 27 9
52
42
9
20
9 56 30 9
27
#10
9 27
5 1
32 6 32
40
6 56 40
(40)
5 6
1
40 32
20
32
40 9
20
9 4
56
40 1
40
1
40
33 54 1 40 5
5
5 33 5
54
(40)
54
1
27 20
39
40
32
6 5 5
20
27
39 5
6 5
54 1 5
39 33
32
20
27 39 33
32 40
(8)
20
20
27 27
39 33

(54)
56
NOTE:
56 56 56 56 56
56
56
38b
2 38
56
56
32 56
49
38 56 24 23 17 32
56 56 26 37 33 53 56 44 27 44 44 33
26
37
20 17
49a
#6
#9
52 56 23 17 32
24b
48
6 32e 32f 48b
32
7

52 24 23 37 17 25 32 35 53 52
44 17
49
23b 33 17
26/33a
36
52
47c
51 43b
10
47 48 32

56
56
17a 26a 32h/33f

12
48a 49
9
56
51 40 56
43 34
37
56 56 56 56 56
32
56
56 56
56 40
37a
37b 32k/33e
2
32g
34a 53
53
53 35 43
53a 52b
39
40 56 32
56 50 56 36
27c
33g 33c
22
44
5
39 56 34 38 34
23
39 38
56
44b
44a 38d
21
38e
38f/34f 38g/34e
1
50
47 36 56 24 56 21 20 38
33b
20/38
50b 50d 34 36d/34g 50a 34d 19 47a 18 38 34c 38a 36b 21 16 47 38c/20 50 20a 36a 36 24a
15
35a 8 53/52 43a 35 36c
40b 47b 40a 50c 51a

43 11
6m 32m
SLOT IN GASKET
27
33
26
37
32
#7
56
56
37
53 52 56 43 52 39 34 34
#4
27 44 33
#5 #1
38
48 49 50 34 40 52 52 35 36 52 51
47 48 51 43
40
18 56 18 19
51
47
6 32
50 34 38 21 20 24 56
36
50
39 44
39 33h
40 14
23a
21b/24 21a/23
38 23 56
47
50
33
32 32
56 6 56
56
40 56
40
29
29c
29b/27g
SLOT IN GASKET
32a 40c 6k
39
29
36
#8
(917)
40d
32b
29
4TH SERVO BORE
6
33
32 6 40
44
33 56 44 39 56
29a/27h
33d
44c
44
40e

#2
56
20
32 6
44
56
27
33 39
1 20
56 28 20 56 27 39
56
28c
28a/27f
27d
28b/27e
13
32c
28
20
27c 39a
20b
28
27
33
39 27
20
(8) 40
32
#3
Figure 97
FOLDOUT 99
MANUAL SECOND SECOND GEAR

LUBE
(from Manual Third Third Gear)

LUBE
LUBE

LUBE 2
2ND CLUTCH ASSEMBLY
3RD CLUTCH ASSEMBLY
COAST CL
3RD CL EX
LUBE
LUBE
3RD CL
EX
REV CL
REV CL
EX
2 6a 6b
37
3RD CL
CONV APPLY
COOLER
LINE TORQ SIGNAL

BOOST VALVE
22f
LINE
2ND CL
FORWARD CLUTCH
REV
22e 22d 40g 40h

ACT FD
SECONDARY PUMP
SECONDARY LINE
SCAVENGE TUBE (54)
4TH SERVO
COAST CL
LUBE 2 LINE LINE
EX
CONV RELEASE
32c 40e 40d

ORIFICED 3RD CL
8c 8b
PRIMARY ACCUM

SCAVENGE OUTLET
38b
LINE
CONV APPLY
TO COOLER
UPPER SUMP
SLOT IN GASKET
24
9
REV
LINE
2ND CL
SLOT IN GASKET
38a 20 40 38c
32b
TFP SWITCH
39
32a 49a 40c
CON FD
25
26 8a
6g 6f 32d
SLOT IN GASKET
3RD CL
REV
LINE
BALL CHECK
36a 36b
#8
REV CL
40b 11 33d 44c
REV LINE
GASKET (326)
3-4 SHIFT VALVE

FORWARD CLUTCH
ACT FD
11b 1 11c
DRIVE
32g
6
32f
LINE
D321
DRIVE
12 15
50 6k 6m 38g 34e 1 38f 34f 18 38 50a 50d
PRN
EX
36
LOW D21
PRND43
LINE
REV
FILTER (236)
MAIN PUMP SUCTION
MANUAL VALVE
PRND4
17
34
45c
CONV CL REG
EX
EX
6e
PRIMARY ACCUM
CONV RELEASE
11

D321 3RD CL D321
D321
33 32e 32m 32 17
49 47 40a 47a 23b
REG APPLY
D321
EX D21 EX
FILTER (917)
46a 45a 45b
TCC CONTROL
EX EX
ACT FD
20b
20a 21 16 21b 24
9
TCC ENABLE
EX EX
DRIVE
TCC SOL
EX
50b
2-3 SHIFT VALVE

EX EX EX
1-2 SOL
23a
36
13 13 14 35 45d 13a 46
TCC EX ENABLE
10c
27
10b 8
2-3 SOLENOID
50c 35
4

UPPER CONT VB (300)
10

EX
29
10a 8d
2ND CL
35a
8
28
20b 20a
53
CHANNEL PLATE (900)
52 36c
EX
SPACER PLATE (327)
CASE COVER (33)
CASE COVER (33)
EX
GASKET (326)
53
GASKET (328)
SEAL (44)
FORWARD CLUTCH
CASE (6)
CONV FEED
EX
LINE
EX
EX
EX
FILTER (338)
EX
43 52
24a 24b
34g
1-2 SHIFT VALVE
#9
37a
2-3 SOLENOID
34d 34a 34c 43a 44 52b
2-3 SOLENOID
53a 39
5 2
22a
EX
ACT FD LMT
43b
48b
47d
EX
EX
36d
51a
ACT FD ACT FD
22b
19
48
LOW
39a
DRIVE
2ND CL
CHANNEL PLATE (900)
TORQ SIG
3RD CL
22c
EX
38e
38d
LINE
PRIMARY ACCUM
2-3 ACCUMULATOR
3RD CL 3RD CL
SCAVENGE TUBE (54)
44a
21
28c 29c
#1
FORWARD CLUTCH
1-2 ACCUMULATOR
REV CL
REVERSE ACCUMULATOR
2-3 ACCUM
LINE
6d
#4
BOTTOM SUMP
EX EX
33c 22 33b 33g 33h
3RD CL
40m
42b 42a
EX EX
LINE
SLOT IN GASKET
SLOT IN GASKET
ORIFICED 3RD CL
GASKET (326)
#2
FWD ACCUMULATOR
27h 29a
14
30b
27a
40s
40f
30
30d
GASKET (328)
#10
3RD CL
40p
30
30c
33
32
40r
6c
42
40n
38
SPACER PLATE (327)
31
27g
29b 28a
13 28b
27b
30a
31a
40k
31
42
3-4 ACCUMULATOR
#3
27f 27e
CASE COVER (33)
#11
PRIM ACCUM
44b
27d
3RD CL
LINE PRIMARY ACCUM
SEAL (44) CASE (6)
PRIMARY ACCUM
27c
100
Figure 98
4TH BAND
2-3 ACCUM VALVE
REV CL
4TH BD FD 2ND CL
EX
10
48a
47c
34
51
2ND CL
REV BAND
CC FD LIMIT
EX
D321 D321
EX
EX
EX
SLOT IN GASKET
EX
EX
PRN
COAST CL FEED
21a 23 15
PRN
17a 37
LOW
#6
26
20
33a
26a 37b
PRN
45
LOW
3RD CL
11a
LINE
REV CL
PRIMARY PUMP
23
ACT FD
SCAVENGE PUMP
SEC LINE
6h
1 2 3D NR
D321
#7
4 BD FD
32k 33e 32h

12
33f

NO MANUAL SECOND GEAR
See Overdrive Range Second Gear (page 90A) for possible faults and conditions related to normal second gear operation.
Coast Clutch
No apply / slipping (See Manual Third page 98A)
4th Servo
No apply / slipping Servo piston seal (532) missing or damaged Servo piston (529) damaged or stuck in case bore Servo piston spring and retainer assembly (533) binding or broken Servo apply pin (527) not engaged to 4th band (523) 4th band (523) worn or burned 4th band assembly (523) disengaged from anchor pin (10) 4th band anchor pin (10) loose or missing
4th Servo Fluid Routing

Fluid leak or restriction Lower Control Valve Body, Gaskets and Spacer Plate; Channel Plate and Gasket; and Accumulator Housing Porosity, misaligned, loose, restriction, fluid leak across channels


2-3 Shift Valve (907, 908)

Stuck in third gear position

Misaligned or stuck
1-2 SHIFT SOL OFF
2-3 SHIFT SOL OFF
2ND CLUTCH
2ND SPRAG
REVERSE CLUTCH
3RD CLUTCH
4TH BAND
COAST CLUTCH
LOW/REV. BAND
LOW ROLLER OVERRUN
APPLIED HOLDING
100A

(from Manual Third Third Gear) PASSAGES
COMPONENTS (
(3) (8) (40) (41) (54) (65) (216) (338) (343) (350) (917) (979)
100B

56
56 56 56 56 56 56
11 56
56
14
13/14
56 56 56 56 56
56
40
46
(338)
56
21
45 10 14 13 56 12
11
45
45 45 45
13 15 45 6
10
12
46
40 45d 22f
37
11 13a 15
34
35
12 10c 45 46a 13
27
40s 46 40r
40n
11 45 45 2 32 22 11 8 11 22 1 8 6 6 45
13 13 15 45 6 46 45 13 8 8 10 40 6 30 6 20 20 30 10 10 12 46 40 40 22 22 22 40 42 30 31
40
40
56 56
56 56
22
56 2 56 56 56 56 8 56 56 56 7 4 8 9 6 7 56 32 56 56 56 56 56 32 56 56 56 1
22 56 56 56 56 56 56 2 22 11 8 56 8 11 22 56 6 40 56 56 56
31
40 56 40 46 10
15 45 52
45
45
45
13
46
40 40 22 22
40
56
(343)
22
2 22e 11a 8c
45c 45b
45a 6e
22 22a
42b/40m
3
56
13 6 52 56 52
22 11
10 10 8
40
22 20
40 42
6 22 11 56
56 56
40 56
56 56
(216)
1
SLOT IN GASKET
31 40 56
10 8 52 56 52 20 52 52 6 22 20
30
10 22 42 20 30
32d
22b
10
29
42
6a 22d 11b 6b 40h
8a/10b 8d 20a 6c
33 28
10a 22c
31
31
8b
42a
40k 40p/42
31
CLIP POCKET
6 30
20
38
11 52 4 56 56 4
4 6 56
25
11 9
56 6 30 52 30
52
30 30/6 27
SLOT IN GASKET
30
31
SLOT IN GASKET
1 8a 6f 6g
23
20b 30d/31a 30b 6d
31
32
11c 4 9
24
30a 30 40g
30
30c/31 6
4 8/9 6
26
30
8 6
6
27 52
11
27
40 27 27
6 6
22 56
27/6 40
42
27b 4 40f 27a

SLOT IN GASKET
40 4
40
6h
6 4
40
(350)

(41)
55
55 56
55 5 15
5 5 5 2
55
15
(3)
5 15
11
15
56 56
12 13 10 56 15 45 6
56
(3)
5
46 40
56 56 56 22 2
42 #11
45
2 2
5 5 5 5 5 5 1 5
5
5 5
2 5 5 5
22
56 56
11
56 56
56 10 8 40
40
5 56 1
56 32
8 56 56 56 4
8
22 12 56 11
1
6

42
9
2
5
16
(3)
56 56
20
5 30
42
5
6 27
42
40 56 27 9
52
42
9
20
9 56 30 9
27
#10
9 27
5 1
32 6 32
40
6 56 40
(40)
5 6
1
40 32
20
32
40 9
20
9 4
56
40 1
40
1
40
33 54 1 40 5
5
5 33 5
54
(40)
54
1
27 20
39
40
32
6 5 5
20
27
39 5
6 5
54 1 5
39 33
32
20
27 39 33
32 40
(8)
20
20
27 27
39 33

(54)
56
NOTE:
56 56 56 56 56
56
56
38b
2 38
56
56
32 56
49
38 56 24 23 17 32
56 56 26 37 33 53 56 44 27 44 44 33
26
37
20 17
49a
#6
#9
52 56 23 17 32
24b
48
6 32e 32f 48b
32
7

52 24 23 37 17 25 32 35 53 52
44 17
49
23b 33 17
26/33a
36
52
47c
51 43b
10
47 48 32

56
56
17a 26a 32h/33f

12
48a 49
9
56
51 40 56
43 34
37
56 56 56 56 56
32
56
56 56
56 40
37a
37b 32k/33e
2
32g
34a 53
53
53 35 43
53a 52b
39
40 56 32
56 50 56 36
27c
33g 33c
22
44
5
39 56 34 38 34
23
39 38
56
44b
44a 38d
21
38e
38f/34f 38g/34e
1
50
47 36 56 24 56 21 20 38
33b
20/38
50b 50d 34 36d/34g 50a 34d 19 47a 18 38 34c 38a 36b 21 16 47 38c/20 50 20a 36a 36 24a
15
35a 8 53/52 43a 35 36c
40b 47b 40a 50c 51a

43 11
6m 32m
SLOT IN GASKET
27
33
26
37
32
#7
56
56
37
53 52 56 43 52 39 34 34
#4
27 44 33
#5 #1
38
48 49 50 34 40 52 52 35 36 52 51
47 48 51 43
40
18 56 18 19
51
47
6 32
50 34 38 21 20 24 56
36
50
39 44
39 33h
40 14
23a
21b/24 21a/23
38 23 56
47
50
33
32 32
56 6 56
56
40 56
40
29
29c
29b/27g
SLOT IN GASKET
32a 40c 6k
39
29
36
#8
(917)
40d
32b
29
4TH SERVO BORE
6
33
32 6 40
44
33 56 44 39 56
33d
29a/27h
44c
44
40e

#2
56
20
32 6
44
56
27
33 39
1 20
56 28 20 56 27 39
56
28c
28a/27f
27d
28b/27e
13
32c
28
20
27c 39a
20b
28
27
33
39 27
20
(8) 40
32
#3
Figure 99
FOLDOUT 101
MANUAL FIRST FIRST GEAR

LUBE
(from Manual Second Second Gear)

LUBE
LUBE

LUBE 2
2ND CLUTCH ASSEMBLY
3RD CLUTCH ASSEMBLY
COAST CL
3RD CL EX
LUBE
LUBE
3RD CL
EX
REV CL
REV CL
EX
2 6a 6b
37
3RD CL
CONV APPLY
COOLER
LINE TORQ SIGNAL

BOOST VALVE
22f
LINE
2ND CL
FORWARD CLUTCH
REV
22e 22d 40g 40h

ACT FD
SECONDARY PUMP
SECONDARY LINE
SCAVENGE TUBE (54)
4TH SERVO
COAST CL
LUBE 2 LINE LINE
EX
CONV RELEASE
32c 40e 40d

ORIFICED 3RD CL
8c 8b
PRIMARY ACCUM

SCAVENGE OUTLET
38b
LINE
CONV APPLY
TO COOLER
UPPER SUMP
SLOT IN GASKET
24
9
REV
LINE
2ND CL
SLOT IN GASKET
38a 20 40 38c
32b
TFP SWITCH
39
32a 49a 40c
CON FD
25
26 8a
6g 6f 32d
SLOT IN GASKET
3RD CL
REV
LINE
BALL CHECK
36a 36b
#8
REV CL
40b 11 33d 44c
REV LINE
GASKET (326)
3-4 SHIFT VALVE

FORWARD CLUTCH
ACT FD
11b 1 11c
DRIVE
32g
6
32f
LINE
D321
DRIVE
12 15
50 6k 6m 38g 34e 1 38f 34f 18 38 50a 50d
PRN
EX
36
LOW D21
PRND43
LINE
REV
FILTER (236)
MAIN PUMP SUCTION
MANUAL VALVE
PRND4
17
EX
6e
PRIMARY ACCUM
34
45c
CONV CL REG
EX
#5
D321
D21 EX EX
FILTER (917)
CONV RELEASE
11

D321 3RD CL D321
D321
33 32e 32m 32 17
49 47 40a 47a 23b
REG APPLY
46a 45a 45b
TCC CONTROL
EX EX
ACT FD
20b
20a 21 16 21b 24
9
TCC ENABLE
EX EX
DRIVE
TCC SOL
EX
50b
2-3 SHIFT VALVE

EX EX EX
1-2 SOL
23a
36
13 13 14 35 45d 13a 46
TCC EX ENABLE
10c
27
10b 8
2-3 SOLENOID
50c 35
4

UPPER CONT VB (300)
10

EX
29
10a 8d
2ND CL
35a
8
28
20b 20a
53
CHANNEL PLATE (900)
52 36c
EX
SPACER PLATE (327)
CASE COVER (33)
CASE COVER (33)
EX
GASKET (326)
53
GASKET (328)
SEAL (44)
FORWARD CLUTCH
CASE (6)
CONV FEED
EX
LINE
EX
EX
EX
FILTER (338)
EX
43 52
24a 24b
34g
1-2 SHIFT VALVE
#9
37a
2-3 SOLENOID
34d 34a 34c 43a 44 52b
2-3 SOLENOID
53a 39
5 2
22a
EX
ACT FD LMT
43b
48b
47d
EX
EX
36d
51a
ACT FD ACT FD
22b
19
48
LOW
39a
DRIVE
2ND CL
CHANNEL PLATE (900)
TORQ SIG
3RD CL
22c
EX
38e
38d
LINE
PRIMARY ACCUM
2-3 ACCUMULATOR
3RD CL 3RD CL
SCAVENGE TUBE (54)
44a
21
28c 29c
#1
FORWARD CLUTCH
1-2 ACCUMULATOR
REV CL
REVERSE ACCUMULATOR
2-3 ACCUM
LINE
6d
#4
BOTTOM SUMP
EX EX
33c 22 33b 33g 33h
3RD CL
40m
42b 42a
EX EX
LINE
SLOT IN GASKET
SLOT IN GASKET
ORIFICED 3RD CL
GASKET (326)
#2
FWD ACCUMULATOR
27h
27g
29a
14
30b
27a
40s
40f
30
30d
GASKET (328)
#10
3RD CL
40p
30
30c
33
32
40r
6c
42
40n
38
SPACER PLATE (327)
31
29b 28a
13 28b
27b
30a
31a
40k
31
42
3-4 ACCUMULATOR
#3
27f 27e
CASE COVER (33)
#11
PRIM ACCUM
44b
27d
3RD CL
LINE PRIMARY ACCUM
SEAL (44) CASE (6)
PRIMARY ACCUM
27c
102
Figure 100
4TH BAND
2-3 ACCUM VALVE
REV CL
4TH BD FD 2ND CL
EX
10
48a
47c
34
51
2ND CL
REV BAND
CC FD LIMIT
EX
D321 D321
EX
EX
EX
SLOT IN GASKET
EX
EX
PRN
COAST CL FEED
21a 23 15
PRN
17a 37
LOW
#6
26
20
33a
26a 37b
PRN
45
LOW
3RD CL
11a
LINE
REV CL
PRIMARY PUMP
23
ACT FD
SCAVENGE PUMP
SEC LINE
6h
1 2 3D NR
D321
#7
4 BD FD
32k 33e 32h

12
33f

NO MANUAL FIRST GEAR
See Overdrive Range First Gear (page 88A) for possible faults and conditions related to normal first gear operation.
Coast Clutch
No apply / slipping (See Manual Third page 98A)
Low/Reverse Servo Assembly

Servo piston seals (929, 930) missing or damaged Servo piston (928) damaged or stuck in case bore Servo piston return spring (901) missing or damaged Servo piston cushion spring (934) missing or damaged Servo apply pin (931) not engaged to low/reverse band (13) Low/reverse band (13) worn or burned Low/reverse band assembly (13) disengaged from anchor pin (9) Low/reverse band anchor pin (9) loose or missing
Low/Reverse Servo Fluid Routing

Fluid leak or restriction Lower Control Valve Body, Spacer/Gasket Plate Assembly; and Channel Plate Porosity, misaligned, loose, restriction, fluid leak across channels


1-2 Shift Valve (919, 920)

Stuck in third gear position

Misaligned or stuck
1-2 SHIFT SOL ON
2-3 SHIFT SOL OFF
2ND CLUTCH
2ND SPRAG
REVERSE CLUTCH
3RD CLUTCH
4TH BAND
COAST CLUTCH
LOW/REV. BAND
LOW ROLLER
102A

(from Manual Second Second Gear) PASSAGES
COMPONENTS (
(3) (8) (40) (41) (54) (65) (216) (338) (343) (350) (917) (979)
102B

56
56 56 56 56 56 56
11
14
13/14 12
46
56
56
56 56 56 56 56
56
40
46
(338)
56
21
45 10 14 13 56 12
11
45
45 45 45
13 15 45 6
10
40
56 56
56 56
22
56 2 56 56 56 56 8 56 56 56 7 4 8 9 6 7 56 32 56 56 56 56 56 32 56 56 56 1
22 56 56 56 56 56 56 2 22 11 8 56 8 11 22 56 6 40 56 56 56
31
40 56 40 46 10
15 45 52
45d
45
13
11 13a 15
34
35
12 10c 45 46a 13
27
40s
11 45 45 2 32 22 11 8 11 22 1 8 6 6 45
13 13 10 12 46 46 45 13 8 8 10 40 6 30 6 20 20 30 10 40 40 22 22 22
40 42
40
40
46
40r 40n
45
45
46
40 40 22 22
40
22f
37
15
45 6
56
(343)
22
2 22e
11a
45c 45b
45a 6e
22
22a
42b/40m
3
56
13 6 52 56 52
22 11
10 10 8
40
22 20
40 42
6 22 11 56
56 56
40 56
56 56
(216)
1
SLOT IN GASKET
31
40
10 8 52 56 52 20 52 52 6 22 20
30
10 22 42 20 30
32d
22b
10
29
42
8c 22d
11b
6a
40h
8/10b
10a 8d 22c
31 28
31
8b
CLIP POCKET
6 30
20
6b 6c
33
20a
42a
40k 40p/42
31
38
11 52 4 56 56 4
4 6 56
25
11 9
56
56 6 30 52 30
52
30 30/6 27
SLOT IN GASKET
30
31
SLOT IN GASKET
1 8a 6f 6g
23
20b 30d/31a
30b
31
32
11c
30a
30 40g
30
30c/31
30 31
4 9
24
8 6
6
27 52
6d
6
4 8/9 6
26
30
11
27
40 27 27
6 6
22 56
27/6 40
42
27b 4
40f
40
4
40
6h
27a
SLOT IN GASKET
6 4
40
(350)

(41)
55
55 56
55 5 15
5 5 5 2
55
15
(3)
5 15
11
15
56 56
12 13 10 56 15 45 6
56
(3)
5
46 40
56 56 56 22 2
42 #11
45
2 2
2 5 5 5
22
56 56
5 5
5 5
5 5
11
56 56
56 10 8 40
40
5 1
5
5
5 56 1
56 32
8 56 56 56 4
8
22 12 56 11
1
6

42
9
2 5 5 6
56 27 32
2 1 42
40 9 40 9
16
(3)
52
56 56
20
5 30
42
42
9
20
9 56 30 9
27
#10
9 27
40
6 56 40
32
6 32
27 1
40 32
(40)
5 6
20 1
40
20
9 4
56
40 1
33 54 1 40 5
5
40
5 33 5
54
(40)
54
1
27 20
39
40
32
6 5
5
20
27
39 5 6 5
54 1 5
39 33
32
20
27 39 33
32 40
(8)
20
20
27 27
39 33

(54)
56
NOTE:
56 56 56 56 56
56
56
38b
2 38
56
56
32 56
49
38 56 24 23 17 32
56 56 26 37 33 53 56 44 27 44 44 33
26
37
20 17
49a
#6
#9
52 56 23 17 32
24b
48
6 32e 32f 48b
32
7

52 24 23 37 17 25 32 35 53 52
44 17
49
23b 33 17
26/33a
36
52
47c
47 48 32

56
56
17a 26a 32h/33f

12
49
56
51 40 56
43 34
37
56 56 56 56 56
32
56
56 56
56 40
37a
37b 32k/33e
2
32g
34a 53
48a 51 43b
10
53
53 35 43
53a 52b
39
40 56 32
56 50 56 36
27c
33g 33c
22
44
5
39 56 34 38 34
23
39 38
56
44b
44a 38d
21
38e
38f/34f 38g/34e
1
50
47 36 56 24 56 21 20 38
33b
20/38
50b 50d 34 36d/34g 50a 34d 19 47a 18 38 34c 38a 36b 21 16 47 38c/20 50 20a 36a 36 24a
15
35a 8 53/52 43a 35 36c
40b 47b 40a 50c 51a

43
11
6m 32m
SLOT IN GASKET
27
33
26
37
32
#7
56
56
37
53 52 56 43 52 39 34 34
#4
27 44 33
#5 #1
38
48 49 50 34 40 52 52 35 36 52 51
47 48 51 43
40
18 56 18 19
51
47
6 32
50 34 38 21 20 24 56
36
50
39 44
39 33h
40 14
23a
21b/24 21a/23
38 23 56
47
50
33
32 32
56 6 56
56
40 56
40
29
29c
29b/27g
SLOT IN GASKET
32a 40c 6k
39
29
36
#8
(917)
40d
32b
29
4TH SERVO BORE
6
33
32 6 40
44
33 56 44 39 56
29a/27h
33d
44c
44
40e

#2
56
20
32 6
44
56
27
33 39
1 20
56 28 20 56 27 39
56
28c
28a/27f
27d
28b/27e
13
32c
28
20
27c 39a
20b
28
27
33
39 27
20
(8) 40
32
#3
Figure 101
FOLDOUT 103
LUBRICATION POINTS
COOLER AND LUBRICATION CIRCUITS
Line pressure from the primary pump assembly (200-202) is directed to the pressure regulator valve (211) located in the secondary pump body (203). Line pressure passes through the pressure regulator valve (211) and orifice #25 where it enters the converter feed circuit. Converter feed fluid is routed to the converter feed limit valve (312) and enters the TCC feed limit circuit. At the same time converter feed passes through orifice #24 and #26 where it enters the lube 2 circuit. (See Lubrication Circuits below.) TCC feed limit fluid is directed to the converter clutch control valve (317) where it passes through the valve and enters the converter release circuit. Converter release fluid is routed through the upper control valve body (300), case cover (33) and secondary pump body (203) before it is fed between the oil pump drive shaft (2) and turbine shaft (410). Converter release fluid flows along the oil pump drive shaft (2) and turbine shaft (410) to the release side of the torque converter clutch plate. Release fluid passes around the torque converter clutch plate and enters the apply fluid side of the plate. Apply fluid from the torque converter (1) is then routed back to the converter clutch control valve (317) where it passes through the valve and enters the to cooler circuit. Fluid in the to cooler circuit is routed through the case cover (33) and cooler connector (3) to the transmission cooler located inside the radiator.
LUBRICATION CIRCUITS
LUBE 2 FLUID FROM PRESSURE REGULATOR VALVE
The lube circuit begins at the transmission cooler when fluid is routed through the cooler lines to the cooler (return) connector (3). Lube passes through the cooler connector (3) and enters the forward/coast clutch support (822) to provide lubrication for the components located on the right side of the transmission. Lube 2 fluid (generated from the converter feed circuit through orifice #24 and #26) is routed through the transmission case cover (33) and driven sprocket support (418). After lube 2 passes through the driven sprocket support (418) it provides lubrication for the components located on the left side of the transmission.
LUBE FROM COOLER
104
Figure 102
Bushing, Bearing and Washer Locations

132 402 408 401
208 117 133
521 204 619 408
132
718
417
832
111
132
710
803
102 804
440
419
602
503
502
603
622 618
723
825
824
826
124
436 520
522
615 713 720
102 FINAL DRIVE SUN GEAR/FINAL DRIVE CARRIER THRUST BEARING 111 RIGHT DIFFERENTIAL THRUST WASHER 117 LEFT DIFFERENTIAL THRUST WASHER 124 CASE EXTENSION BUSHING 132 THRUST BEARING ASSEMBLY 133 DIFFERENTIAL CARRIER/CASE EXTENSION SELECTIVE THRUST WASHER 204 SCAVENGE PUMP BUSHING 208 OIL PUMP DRIVEN SHAFT THRUST WASHER 401 CONVERTER HUB BUSHING 402 FRONT STATOR SHAFT BUSHING 408 BALL BEARING (2) 417 THRUST BEARING 419 OIL TRANSFER SLEEVE 436 SUPPORT/REVERSE CLUTCH THRUST WASHER 440 THRUST BEARING 502 SMALL BUSHING 503 LARGE BUSHING 520 2ND CLUTCH OUTER RACE WASHER 521 THRUST BEARING
522 DRIVEN SPROCKET SUPPORT SELECTIVE THRUST WASHER 602 INPUT SHAFT BUSHING 603 INPUT SHAFT/OIL TRANSFER SLEEVE 615 INPUT SHAFT/3RD HUB THRUST WASHER 618 HUB BUSHING 619 THRUST BEARING ASSEMBLY 622 REACTION SUN GEAR BUSHING 710 THRUST BEARING ASSEMBLY 713 FLANGE TO OUTER RACE THRUST WASHER 718 FLANGE/FORWARD CLUTCH HOUSING THRUST BEARING 720 RACE/COAST CLUTCH HUB THRUST WASHER 723 INPUT FLANGE BUSHING 803 SMALL HOUSING BUSHING 804 LARGE HOUSING BUSHING 824 OIL TRANSFER SLEEVE 825 LEFT SUPPORT/SUN SHAFT BUSHING 826 RIGHT SUPPORT/SUN SHAFT BUSHING 832 FORWARD CLUTCH SUPPORT/PARK GEAR THRUST BEARING WH15580-4T80-E
Figure 103
105
Seal Locations
409 34 810 403 35 412 606 209 430 809 4 828 122 30
507
423
126
125
2-3 ACCUM (LOCATED IN UPPER CONTROL VALVE ASM.) 346 614
506
808
829
130
LOW/REVERSE SERVO 37
930 4TH SERVO 3-4 ACCUM 976 532 525 969 1-2 ACCUM 961 FORWARD ACCUM 947 REVERSE ACCUM
929
4 RETURN COOLER CONNECTOR O-RING 30 SIDE COVER TO CASE COVER GASKET 34 CASE COVER TO DRIVE SPROCKET SEAL 35 CASE COVER TO TURBINE SHAFT SEAL 37 AXLE CASE COVER SEAL 122 FINAL DRIVE SUN GEAR SEAL 125 AXLE TO CASE EXTENSION SEAL 126 CASE EXTENSION TO CASE SEAL 130 OUTPUT SPEED SENSOR ASSEMBLY 209 FILTER SEAL 346 2-3 ACCUMULATOR PISTON SEAL 403 CONVERTER HUB ASSEMBLY SEAL 409 DRIVE SPROCKET OIL SEAL RING 412 O-RING SEAL 423 4 LOBE SEAL RING (2) 430 2ND CLUTCH PISTON ASSEMBLY 506 INNER SEAL
507 OUTER SEAL 525 SERVO COVER SEAL 532 4TH SERVO PISTON SEAL 606 THIRD CLUTCH PISTON ASSEMBLY 614 OIL SEAL RING (2) 808 FORWARD CLUTCH PISTON INNER SEAL 809 FORWARD CLUTCH PISTON OUTER SEAL 810 COAST CLUTCH PISTON ASSEMBLY 828 COOLER RETURN SEAL 829 SUPPORT/HOUSING OIL SEAL RING (3) 929 SMALL LOW/REVERSE SERVO SEAL 930 LARGE LOW/REVERSE SERVO SEAL 947 REVERSE ACCUMULATOR SEAL 961 FORWARD ACCUMULATOR SEAL 969 1-2 ACCUMULATOR SEAL 976 3-4 ACCUMULATOR SEAL
YH614318-4T80-E
106
Figure 104
ILLUSTRATED PARTS LIST
107
Case and Associated Parts (1 of 3)

1 3 4 129 6 15 130 131 127 125
124
128 54 53 9 53 51 903 533 10 5 53 52 958 955 956 534 61 59 62

125 AXLE TO CASE EXTENSION SEAL 126 CASE EXTENSION TO CASE SEAL
134 126
527 533 532 529 531 525 524 534 943
534
60
127 CASE EXTENSION TO CASE STUD (1, 15 mm) 128 CASE EXTENSION TO CASE BOLT (4, 13 mm) 129 CASE EXTENSION TO CASE BOLT (1, 10 mm) 130 OUTPUT SPEED SENSOR ASSEMBLY 131 OUTPUT SPEED SENSOR BOLT (1) 134 TRANSMISSION CASE EXTENSION 524 4TH SERVO COVER 525 SERVO COVER SEAL 527 4TH SERVO PIN 529 4TH SERVO PISTON 531 SNAP RING 532 4TH SERVO PISTON SEAL 533 4TH SERVO SPRING AND RETAINER ASSEMBLY 534 BOLT (23, 10 mm) 903 CHANNEL PLATE, CONTROL VALVE BODY AND ACCUMULATOR HOUSING ASSEMBLY 943 EXTENSION WIRING HARNESS 955 CHANNEL PLATE TO CASE NUT (2, 10 mm) 956 OIL TRANSFER PLATE 958 CHANNEL PLATE TO CASE BOLT (2, 10 mm)
YH509736-4T80-E
1 TORQUE CONVERTER ASSEMBLY 3 COOLER RETURN CONNECTOR (CASE) (1, 19 mm) 4 COOLER RETURN CONNECTOR O-RING 5 CASE TO FORWARD CLUTCH SUPPORT STUD (2, 13 mm) 6 TRANSMISSION CASE 8 OIL DRAIN PLUG BOTTOM PAN TO CASE COVER 9 LOW/REVERSE BAND ANCHOR PIN 10 4TH BAND ANCHOR PIN 15 BOLT (4, 8 mm) 51 LEFT SCAVENGE SCREEN 52 RIGHT SCAVENGE SCREEN 53 SCAVENGE TUBE AND SCREENS SEAL 54 SCAVENGE TUBE 59 TRANSMISSION OIL PAN 60 CHIP COLLECTOR MAGNET 61 OIL PAN GASKET 62 BOTTOM PAN TO CASE BOLT (16, 10 mm) 124 CASE EXTENSION BUSHING
108
Figure 105

235
203 31 231 SOME MODELS 66 28 29 240 SOME MODELS 233 6 236 30 229 225 232 204 202 201 207 234 209 200 206 205
32
228
327
328
65
331 329 330 350 326 300
2 OIL PUMP DRIVE SHAFT 6 TRANSMISSION CASE 28 SIDE COVER TO CASE COVER BOLT (8, 15 mm) 29 SIDE COVER 30 SIDE COVER TO CASE COVER GASKET 31 FLUID LEVEL INDICATOR 32 SIDE COVER TO CASE COVER BOLT (1, 13 mm) 65 BALL CHECK VALVE (10) 66 SIDE COVER TO CASE COVER STUD (SOME MODELS) 200 PRIMARY PUMP BODY 201 PRIMARY PUMP DRIVE GEAR 202 PRIMARY PUMP DRIVEN GEAR 203 SECONDARY PUMP BODY 204 SCAVENGE PUMP BUSHING 205 SECONDARY PUMP DRIVE GEAR 206 SECONDARY PUMP DRIVEN GEAR 207 OIL PUMP DRIVEN SHAFT 209 FILTER SEAL 225 SCAVENGE PUMP BODY ASSEMBLY
228 SECONDARY PUMP BODY TO SPACER PLATE GASKET 229 BOLT (4, 8 mm) 231 PUMP ASSEMBLY TO CASE BOLT (2, 8 mm) 232 PUMP ASSEMBLY TO CASE COVER BOLT (5, 8 mm) 233 PUMP ASSEMBLY TO CASE COVER BOLT (5, 8 mm) 234 SECONDARY PUMP TO CASE COVER BOLT (1, 8 mm) 235 SECONDARY PUMP TO CASE BOLT 236 TRANSMISSION OIL FILTER 240 AUXILIARY CONTROL VALVE BODY COVER STUD (SOME MODELS) 300 UPPER CONTROL VALVE BODY ASSEMBLY 326 VALVE BODY TO SPACER PLATE GASKET 327 CASE COVER ASSEMBLY SPACER PLATE 328 SPACER PLATE TO CASE COVER GASKET 329 UPPER VALVE BODY TO CASE COVER BOLT (9, 8 mm) 330 UPPER VALVE BODY TO CASE COVER BOLT (2, 8 mm) 331 BOLT (6, 8 mm) 350 TEMPERATURE SENSOR (1, 17 mm)
YH509743-4T80-E
Figure 106
109

SOME MODELS 3 4 50 47 41 33 35 34 40 43
SOME MODELS 67
44
49 46 37 48 50 45 12 15 6
404 408 407 409 410 412
400
403 401 405 402
14
132 414
411
57 56
56
408 415 440
3 QUICK DISCONNECT COOLER CONNECTOR (CASE) (1, 19 mm) 4 QUICK DISCONNECT COOLER CONNECTOR O-RING 6 TRANSMISSION CASE 12 WIRING ASSEMBLY HARNESS 14 INPUT SPEED SENSOR ASSEMBLY 15 BOLT (4, 8 mm) 33 TRANSMISSION CASE COVER 34 CASE COVER TO DRIVE SPROCKET SEAL 35 CASE COVER TO TURBINE SHAFT SEAL 37 CASE COVER AXLE SEAL 40 CASE COVER OIL TEST PLUG #40 TORX 41 TRANSMISSION VENT ADAPTER 43 SPROCKET SUPPORT TO CASE COVER GASKET 44 CASE TO CASE COVER GASKET 45 CASE COVER TO CASE STUD (1, 13 mm) 46 CASE COVER TO CASE BOLT (8, 10 mm) 47 CASE COVER TO CASE STUD (2, 13 mm) 48 CASE COVER TO DRIVEN SPROCKET SUPPORT BOLT (3, 10 mm) 49 CASE COVER TO CASE STUD (1, 10 mm)
50 CASE COVER TO CASE BOLT (11, 13 mm) 56 OUTPUT SHAFT SNAP RING (3) 57 OUTPUT SHAFT 67 CASE COVER TO CASE STUD (1, 13 mm) 132 THRUST BEARING 400 DRIVE SPROCKET SUPPORT 401 CONVERTER HUB BUSHING 402 FRONT STATOR SHAFT BUSHING 403 CONVERTER HUB ASSEMBLY SEAL ASSEMBLY 404 DRIVE SPROCKET SUPPORT TO CASE BOLT (6, 8 mm) 405 DRIVE SPROCKET SUPPORT TO CASE SEAL 407 DRIVE SPROCKET 408 BALL BEARING (2) 409 DRIVE SPROCKET OIL SEAL RING 410 TURBINE SHAFT 411 SNAP RING 412 O-RING SEAL 414 DRIVE LINK ASSEMBLY 415 DRIVEN SPROCKET 440 THRUST BEARING
ZH750765-4T80-E
110
Figure 107
Scavenge, Primary and Secondary Pump Assemblies

209 215 213 215 214 216
217 203 227 211 212 210 226
201 207 227
203
237 206 223 205 224 204 208 200 219 219 224
202
225
200 PRIMARY PUMP BODY 201 PRIMARY PUMP DRIVE GEAR 202 PRIMARY PUMP DRIVEN GEAR 203 SECONDARY PUMP BODY 204 SCAVENGE PUMP BUSHING 205 SECONDARY PUMP DRIVE GEAR 206 SECONDARY PUMP DRIVEN GEAR 207 OIL PUMP DRIVEN SHAFT ASSEMBLY 208 OIL PUMP DRIVEN SHAFT THRUST WASHER 209 FILTER SEAL 210 PRESSURE REGULATOR SPRING RETAINER 211 PRESSURE REGULATOR VALVE 212 PRESSURE REGULATOR VALVE SPRING
213 PRESSURE REGULATOR BOOST VALVE 214 PRESSURE REGULATOR BOOST VALVE SLEEVE 215 RETAINER CLIP (2) 216 SECONDARY PUMP CUT-OFF BALL 217 PUMP BALL SEAT 219 SCAVENGE DRIVEN GEAR PIN 223 SCAVENGE PUMP DRIVE GEAR 224 SCAVENGE PUMP DRIVEN GEAR (2) 225 SCAVENGE PUMP BODY 226 PUMP COVER TO SCAVENGER COVER BOLT (2) 227 DOWEL BUSHINGS (2) 237 SCAVENGE PUMP COVER
WH15548-4T80-E
Figure 108
111

351
345 336 346 304 348 349 337 347 339 338 317 316
343 300
15 340 65 322
318 319 308
323 312 309 350 349 303 304 308 307

15 CLAMP BOLT 65 OIL HOLE PLUG BALL 300 UPPER CONTROL VALVE BODY 301 ACCUMULATOR BOOST VALVE 302 1-2 / 3-4 ACCUMULATOR VALVE 303 1-2 / 3-4 ACCUMULATOR VALVE BUSHING 304 COILED SPRING PIN (2) 306 2-3 ACCUMULATOR VALVE 307 BORE PLUG (4) 308 RETAINER CLIP (4) 309 ACTUATOR FEED LIMIT VALVE 310 ACTUATOR FEED LIMIT SPRING 311 SPRING RETAINER PLATE 312 CONVERTER FEED LIMIT VALVE 313 CONVERTER FEED LIMIT SPRING 316 CONVERTER CLUTCH CONTROL SPRING 317 CONVERTER CLUTCH CONTROL VALVE 318 CONVERTER REGULATOR VALVE 319 CONVERTER CLUTCH REGULATOR SPRING 322 TCC ENABLE VALVE 323 TCC ENABLE VALVE SPRING 336 TCC PRESSURE SOLENOID 337 SPRING RETAINER CLIP 338 PRESSURE CONTROL SOLENOID FILTER AND SEAL 339 PRESSURE CONTROL SOLENOID (FORCE MOTOR) 340 PC SOLENOID CLAMP (FORCE MOTOR CLAMP) 343 ORIFICED CUP PLUG 345 2-3 ACCUMULATOR PISTON 346 2-3 ACCUMULATOR PISTON SEAL 347 2-3 ACCUMULATOR PISTON SPRING 348 2-3 ACCUMULATOR PIN 349 SNAP RING 350 TEMPERATURE SENSOR 351 2-3 ACCUMULATOR PISTON CUSHION SPRING
XH15550-4T80-E
313 301 302 311 306 307 308 310 308 307
307
112
Figure 109
Lower Channel Plate, Control Valve Body and Accumulator Housing Assembly
954 951 952 534
944 940
941 981
938 941
936
903 939
942 65 935 VALVE BODY
ACCUMULATOR
900
534 971
65 BALL CHECK VALVES (8) 534 CHANNEL PLATE TO LCVB BOLT (1, 10 mm) CHANNEL PLATE TO ACCUMULATOR HOUSING BOLT (3, 10 mm) ACCUMULATOR HOUSING TO CHANNEL PLATE BOLT (1, 10 mm) 900 LOWER CHANNEL PLATE 903 CHANNEL PLATE/CONTROL VALVE AND HOUSING ASSEMBLY 935 SPACER/GASKET PLATE ASSEMBLY 936 TRANSMISSION FLUID PRESSURE MANUAL VALVE POSITION SWITCH 938 LCVB TO CHANNEL PLATE BOLT (5, 10 mm) 939 SPACER PLATE SUPPORT TO CHANNEL PLATE BOLT (3, 8 mm)
940 LCVB TO CHANNEL PLATE BOLT (2, 10 mm) 941 LCVB TO CHANNEL PLATE BOLT (8, 10 mm) 942 INTERNAL MODE SWITCH (IMS) 944 ACCUMULATOR HOUSING 951 ACCUMULATOR ASSEMBLY TO CHANNEL PLATE BOLT (1, 10 mm) 952 ACCUMULATOR ASSEMBLY TO CHANNEL PLATE BOLT (3, 10 mm) 954 ACCUMULATOR ASSEMBLY TO CHANNEL PLATE BOLT (1, 10 mm) 971 1-2 ACCUMULATOR INNER SPRING ASSEMBLY 981 PRESSURE CONTROL SOLENOID VALVE FLUID FILTER RETAINER
YH509759-4T80-E
Figure 110
113
Lower Control Valve Body Assembly

902 928
930 929 934 980 933 308 914 912 911 923 922 921 901
979
903
904
905 924 906 925 926 907 908 917 931 932 919 920 918 308
916
913
915
308 910
909
308 RETAINER CLIP (3) 901 RETURN SPRING 902 RETAINING RING 903 LOWER CONTROL VALVE BODY 904 SPRING RETAINER 905 BALL CHECK CAPSULE 906 2-3 SHIFT VALVE SPRING 907 2-3 SHIFT VALVE C 908 2-3 SHIFT VALVE D 909 1-2 SHIFT SOLENOID VALVE 910 2-3 SHIFT SOLENOID VALVE 911 3-4 SHIFT VALVE SPRING 912 3-4 SHIFT VALVE 913 MANUAL VALVE LINK 914 BORE PLUG 915 MANUAL VALVE LINK RETAINER 916 MANUAL VALVE 917 SOLENOID SCREEN ASSEMBLY
918 1-2 SHIFT VALVE SPRING 919 1-2 SHIFT VALVE A 920 1-2 SHIFT VALVE B 921 REVERSE ORIFICE BYPASS VALVE 922 REVERSE ORIFICE BYPASS VALVE SPRING 923 COILED SPRING FLAG PIN 924 FORWARD ORIFICE BYPASS VALVE 925 FORWARD ORIFICE BYPASS VALVE SPRING 926 COILED SPRING FLAG PIN 928 LOW/REVERSE SERVO PISTON 929 LOW/REVERSE SERVO SEAL (SMALL) 930 LOW/REVERSE SERVO SEAL (LARGE) 931 LOW/REVERSE SERVO APPLY PIN 932 RETAINING RING 933 SERVO CUSHION SPRING WASHER 934 SERVO CUSHION SPRING 979 BALL (0.375 DIAMETER) 980 LOW/REVERSE CUSHION SLEEVE
YH509765-4T80-E
114
Figure 111
Accumulator Assembly
349
971
968 975 969 976 973 950 977
349
970 349
944 961 960 962 963
964 349 349 947 946 965
948 949 966
349 SNAP RING (6) 944 ACCUMULATOR HOUSING 946 REVERSE ACCUMULATOR PISTON 947 REVERSE ACCUMULATOR PISTON SEAL 948 REVERSE ACCUMULATOR PIN 949 REVERSE ACCUMULATOR SPRING 950 3-4 ACCUMULATOR SPRING 960 FORWARD ACCUMULATOR PISTON 961 FORWARD ACCUMULATOR SEAL 962 FORWARD ACCUMULATOR PIN 963 FORWARD ACCUMULATOR SPRING 964 ACCUMULATOR HOUSING COVER GASKET
965 ACCUMULATOR HOUSING COVER 966 COVER BOLT (5, 8 mm) 968 1-2 ACCUMULATOR PISTON 969 1-2 ACCUMULATOR PISTON SEAL 970 1-2 ACCUMULATOR PIN 971 1-2 ACCUMULATOR INNER SPRING ASSEMBLY 973 1-2 ACCUMULATOR SPRING 975 3-4 ACCUMULATOR PISTON 976 3-4 ACCUMULATOR PISTON SEAL 977 3-4 ACCUMULATOR PIN
WH186641-4T80-E
Figure 112
115
Driven Sprocket Support and 2nd Clutch Assembly
428 430 418 437 53
429
424
423 427 419 425
422
423
422 434 433 433 435 435 435
433 435 432 431
436
53 SCAVENGER TUBE SEAL 418 DRIVEN SPROCKET SUPPORT 419 OIL TRANSFER SLEEVE 422 OIL RING (2) 423 4 LOBE SEAL RING (2) 424 SPRING PIN 425 3RD CLUTCH EXHAUST VALVE SPRING 427 3RD CLUTCH EXHAUST VALVE 428 2ND CLUTCH RETURN SPRING AND RETAINER ASSEMBLY 429 2ND CLUTCH/DRIVEN SPROCKET SNAP RING 430 2ND CLUTCH PISTON ASSEMBLY 431 2ND CLUTCH WAVED PLATE 432 2ND CLUTCH APPLY PLATE 433 2ND CLUTCH STEEL PLATE (3) 434 2ND CLUTCH BACKING PLATE 435 2ND CLUTCH FIBER PLATE (4) 436 SUPPORT/REVERSE CLUTCH THRUST WASHER 437 0.1875 DIAMETER BALL CHECK VALVE
ZH750766-4T80-E
116
Figure 113
Reverse Clutch and 2nd Sprag Clutch Assemblies
500 516 517 518 523 519 520 503
502
515 512 513 514 510 505 507 506 508 509
511
500 REVERSE CLUTCH HOUSING AND RACE ASSEMBLY 502 BUSHING (SMALL) 503 BUSHING (LARGE) 505 REVERSE CLUTCH PISTON ASSEMBLY 506 SEAL (INNER) 507 SEAL (OUTER) 508 SPRING AND RETAINER ASSEMBLY 509 SNAP RING RETAINER 510 RETURN SPRING SNAP RING 511 REVERSE CLUTCH PLATE (STEEL) (2) 512 REVERSE CLUTCH BACKING PLATE (SELECTIVE) 513 REVERSE CLUTCH PLATE ASSEMBLY (FIBER) (2) 514 WAVED PLATE (APPLY) 515 SNAP RING 516 2ND SPRAG RACE (OUTER) 517 2ND SPRAG CLUTCH ASSEMBLY 518 2ND SPRAG CLUTCH RETAINER 519 LOCKING RING 520 2ND CLUTCH OUTER RACE WASHER 523 4TH BAND
YH412932-4T80-E
Figure 114
117
3rd Clutch and Reaction Carrier Assembly

609 607 606 604 608
603 602 521 522 614 620 622 619 618 515 613 610 615 617
611 631 640 616
619 612
623 626 629
628 627
629
515 SNAP RING 521 THRUST BEARING ASSEMBLY 522 DRIVEN SPROCKET SUPPORT THRUST WASHER (SELECTIVE) 602 INPUT SHAFT BUSHING 603 INPUT SHAFT/OIL TRANSFER SLEEVE 604 3RD CLUTCH HOUSING 606 3RD CLUTCH PISTON ASSEMBLY 607 SPRING AND RETAINER ASSEMBLY 608 SNAP RING RETAINER 609 RETURN SPRING SNAP RING 610 3RD CLUTCH PLATE ASSEMBLY (FIBER) (4) 611 3RD CLUTCH APPLY PLATE (STEEL) 612 3RD CLUTCH PLATE (STEEL) (3) 613 3RD CLUTCH BACKING PLATE 614 OIL SEAL RING (2) 615 INPUT SHAFT/3RD HUB THRUST WASHER 616 INPUT SHAFT/INPUT SUN GEAR SNAP RING 617 3RD CLUTCH HUB 618 HUB BUSHING 619 HUB/GEAR AND SHELL THRUST BEARING ASSEMBLY (2) 620 REACTION SUN GEAR AND SHELL ASSEMBLY 622 REACTION SUN GEAR BUSHING 623 REACTION CARRIER 625 PLANET PINION (4) 626 PLANET PINION PIN (4) 627 ROLLER BEARING NEEDLE (68) 628 STEEL PINION THRUST WASHER (8) 629 BRONZE PINION THRUST WASHER (8) 631 INPUT SUN GEAR 640 INPUT SUN GEAR TO REACTION CARRIER THRUST BEARING
YH15563-4T80-E
625 628
118
Figure 115
Input Carrier and Forward Sprag Clutch Assemblies
709 700 708 132 633 724
722
723 710
702 628 626 706 627
628
706
717 720 721 716 713 709 725 708 719
718
132 THRUST BEARING ASSEMBLY 626 PLANET PINION PIN (4) 627 ROLLER BEARING NEEDLE (68) 628 STEEL PINION THRUST WASHER (8) 633 REACTION CARRIER SHELL 700 INPUT CARRIER ASSEMBLY 702 PLANET PINIONS (4) 706 BRONZE THRUST WASHER (8) 708 INTERNAL GEAR (2) 709 SNAP RING (2) 710 THRUST BEARING ASSEMBLY 713 THRUST WASHER (FLANGE TO OUTER RACE)
716 FORWARD CLUTCH SPRAG ASSEMBLY 717 SNAP RING (COAST CLUTCH HUB RETAINER) 718 THRUST BEARING (FLANGE/FORWARD CLUTCH HOUSING) 719 COAST CLUTCH HUB 720 THRUST WASHER (RACE/COAST CLUTCH HUB) 721 FORWARD SPRAG RACE (OUTER) 722 FINAL DRIVE SUN GEAR SHAFT 723 INPUT FLANGE BUSHING 724 SNAP RING (FINAL DRIVE SHAFT/INPUT CARRIER) 725 INPUT INTERNAL GEAR FLANGE
WH15564-4T80-E
Figure 116
119
Forward Clutch Assembly
812 814 840 841 840 817 819 818 813
437 816
417 804 803 809 808 807 811 821 820 810 801
417 THRUST BEARING 437 0.1875 DIAMETER BALL CHECK VALVE 801 FORWARD AND COAST CLUTCH HOUSING 803 HOUSING BUSHING (SMALL) 804 HOUSING BUSHING (LARGE) 807 FORWARD CLUTCH PISTON 808 SEAL (INNER) 809 SEAL (OUTER) 810 COAST CLUTCH PISTON ASSEMBLY 811 FORWARD CLUTCH RING (APPLY) 812 COAST CLUTCH PLATE (APPLY)
813 COAST CLUTCH PLATE (STEEL) 814 COAST CLUTCH PLATE (FIBER) (2) 816 FORWARD CLUTCH PLATE (STEEL) (4) 817 FORWARD CLUTCH PLATE (FIBER) (5) 818 SNAP RING (FORWARD CLUTCH BACKING PLATE) 819 FORWARD CLUTCH BACKING PLATE 820 FORWARD CLUTCH RELEASE SPRING ASSEMBLY 821 SNAP RING (FORWARD RETURN SPRING ASSEMBLY/ HOUSING) 840 FORWARD AND COAST CLUTCH PLATE (2) 841 FORWARD AND COAST CLUTCH PLATE (BELLEVILLE)
YH15569-4T80-E
120
Figure 117
Forward Clutch Support Assembly
135 120 834 121 122
833 828 822 825 829 835 13 827 830 826 824 832
13 LOW/REVERSE BAND 120 FINAL DRIVE INTERNAL GEAR 121 FINAL DRIVE SUN GEAR 122 FINAL DRIVE SUN GEAR SEAL 135 SNAP RING 822 FORWARD/COAST CLUTCH SUPPORT 824 OIL TRANSFER SLEEVE 825 LEFT SUPPORT/SUN SHAFT BUSHING 826 RIGHT SUPPORT/SUN SHAFT BUSHING
827 OIL HOLE PLUG BALL (2) 828 COOLER RETURN SEAL 829 SUPPORT/HOUSING OIL SEAL RING 830 LOW ROLLER CLUTCH ASSEMBLY 832 FORWARD CLUTCH SUPPORT/PARK GEAR THRUST BEARING 833 PARKING LOCK GEAR 834 FINAL DRIVE SHAFT TO PARK GEAR SNAP RING 835 SUPPORT/CASE FRETTING RING
WH15572-4T80-E
Figure 118
121
Final Drive Assembly
114 110 107 111 113 107 116 103 104 106 105 101 117 112 116 113 108 109 102 100 101 106 118 56 119 56 115 133 132
56 OUTPUT SHAFT SNAP RING 100 FINAL DRIVE CARRIER 101 DIFFERENTIAL CARRIER DOWEL (2) 102 SUN GEAR/CARRIER THRUST BEARING 103 FINAL DRIVE PLANET PINION (4) 104 FINAL DRIVE PLANET PINION PIN (4) 105 ROLLER NEEDLE BEARINGS (76) 106 FINAL DRIVE PINION STEEL THRUST WASHERS (8) 107 FINAL DRIVE PINION BRONZE THRUST WASHERS (8) 108 FINAL DRIVE CARRIER RETAINER 109 ROLLED PIN 110 DIFFERENTIAL CARRIER
111 RIGHT DIFFERENTIAL THRUST WASHER 112 RIGHT DIFFERENTIAL SIDE GEAR 113 DIFFERENTIAL PINION THRUST WASHER (2) 114 DIFFERENTIAL PINION SHAFT 115 DIFFERENTIAL SHAFT RETAINING PIN 116 DIFFERENTIAL PINION GEARS (2) 117 LEFT DIFFERENTIAL THRUST WASHER 118 LEFT DIFFERENTIAL SIDE GEAR 119 DIFFERENTIAL CARRIER TO FINAL DRIVE CARRIER BOLT 132 THRUST BEARING ASSEMBLY 133 DIFFERENTIAL CARRIER/CASE EXTENSION SELECTIVE THRUST WASHER
WH15575-4T80-E
122
Figure 119
Parking Pawl, Actuator Assembly and Manual Shaft
25 22 21 18 17
23
26
27
16
20
8 DRAIN PLUG 16 MANUAL SHAFT 17 INSIDE DETENT LEVER 18 MANUAL SHAFT TO DETENT LEVER NUT 20 MANUAL SHAFT SEAL 21 PARK LOCK ACTUATOR ASSEMBLY
22 PARKING LOCK PAWL 23 PARKING PAWL PIVOT PIN 25 PARKING PAWL RETURN SPRING 26 DETENT LEVER AND ROLLER ASSEMBLY 27 DETENT SPRING
XH412934-4T80-E
Figure 120
123
BASIC SPECIFICATIONS
HYDRA-MATIC 4T80-E TRANSMISSION

Produced at: Ypsilanti, Michigan U.S.A.
RPO MH1
Vehicles used in:

DIVISION E G Cadillac Oldsmobile Cadillac Cadillac MODEL Eldorado Aurora Concours/Seville DeVille
HYDRA-MATIC 4T80-E (FOUR-SPEED)
K Ksp
Transmission Drive Transverse Front Wheel Drive Transmission Type 4T80-E = 4: Four Speed T: Transverse Mount 80: Product Series E: Electronically Controlled
High Capacity Automatic Overdrive with Torque Converter Clutch Assembly.
Converter Size 265 mm (Reference) Transmission Fluid Capacities (Approximate) Bottom Pan Removal: 10.4 liters (11.0 quarts) Complete Overhaul: 12.00 liters (12.6 quarts) Dry: 14.26 liters (15.0 quarts)
(Dry Sump Design-Internal Drain)
Transfer Design 2-Axis Design, Link Chain Assembly Current Engine Range 4.0 L to 5.0 L Gasoline Control Systems Shift Pattern Solenoid Control Shift Quality Pressure Control Solenoid Torque Converter Clutch Pulse Width Modulated Solenoid Control
Additional transmission and engine sensors are provided depending on transmission/powertrain application.
Transmission Weight Dry: 121 kg (266.75 lb) Wet: 133 kg (293.21 lb) Chain Ratios* 39/39
*Designates the number of teeth on the drive/driven sprockets, respectively.
Final Drive Ratios 3.11, 3.48, 3.71 Transmission Packaging Information** Center Distance 249.25 mm (Reference) Engine Mounting Face to Side Cover 325.34 mm Engine Mounting Face to Differential 458.5 mm (Reference) Overall Length 783.84 mm (Reference) Engine Centerline to Bottom Pan 208.3 mm (Reference) Engine Mounting Face to Converter Lug Determined by Customer
** All dimensions shown are nominal.
Gear Ratios 1st 2.960 2nd 1.626 3rd 1.000 4th 0.681 Rev 2.130 Maximum Engine Torque 413 Nm (305 lb ft) Maximum Gearbox Torque 625 Nm (461 lb ft)
The maximum torque limits are only to be used as a guide and may not be applicable under certain conditions.
Maximum Shift Speed (Restricted) 1-2 6,500 RPM 2-3 6,500 RPM 3-4 6,500 RPM
The maximum shift speed allowed in each engine application must be calculated.
7 Position Quadrant (P, R, N, D , 3, 2, 1) Pressure Taps Available Line Pressure

Information may vary with application. All information, illustrations and specifications contained in this brochure are based on the latest product information available at the time of publication approval. The right is reserved to make changes at any time without notice.
Maximum Gross Vehicle Weight 2,150 kg (4,750 lb) Transmission Fluid Type DEXRON III 124
HYDRA-MATIC PRODUCT DESIGNATION SYSTEM

The product designation system used for all Hydramatic transaxles and transmissions consists of a series of numbers and letters that correspond with the special features incorporated in that product line. The first character is a number that designates the number of forward gear ranges available in that unit. For example: 4 = four forward gear ranges. The second character is a letter that designates how the unit is mounted in the vehicle. When the letter T is used, it designates that the unit is transversely mounted and is used primarily for front wheel drive vehicles. The letter L designates that it is longitudinally mounted in the vehicle and it is used primarily for rear wheel drive vehicles. The letter M designates that the unit is a manual transaxle or transmission but not specific to a front or rear wheel drive vehicle application. The third and fourth characters consists of a set of numbers, (i.e. 80), that designate the transaxle or transmission Series number. This number signifies the relative torque capacity of the unit. The fifth character designates the major features incorporated into this unit. For example, the letter E designates that the unit has electronic controls. By using this method of classification, the Hydramatic 4T80-E is a 4-speed, transversely mounted, 80 series unit, with electronic controls.
HYDRA-MATIC 4T80-E
HYDRA-MATIC 4 Number of Speeds: 3 4 5 V (CVT) T Type: T - Transverse L - Longitudinal M - Manual 80 Series: Based on Relative Torque Capacity E Major Features: E - Electronic Controls A - All Wheel Drive HD - Heavy Duty
125
GLOSSARY
Accumulator: A component of the transmission that absorbs hydraulic pressure during the apply of a clutch or band. Accumulators are designed to control the quality of a shift from one gear range to another. Adaptive Learning: Programming within the PCM that automatically adjusts hydraulic pressures in order to compensate for changes in the transmission (i.e. component wear). Applied: An apply component that is holding another component to which it is splined or assembled with. Also referred to as engaged. Apply Components: Hydraulically operated clutches, servos, bands, and mechanical one-way roller or sprag clutches that drive or hold members of a planetary gear set. 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 transaxle/ transmission.
126
Control Valve Body: A machined metal casting that contains valve trains and other hydraulically controlled components that shift the transmission. Converter: (See Torque Converter) Coupling Speed: The speed at which a vehicle is traveling and no longer requires torque multiplication through the torque converter. At this point the stator free wheels to allow fluid leaving the turbine to flow directly to the pump. (See torque converter) De-energize(d): To interrupt the electrical current that flows to an electronically controlled device making it electrically inoperable. Direct Drive: A condition in a gear set where the input speed and torque equals the output speed and torque. The gear ratio through the gear set is 1:1. 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 transaxle/transmission to decrease vehicle speed. Braking (slowing of the vehicle) occurs when a lower gear ratio is manually selected by moving the gear selector lever. Exhaust: The release of fluid pressure from a hydraulic circuit. (The words exhausts and exhausting are also used and have the same intended meaning.) Fail-Safe Mode: A condition whereby a component (i.e. engine or transmission) will partially function even if its electrical system is disabled. Fluid: Generally considered a liquid or gas. In this publication fluid refers primarily to transaxle/ transmission fluid. Fluid Pressure: A pressure (in this textbook usually transaxle/transmission fluid) that is consistent throughout its circuit. Force: A measurable effort that is exerted on an object (component). Freewheeling: A condition where power is lost through a driving or holding device (i.e. roller or sprag clutches).
GLOSSARY
Friction Material: A heat and wear resistant fibrous material bonded to clutch plates and bands. Gear: A round, toothed device that is used for transmitting torque through other components. Gear Range: A specific speed to torque ratio at which the transmission is operating (i.e. 1st gear, 2nd gear etc.) Gear Ratio: Revolutions of an input gear as compared to the revolutions of an output gear. It can also be expressed as the number of teeth on a gear as compared to the number of teeth on a gear that it is in mesh with. Hydraulic Circuit: A fluid passage which often includes the mechanical components in that circuit designed to perform a specific function. Input: A starting point for torque, revolutions or energy into another component of the transmission. Internal Gear: The outermost member of a gear set that has gear teeth in constant mesh with planetary pinion gears of the gear set. Internal Leak: Loss of fluid pressure in a hydraulic circuit. Land (Valve Land): The larger diameters of a spool valve that contact the valve bore or bushing. Line Pressure: The main fluid pressure in a hydraulic system created by the pump and pressure regulator valve. Manual Valve: A spool valve that distributes fluid to various hydraulic circuits and is mechanically linked to the gear selector lever. 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 carrier, and a sun gear. Powertrain Control Module: An electronic device that manages most of the electrical systems throughout the vehicle. Pressure: A measurable force that is exerted on an area and expressed as kilopascals (kPa) or pounds per square inch (psi). Pulse Width Modulated: An electronic signal that continuously cycles the ON and OFF time of a device (such as a solenoid) while varying the amount of ON time. Race (Inner or Outer): A highly polished steel surface that contacts bearings or sprag elements. Reduction (Gear Reduction): An operating condition in the gear set allowing output speed to be lower than input speed and output torque to be higher than input torque. Residual Fluid Pressure: Excess pressure contained within an area after the supply pressure has been terminated. Roller Clutch: A mechanical clutch (holding device) consisting of roller bearings assembled between inner and outer races. Servo: A spring loaded device consisting of a piston in a bore that is operated (stroked) by hydraulic pressure to apply or release a band. Solenoid Valve: An electronic device used to control transmission shift patterns or regulate fluid pressure. Spool Valve: A cylindrical hydraulic control device, having a variety of land and valley diameters, used to control fluid flow. Sprag Clutch: A mechanical clutch (holding device) consisting of figure eight like elements assembled between inner and outer races. Throttle Position: The travel of the throttle plate that is expressed in percentages. Torque: A measurable twisting force expressed in terms of Newton- meters (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.
127
ABBREVIATIONS
LIST OF ABBREVIATIONS WHICH MAY BE USED IN THIS BOOK AC - Alternating Current A/C - Air Conditioning ACC or ACCUM - Accumulator ACT FD - Actuator Feed (circuit) APP - Apply BD - Band BST - Boost N - Neutral N.C. - Normally Closed Nm - Newton Meters N.O. - Normally Open P - Park PCM - Powertrain Control Module PRESS REG - Pressure Regulator PRN - Park, Reverse, Neutral (circuit) PRND43 - Park, Reverse, Neutral, Drive 43 (circuit) PRND4 - Park, Reverse, Neutral, Drive 4 (circuit) PSI - Pounds per Square Inch PWM - Pulse Width Modulated R - Reverse REG - Regulator REL - Release (circuit) REV - Reverse RET - Return (circuit) RPM - Revolutions per Minute SCAV - Scavenge SIG - Signal SOL - Solenoid TCC - Torque Converter Clutch TCC CONT - Torque Converter Clutch Control (circuit) TCC SIG - Torque Converter Clutch Signal TFP - Transmission Fluid Pressure Manual Valve Position Switch TISS - Transmission Input Speed Sensor TOSS - Transmission Output Speed Sensor TPS - Throttle Position Sensor TRANS - Transaxle or Transmission TRQ SIG - Torque Signal V - Volts VCC - Viscous Converter Clutch VSS - Vehicle Speed Sensor 2ND CL - Second Clutch 3RD CL - Third Clutch 4TH BD FD - Fourth Band Feed
C - Degrees Celsius
CKP - Crankshaft Position Sensor CL - Clutch CONV - Converter CST CL - Coast Clutch (circuit) CTS - Coolant Temperature Switch D21 - Drive 21 (circuit) D321 - Drive 321 (circuit)
ECT - Engine Coolant Temperature Sensor EX - Exhaust (circuit)
F - Degrees Fahrenheit
FD - Feed (circuit) FILT ACT FD - Filtered Actuator Feed FWD CL - Forward Clutch Hg - Mercury Hz - Hertz IMS - Internal Mode Switch KMH - Kilometers Per Hour kPa - KiloPascals LBS. FT. - Pounds Foot LBS. IN. - Pounds Inch LOW FD - Low Feed (circuit) LOW & REV BD APPLY - Low & Reverse Band Apply MAF - Mass Air Flow Sensor MAP - Manifold Absolute Pressure MM - Millimeter(s) MPH - Miles Per Hour MTV - Modulated Throttle Valve
128
INDEX
A Abbreviations ........................................................................... 128 Accumulators ......................................................................... 40-42 forward accumulator ....................................................... 40 reverse accumulator ........................................................ 41 1-2 accumulator ............................................................... 41 2-3 accumulator ............................................................... 42 3-4 accumulator ............................................................... 42 Apply Components ................................................................ 15-25 2nd clutch ........................................................................ 16 2nd sprag clutch .............................................................. 17 reverse clutch .................................................................. 18 4th band ........................................................................... 19 4th servo .......................................................................... 19 3rd clutch ......................................................................... 20 forward sprag clutch ........................................................ 21 forward clutch ................................................................. 22 coast clutch ...................................................................... 23 low/reverse band ............................................................. 24 low/reverse servo ............................................................ 24 low roller clutch .............................................................. 25 B Ball Check Valves Location and Function ...................... 42A-43 Band Assembly (low/reverse) .................................................... 24 Band Assembly (4th) .................................................................. 19 Basic Specifications .................................................................. 124 Bushing, Bearing and Washer Locations ................................. 105 C Case and Associated Parts ................................................. 108-110 Clutch (2nd) ................................................................................ 16 Clutch (3rd) ................................................................................ 20 Coast Clutch ............................................................................... 23 Color Legend ....................................................................... 10A-B Complete Hydraulic Circuits ............................................... 81-104 park ............................................................................. 82-83 reverse ........................................................................ 84-85 neutral ......................................................................... 86-87 overdrive range first gear ........................................ 88-89 overdrive range second gear .................................... 90-91 overdrive range third gear ....................................... 92-93 overdrive range fourth gear (TCC applied) ............. 94-95 overdrive range 4-3 downshift ................................ 96-97 manual third third gear ............................................ 98-99 manual second second gear ................................. 100-101 manual first first gear .......................................... 102-103 lubrication points ........................................................... 104 Components Located in the Lower Control Valve Body ...... 36-37 low/reverse servo assembly ............................................ 36 #6 ball check valve and capsule ...................................... 36 reverse orifice bypass valve ............................................ 36 3-4 shift valve .................................................................. 36 1-2 shift solenoid valve ................................................... 36 1-2 shift valve .................................................................. 36 2-3 shift solenoid valve ................................................... 36 2-3 shift valve ............................................................. 36-37 forward orifice bypass valve ........................................... 37 manual valve ................................................................... 37 Components Located in the Upper Control Valve Body ....... 38-39 pressure control solenoid valve ....................................... 38 2-3 accumulator assembly ............................................... 38 TCC pressure solenoid valve .......................................... 38 converter clutch control valve ......................................... 38 converter clutch regulator valve ...................................... 38 TCC enable valve ............................................................ 38 converter feed limit valve ................................................ 38 actuator feed limit valve .................................................. 38 2-3 accumulator valve ..................................................... 38 accumulator boost valve .................................................. 38 1-2/3-4 accumulator valve .............................................. 38 Components Located in the Driven Sprocket Support ............... 39 3rd clutch exhaust valve .................................................. 39 Contents, Table of ........................................................................ 2 Cross Sectional Views ............................................................ 8-8A D Differential Components ............................................................ 31 Driven Sprocket Support and 2nd Clutch Assembly ................ 116 E Electrical Components ........................................................... 44-52 component locations ....................................................... 44 fail safe mode .................................................................. 44 transmission fluid pressure manual valve position switch ............................................................. 45 internal mode switch ....................................................... 46 automatic transmission input (shaft) speed sensor .......... 47 vehicle speed sensor ........................................................ 47 transmission fluid temperature sensor ............................. 48 shift solenoid valves ........................................................ 49 torque converter clutch solenoid valve ........................... 50 pressure control solenoid valve ....................................... 51 components external to the transmission ........................ 52 Explanation of Gear Ranges ......................................................... 9 F Fail Safe Mode ........................................................................... 44 Final Drive Assembly ............................................................... 122 Final Drive Components ............................................................. 30 First Gear (overdrive) ................................................. 62-63, 88-89 Forward Accumulator ................................................................. 40 Forward Clutch ........................................................................... 22 Forward Clutch Assembly ........................................................ 120 Forward Clutch Support Assembly .......................................... 121 Forward Sprag Clutch ................................................................. 21 Fourth Gear (overdrive) .............................................. 68-69, 94-95 G General Description ...................................................................... 9 Glossary Of Technical Terms ............................................ 126-127 H How To Use This Book ............................................................. 4-5 Hydra-matic Product Designation System ............................... 125 Hydraulic Control Components ............................................. 32-43 oil pump assemblies ................................................... 32-33 pressure regulation .......................................................... 34 valves located in the oil pump assembly ......................... 35 components located in the lower control valve body . 36-37 components located in the upper control valve body . 38-39 components located in the driven sprocket support ........ 39 accumulators .............................................................. 40-42 ball check valves location and function ............... 42A-43 I Illustrated Parts List ........................................................... 107-123 case and associated parts ........................................ 108-110 scavenge, primary and secondary pump assemblies ..... 111 upper control valve body assembly ............................... 112 lower channel plate, control valve body and accumulator housing assembly .................................. 113
129
INDEX
lower control valve body assembly ............................... 114 accumulator assembly ................................................... 115 driven sprocket support and 2nd clutch assembly ......... 116 reverse clutch and 2nd sprag clutch assemblies ............ 117 3rd clutch and reaction carrier assembly ....................... 118 input carrier and forward sprag clutch assemblies ........ 119 forward clutch assembly ............................................... 120 forward clutch support assembly .................................. 121 final drive assembly ...................................................... 122 parking pawl, actuator assembly and manual shaft ....... 123 Input Carrier and Forward Sprag Clutch Assemblies ............... 119 Internal Mode Switch ................................................................. 46 Introduction .................................................................................. 3 L Low/Reverse Band ..................................................................... 24 Low/Reverse Servo .................................................................... 24 Low Roller Clutch ...................................................................... 25 Lower Channel Plate, Control Valve Body and Accumulator Housing Assembly .................................. 113 Lower Control Valve Body Assembly ..................................... 114 Lubrication Points .................................................................... 104 M Major Mechanical Components ................................................. 10 Manual First First Gear ....................................... 78-79, 102-103 Manual Second Second Gear ............................... 76-77, 100-101 Manual Third Third Gear ........................................ 74-75, 98-99 Manual Valve ............................................................................. 37 N Neutral ..................................................................... 60-61, 86-87 O Oil Pump Assemblies .................................................... 32-33, 111 Operating Conditions - Range Reference Chart ......................... 80 Overdrive Range First Gear ..................................... 62-63, 88-89 Overdrive Range Fourth Gear (TCC Released) ................. 68-69 Overdrive Range Fourth Gear (TCC Applied) ........ 70-71, 94-95 Overdrive Range Second Gear ................................ 64-65, 90-91 Overdrive Range Third Gear ................................... 66-67, 92-93 Overdrive Range 4-3 Downshift .......................... 72-72A, 96-97 Overdrive Range 3-2 Downshift ..................................... 72B-73 P Park ............................................................................. 56-57, 82-83 Parking Pawl, Actuator Assembly and Manual Shaft .............. 123 Planetary Gear Sets ................................................................ 27-29 description ....................................................................... 27 reduction .................................................................. 28-28A direct drive .............................................................. 28B-29 overdrive ................................................................. 28B-29 reverse direction of rotation .................................... 28B-29 Power Flow ............................................................................ 53-80 mechanical powerflow from TCC ........................... 54-54A common hydraulic functions ................................... 54B-55 park ............................................................................. 56-57 reverse ........................................................................ 58-59 neutral ......................................................................... 60-61 overdrive range first gear ........................................ 62-63 overdrive range second gear .................................... 64-65 overdrive range third gear ....................................... 66-67 overdrive range fourth gear ..................................... 68-69 overdrive fourth, TCC released to applied .............. 70-70A overdrive fourth, TCC applied to released .............. 70B-71 overdrive range 4-3 downshift ............................. 72-72A overdrive range 3-2 downshift ............................. 72B-73 manual third third gear ............................................ 74-75 manual second second gear ..................................... 76-77 manual first first gear .............................................. 78-79 Preface ....................................................................................... 1 Pressure Control Solenoid Valve .......................................... 38, 51 Pressure Regulation .................................................................... 34 Primary Pump ............................................................................. 33 Principles of Operation ......................................................... 9A-52 major mechanical components ........................................ 10 color legend .............................................................. 10A-B range reference chart ....................................................... 11 torque converter ......................................................... 12-14 apply components ...................................................... 15-25 planetary gear sets ...................................................... 27-29 final drive components .................................................... 30 differential components ................................................... 31 hydraulic control components .................................... 32-43 electrical components ................................................. 44-52 R Range Reference Charts ....................................................... 11, 80 Reverse ..................................................................... 58-59, 84-85 Reverse Accumulator ................................................................. 41 Reverse Clutch ............................................................................ 18 Reverse Clutch and 2nd Sprag Clutch Assemblies .................. 117 S Seal Locations .......................................................................... 106 Scavenge Pump .......................................................................... 32 Scavenge, Primary and Secondary Pump Assemblies ............. 111 Secondary Pump ......................................................................... 33 Second Gear (overdrive) ............................................. 64-65, 90-91 Servo Assembly (4th) ................................................................. 19 Servo Assembly (low/reverse) ............................................. 24, 36 Shift Solenoid Valves ................................................................. 49 Sprag Clutch (2nd) ..................................................................... 17 Sprag Clutch (forward) ............................................................... 21 Stator Assembly .......................................................................... 13 T Table of Contents ......................................................................... 2 Torque Converter Clutch Solenoid Valve ............................ 38, 50 TFP Manual Valve Position Switch ........................................... 45 Third Clutch and Reaction Carrier Assembly .......................... 118 Third Gear (overdrive) ............................................... 66-67, 92-93 Torque Converter Clutch ....................................................... 12-14 converter pump and turbine ............................................ 12 pressure plate ................................................................... 12 stator assembly ................................................................ 13 torque converter apply and release .................................. 14 viscous converter clutch .................................................. 14 Torque Converter Clutch Applied ..................... 14, 70B-71, 94-95 Torque Converter Clutch Released .............................. 14, 70-70A Transmission Fluid Temperature Sensor .................................... 48 Transmission Adapt Function ..................................................... 51 U Understanding The Graphics .................................................. 6-8A Upper Control Valve Body Assembly ...................................... 112 V Valves Located In The Oil Pump Assembly .............................. 35 pressure regulator valve .................................................. 35 pressure regulator boost valve ......................................... 35 secondary pump cut-off ball............................................ 35 Vehicle Speed Sensor ................................................................. 47 Viscous Converter Clutch ........................................................... 14
130
NOTES
131
NOTES
132

Transmision Automatic A Cadilac - Oldsmobile 4T80E

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Transmision Automatic A Cadilac - Oldsmobile 4T80E

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4T80-E

HOW TO USE THIS BOOK

HOW TO USE THIS BOOK

MAIN PUMP SUCTION

PRESSURE REGULATOR VALVE

LOW ROLLER CLUTCH

OUTPUT SPEED SENSOR

CONV FEED TORQ SIGNAL

TORQ SIGNAL EX 1-2 SOLENOID 2-3 SOLENOID EX

FORWARD SPRAG CLUTCH

3-4 SHIFT VALVE FILTER (338) ACTUATOR FD FILTERED ACTUATOR FEED

COAST CLUTCH HUB (719)

2-3 ACCUM VALVE

REACTION CARRIER SHELL (633) HELD

PRESSURE CONTROL SOLENOID TORQ SIGNAL

2-3 SHIFT SOLENOID OFF

2-3 SHIFT VALVE DRIVE

SEC 2-3 ACCUM

ACTUATOR FD LO & REV BAND APPLY LO & REV BAND REDUCE

1-2 / 3-4 ACC ACCM BOOST

FORWARD CLUTCH SPRAG ASSEMBLY (716) OVERRUNNING

LINE PRIMARY ACCUM

1-2 SHIFT SOLENOID ON

1-2 SHIFT VALVE

D21 COAST CL C CL FEED

DRIVEN SPROCKET (415)

LOW/REVERSE BAND (13) APPLIED

PARKING LOCK GEAR (833) HELD

FINAL DRIVE SUN GEAR (121) HELD

3RD CL 4 BD FD D21Y CST CL FD

INPUT PLANETARY PINIONS (702)

FINAL DRIVE ASSEMBLY

INPUT SHAFT AND 3RD CLUTCH HOUSING (604) DRIVING

REACTION CARRIER ASSEMBLY (623) HELD

REACTION INTERNAL GEAR (708) INPUT HELD SUN GEAR (631)

TO COOLER CONV APPLY REG APPLY

INPUT CARRIER ASSEMBLY (700) HELD

FINAL DRIVE SUN GEAR SHAFT (722) HELD

FLUID FLOW SCHEMATIC (FOLDOUT)

PAGE NUMBER FOR REFERENCE TO FLUID FLOW SCHEMATIC

FLUID FLOW THROUGH COMPONENTS (FOLDOUT)

TORQUE CONVERTER ASSEMBLY

2ND CLUTCH ASSEMBLY

REVERSE CLUTCH ASSEMBLY

3RD CLUTCH ASSEMBLY

FORWARD AND COAST CLUTCH ASSEMBLY

COOLER LUBE FITTING (3)

FORWARD/COAST CLUTCH SUPPORT (822)

LINE PRESSURE TAP (40)

SECONDARY PUMP BODY (203)

RIGHT SCAVENGE SUCTION

LINE TORQ SIGNAL

CASE COVER (33)

SPACER PLT (327)

SCAVENGE TUBE (54)

TRANSFER PLATE (956)

PRESSURE REGULATOR VALVE

SCAVENGE PUMP COVER (237)

32c 40e 40d

SCAVENGE PUMP BODY (225)

TORQ SIGNAL 3RD CL 3RD CL LINE

RIGHT SCAVENGE SUCTION

RIGHT SCAVENGE SUCTION LINE