Transmision Aut Chevrolet 4T60E

4T60-E
HYDRA-MATIC
CONTENTS
INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 HOW TO USE THIS BOOK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 UNDERSTANDING THE GRAPHICS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 TRANSMISSION CUTAWAY VIEW (FOLDOUT) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8 GENERAL DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 PRINCIPLES OF OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9A MAJOR MECHANICAL COMPONENTS (FOLDOUT) . . . . . . . . . . . . . . . . . . . 10 RANGE REFERENCE CHART . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11 TORQUE CONVERTER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12 APPLY COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15 PLANETARY GEAR SETS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27 HYDRAULIC CONTROL COMPONENTS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33 ELECTRICAL COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45 POWER FLOW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 49 COMPLETE HYDRAULIC CIRCUITS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 75 LUBRICATION POINTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 100 BUSHING, BEARING & WASHER LOCATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . 101 SEAL LOCATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 102 ILLUSTRATED PARTS LIST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 103 BASIC SPECIFICATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 114 PRODUCT DESIGNATION SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 115 GLOSSARY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 117 ABBREVIATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 119 INDEX . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 121 NOTES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 123
PREFACE
The Hydra-matic 4T60-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 4T60-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 4T60-E transaxle.
COPYRIGHT 1993 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 4T60-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 transaxle. 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 transaxle assembly. The transfer of torque from the engine through the transaxle is graphically displayed on a full page while a narrative description is provided on a facing half page. The opposite side of the half page contains the narrative description of the hydraulic fluid as it applies components or shifts valves in the system. Facing this partial page is a hydraulic schematic that shows the position of valves, checkballs, etc., as they function in a specific gear range. The third major section of this book displays the Complete Hydraulic Circuit for specific gear ranges. Fold-out pages containing fluid flow schematics and two dimensional illustrations of major components graphically display hydraulic circuits. This information is extremely useful when tracing fluid circuits for learning or diagnosis purposes. The Appendix section of this book provides additional transaxle 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 4T60-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 4T60-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 4T60-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 transaxle 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 transaxle. This section describes how specific components work and interfaces with the sections that follow. The Power Flow section (beginning on page 49) 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, checkballs, etc., as they function in a specific gear range. Also, located at the bottom of each half page is a reference to the Complete Hydraulic Circuit section that follows. The Complete Hydraulic Circuits section (beginning on page 75) details the entire hydraulic system. This is accomplished by using a fold-out circuit schematic with a facing page two dimensional fold-out drawing of each component. The circuit schematics and component drawings display only the fluid passages for that specific operating range. Finally, the Appendix section contains a schematic of the lubrication flow through the transaxle, disassembled view parts lists and transaxle specifications. This information has been included to provide the user with convenient reference information published in the appropriate vehicle Service Manuals. Since component parts lists and specifications may change over time, this information should be verified with Service Manual information.
HOW TO USE THIS BOOK
Figure 1
UNDERSTANDING THE GRAPHICS

MODULATOR ASSEMBLY (32) CASE ASSEMBLY (3) REVERSE SERVO ASSEMBLY (39-49) TORQUE CONVERTER (1)
OIL PUMP BODY ASSEMBLY (200)
GASKET VALVE BODY/ SPACER PLATE (371)
GASKET SPACER PLATE/ CHANNEL PLATE (369)
CONTROL VALVE BODY ASSEMBLY (300)
SPACER PLATE (370)
CHANNEL PLATE ASSEMBLY (400)
DRIVEN SPROCKET SUPPORT (609)
FORWARD SERVO ASSEMBLY (15-22) MANUAL 2/1 SERVO ASSEMBLY (103-115)
1-2 & 2-3 ACCUMULATOR ASSEMBLY (124-140)
FILTER ASSEMBLY (100)
BOTTOM PAN (24)
Figure 2
The flow of transaxle fluid starts in the bottom pan and is drawn through the filter, case assembly, channel plate assembly, spacer plate and gaskets, control valve assembly and into oil pump assembly. This is a basic concept of fluid flow that can be understood by reviewing the illustrations provided in Figure 2. However, fluid may pass between the 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 4T60-E transaxle, the components involved with hydraulic control and fluid flow are illustrated in three major formats. Figure 3 (page 7-7A) provides an example of these formats which are:
6
A graphic schematic representation that displays valves, checkballs, orifices and so forth, required for the proper function of transaxle in a specific gear range. In the schematic drawings, fluid circuits are represented by straight line 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. A two dimensional line drawing of the component to indicate fluid passages and orifices.

2ND CL 3RD CL/LO-1ST
EX
RELEASE
APPLY 3RD CL
4TH CL INPUT CL 2ND CL 3RD CL/LO-1ST 3RD CL LO LO-1ST
LUBE
3RD CL/LO-1ST
5a
LO-1ST
3RD CL
2ND CL
4TH CL
11b
6b
32a
46e
18g
48a
29a
29b
45a
19b
47a
14b
11a
19a
18k
2a
CONV FD
LO-1ST
LINE 2b
A SOL
CONV FD
LINE
PRN
LINE INPUT CL FEED INPUT CL FEED
LINE
D-4
GASKET (371) CONTROL VALVE BODY (300)
30c
45b
47b
47c
#9
30d
18f
7a
SPACER PLATE (370)
10
11
12
49d
11c
30f
3a
2c
2f
20b
LO
#7
#5
#6
20a 19e
PRN
32b
18h
30e
16a
46c
46d
48b
19c
48c
GASKET (369)
46f
6a
#3
REVERSE
19d
5b
2d
2e
LINE
LO
REV SRVO
D SRV AP
EX
REV
D-4
FWD BST
REV BST
LO
REV
PRESS REG
EX
B SOL
EX N.O.
32d 46a 46b 32c 32e
33a
EX
LO
EX
INPUT CL
D-4
4TH

MOD LINE
LINE
13
#4
4b
3RD IN CL FD
SERVO APPLY
D-2
2ND CL
B SOL OFF
B SOL OFF
MOD
CONV FD
B SOL
18b 18c 43b
DECREASE
RELEASE
APPLY
EX
A SOL 2ND
4TH/4TH CL
D-3 D-2
D-4
LINE
LINE
EX
B SOL OFF D-4
EX
43a
D-2
3-4 ACCUM 4TH CL
EX
EX

3RD CL
LINE SOL B OFF
14
3-4 ACCUM
B SOL OFF 3RD PWM FEED

PWM FEED
2ND
3RD
LINE
REGULATED LINE REG LINE

LINE CONV FEED
MOD
EX
10f 15 25c 225a 10g

16 25b
D-4
EX
D 2N
3-4 ACCUM
SEC 1-2 ACCUM
PWM MOD
10e
MOD
MOD
EX
CONV CL
EX

REG
SUCTION
PWM PWM MOD D-4 4TH OR 4TH CL 4TH EX
PRIMARY TRIM
2-3 AC
2-3 AC
EX
EX
MOD
D-4
D-4
EX
APPLY
CONV FD
22b
2-3 ACCUM
MOD
MOD
LINE
D-4
12a REG
4TH CL 40a
11d
2k
33
32
31
30 12b
29
28 9b
27 10m
26
25
24
23
22
21
26g
26h
18e
18n
18d
10a
34e
23b
#1
13b
38d
24c
10k
40b
8a
#10
20
19
26f
COOLER
MOD
EX
EX
EX
THERMOSTATIC ELEMENT (122)
SLOT IN GASKET
1-2 ACCUM D-4 2-3 ACC 2ND CL D-4 2-3 ACCUM
CASE (3)
TORQUE CONVERTER BLOW OFF (420) LINE
ACCUMULATOR COVER (132)
MOD
2ND CL BOTTOM PAN (24) EX

34
ORIFICED CUP PLUG (412)
EX
EX
MOD
PRESSURES
INTAKE & DECREASE CONVERTER & LUBE MAINLINE MODULATOR ACCUMULATOR A SOLENOID B SOLENOID
AIR BLEED

MOD
COOLER
LINE
EX
GRAPHIC SCHEMATIC REPRESENTATION
OIL PUMP BODY (202)
THREE DIMENSIONAL PUMP COVER SIDE
THREE DIMENSIONAL CHANNEL PLATE SIDE
THREE DIMENSIONAL VALVE BODY SIDE
TWO DIMENSIONAL
TWO DIMENSIONAL
TWO DIMENSIONAL
Figure 3
MODULATOR ASSEMBLY (32)
MOD
2ND 2ND
4TH CL MOD MOD 3RD CL MAN 2-1 SERVO FD 1-2 ACCUM 2ND CL SERVO APPLY COOLER
FORWARD SERVO APPLY PIPE (124)
RELEASE
MAN 2-1 SERVO FD
GASKET (369)
LUBE COOLER
18m
49a
34b
26d
30a
49b
10b
28c
24b
30b
11e
38a
26a
26e
13a
15a
24a
23a
26c
13c
34c
10c
49c
9a
8c
#2
26b 34a
8b
8d
ACCUMULATOR SPACER PLATE (134)
LUBE
28a
28b
14a
2h
38c
GASKET (371)
SPACER PLATE (370)
1-2 ACCUM
38b
34d
D-4
ACCUMULATOR HOUSING (140)
CHANNEL PLATE (400) CASE (3)
FORWARD SERVO (15-22)
MANUAL 2/1 SERVO (108)
MANUAL SERVO APPLY PIPE (125)
FOLDOUT 7
LINE
RELEASE
RELEASE
SLOT IN GASKET
4TH
CONTROL VALVE BODY (300)
22c
APPLY
APPLY
OFF
MOD
TCC SIG
N.O.
22d
18
CONV
CL
3RD CL
2ND CL
PRIMARY TRIM PRIMARY TRIM
2-3 ACCUMULATOR (136)
LUBE PIPE (126)
17
4TH CL
C.C. SOL. EX
2-3 ACCUM
1-2 ACCUM
10h
R LINE
SERVO APPLY
3RD 3RD 2ND
1-2 ACCUM 1-2 ACCUM 3-4 ACCUM 3-4 ACCUM MOD
MAN 2-1 SERVO FD
3RD
PWM SOL
AUX INPUT CL FD PRIMARY TRIM
4a 22a
LINE
MOD
LINE
PRESSURE RELIEF VALVE (321)
2-3 SHIFT

3-2 DOWN
B OFF B SOL MAN 2-1 SERVO FD
#8
43c
44b 44c 44d 44a
LUBE COOLER
AIR BLEED
3RD
D-3 D-4
3RD B SOL OFF
LINE
PUMP BODY (202)
A SOL
N.O. EX
3RD
ON
D-2
D-3 D-3
42a 42b
4TH CL
1-2 SHIFT
3-4 SHIFT
4-3 DOWN
D-4 D-4
3RD
REV
LINE
2g
LO-1ST A
EX
D-4
4TH CL
LO
4TH
INPUT CL AUX INPUT CL FD
3RD CL
D-3
PRN PRN
REV EX
4TH
4TH
LINE
LINE
ON
B SOL B SOL
EX
12D DN R
LO-1ST 3RD CL
EX
LO BLOW OFF VALVE (407)
MANUAL VALVE
EX
DECREASE
DECREASE
THERMO ELEMENT
EX
D-4
20c
D-4
18a
D-4
LUBE COOLER
CASE (3) CHANNEL PLATE (400)
LINE
LINE REV SERVO

EX
LINE
4TH CL INPUT CL 2ND CL 3RD CL/LO-1ST 3RD CL LO LO-1ST PRN REVERSE
COOLER CONNECTOR (29)
CHANNEL PLATE (400)
LUBE
LUBE
LINE PRESSURE TAP (38)
LUBE
COOLER
LUBE
REVERSE SERVO (39-49)
3RD CL/LO-1ST 2ND CL 4TH CL
REV SERVO
INPUT CL 3RD CL/LO-1ST
TORQUE CONVERTER (1)
INPUT CL
4TH CLUTCH HOUSING DRIVEN SPROCKET SUPPORT (609)
2ND CLUTCH HOUSING (617)
INPUT HOUSING ASSEMBLY (632)

INPUT CL
COOLER
ACCUMULATOR COVER SIDE

COOLER CHECK VALVE (28)
ACCUMULATOR HOUSING ASSEMBLY (140)
THREE DIMENSIONAL
TWO DIMENSIONAL ACCUMULATOR HOUSING SIDE
GASKET (133)
SPACER PLATE (134)
GASKET (133)
THREE DIMENSIONAL
TWO DIMENSIONAL ACCUMULATOR HOUSING SIDE
THREE DIMENSIONAL
SPACER PLATE (370)
TWO DIMENSIONAL CONTROL VALVE BODY SIDE
GASKET (371)
GASKET (369)
VALVE BODY SPACER PLATE (370)
THREE DIMENSIONAL
TWO DIMENSIONAL
FOLDOUT 7A

TYPICAL BUSHING & VALVE
BUSHING SPRING VALVE BORE PLUG RETAINING PIN SPACER PLATE VALVE BODY RESTRICTING ORIFICE CHECK BALL
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
INTAKE & DECREASE CONVERTER & LUBE MAINLINE MODULATOR ACCUMULATOR A SOLENOID
B SOLENOID

EXHAUST DIRECTION OF FLOW WITH EQUAL SURFACE AREAS ON EACH END OF THE VALVE, BUT FLUID PRESSURE "A" BEING GREATER THAN FLUID PRESSURE "B", THE VALVE WILL MOVE TO THE RIGHT. WITH THE SAME FLUID PRESSURE ACTING ON BOTH SURFACE "A" AND SURFACE "B" THE VALVE WILL MOVE TO THE LEFT. THIS IS DUE TO THE LARGER SURFACE AREA OF "A" THAN "B".
Figure 5
SPACER PLATE
APPLY FLUID
SPACER PLATE
EXHAUST FROM THE APPLY COMPONENT UNSEATS THE CHECKBALL, THEREFORE CREATING A QUICK RELEASE.
SPRING ASSIST FLUID
APPLY FLUID
SPRING ASSIST FLUID
APPLY FLUID SEATS THE CHECKBALL FORCING FLUID THROUGH AN ORIFICE IN THE SPACER PLATE, WHICH CREATES A SLOWER APPLY.
RETAINING PIN
VALVE BODY
7B
HYDRA-MATIC 4T60-E
TORQUE CONVERTER (1) MANUAL REVERSE SHAFT SERVO (807) ASSEMBLY (39-49) PARKING LOCK ACTUATOR (800) 3RD SPRAG CLUTCH ASSEMBLY (652) INPUT SPRAG INPUT CLUTCH CARRIER ASSEMBLY ASSEMBLY (664) (672) REACTION CARRIER ASSEMBLY (675) 1/2 SUPPORT ASSEMBLY (687)
1/2 SUPPORT ROLLER CLUTCH ASSEMBLY (683)
FINAL DRIVE DIFFERENTIAL ASSEMBLY (700)
SPEED SENSOR (10)
PUMP ASSEMBLY (200)
CASE EXTENSION (6)
CONTROL VALVE ASSEMBLY (300)
FORWARD BAND ASSEMBLY (688)
DRIVE SPROCKET (516)
FORWARD SERVO ASSEMBLY (12-22)
CHANNEL PLATE ASSEMBLY (400) 4TH CLUTCH HUB & SHAFT ASSEMBLY (504) REVERSE DRIVEN BAND SPROCKET SUPPORT ASSEMBLY (615) (609) MANUAL 2/1 SERVO ASSEMBLY (103-116)
2/1 BAND ASSEMBLY (680)
3-4 ACCUMULATOR ASSEMBLY (421-428)
DRIVE LINK ASSEMBLY (507)
OUTPUT SHAFT (510)
4TH CLUTCH ASSEMBLY (500-502)
DRIVEN SPROCKET (506)

Figure 6
2ND CLUTCH ASSEMBLY (620-627)
3RD CLUTCH ASSEMBLY (639-649)
INPUT CLUTCH ASSEMBLY (654-659)
Figure 7
HYDRA-MATIC 4T60-E CROSS SECTIONAL VIEW

This illustration is a typical engineering cross sectional drawing of the Hydra-matic 4T60-E transaxle that has been used sparingly in this publication. Unless an individual is familiar with this type of drawing, it may be difficult to use when locating or identifying a component in the transaxle. For this reason, the three dimensional graphic illustration on page 8 has been the primary drawing used throughout this publication. It also may be used to assist in the interpretation of the engineering drawing when locating a component in the transaxle.
8A
These illustrations, and others used throughout the book, use a consistent coloring of the components in order to provide an easy reference to a specific component. Colors then remain the same from section to section, thereby supporting the information contained in this book.
GENERAL DESCRIPTION
The Hydra-matic 4T60-E is a fully automatic four speed front wheel drive transaxle. It consists primarily of a four-element torque converter, two planetary gear sets, various clutches, a differential assembly, and a control valve body. The four-element torque converter contains a pump, a turbine, a pressure plate splined to the turbine, and a stator assembly. The torque converter acts as a fluid coupling to smoothly transmit power from the engine to the transaxle. 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 transaxle. The two planetary gear sets provide the four forward gear ratios and reverse. Changing of the gear ratios is fully automatic and is accomplished through the use of various electronic engine sensors that provide input signals to the Powertrain Control Module (PCM). The PCM interprets these signals to send current to the various shift solenoids, converter clutch solenoids or switches inside the transaxle. By using electronics, the PCM controls shift points and torque converter clutch apply and release, to provide proper gear ranges for maximum fuel economy and vehicle performance. Four multiple-disc clutches, two roller clutches, a sprag clutch, and three bands provide the friction elements required to obtain the various ratios with the planetary gear sets. A hydraulic system (the control valve body), pressurized by a vane type pump provides the working pressure needed to operate the friction elements and automatic controls. Several electronic switches, solenoids and sensors working in conjunction with the vehicles PCM or Electronic Control Module (ECM), control various shift points, converter clutch apply and release.
EXPLANATION OF GEAR RANGES

for safe passing by depressing the accelerator or by manually selecting a lower gear with the shift selector.
Figure 8
The transaxle 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 transaxle should be driven in a lower manual gear selection for maximum efficiency. D Manual Third can be used for conditions where it may be desirable to use only three gear ratios. These conditions include towing a trailer and driving on hilly terrain as described above. This range is also helpful for engine braking when descending slight grades. Upshifts and downshifts are the same as in Overdrive range for first, second and third gears except that the transaxle will not shift into fourth gear. 2 Manual Second adds more performance for congested traffic and hilly terrain. It has the same starting ratio (first gear) as Manual Third but prevents the transaxle from shifting above second gear. Thus, Manual Second can be used to retain second gear for acceleration and engine braking as desired. Manual Second can be selected at any vehicle speed. If the transaxle is in third or fourth gear when Manual Second is selected it will immediately shift to second gear. 1 Manual First can be selected at any vehicle speed. If the transaxle is in third or fourth gear it will immediately shift into second gear. When the vehicle speed slows to below approximately 56 km/h (35mph) the transaxle will then shift into first gear. This is particularly beneficial for maintaining maximum engine braking when descending steep grades.
FOLDOUT 9
The transaxle 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 transaxle Park positions. 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 transaxle to operate in each of the four forward gear ratios. Downshifts to a lower gear, or higher gear ratio, are available
PRINCIPLES OF OPERATION
The purpose of a transaxle in a vehicle is to provide Park, Neutral, Reverse and forward driving ranges. The primary function of the transaxle is to increase torque or twisting force between the engine and the drive wheels which is required for greater pulling power or performance. Basically, the transaxle is the component of the vehicle that enables the engine to move heavy loads with less effort. For example, to start a vehicle moving requires much more effort than is needed to keep it moving. The transaxle is capable of providing suitable gear ranges, or torque multiplying ratios for performance and economy over the vehicles entire operating range. These different gear ranges are obtained through the interaction of the electronic and hydraulic shift control of: multiple disc and mechanical clutches, friction bands and two planetary gear sets. The pages that follow describe the function of these electrical and mechanical components found in the Hydra-matic 4T60-E in order to provide the reader with a basic understanding of the operating characteristics of this transaxle.
9A
MAJOR MECHANICAL COMPONENTS

SPLINED TO TORQUE CONVERTER TURBINE ASSEMBLY (D)
DRIVE SPROCKET (516) DRIVE LINK ASSEMBLY (507) OIL PUMP DRIVE SHAFT (227)
REVERSE SERVO ASSEMBLY (39-49)
SPLINED TOGETHER SPLINED TO (672)
TURBINE SHAFT (518)
SPLINED TOGETHER
INPUT SUN GEAR (668)
SPLINED TOGETHER
SPLINED TOGETHER
SPLINED TO (632)
4TH CLUTCH HUB & SHAFT ASSEMBLY (504)
REVERSE BAND ASSEMBLY (615) 2ND CLUTCH HOUSING (617)

SPLINED TO (668)
INPUT SHAFT & HOUSING ASSEMBLY (632) PARKING GEAR (696)
3RD SPRAG CLUTCH ASSEMBLY (650-653)
INPUT SPRAG CLUTCH ASSEMBLY (661-665)
REVERSE REACTION DRUM (669)
4TH CLUTCH PLATE ASSEMBLY (500-502)
DRIVEN SPROCKET (506) FORWARD BAND ASSEMBLY (688) 2/1 BAND ASSEMBLY (680)
FINAL DRIVE INTERNAL GEAR (693)
PAWL & PIN LOCKOUT ASSEMBLY (694)
FINAL DRIVE SUN GEAR (697)
DIFFERENTIAL CARRIER ASSEMBLY (700)
1/2 SUPPORT ROLLER ASSEMBLY (681-687)
SPLINED TOGETHER SPLINED TO OUPUT SHAFT (510)
INPUT CARRIER ASSEMBLY (672)
REACTION CARRIER ASSEMBLY (675)
FINAL DRIVE SUN GEAR SHAFT (689)
SPLINED TO CASE
1/2 SUPPORT INNER RACE (681)
SPLINED TO (689)
REACTION SUN GEAR DRUM (678)
MANUAL 2/1 SERVO ASSEMBLY (103-116)
10
Figure 9
COLOR LEGEND
MAJOR MECHANICAL COMPONENTS
The fold-out graphic on page 10 contains a disassembled drawing of the major components used in the Hydra-matic 4T60-E transaxle. 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 transaxle 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 transaxle, 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 (609), Final Drive Internal Gear (693) and Valve Body (300). Components that rotate at engine speed. Examples: Torque Converter Assembly (1) and Oil Pump Drive Shaft (227). Components that rotate at turbine speed. Examples: Converter Turbine, Drive Sprocket (516), Driven Sprocket (506) and Input Shaft and Housing Assembly (632). Components that rotate at transaxle output speed. Examples: Differential Carrier (700), Output Shaft (510). Components such as the Stator in the Torque Converter (1), 2nd Clutch Housing (217), Reverse Reaction Drum (669) and Input Carrier Assembly (672). Components such as the Reaction Sun Gear Drum (678) and 1/2 Support Inner Race (681). Components such as the 1/2 Support Outer Race (687). Components such as the Reaction Carrier Assembly (675), Parking Gear (696) and Final Drive Sun Gear (697). 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 4T60-E transaxle. 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 transaxle 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
RANGE
GEAR
A SOLENOID
B SOLENOID
4TH CLUTCH
REVERSE BAND
2ND CLUTCH
3RD CLUTCH
3RD SPRAG CLUTCH
INPUT CLUTCH
INPUT SPRAG CLUTCH * HOLDING OVERRUN
2/1 BAND
1/2 SUPPORT ROLLER CLUTCH
FORWARD BAND
P-N
1st 2nd
ON ON OFF OFF ON @ OFF @ OFF @ ON @ OFF @ ON @ ON ON
ON ON ON OFF OFF @ OFF @ ON @ ON @ ON @ ON @ ON ON APPLIED APPLIED HOLDING APPLIED APPLIED APPLIED APPLIED APPLIED APPLIED APPLIED APPLIED * APPLIED HOLDING OVERRUN HOLDING
* APPLIED *
HOLDING HOLDING OVERRUN OVERRUN
APPLIED APPLIED APPLIED APPLIED APPLIED APPLIED APPLIED APPLIED APPLIED APPLIED
D
3rd 4th 3rd
APPLIED * APPLIED * APPLIED APPLIED APPLIED
HOLDING OVERRUN HOLDING OVERRUN HOLDING HOLDING HOLDING APPLIED APPLIED APPLIED
OVERRUN HOLDING HOLDING HOLDING HOLDING HOLDING
2nd 1st 2nd
2
1st
1 R
1st REVERSE
*APPLIED BUT NOT EFFECTIVE ON = SOLENOID ENEGERIZED OFF = SOLENOID DE-ENEGERIZED @ THE SOLENOIDS STATE FOLLOWS A SHIFT PATTERN WHICH DEPENDS UPON VEHICLE SPEED, THROTTLE POSITION AND SELECTED GEAR RANGE.
Figure 10
11
TORQUE CONVERTER
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 HOUSING COVER ASSEMBLY (J)
TORQUE CONVERTER:
The torque converter assembly is made up of the following five main sub-assemblies: a converter pump assembly (A) which is the driving member a turbine assembly (D) which is the driven RELEASE FLUID TURBINE or output member SHAFT a stator assembly (C) which is the reaction member (518) located between the pump and turbine assemblies a pressure plate assembly (G) splined to the turbine assembly B to enable direct mechanical drive a converter housing cover assembly (J) which is welded to the converter pump assembly
CONVERTER PUMP ASSEMBLY AND TURBINE ASSEMBLY
J
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
TCC RELEASED
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 transaxle. When the pressure plate assembly is applied, the small amount of slippage that occurs through a fluid coupling is eliminated, thereby providing a more efficient transfer of engine torque to the 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
to provide for a smooth conversion of torque from the engine to the mechanical components of the transaxle C to multiply torque from the engine that enables the vehicle to achieve additional performance when required DRIVE to mechanically operate the transaxle oil SPROCKET pump (200) through the pump shaft (227) SUPPORT (522) to provide a mechanical link, or direct drive from the engine to the transAPPLY FLUID axle through the use of a PUMP torque converter SHAFT (227) clutch (TCC)
APPLY FLUID D E H F RELEASE FLUID G
The torque converter (1) is the primary component for transmittal CONVERTER ASSEMBLY of power between the engine and the transaxle. It is bolted to (1) the engine flywheel (known as the flexplate) so that it will rotate TCC at engine speed. Some of the major functions of the torque APPLIED converter are:
TORQUE CONVERTER
FLUID FLOW
STATOR ASSEMBLY (C) CONVERTER PUMP ASSEMBLY (A) TURBINE ASSEMBLY (D)
Figure 12
STATOR ASSEMBLY
STATOR
The stator is located between the pump assembly and turbine assembly, and, is mounted on a one-way roller clutch that allows it to rotate in one direction but not the other. The function of the stator is to redirect fluid returning from the turbine 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 (converter multiplying torque). At this time, the oneway roller clutch prevents the stator from rotating in the same direction as the fluid flow, thereby redirecting it to assist the engine in turning the converter pump. Fluid now leaving the converter pump has more force to turn the turbine assembly and multiply engine torque. As vehicle speed increases, centrifugal force 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
VISCOUS CLUTCH
BODY
SQUARE CUT SEAL
DOUBLE LIP SEAL WITH GARTER SPRING
ROTOR
COVER
VISCOUS CONVERTER CLUTCH (VCC)
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 converter clutch and the viscous converter clutch is the silicone fluid that is sealed between the cover and the body of the clutch assembly. The viscous silicone fluid provides a smooth apply of the clutch assembly when it engages with the converter cover.
VISCOUS CONVERTER CLUTCH APPLY
SQUARE CUT SEAL

The viscous converter clutch is capable of applying at approximately 40 kmh (25 mph) providing that the transaxle is in third gear and the engine coolant temperature is above 60C (140F). When the viscous clutch is applied there is a constant (but minimal) slippage between the rotor and the body. Despite this slippage, (approximately 40 RPM at 97 kmh or 60 mph) good fuel economy is attained at highway speeds.
COVER
BODY
Viscous converter clutch apply is controlled by the Pulse Width Modulated (PWM) solenoid (325) and the Torque Converter Clutch (TCC) solenoid (315) through the Powertrain Control Module (PCM). The PCM monitors vehicle speed, throttle angle, transaxle gear range, engine coolant temperature to apply the viscous converter clutch. When transaxle fluid temperatures are above 93.3C (200F) but below 157C (315F), the viscous clutch will not apply until approximately 61 kmh (38 mph). If the transaxle fluid temperature exceeds 157C (315F), a temperature switch located in the cooler line will open and release the viscous clutch to protect the transaxle from overheating.
ROTOR
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 4T60-E transaxle. 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 transaxle. This interaction between the hydraulically and mechanically applied components is then explained in detail and supported with a graphic illustration. In addition, this section shows the routing of fluid pressure to the individual components and their internal functions when it applies or releases. The sequence in which the components in this section have been discussed coincides with their physical arrangement inside the transaxle. This order closely parallels the disassembly sequence used in the Hydra-matic 4T60-E Unit Repair Section located in Section 7 of the appropriate Service Manual. It also correlates with the components shown on the Range Reference Charts that are used throughout the Power Flow section of this book. The correlation of information between the sections of this book helps the user more clearly understand the hydraulic and mechanical operating principles for this transaxle.
Figure 15
15
APPLY COMPONENTS
DRIVEN SPROCKET SUPPORT: 2ND CLUTCH FEED:
The driven sprocket support (609), located behind the channel plate (400) and nested inside the barrel of the case (3), is the primary component for fluid distribution to the clutch packs. A cup bearing assembly (606) is pressed into the housing and provides support for the driven sprocket (506). The driven sprocket support also serves as the housing for the 4th clutch piston assembly (603-604) and the 4th clutch piston return spring assembly (602).
HYDRAULIC FEED CIRCUITS: LUBE:
2nd clutch fluid from the control valve assembly is routed through the channel plate and into the driven sprocket support. 2nd clutch fluid then passes between the driven sprocket support housing and sleeve, and exits the housing at a groove located between two seals. The seals ride on the inner diameter of the 2nd clutch housing (617) which allows 2nd clutch fluid to enter the housing and apply the clutch. See 2ND CLUTCH APPLY, page 19.
3RD CLUTCH FEED:
Whenever the engine is running, line pressure from the pump assembly (200) is fed through an orifice in the valve body spacer plate (370), through the channel plate assembly (400) and to the driven sprocket support. Lube enters the driven sprocket support housing and is routed between the housing and a sleeve where it feeds the lubrication circuit. See LUBRICATION CIRCUITS, page 100.
INPUT CLUTCH FEED:
3rd clutch/lo-1st fluid from the control valve assembly is routed through the channel plate and into the driven sprocket support. 3rd clutch/lo-1st fluid then passes through the driven sprocket support sleeve and into a drilled hole located between two seals in the input shaft & housing assembly (632). 3rd clutch/lo-1st fluid travels between the input shaft and sleeve, then enters the 3rd clutch piston housing (639) to apply the clutch. See 3RD CLUTCH APPLY, page 20.
4TH CLUTCH FEED:
Input clutch fluid from the control valve assembly (300) is routed through the channel plate and into the driven sprocket support. Input clutch fluid then passes through the driven sprocket support sleeve and into a drilled hole located between two seals in the input shaft & housing assembly (632). Input clutch fluid pressure then forces the input clutch piston to move and apply the clutch. See INPUT CLUTCH APPLY, page 22.
4th clutch fluid from the control valve assembly is routed through the channel plate and into the driven sprocket support. 4th clutch fluid then passes through a hole in the support that is located behind the 4th clutch piston to apply the clutch. See 4TH CLUTCH APPLY, page 17.
LINE PRESSURE
INPUT CLUTCH FLUID
4TH CLUTCH HOUSING DRIVEN SPROCKET SUPPORT (609) STATIONARY
3RD CL/ LO-1ST FLUID
4TH CLUTCH FLUID
2ND CLUTCH FLUID CHANNEL PLATE (400) LUBE FLUID SEALS (612 & 613)
16
Figure 16
APPLY COMPONENTS
3RD CL/LO-1ST APPLY FLUID INPUT CLUTCH APPLY FLUID
4TH CLUTCH:
The 4th clutch assembly, located between the channel plate (400) and the driven sprocket support (609), is applied ON in Fourth Gear Range (Overdrive) only.
4TH CLUTCH APPLY:
4TH CLUTCH APPLY FLUID 2ND CLUTCH APPLY FLUID 4TH CLUTCH REACTION PLATE (500) DRIVEN SPROCKET SUPPORT (609) INPUT CLUTCH APPLY PASSAGE 4TH CLUTCH PISTON (603)
LUBE FLUID 4TH CLUTCH APPLY PLATE (502)
To apply the 4th clutch, 4th clutch apply fluid is fed through the driven sprocket support (609) behind the 4th clutch piston assembly (603-604). Pressure from the 4th clutch apply fluid forces the piston to move towards the channel plate (400) compressing the 4th clutch piston return spring assembly (602) to cushion the apply. Travel of the 4th clutch piston assembly (603604) continues until the 4th clutch (steel) reaction plate (500), 4th clutch plate assemblies (501) and PISTON SEAL (OUTER) 4th clutch apply plates (502) (604) contact and are held against the channel plate (400).
PISTON SEAL (INNER) (605) DRIVEN SPROCKET SUPPORT (609)
RETAINING RING (601)
CHANNEL PLATE (400)
When fully applied, the external teeth on the 4th clutch (steel) plates (500), splined to the channel plate (400) and the internal teeth on the 4th clutch (fiber) plate assemblies (501), splined to the 4th clutch hub & shaft assembly (504), prevent the 4th clutch hub & shaft assembly (504) from rotating.
4TH CLUTCH RELEASE:
4TH CLUTCH HUB & SHAFT ASSEMBLY (504)
4TH CLUTCH PLATE ASSEMBLY (501) LUBE PASSAGE
To release the 4th clutch, 4th clutch apply fluid pressure exhausts, allowing pressure the 4th clutch piston assembly (603-604) to be released. In the absence of fluid pressure, spring force from the 4th clutch 4TH CLUTCH PISTON RETURN SPRING piston return spring assembly ASSEMBLY (602) moves the 4th clutch piston (602) assembly (603-604) away from the channel plate (400). This action allows the 4th clutch (steel), reaction plate (500) and the 4th clutch (fiber) plate assemblies (501) to disengage with the channel plate (400), and release the 4th clutch hub & shaft assembly (504) allowing it to rotate.
504 601 602 603 604
500 501
502
501
502
Figure 17
17
APPLY COMPONENTS
REVERSE SERVO ASSEMBLY:
39 40
REVERSE SERVO RELEASE:
The reverse servo assembly (39-49), located near the top of the transaxle case (3), applies the reverse band assembly (615) when Reverse Gear Range is selected.
REVERSE SERVO APPLY:
41 42 43
44
To apply the reverse servo assembly (39-49), reverse servo apply fluid is fed through the case (3) between the servo cover (40) and the reverse servo piston (44). Pressure from the reverse servo apply fluid forces the piston and selective apply pin (48) to move towards the reverse band assembly (615). This movement compresses the reverse servo cushion spring (45) return spring (49) and reverse servo curved spring (47) allowing the apply pin (48) to compress the reverse band assembly (615). When the band is compressed, the 2nd clutch housing (617) is held stationary. Reverse Gear engagement feel is controlled by: the reverse servo cushion spring (45) and return spring (49); the reverse servo curved spring (47); the apply pin (48); the reverse band assembly (615) and second clutch housing (617).
CASE (3) SPRING RETAINER 1ST & 2ND (17) REVERSE SERVO APPLY FLUID CUSHION SPRING (45) CUSHION SPRING RETAINER (46)
To release the reverse servo assembly (39-49), reverse servo fluid pressure exhausts through the same apply passage in the case, allowing pressure at the reverse servo piston (44) to be released. Spring force from: the return spring (49); reverse servo cushion spring (45); and, the reverse servo curved spring (47), move the reverse servo piston (44) and apply pin (48) away from the reverse band assembly (615) to release the band. When released, the 2nd clutch housing (617) can rotate as required for other gear ranges.
REVERSE BAND:
The reverse band assembly (615), located under the reverse servo assembly (39-49), is applied or ON during Reverse Gear Range only. The band wraps around the second clutch housing (617) and is held in position by the band anchor pin (117). When compressed by the reverse servo assembly (39-49), it holds the 2nd clutch housing (617), reverse reaction drum (669) and input carrier assembly (672) allowing the transaxle to operate in Reverse.
INTERNAL RETAINING RING (42)
17
SERVO COVER (40) RETAINING RING (39) "O" RING SEAL (41) REVERSE SERVO PISTON (44) PISTON SEAL RING (43) CURVED SPRING (47)
45
46
47
48
RETURN SPRING (49) APPLY PIN (48)
49
ANCHOR PIN (117)
REVERSE BAND ASSEMBLY (615)
REVERSE BAND ASSEMBLY (615)
18
Figure 18
APPLY COMPONENTS
2ND CLUTCH HOUSING (617) 618
2ND CLUTCH:
The 2nd clutch assembly (617-627), located between the driven sprocket support (609) and the input clutch assembly (631-659), is applied or ON during Second, Third and Fourth Gear Ranges as well as Manual Third and Manual Second Gear Ranges.
APPLIED
RELEASED
2ND CLUTCH APPLY:
SNAP RING (622)
When fully applied, the 2nd clutch provides the power to the gear sets (672 & 675) through the: waved plate (623); (steel) tapered apply reaction plate (716); (steel) reaction plates (625) external teeth splined to the 2nd clutch housing (617); and, the 2nd clutch plate assemblies (624) internal teeth splined to the hub on the input housing assembly (631-659).
2ND CLUTCH RELEASE:
RELEASE SPRING & APPLY RING (621)
To release the 2nd clutch assembly (621-627), 2nd clutch apply fluid pressure exhausts through the apply passages in the inner hub of the 2nd clutch housing (617) and driven sprocket support (609). In the absence of fluid pressure, the apply ring & release spring assembly (621) move the 2nd clutch piston (620) and releases the 2nd clutch reaction plates (625) and 2nd clutch plate assemblies (624) from contact with the backing support ring plate (626). During the release of the 2nd clutch fluid, the retainer & ball assembly (618), located in the 2nd clutch housing (617), unseats. Centrifugal force, resulting from the rotation of the 2nd clutch housing (617), unseats the checkball and forces residual 2nd clutch fluid to the outside of the piston housing and through the unseated retainer & ball assembly (618). If this fluid did not completely exhaust from behind the piston, there could be a partial apply, or drag, of the 2nd clutch plates.
620 621 622 623
2ND CLUTCH APPLY FLUID
PISTON WITH MOLDED SEAL (620)
716
625
624
Figure 19
WAVED PLATE (623) SNAP RING (627) BACKING PLATE (626) REACTION PLATE (625) 2ND CLUTCH APPLY REACTION PLATE (TAPERED) (716) PLATE ASSEMBLY (624) 626 627
To apply the 2nd clutch, 2nd clutch apply fluid is fed through the driven sprocket support (609) to the inner hub of the 2nd clutch housing (617). Feed holes in the hub allows 2nd clutch apply fluid to enter the 2nd clutch housing (617) behind the 2nd clutch piston (620); seats the retainer and ball assembly (618) and moves the piston to compress the apply ring & release spring assembly (621). The piston continues to move, compressing the 2nd clutch RETAINER & BALL wave plate (623), until the 2nd clutch reaction plates ASSEMBLY (625) and 2nd clutch plate assemblies (624) are held (618) against the backing support ring plate (626).
EX
19
APPLY COMPONENTS
3RD CLUTCH: 3RD CLUTCH RELEASE:
The 3rd clutch assembly (639-649), located inside the input shaft & housing assembly (632), is applied or ON during Third and Fourth Gear Ranges as well as Manual Third and Manual First Gear Ranges.
3RD CLUTCH APPLY:
RETAINER & BALL ASSEMBLY
INPUT SHAFT & HOUSING ASSEMBLY (632)
3RD CLUTCH/ LO-1ST APPLY FLUID
LUBE PASSAGE
"O" RING SEAL (638)
SEAL (INNER) (641) 3RD CLUTCH PISTON HOUSING (639)
OIL RING SEAL (628)
WAVED PLATE (645)
639
640
642
643
640
645
647
20
Figure 20
To apply the 3rd clutch, 3rd clutch/lo-1st fluid is fed through the driven sprocket support (609) and into the input shaft & housing assembly (632). A feed hole in the input shaft allows 3rd clutch/lo-1st fluid to enter between the 3rd clutch piston housing (639) and 3rd clutch piston & seal assembly (642). Fluid pressure seats the retainer & ball assembly and moves the piston to compress the 3rd clutch spring guide & retainer (643). The piston continues to move until it contacts and holds the 3rd clutch (waved) plate (645) and 3rd clutch plate assemblies (646-647) against the backing plate (648). The 3rd clutch (waved) plate (645) is used to cushion the apply of the 3rd clutch. When fully applied, the 3rd clutch provides the power to the gear sets (672 & 675) through: the 3rd clutch (waved) plate (645) and external teeth on the 3rd clutch plate assemblies (646) splined into the input shaft & housing assembly (632); and, the internal teeth on the 3rd clutch plate assemblies (647) splined to the 3rd sprag clutch (outer) race (653).
To release the 3rd clutch assembly (639-649), 3rd clutch/lo-1st fluid pressure exhausts through the apply passages in the input shaft & housing assembly (632) and driven sprocket support (609). In the absence of fluid pressure, the 3rd clutch spring guide & retainer (643) moves the 3rd clutch piston & seal assembly (642) and releases the 3rd clutch (waved) plate (645) and 3rd clutch plate assemblies (646-647) from contact with the backing plate (648). During the release of the 3rd clutch/lo-1st fluid, the retainer & ball assembly, located in the 3rd clutch piston & seal assembly (642), unseats. Centrifugal force, resulting from the rotation of the 3rd clutch piston & seal assembly (642), unseats the checkball and forces residual 3rd clutch/lo-1st fluid through the unseated retainer & ball assembly. If this fluid did not completely exhaust from behind the piston, there could be a partial apply, or drag, of the 3rd clutch plates.
APPLIED RELEASED
3RD CLUTCH PISTON & SEAL ASSEMBLY (642) 3RD CLUTCH SPRING GUIDE & RETAINER (643) SNAP RING (649)
EX
BACKING PLATE (648) SNAP RING (640) 3RD CLUTCH PLATE ASSEMBLY (647) 3RD CLUTCH PLATE ASSEMBLY (646)
646
648
649
APPLY COMPONENTS
3RD SPRAG CLUTCH:
The 3rd sprag clutch assembly (653, 661, 717-721), located inside the input shaft & housing assembly (632), mechanically holds the input sun gear (668) during Overdrive Range Third Gear as well as Manual Third and Manual First Gear ranges.
3RD SPRAG CLUTCH HOLDING:
inner race to rotate at the same speed as the outer race. The result is a direct drive (1:1) gear ratio through the gear sets during 3rd gear operation.
3RD SPRAG CLUTCH RELEASE:
When the 3rd clutch assembly (639-649) is applied, the internal teeth on the 3rd clutch plate assemblies (647), splined to the 3rd sprag clutch outer race (653), holds the race and rotates it in the same direction and speed as the input shaft & housing assembly. The inner race and retainer assembly (661), which is splined to the input sun gear (668), is trying to rotate at a faster speed than the 3rd sprag clutch outer race. When this occurs, the sprag elements wedge between the inner and outer races to force the
The 3rd sprag clutch assembly releases whenever the 3rd clutch releases, or when its elements overrun (freewheel). An overrunning condition occurs in Overdrive Range Fourth Gear when the input sun gear is held by the fourth clutch hub & shaft assembly (504). Since the 3rd clutch assembly is applied (driving the 3rd sprag outer race) while the inner race is held by the fourth clutch shaft, the sprag elements pivot and disengage from the races. In this situation the 3rd sprag clutch outer race overruns the stationary inner race.
OUTER RACE (653) HELD - FORCED TO ROTATE AT INPUT HOUSING SPEED OUTER RACE (653)
INPUT SPRAG INNER RACE (661)
3RD SPRAG OUTER RACE (653)
3RD SPRAG ASSEMBLY (720)
3RD SPRAG (720)
3RD SPRAG CLUTCH HOLDING/DRIVING INNER RACE (661)
INNER RACE (661) (SPLINED TO INPUT SUN GEAR) PREVENTED FROM ROTATING AT A FASTER SPEED
OUTER RACE (653) HELD - FORCED TO ROTATE AT INPUT HOUSING SPEED OUTER RACE (653)
HELD 3RD SPRAG CLUTCH OVERRUNNING 3RD SPRAG (720) INNER RACE (661) 3RD CLUTCH SPRAG RETAINER (718) SPIRAL LOCK RING (717) END BEARING (719) CENTER BEARING (721)
INNER RACE (661) (SPLINED TO INPUT SUN GEAR) IS HELD STATIONARY THROUGH 4TH CLUTCH SHAFT
717
718
719
720
721
653
661
Figure 21
21
APPLY COMPONENTS
INPUT CLUTCH: INPUT CLUTCH APPLY: INPUT CLUTCH RELEASE:
The input clutch assembly (637-640 & 654659), located inside the input shaft & housing assembly (632), is applied or ON in First and Second Gear Ranges, as well as Manual Third, Manual Second, Manual First and Reverse Gear Ranges.
To apply the input clutch, input clutch fluid is fed through the driven sprocket support (609) and into the input shaft & housing assembly (632). A feed hole in the input shaft allows input clutch fluid to enter between the input clutch piston assembly (635-636) and input shaft & housing assembly (632). Fluid pressure seats the retainer & ball assembly (633) and moves the piston to compress the 633 input spring & retainer assembly (637). The piston continues to move until it contacts the input clutch apply plate (654), compresses the input clutch (waved) plate (655) to cushion the apply, and, holds the input clutch plates (656 & 657) against the backing clutch plate (658) and snap ring (659). When fully applied, the input clutch provides the power to the gear sets (672 & 675) through: the external teeth on the input clutch (waved) plate (655) and input clutch (steel) plates (657) splined to the input shaft & housing assembly (632); and, the internal teeth on the input clutch (fiber) plate assemblies (656) splined to the sprag outer race (665).
RELEASED SEAL INPUT CLUTCH (OUTER) APPLY PLATE (635) (654)
To release the input clutch assembly (637640 & 654-659), input clutch fluid pressure exhausts through the apply passage in the input shaft & housing assembly (632) and driven sprocket support (609). In the absence of fluid pressure, the input spring & retainer assembly (637) moves the input clutch piston assembly (635-636) and releases the input clutch apply plate (654), input clutch (waved) plate (655), and the input clutch plates (656 & 657) from the backing clutch plate (658) and snap ring (659). During the release of the input clutch fluid, the retainer & ball assembly (633), located in the input clutch housing (632), unseats. Centrifugal force, resulting from the rotation of the input shaft & housing assembly (632), forces residual input clutch fluid to the outer perimeter of the piston housing and through the unseated retainer & ball assembly (633). If this fluid did not completely exhaust, there could be a partial apply, or drag, of the input clutch plates.
WAVED PLATE (655) INPUT CLUTCH PLATE ASSEMBLY (656) INPUT CLUTCH PLATE (FLAT) ASSEMBLY (657)
APPLIED
RETAINER & BALL ASSEMBLY (633)
LUBE PASSAGE
INPUT CLUTCH APPLY FLUID
636
637
639
22
"O" RING SEAL (638) SNAP RING (640) SEAL (INNER) (634) INPUT SPRING & RETAINER ASSEMBLY (637) INPUT CLUTCH PISTON (636) 3RD CLUTCH PISTON HOUSING (639) 656 658 640 654 655 657
EX
SNAP RING (659) BACKING PLATE (658) SNAP RING (640)
659
Figure 22
APPLY COMPONENTS
INPUT SPRAG CLUTCH:
The input clutch sprag assembly (661, 665 & 722), located inside the input shaft & housing assembly ((632), mechanically holds the input sun gear (668) during Overdrive Range First Gear as well as Manual Third, Manual First and Reverse Gear Ranges.
INPUT SPRAG CLUTCH HOLDING:
the sprag elements wedge between the inner and outer races. This results in a mechanical lock-up of the sprag elements which forces the input sun gear to rotate at the same speed as the input shaft & housing assembly. Power is now provided to the planetary gear sets (672 & 675) during Overdrive Range First Gear, Manual First and Reverse Gear ranges.
INPUT SPRAG CLUTCH RELEASE:
The input clutch assembly (637-640 & 654-659) is applied when the internal teeth on the input clutch (fiber) plate assemblies (656) - splined to the input sprag clutch outer race (665) - drive the outer race in the same direction and speed as the input shaft & housing assembly (632). The inner race and retainer assembly (661) is splined to the input sun gear (668) which is held stationary by the weight of the vehicle. Since the outer race of the sprag is forced to rotate while the inner race is stationary,
OUTER RACE (665) HELD - SPRAG (722) FORCES INNER RACE (661) TO ROTATE AT INPUT HOUSING SPEED OUTER RACE (665)
The input sprag clutch assembly releases whenever the input clutch releases or when its elements overrun (freewheel). An overrunning condition occurs in Overdrive Second Gear Range or Manual Second Gear Range when the inner race and retainer assembly rotates faster than the input sprag clutch outer race. When this occurs, the sprag elements pivot and disengage the power flow from the outer race to the inner race.
INPUT SPRAG INNER RACE (661)
INPUT SPRAG OUTER RACE (665)
INPUT SPRAG ASSEMBLY (722)
INPUT SPRAG (722)
INPUT SPRAG CLUTCH HOLDING/DRIVING INNER RACE (661)
OUTER RACE (665) HELD - SPRAG (722) FORCES INNER RACE (661) TO ROTATE AT INPUT HOUSING SPEED OUTER RACE (665)
INPUT SPRAG CLUTCH OVERRUNNING INPUT SPRAG (722) INNER RACE (661) CENTER BEARING (721) END BEARING (719)
INNER RACE (661) (SPLINED TO INPUT SUN GEAR) ROTATES FASTER THAN OUTER RACE (665)
721
722
665
719
661
Figure 23
23
APPLY COMPONENTS
MANUAL 2/1 BAND ASSEMBLY (680) 2/1 BAND The 2/1 manual servo assembly (104-116), located in the bottom of the case ANCHOR PIN assembly (3), applies the 2/1 manual band assembly (680) when Manual (117)
2/1 MANUAL SERVO ASSEMBLY:
Second and Manual First Gear Ranges are selected.

2/1 MANUAL SERVO APPLY:
To apply the 2/1 manual servo assembly (104-116), fluid in the manual 2/1 servo feed passage passes through the case (3) and manual servo apply pipe (125) to the 2/1 manual servo piston (108). Fluid pressure between the 2/1 manual servo body cover (104) and 2/1 manual servo piston (108) forces the piston and 2/1 manual apply pin (111) to move towards the 2/1 band assembly (680). This movement compresses the 2/1 manual servo cushion spring (109) and 2/1 manual servo return spring (112) allowing the apply pin (111) to compress the 2/1 band assembly (680). When the band is compressed, the reaction sun gear & drum assembly (678) is held stationary. 2/1 manual servo apply feel is primarily controlled by the 2/1 manual cushion spring (109) and the 2/1 manual return spring (112).
2/1 MANUAL SERVO RELEASE:
115
114
113
To release the 2/1 manual servo assembly (104-116), the gear selector lever must be positioned in a gear range other than Manual Second or Manual First Gear Range. This allows manual 2/1 servo feed fluid to exhaust through the apply passages and release pressure between the 2/1 manual servo piston (108) and the 2/1 manual servo body cover (104). Spring force from the 2/1 manual servo return spring (112) and 2/1 manual servo cushion spring (109) moves the 2/1 manual servo piston (108) and apply pin (111) away from the 2/ 1 band assembly (680) to release the band. When released, the reaction sun gear & drum assembly (678) can rotate if Park or Neutral Gear has been selected.
2/1 BAND ASSEMBLY:

112
111
110
109
108
The 2/1 band assembly (680), located above the 2/1 manual servo assembly (104-116), is applied during Manual Second and Manual First Gear Ranges only. The band wraps around the reaction sun gear drum assembly (678) and is held in position by the 2/1 band anchor pin (102). When compressed, the 2/1 band assembly (680) holds the reaction sun gear drum assembly (678) to provide engine braking for Manual First & Second Gear Range Operation only.
2/1 BAND ASSEMBLY (680) RETAINING CLIP (TOP) (116) MANUAL 2/1 SERVO BODY (114) CUSHION SPRING RETAINER (110) RETURN SPRING (112) LIP SEAL (107)
107 MANUAL SERVO APPLY PIPE (125) FORWARD SERVO APPLY PIPE (124) MANUAL 2/1 APPLY PIN (111)
106
124
105
125 104
MANUAL 2/1 APPLY FLUID
"O" RING SEAL (113) MANUAL 2/1 SERVO BODY COVER (104) RETAINING CLIP (BOTTOM) (106) CUSHION SPRING (109) MANUAL 2/1 SERVO PISTON (108)
103
24
Figure 24
APPLY COMPONENTS
FORWARD BAND ASSEMBLY (688) 1/2 SUPPORT ROLLER CLUTCH ASSEMBLY (681-687)
FORWARD SERVO APPLY:
To apply the forward servo assembly (12-22), drive servo apply fluid is fed through the case (3), into the forward band apply pin (21) and between the forward servo cover (13) and forward servo piston (16). Pressure from the drive servo apply fluid forces the piston and forward band apply pin (21) to move towards the forward band assembly (688). The forward servo piston (16) compresses the forward servo cushion spring (19) and servo return spring (22) allowing the forward band apply pin (21) to compress the forward band assembly (688). When the band is compressed, the 1/2 support roller clutch assembly (681-687) is held stationary. Forward gear engagement feel is controlled by: the forward servo cushion spring (19); the servo return spring (22); the thermo element located on the valve body spacer plate assembly (370); and, the forward band apply pin (21).
FORWARD BAND ASSEMBLY (688) 1/2 SUPPORT ROLLER CLUTCH ASSEMBLY (681-687)
FORWARD BAND ANCHOR PIN (117)
CUSHION SPRING RETAINER (20) PISTON LIP SEAL (18) CUSHION SPRING (19) FORWARD SERVO PISTON (16) INTERNAL RETAINING RING (15)
FORWARD SERVO RELEASE:
To release the forward servo assembly (12-22), drive servo apply fluid pressure between the forward servo piston (16) and forward servo cover (13) exhausts through the forward band apply pin (21) and through the apply passage in the case (3). Spring force from the servo return spring (22) and forward servo cushion spring (19) move the forward servo piston (16) and forward band apply pin (21) away from the forward band assembly (688), releasing the band. When released, the 1/2 support roller clutch assembly (681-687) will rotate.
FORWARD BAND ASSEMBLY:
DRIVE SERVO APPLY FLUID
MANUAL 2/1 SERVO BODY COVER (104) SQUARE CUT SEAL (105) RETURN SPRING (22) "O" RING SEAL (14)
22
21
20
19
17
18
16
15
14
Figure 25
FORWARD SERVO COVER (13) SPRING RETAINER (17) 13 12
FORWARD BAND APPLY PIN (21)
The forward band assembly (688), located behind the forward servo assembly (12-22), is applied or ON during all forward gear ranges. The band wraps around the 1/2 support roller clutch assembly (681-687) and is held in position by the band anchor pin (117). When compressed by the forward servo assembly (12-22), it holds the 1/2 support roller clutch assembly (681-687) allowing the transaxle to operate in all forward drive ranges.
25
APPLY COMPONENTS
1/2 SUPPORT ROLLER CLUTCH ASSEMBLY
1/2 SUPPORT ROLLER CLUTCH ASSEMBLY (681-687)
The 1/2 support roller clutch assembly (681-687), located between the reaction sun gear drum (678) and final drive internal gear (693), holds the reaction sun gear drum (678) during Overdrive Range First and Second Gear Ranges.
1/2 SUPPORT ROLLER CLUTCH HOLDING:
reaction sun gear drum (678) is held to provide power flow through the reaction carrier (675).
1/2 SUPPORT ROLLER CLUTCH RELEASE:
In Park, Neutral and Reverse Gear Ranges, the 1/2 support roller clutch assembly (681-687) and the reaction sun gear drum (678) rotate freely in the opposite direction of the driven sprocket (506). When the forward band assembly (688) is applied it stops the rotation of the 1/2 support roller clutch assembly (681-687). Since the reaction sun gear drum (678) has tabs splined to the inner race (681), the roller assembly (683) is forced to the narrow end of the ramp and wedges between the inner race (681) and outer race (687). When this occurs, the
The 1/2 support roller clutch assembly (681-687) releases when it overruns or when the forward band assembly (688) is not Applied. An overrunning condition occurs when the transaxle is in Overdrive Third or Fourth Gear Range and also in Manual Third Gear Range. Power flow through the reaction carrier assembly (675) causes the reaction sun gear drum (678) to rotate. The inner race (681) is also forced to rotate in the same direction as the reaction sun gear drum assembly (678) moving the rollers to the wide end of the ramp. When this occurs, the 1/2 support roller clutch (683) releases and the 1/2 support inner race (681) overruns the stationary 1/2 support roller clutch outer race (687).
1/2 SUPPORT OUTER RACE (687) 1/2 SUPPORT ROLLER ASSEMBLY (683)
OUTER RACE (687) HELD STATIONARY OUTER RACE (687)
1/2 SUPPORT INNER RACE (681)
HELD
SPACER (684) 1/2 SUPPORT ROLLER CLUTCH HOLDING INNER RACE (681)
ROLLER ASSEMBLY (683)
G DIN OL H
INNER RACE (681) HOLDING - PREVENTS THE REACTION SUN GEAR DRUM (678) FROM ROTATING OPPOSITE TO INPUT HOUSING ROTATION
OUTER RACE (687) HELD STATIONARY OUTER RACE (687)
HELD
1/2 SUPPORT ROLLER CLUTCH OVERRUNNING ROLLER ASSEMBLY (683) INNER RACE (681) SNAP RING (682) 684 685 687 BUSHING (686) THRUST BEARING (685)
INNER RACE (681) ROTATES AS THE OUTER RACE (687) REMAINS STATIONARY
681
682
683
26
Figure 26
PLANETARY GEAR SETS

PLANETARY GEAR SETS:
Planetary gear sets are commonly used in an automatic transaxle and they are the main mechanical devices responsible for automatically changing gear ratios. The physical arrangement of its 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 transaxle 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:
sible condition also exits and that is when input torque equals output torque. This condition is called direct drive 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 28 and 29.
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 and 2nd gear ranges). On the other hand, if output torque is lower than input torque, then the gear set is operating in overdrive (4th gear). A third pos-
Another transaxle operating condition directly affected by input and output torque through a gear set is the relationship of torque with output speed. As an automatic transaxle 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 4T60-E Gear Sets:
The Hydra-matic 4T60-E transaxle combines two gear sets that provide five gear ratios (four forward and one reverse) for transferring torque to the drive axles. The four main components used in these gear sets are:
the input sun gear (668) the input carrier assembly (672) with an internal gear for the reaction carrier the reaction carrier assembly (675) with an internal gear for the input carrier, and the reaction sun gear and drum assembly (678).
Another gear set used in the Hydra-matic 4T60-E transaxle is the final drive differential assembly (700). Information regarding its purpose and function is discussed on page 30.
INPUT SUN GEAR (668)
REACTION SUN GEAR (678)
Figure 27
27
PLANETARY GEAR SETS

REDUCTION:
Increasing the torque is generally known as operating in reduction because there is always a decrease in the speed of the output member proportional to the increase in the output torque. Stated in another way, with a constant input speed, the output torque increases as the output speed decreases. Reduction occurs in First Gear and Second Gear Ranges, when the reaction sun gear drum assembly (678) is held stationary through the 1/2 support roller clutch assembly (681-687). The planetary pinions on the reaction carrier assembly (675) are forced to rotate in a counterclockwise direction and walk around the stationary reaction sun gear drum assembly (678). This rotation of the reaction carrier assembly (675) allows the transaxle to operate in gear reduction.
DIRECT DRIVE:
Direct drive occurs in Overdrive Range Third Gear when the second clutch assembly (617-627) drives the input carrier assembly (672) while the third sprag clutch assembly (650653) prevents the input sun gear (668) from turning faster than turbine speed. With these two members of the planetary gear set rotating in the same direction and at the same speed the transaxle is operating in direct drive.
OVERDRIVE:
Operating a transaxle in overdrive enables the output speed of the transaxle to be greater than the input speed. This mode of operation allows a vehicle to maintain a relatively high road speed with a reduced engine speed to improve fuel economy. When the transaxle is operating in overdrive, the output speed increases while the output torque decreases proportionally. Overdrive occurs in Overdrive Range Fourth Gear when the input sun gear (668) is held stationary by the fourth clutch shaft (504) and power is applied to the input carrier assembly (672). The input carrier planetary pinions walk around the stationary input sun gear (668) driving the reaction carrier assembly (675) faster than the input carrier assembly (672). The transaxle is now capable of operating in overdrive.
REVERSE:
Direct drive is obtained when any two members of the planetary gear set rotate in the same direction at the same speed forcing the third member to also rotate at the same speed. In this mode of operation the planetary pinion gears do not rotate on their pins, but act as wedges to drive the entire gear set as one rotating part. Thus, the output speed of the transaxle is the same as the input speed from the torque converter turbine. Output speed will equal engine speed when the torque converter clutch is applied (see torque converter, page 12).
A planetary gear set reverses its direction of rotation when the input carrier is held stationary and power is applied to a sun gear. This causes the planet pinions to act as idler gears thus driving the output member in the opposite direction. Reverse direction of rotation occurs in Reverse Gear Range when the input carrier assembly (672) is held stationary through the reverse band assembly (615) and reverse reaction drum (669). The input sun gear (668) provides the power to the input carrier pinion gears thus driving the reaction carrier assembly (675) in the opposite direction. The transaxle is now operating in reverse.
(668) DRIVING
REDUCTION FIRST GEAR
(672) DRIVEN
(675) DRIVING DRIVEN INPUT CARRIER ASSEMBLY (672) DRIVING INPUT SUN GEAR (668) DRIVING REACTION CARRIER ASSEMBLY (675)
(675) DRIVEN
(672) DRIVING
(678) HELD
INTERNAL GEARS
HELD REACTION SUN GEAR (678)
28
Figure 28
PLANETARY GEAR SETS

REDUCTION SECOND GEAR (675) DRIVEN DRIVING INPUT CARRIER ASSEMBLY (672) DRIVEN REACTION CARRIER ASSEMBLY (675)
(672) DRIVING
(678) HELD
INTERNAL GEARS DRIVEN REACTION CARRIER ASSEMBLY (675)
HELD REACTION SUN GEAR (678)
DIRECT DRIVE THIRD GEAR
(672) DRIVING
(668) DRIVING DRIVING INPUT SUN GEAR (668)
DRIVING INPUT CARRIER ASSEMBLY (672)
(675) DRIVEN
OVERDRIVE FOURTH GEAR (672) DRIVING
(668) HELD HELD INPUT SUN GEAR (668)
DRIVING INPUT CARRIER ASSEMBLY (672)
(675) DRIVEN
REVERSE
(672) HELD
(668) DRIVING DRIVING INPUT SUN GEAR (668)
HELD INPUT CARRIER ASSEMBLY (672)
(675) DRIVEN
INTERNAL GEARS
Figure 29
29
FINAL DRIVE COMPONENTS

510
689
693
694
696
697
700
713
FINAL DRIVE AND DIFFERENTIAL ASSEMBLIES:
All Hydra-matic transaxles (transversely mounted to the body) are required to transfer the power from the final drive sun gear shaft (689) to the drive axles of the vehicle. This is accomplished by the final drive and differential components located at the output end of the gear train. These components perform the same function as the rear axle assembly found in all rear wheel drive vehicles.
FINAL DRIVE INTERNAL GEAR (693) DIFFERENTIAL CARRIER (700) SPEED SENSOR ROTOR (713)
OUTPUT SHAFT (510)
LUBE PASSAGES
FINAL DRIVE PLANETARY PINION (711)
FINAL DRIVE ASSEMBLY:
The final drive assembly is a planetary gear set consisting of: a final drive internal gear (693) splined to the case (3); a final drive sun gear (697) splined to the final drive sun gear shaft (689); and, the final drive planetary pinions located in the differential and final drive carrier assembly (700). The final drive planetary gear set operates in reduction at all times. Power through the final drive sun gear shaft (689) drives the final drive sun gear (697) in the same direction as engine rotation, but forces the final drive planetary pinion gears (711)
to rotate in the opposite direction inside the final drive internal gear (693). Since the final drive internal gear (693) is held stationary by the case (3), the differential and final drive carrier assembly (700) rotates in the same direction as engine rotation. The gear ratio of the final drive and differential assemblies performs the same functions as the ring and pinion gears in a conventional rear axle unit. It is a fixed final drive axle ratio that is required to match the engine power and drive train to the vehicle requirements for all normal operating conditions.
30
Figure 30
DIFFERENTIAL COMPONENTS
DIFFERENTIAL CARRIER ASSEMBLY:
The (final drive) differential carrier assembly (700) provides the means for allowing one driving wheel to travel faster than the other when the vehicle is going around corners or curves. (The wheel on the outside of the curve has to turn faster.) The differential carrier assembly (700) consists of: a differential and final drive carrier assembly; four bevelled gears; and, a differential pinion shaft (701). Two bevelled gears, the differential side gears (705), are splined to the axle shafts (the left hand axle shaft is splined to the output shaft (510) which connects with the side gear). The other two bevelled gears, the differential pinion gears (704), act as idlers to transfer the power from the differential carrier (700) to the differential side gears (705). The differential pinion gears (704) also balance the power load between the differential side gears (705) while allowing unequal axle rotation speeds when the vehicle is in a curve.
700
701
704
705 705 704
TURNING
DIFFERENTIAL CARRIER (700)
OUTER WHEEL 110% DIFFERENTIAL CARRIER SPEED
IN
L TURNS FAS WHEE ER TE UT R O EEL TURNS S LO WH W ER E N

R
OUTPUT SHAFT (510) RIGHT AXLE SHAFT
DIFFERENCE OF WHEEL TRAVEL AS A VEHICLE MAKES A 180 DEGREE TURN.
INNER WHEEL 90% DIFFERENTIAL CARRIER SPEED
100% DIFFERENTIAL CARRIER SPEED
When the vehicle is driven in a straight line, the differential pinion gears (704), differential side gears (705) and differential carrier (700) 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.
DIFFERENTIAL CARRIER STRAIGHT AHEAD (700)
OUTPUT SHAFT (510) RIGHT AXLE SHAFT
BOTH WHEELS TURNING AT SAME SPEED
ALL PARTS ROTATING AT DIFFERENTIAL CARRIER SPEED
Figure 31
31
HYDRAULIC CONTROL COMPONENTS

The previous sections of this book were used to describe some of the mechanical component operation of the Hydra-matic 4T60-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 transaxle.
REVERSE SERVO ASSEMBLY (39-49)
OIL PUMP BODY ASSEMBLY (200)
1-2 & 2-3 ACCUMULATOR ASSEMBLY (124-140)
MANUAL 2/1 SERVO ASSEMBLY (103-116)
Figure 32
33

OIL PUMP ASSEMBLY
205
201
208 210 209
The oil pump assembly (200) contains a variable displacement vane type pump located in the oil pump body (202). When the engine is cranking, the oil pump drive shaft assembly (227), which is splined to the converter cover, turns the oil pump rotor (210) at cranking speed. As the oil pump rotor (210) and pump vanes (211) begin to rotate, the volume of fluid between the vanes is at its maximum, creating a vacuum at the pump intake port. This vacuum allows atmospheric pressure (acting on the fluid in the sump) to prime the pump quickly and pressurize the hydraulic system when the engine is running. Fluid from the transaxle oil pan (24) is drawn through the filter assembly (100) and into the pump intake circuit. Fluid is then forced to rotate around the oil pump slide (214) to the pump outlet where the clearance between the oil pump slide (214) and oil pump rotor (210) decreases. Transaxle fluid is then forced out of the pump into the line fluid passage and called line pressure thereby providing the main supply of fluid to the various components and hydraulic curcuits in the transaxle. Since the pump assembly (200) is bolted to the control valve assembly (300), it also functions as a device that transfers fluids to other components within the transaxle. The events described above occur when the pump is operating with maximum output. Since most normal driving conditions do not require maximum output, a calibrated decrease pressure from the pressure regulator valve (313) is applied to the backside of the oil pump slide (214). Decrease pressure moves the slide against pump priming spring pressure to lower the output of the pump. When the pump priming springs (222-223) are compressed and the oil pump slide contacts the oil pump body, minimum pump output occurs.
211
209
222 223
212 213
214
220
215 221
202
219
LINE

LINE
LINE
CONV FD
CONV FD
LINE
LINE
215
215
PRESS REG
211 210 209 202 222
211
EX
210 209
LINE
LINE
EX PRN LO-1ST
EX
REV
202 222
LINE
MOD
223
220
221
223 220
221
MAXIMUM PUMP OUTPUT
MINIMUM PUMP OUTPUT
34
Figure 33
SUCTION
LINE
SUCTION
LINE
MOD
LINE
REV
PRN LO-1ST
DECREASE
DECREASE
EX
214
214
PRESS REG
AIR BLEED
AIR BLEED
LINE

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 is used to control line pressure is the pressure regulator valve (313), located in the valve body (300). When the pump is operating at maximum output, initial engine start up or full throttle operation, line pressure from the pump moves the pressure regulator valve (313) against spring force. This allows line pressure to quickly fill the converter feed passage and also enter the decrease passage. Decrease fluid pressure acts on the pump slide to overcome the spring force of the pump priming springs (222, 223) and moves the slide. As the slide moves towards the center of the pump body (202), clearance on the intake side of the oil pump slide (214) and oil pump rotor (210) decreases. This movement of the oil pump slide (214) lowers the pump output capacity to maintain proper line pressures. The position of the oil pump slide (214) and pressure regulator valve (313) constantly change depending on vehicle operation and the amount of fluid pressure and volume needed to operate the transaxle. The fluid pressure required to apply clutches and bands also varies in relation to throttle opening and engine torque. The vacuum modulator assembly (32) provides the means to regulate line pressure in response to throttle position.
LINE

LINE
LINE
CONV FD
CONV FD
LINE
LINE
PRESS REG
PRESS REG
LINE

LINE (From Pump)
LINE (From Pump)
EX
LINE
EX
EX
REV
REV
PRN LO-1ST
PRN LO-1ST
LINE
MOD
PRN
PRN
MOD
LINE
LINE
LINE
12D DN R
P
PRN LO D-4
12D DN R
LINE
LINE
LINE
LO
D-4
EX
MANUAL VALVE
EX
EX REV
MANUAL VALVE
D-2
D-3
D-2
PRN
D-3
PRN
REV
NORMAL PRESSURE
BOOSTED PRESSURE
EX
EX
EX
PRN
Figure 34
DECREASE
DECREASE
EX
35

VACUUM MODULATOR
The vacuum modulator assembly (32), located just below the electrical connector (35) in the case (3), serves three primary functions. First, it provides boost pressure to the pressure regulator valve (313) in response to engine manifold vacuum. Second, it is used in the accumulator system to enhance the shift quality of clutch apply. Third, it compensates for low barometric pressures when the vehicle is driven at high altitudes.
VACUUM MODULATOR AND LINE BOOST:
pressure from the modulator valve (34) is fed to the primary and secondary 1-2 accumulator valves (341, 347); the 2-3 accumulator valve (343); and, the 3-4 accumulator valve (350). Modulator pressure at the valves acts as a bias to regulate accumulator pressure in response to changes in engine manifold vacuum. Through this system, the vacuum modulator assembly (32) moderates the apply and release of clutch packs to maintain a consistent shift quality.
VACUUM MODULATOR AND ALTITUDE COMPENSATION:
The vacuum modulator assembly (32) will boost line pressure by responding to low engine vacuum. When the throttle is opened quickly, engine manifold vacuum drops, allowing the diaphragm and plunger inside the vacuum modulator to move. When the plunger moves deeper in the bore it also forces the modulator valve (34) to move. Line pressure can now feed into the modulator fluid passage to the line boost valve (304) at the pressure regulator valve train (302-313). Pressure forces the line boost valve (304) to move, boosting line pressures.
VACUUM MODULATOR AND ACCUMULATION:
The vacuum modulator assembly (32) is used in the accumulator system to enhance the shift quality of clutch apply. Modulator
The type of vacuum modulator assembly (32) used on the Hydramatic 4T60-E contains an altitude compensating vacuum diaphragm. When the vehicle is operated at high altitudes, it compensates for: the lower engine manifold vacuum supply to the vacuum modulator (32); and, the lower atmospheric pressure acting on the bellows to maintain shift quality. The lower atmospheric pressure surrounding the bellows allows it to expand, thereby decreasing the force of the spring located inside the bellows. The effect is less engine manifold vacuum is now required to move the diaphragm and modulator valve (34) in order to maintain smooth and consistent shifts at all altitudes.
SOL B OFF
3-4 ACCUM
SEC 1-2 ACCUM
SOL B OFF
PRIMARY TRIM
PRIMARY TRIM
EX
EX
EX
D-4
D-4
EX
2-3 ACCUM
EX

1-2 ACCUM
EX

2-3 ACCUM
EX

1-2 ACCUM
EX
D-4
D-4
MOD
MOD
D-4
D-4
2-3 AC

2-3 AC

MOD
LINE
EX
EX
MOD
EX
MOD
LINE
REV
PRESS REG
LINE
REV
PRESS REG
EX
LINE (From Pump)

DIAPHRAGM
LINE (From Pump)
BELLOWS (EXPANDED)
PLUNGER
DIAPHRAGM BELLOWS (COLLAPSED) PLUNGER
EX MOD LINE MOD
MOD
MOD
VENT
MODULATOR ASSEMBLY (32) ATMOSPHERIC PRESSURE VENT (37) MODULATOR ASSEMBLY (32)
VENT
ATMOSPHERIC PRESSURE
HIGH ENGINE MANIFOLD VACUUM
LOW ENGINE MANIFOLD VACUUM
36
Figure 35
MOD LINE MOD

VENT (37)
EX
DECREASE PRN LO-1ST
DECREASE PRN LO-1ST
LINE
MOD
CONV FD
CONV FD
MOD
MOD
3-4 ACCUM
1-2 ACCUM
3-4 ACCUM
SEC 1-2 ACCUM
1-2 ACCUM 3-4 ACCUM

VALVES LOCATED IN CHANNEL PLATE
2ND CL 4TH CL REVERSE
12D DN R
LO BLOW OFF VALVE (407):
The lo blow off valve (407) is a pressure relief valve that exhausts excess lo-1st fluid pressures above 448 kPa (65 psi) in the 3rd clutch apply circuit.
MANUAL VALVE (404):
PRN
EX LO-1ST SERVO APPLY 2ND CL 4TH CL

LO BLOW OFF
EX D-2 D-3
LO
LINE
D-4
MANUAL VALVE
PRN PRN REV REV EX EX
The manual valve (404) is fed by line pressure from the pressure regulator valve (313) and is mechanically linked to the gear selector lever. When a gear range is selected, the manual valve directs line pressure into the various circuits by opening and closing feed passages. The circuits that are fed by the manual valve (404) are: Reverse, PRN, D-4, D-3, D-2, and Lo.
TCC BLOW OFF CHECKBALL LINEUP (417-420):
3RD CL D-3
4TH CL 3-4 ACCUM 4TH CL
SERVO APPLY
3RD CL
2ND CL
RELEASE #1 APPLY RELEASE EX TORQUE CONVERTER BLOW OFF (420)
402 403 404
4TH CL
MAN 2-1 SERVO FD
The TCC blow off checkball (420) is held closed by spring force from the TCC blow off spring (418). If converter clutch release or apply fluid pressure exceeds 690 kPa (100 psi), the checkball moves against spring force to exhaust the excess pressure.
3-4 ACCUM
3RD CL
405 401 406 407
423 422 421 420 428 424 425 NOTE: 3-4 ACCUMULATOR SPRING (OUTER, MIDDLE AND/OR INNER) CONFIGUATION IS MODEL DEPENDANT. 426 427 418 417 419
Figure 36
37

VALVES LOCATED IN THE VALVE BODY
PRESSURE REGULATOR VALVE TRAIN (302-313) Pressure Regulator Valve (313):
through the solenoid to the converter clutch regulator valve (330).

CONVERTER CLUTCH REGULATOR VALVE TRAIN (328-333) Converter Clutch Regulator Valves (332 & 334):
Shift Solenoid B (315):
The pressure regulator valve (313) directs line pressure to: the manual valve; the converter feed circuit to control hydraulic apply and release of the converter clutch; the decrease passage to regulate pump output.
Reverse Boost Valve (310):
Acted on by PRN fluid from the manual valve (404) and lo-1st fluid, it moves against pressure regulator valve spring (311 & 312) pressure. This increases line pressure in Park, Reverse and Neutral in response to a high percentage of throttle travel. In Manual First gear range, lo-1st fluid moves the valve to boost line pressures.
Line Boost Valve (304):
The converter clutch regulator valves are biased by PWM and MOD fluid pressures in order to regulate line pressure passing through the valve. PWM fluid pressure acting on the end of the valve combines with the spring force from the converter clutch regulator valve springs (331 & 333). In this manner, line pressure is regulated before it is routed to the converter clutch apply valve (335).
CONVERTER CLUTCH APPLY VALVE TRAIN (314-316, 335-336) TCC Solenoid (315):
Shift Solenoid B (315) is 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; Overdrive Range First and Second Gear; and also, Manual Second and Manual First Gear Ranges. When energized (ON), its exhaust port closes, allowing filtered line pressure into solenoid B fluid passage. When the PCM removes the ground, the solenoid is OFF allowing line pressure to exhaust through the solenoid.
3-4 / 4-3 SHIFT VALVE TRAIN (358-362) 3-4 Shift Valve (362):
Acted on by modulator fluid pressure, it moves against the reverse boost valve (310) and pressure regulator spring force (311, 312) to increase line pressure. Its function is in response to changes in engine manifold vacuum supply to the vacuum modulator assembly (32).
1-2 SHIFT VALVE TRAIN (314-318) Shift Solenoid A (315):
Shift Solenoid A (315) is 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, Overdrive Range First and Fourth Gear; and also Manual First Gear. When energized (ON), its exhaust port closes, it moves the 1-2 shift valve and allows filtered line pressure to enter the solenoid A fluid passage. When the PCM removes the ground, the solenoid is OFF allowing line pressure to exhaust through the solenoid.
1-2 Shift Valve (318):
The TCC solenoid (315) is an ON/OFF type solenoid that receives its voltage supply through the ignition switch while the PCM provides the ground. When the solenoid is de-energized, or OFF, TCC signal fluid is exhausted through the solenoid. When energized, or ON during Overdrive Range Third or Fourth Gear, and also Manual Third Gear Range, its exhaust port closes allowing TCC signal pressure to move the converter clutch apply valve against spring force and line pressure.
Converter Clutch Apply Valve (335):
The 3-4 shift valve (362) is controlled by solenoid A pressure on one end of the valve and the 4-3 manual downshift valve (360) at the other. When downshifted, input clutch feed pressure can apply or release the input clutch depending on the gear range. When upshifted by solenoid A fluid pressure, 3rd fluid is allowed to enter the 4th and 4th clutch circuits to apply the 4th clutch.
4-3 Manual Downshift Valve (360):
The 1-2 shift valve responds to solenoid A fluid pressure, force from the 1-2 shift valve spring (317) and solenoid B off fluid pressure. Depending on the position of the valve, it will route D-4 fluid into the 2nd fluid passage or lo fluid into the lo-1st fluid passage.
Pressure Relief Valve (321):
When the TCC solenoid is OFF, the converter clutch apply valve (335) is held by the converter clutch spring (336) and line pressure. In this position, converter feed pressures enter the torque converter clutch release circuit and apply fluid flows around the valve into the cooler circuit. When the TCC solenoid (315) is ON, TCC signal fluid moves the valve against line pressure and spring force. When shifted, it directs regulated line fluid into the apply passage; converter feed fluid into the cooler passage, and, allows converter release fluid to exhaust.
Forward Servo Boost Valve (367):
The 4-3 manual downshift valve (360) is controlled by solenoid B pressure acting on one side of the valve and spring force from the 4-3 manual downshift valve spring (361) on the other side. When solenoid B is ON, solenoid B pressure moves the valve against spring force to hold the 34 shift valve (362).
2-3 / 3-2 SHIFT VALVE TRAIN (353-357) 3-2 Manual Downshift Valve (356):
The 3-2 manual downshift valve (356) is controlled by solenoid B pressures and spring force from the 3-2 downshift valve spring (355). When solenoid B is ON, solenoid B pressure moves the valve against the 2-3 shift valve (367) to prevent a 2-3 upshift.
2-3 Shift Valve (357):
Prevents line pressure from exceeding 1,690-2,480 kPa (245-360 psi). Excess line pressure unseats the checkball allowing it to exhaust.
Pulse Width Modulated (PWM) Solenoid (325):
Voltage supply is through the ignition switch while the PCM provides the ground and current to energize the solenoid in: Overdrive Range Third and Fourth gear; and, Drive Range Manual Third. The solenoid regulates PWM feed pressure entering the PWM passage to the converter clutch regulator valve (330) thereby controlling the converter clutch apply pressure. When the solenoid is OFF, full line pressure passes
Held by spring force, it opens during hard acceleration to allow D-4 feed fluid to enter the servo apply passage, by-passing the feed orifice and thermo element in the spacer plate (370). This provides for a quick fill of the drive servo apply passage and quick apply of the forward band assembly (690) to prevent slippage during abusive shifts from Park or Neutral to Drive.
Reverse Servo Boost Valve (367):
The 2-3 shift valve (357) is controlled by line pressure acting on one end of the valve and, valve position of the 3-2 downshift valve (356) at the other end. Depending on the position of the manual valve (404), solenoid A (315) and solenoid B (315) state (ON or OFF), the 2-3 shift valve (357) directs:
line pressure into the input feed passage D-4 pressure into the auxiliary input clutch feed passage D-4 pressure into the 3rd passage D-3 pressure into the input feed passage D-2 pressure into the manual 2-1 servo feed passage 3rd fluid to exhaust at the valve
Held by spring force, it opens during hard acceleration to allow reverse fluid to enter the reverse servo passage, by-passing the feed orifice. This provides for a quick fill of the reverse servo passage and quick apply of the reverse band (615) to prevent band slippage during abusive shifts from Park of Neutral to Reverse.
38

VALVES LOCATED IN THE VALVE BODY
3-4 ACCUMULATOR AND 1-2 ACCUMULATOR (SECONDARY) VALVE TRAIN (346-352) 3-4 Accumulator Valve (350):
The 3-4 accumulator valve (350) is biased by modulator pressure and spring force from the 3-4 accumulator spring (351). It regulates the amount of D-4 pressure passing through the valve and entering the 3-4 accumulator circuit.
1-2 Accumulator (Secondary) Valve (347):
(347) regulates 1-2 accumulator pressure in proportion to modulator pressure and spring force from the 1-2 accumulator (secondary) spring (348). It regulates the amount of primary trim pressure from the 1-2 accumulator (primary) valve (341) and directs it into the 1-2 accumulator circuit.
2-3 / 1-2 ACCUMULATOR VALVE TRAIN (339-345) 1-2 Accumulator (Primary) Valve (341):
one end of the valve and spring force from the 1-2 accumulator spring (340) at the other end. It regulates the amount of D-4 fluid passing through the valve and entering the primary trim passage to the (secondary) 1-2 accumulator valve (347).
2-3 Accumulator Valve (343):
The 1-2 accumulator (secondary) valve
The 1-2 accumulator (primary) valve (341) is biased by modulator pressure acting on
The 2-3 accumulator valve (343) is biased by modulator pressure and spring force from the 2-3 accumulator spring (344). It regulates 2-3 accumulator circuit pressure in proportion to modulator and auxiliary input clutch feed pressure.
DECREASE CONV FD
CONV FD
LO-1ST
PRN
LINE
LINE
REV SRVO
D-4
EX
REV
D SRV AP
EX
FWD BST
LINE
A SOL LINE 4TH LO LO-1ST
REV
PRESS REG
EX
REV BST
MOD
EX
B SOL B SOL
EX
B SOL
EX N.O.
LINE LO LO-1ST A
3RD IN CL FD
4TH 4TH
EX
D-4
A SOL
N.O. EX
1-2 SHIFT
3RD
EX
3-4 SHIFT
A
4TH/4TH CL
4-3 DOWN
B SOL D-3 D-3 D-4 D-2
A SOL 2ND 3RD B SOL OFF LINE

D-4
D-3
EX
EX
3RD B SOL OFF
D-4
2-3 SHIFT
LINE
3-2 DOWN
B SOL MAN 2-1 SERVO FD LINE AUX INPUT CL FD PRIMARY TRIM B OFF
SEC 1-2 ACCUM
LINE
SOL B OFF
PWM SOL
REGULATED LINE REG LINE PWM MOD
3-4 ACCUM
EX
EX
CONV CL
LINE CONV FEED
EX
REG
1-2 ACCUM 1-2 ACCUM 3-4 ACCUM 3-4 ACCUM MOD MOD
EX
MOD
LINE
2-3 AC
2-3 AC
MOD
EX
RELEASE CONV FEED COOLER APPLY
TCC SIG
D-4
D-4
EX
OFF
MOD
EX
C.C. SOL. EX
N.O.
R LINE
PWM PWM MOD D-4 4TH OR 4TH CL 4TH EX D-4
D-4
EX
CONV
CL
2-3 ACCUM
1-2 ACCUM
Figure 37
39

ACCUMULATORS
In the Hydra-matic 4T60-E, accumulators are used in the 2nd, 3rd and 4th clutch apply circuits to control shift feel. An accumulator is a spring-loaded device that absorbs a certain amount of fluid pressure in a circuit to cushion clutch engagement according to engine torque. The clutch apply fluid pressure acts against spring force and modulator biased accumulator pressure to act like a shock absorber. During the apply of the 2nd, 3rd and 4th clutch packs apply fluid overcomes the clutch piston return springs and begins to compress the clutch plates. When the clearance between the clutch plates is taken up by piston travel and the clutch begins to apply, pressure in the circuit builds up rapidly. Without an accumulator in the circuit, this rapid buildup of fluid pressure would cause the clutch to grab very quickly and create a harsh shift. However, accumulator spring force and accumulator fluid pressure is designed to absorb some of the clutch apply fluid pressure allowing for a more gradual apply of the clutch. The force of the accumulator spring and accumulator fluid pressure together control the rate at which a clutch applies. In the Hydra-matic 4T60-E, accumulator pressure varies in proportion to the modulator pressure acting on the accumulator valves. Therefore, when modulator pressure is high, accumulator pressure will be high. Likewise, when modulator pressure is low, accumulator pressure will be low. Since modulator pressure is a function of throttle position, the accumulator valves regulate accumulator fluid pressure in proportion to throttle position to control shift feel.
1-2 ACCUMULATOR ASSEMBLY (135-137, 139A):
Shift feel for a 1-2 shift and durability of the 2nd clutch is largely dependent upon 2nd clutch fluid pressure used to apply the clutch. To control 2nd clutch apply pressure and shift feel, a 1-2 accumulator assembly (135-137, 139A) and 1-2 accumulator fluid pressure is used in addition to the 2nd clutch wave plate (623). Fluid pressure in the 1-2 accumulator passage occurs when D-4 fluid pressure is regulated at the (primary) 1-2 accumulator valve (341) by modulator pressure and spring force. Regulated D-4 fluid pressure is then directed into the primary trim fluid passage to the (secondary) 1-2 accumulator valve (347). As primary trim pressure passes through the (secondary) 1-2
accumulator valve (347), it is regulated by modulator pressure and spring force as it enters the 1-2 accumulator circuit. 1-2 accumulator pressure is then directed to the spring side of the 1-2 accumulator piston (136). When the 2nd clutch applies during a 1-2 shift, 2nd clutch pressure is fed to the 1-2 accumulator piston (136) and compresses the 1-2 accumulator spring (139A). When this occurs, 1-2 accumulator fluid is forced out of the accumulator housing (140) back to the (secondary) 1-2 accumulator valve (347) where it exhausts. Modulator pressure and spring force at the (secondary) 1-2 accumulator valve regulates exhausting 1-2 accumulator fluid to control 2nd clutch apply.
139A 137 136
EX
139C 139B
16
137 136 135 133 134 133 132 131
1-2 ACCUM
MOD
135
135
1-2 ACCUM
EX
NOTE: ACCUMULATOR SPRING USAGE VARIES WITH MODEL APPLICATION
PRIMARY TRIM
23 22
MOD
D-4
40
Figure 38
138A
137
SEC 1-2 ACCUM
19
1-2 ACCUM
1-2 ACCUM
138B
PRIMARY TRIM
18
136
140
SOME MODELS ONLY
PRIMARY TRIM
2ND CL

2-3 ACCUMULATOR ASSEMBLY (135-138B):
The 2-3 accumulator assembly (135-138B) functions basically the same as the 1-2 accumulator assembly. To control 3rd clutch apply pressure and shift feel, a 2-3 accumulator assembly (135-138B) and 2-3 accumulator pressure is used in addition to the 3rd clutch waved plate (645). Fluid pressure in the 2-3 accumulator passage occurs when D-4 fluid pressure is regulated at the 2-3 accumulator valve (343) by modulator pressure, spring force and Solenoid "B" OFF fluid. Regulated D-4 fluid pressure is then directed into the 2-3 accumulator circuit to the spring side of the 2-3 accumulator piston (136).
140 136 138B 138A 137 136 135 133 134 133 132 131 NOTE: ACCUMULATOR SPRING USAGE VARIES WITH MODEL APPLICATION 139B
When the 3rd clutch applies during a 2-3 shift, 3rd clutch pressure is fed to the 2-3 accumulator piston (136) and compresses the 23 accumulator springs (138A, 138B). When this occurs, 2-3 accumulator fluid is forced out of the accumulator housing (140) back to the 2-3 accumulator valve (343) where it exhausts. Modulator pressure and spring force at the 2-3 accumulator valve (343) regulates exhausting 2-3 accumulator fluid to control 3rd clutch apply.
SOME MODELS ONLY 139A 137
137 139C

SOL B OFF
2-3 ACCUM
EX
2-3 ACCUM
136 135 135
26
25
24
MOD
D-4
3RD CL
Figure 39
3-4 ACCUMULATOR ASSEMBLY (421-424):
Again, the 3-4 accumulator (421-424) functions basically the same as the 1-2 accumulator assembly (135-137 & 139A) and the 2-3 accumulator assembly (135-138). To control 4th clutch apply pressure and shift feel, a 3-4 accumulator assembly (421424) and 3-4 accumulator pressure is used. Fluid pressure in the 3-4 accumulator passage occurs when D-4 fluid pressure is regulated at the 3-4 accumulator valve (350) by modulator pressure and spring force. Regulated D-4 fluid pressure is then directed into the 3-4 accumulator circuit, through
401
the hollow 3-4 accumulator pin (426) to the spring side of the 3-4 accumulator piston (428). When the 4th clutch applies during a 3-4 shift, 4th clutch pressure is fed to the 3-4 accumulator piston (426) and compresses the 34 accumulator springs (423-424). When this occurs, 3-4 accumulator fluid is forced out of the 3-4 accumulator cannister (421) back to the 3-4 accumulator valve (350) where it exhausts. Again, modulator pressure and spring force at the 3-4 accumulator valve (350) regulates exhausting 3-4 accumulator fluid to control the 4th clutch apply.
D-4
EX
422
17
4TH CL
421
3-4 ACCUM 4TH CL
428 424 427 426 425 NOTE: 3-4 ACCUMULATOR SPRING (OUTER, MIDDLE AND/OR INNER) CONFIGUATION IS MODEL DEPENDANT.
MOD
15
Figure 40
423
3-4 ACCUM
41

CHECKBALL LOCATION AND FUNCTION
#1 CONVERTER CLUTCH RELEASE/APPLY: #7 LO / LO-1ST:
Located in the channel plate (400), it directs either release or apply fluid pressures to the TCC blow off checkball (420) in the channel plate (400).
Located in the valve body (300), it blocks the lo-1st passage when Drive Range Manual First gear is selected and sends lo fluid pressure to the 1-2 shift valve (318). Lo fluid passed through the valve and enters the lo-1st fluid circiut.
#2 2ND CLUTCH:
Located in the channel plate (400), it directs 2nd (apply) fluid through an orifice into the 2nd clutch passage. When the 2nd clutch releases, it seats in the channel plate (400) forcing 2nd clutch fluid through an orifice and into the 2nd fluid passage.
#8 D2 / MANUAL 2-1 SERVO FEED:
Located in the valve body (300), it is fed D-2 fluid from the manual valve (404) seating against manual 2-1 servo feed fluid. D-2 fluid is then directed to the 2-3 shift valve (357) where it enters the 2-1 manual servo feed passage.
#3 INPUT CLUTCH / PRN:
Located in the channel plate (400), it blocks the PRN passage to direct input clutch fluid to the input clutch during the appropriate gear range. In Park, Reverse or Neutral gear ranges, PRN fluid unseats the checkball and also feeds the input clutch.
#9 3RD / 3RD CLUTCH:
Located in the valve body (300), it forces 3rd fluid through a feed orifice into the 3rd clutch passage during apply of the 3rd clutch. When the 3rd clutch releases, 3rd clutch fluid seats the checkball against the 3rd passage forcing it through an orifice and into the 3rd fluid passage to the 2-3 shift valve (357).
#4 3RD CLUTCH / LO-1ST:
Located in the channel plate (400), during Overdrive Range Third Gear, it seats against the lo-1st passage allowing 3rd clutch fluid into the 3rd clutch/lo-1st passage to apply the 3rd clutch. During a 3-2 shift, it allows 3rd clutch/lo-1st fluid to exhaust into the 3rd clutch fluid passage. In Drive Range Manual First, it seats against 3rd clutch fluid allowing lo-1st fluid to enter the 3rd clutch/lo-1st fluid passage to apply the 3rd clutch.
#10 4TH / 4TH CLUTCH:
Located in the valve body (300), it is seated against the 4th clutch passage during apply of the 4th clutch, forcing 4th and 4th or 4th clutch fluid through a feed orifice to the 3-4 accumulator piston (428). When the 4th clutch is released, 4th clutch fluid seats the checkball against the 4th passage, allowing 4th clutch fluid to exhaust into the 4th or 4th clutch passage.
#5 REVERSE / REVERSE SERVO FEED:
Located in the valve body (300), it blocks the reverse servo feed passage forcing reverse fluid through an orifice before entering the reverse servo feed passage. When the manual valve (404) is moved out of Reverse gear range, the checkball unseats allowing reverse servo fluid to exhaust through the reverse fluid passage.
#6 D-4 / SERVO APPLY:
Located in the valve body (300), it blocks the forward servo apply passage and forces D-4 fluid pressure to the forward servo feed orifice and thermo element on the spacer plate (370). When the manual valve (404) is moved from Drive Range to Park or Neutral or Reverse, the checkball unseats to allow for a quick exhaust of the servo apply fluid and release of the forward band assembly (688).
42

14a

APPLY
CHECKBALL LOCATION AND FUNCTION
#3
#1
13b
RELEASE
2ND
28a
26e
33
32
26h
26g
26f
2ND CL
28c
#2
28b
EX
#4
INPUT CL
PRN
INPUT CL
7a
48c
48b
12
47c

LO
REV SERVO
47b
45a
REV
46d
46c
30e
30f
#7
32a
32b
2
#9
45b
LO-1ST
LO
20a 19e
18h
19c
19d
10
19b
18k
19a
11
18g
#6
38b
43a
18f
D SRV AP
D-4
44d 44a
14
MAN 2-1 SERVO FD
38d
40b
#10
40a
44c
38a
Figure 41
SERVO APPLY D-4
38c
20
#8
43c
44b
21
THERMO ELEMENT
30c
3RD
4TH D-2 4TH OR 4TH CL
30d
3RD CL
48a
47a
#5
3RD CL
32d 46a 46b
33a
LO-1ST
REVERSE
REV SERVO
2ND
#3
#4
#1
#2
CHANNEL PLATE (400)

#5 #6
#7
3RD CL/LO-1ST
#8
#10
#9
4TH CL
43

THERMOSTATIC ELEMENTS
THERMOSTATIC ELEMENT LOCATED ON SPACER PLATE
FLUID COLD -18C(0F)
FLUID HOT 32C(90F)
THERMOSTATIC ELEMENTS
The Hydra-matic 4T60-E transaxle utilizes two types of thermostatic elements to control fluid flow to various components inside the transaxle. These thermostatic elements contain temperature sensitive strips of metal that react to fluid temperature changes and open or close a fluid passage.
1/2 SERVO THERMO ELEMENT:
THERMOSTATIC ELEMENT PLATE (104)
THERMOSTATIC ELEMENT (105) LOCATED ON CASE BOTTOM
This thermostatic element is located on the valve body spacer plate assembly (370) and is designed to control, through an orifice, D-4 fluid pressure that feeds into the drive servo apply passage. Drive servo apply fluid is then routed to the forward servo assembly to apply the forward band (688). The position of the 1/2 servo thermo element varies from a fully open position when fluid temperature is at -18C (0F) to a fully closed position at 32C (90F). At low temperatures, the thermo element is completely open to provide a large feed orifice for D-4 fluid to enter the drive servo apply circuit. As the fluid warms up and flows easier, the thermo element begins to close and restrict the feed orifice. When the fluid is warm, the thermo element is completely closed forcing D-4 fluid through a single orifice to stroke the forward servo assembly.
THERMOSTATIC ELEMENT:
The thermostatic element (121) is located on the case and is designed to control the fluid level in the case side cover pan (53). At low temperatures, the thermostatic element exerts little pressure on the thermostatic element plate (122) allowing fluid to drain into the sump. As the temperature of the fluid increases, the thermostatic element (121) begins to apply pressure to the thermostatic element plate (122), thereby trapping fluid in the case side cover pan (53). This level of transaxle fluid is required in order to maintain the operation of the hydraulic system in the transaxle. It should be noted that when checking the fluid level in a Hydramatic 4T60-E transaxle, it will be higher on the fluid level indicator when the transaxle is cold. Conversely, the fluid level will drop when checked at operating temperatures. This event is a result of the case thermostatic element (121) functioning as explained.
FLUID COLD
FLUID HOT
44
Figure 42
ELECTRICAL COMPONENTS
The Hydra-matic 4T60-E transaxle incorporates electronic controls that utilizes the Powertrain Control Module (PCM) to command shift points and, torque converter clutch (TCC) apply and release. Electrical signals from numerous sensors provides information to the PCM about vehicle speed, throttle position, engine coolant temperature, gear range selection and braking. The PCM uses this information to determine the precise moment to energize or de-energize various solenoids located inside the transaxle. Accordingly, the transaxle is enabled to shift into the appropriate gear range and apply or release the torque converter. This type of control provides for consistent and precise shift points that is based on the operating characteristics of the vehicle. If for any reason the entire electronic control system to the transaxle becomes disabled, the shift solenoids will be off (failsafe mode). This operating state of the solenoids permits the transaxle to operate in Third Gear providing the gear selector lever is
1 B A C
in the Overdrive Range. However, if the gear selector lever is moved to Drive Range - Manual Second (with solenoids disabled), the transaxle will operate in Second Gear range. The purpose for this is to allow the transaxle to hydraulically function in these gear ranges despite the disabled electronic controls. Another feature of the Hydra-matic 4T60-E is the manual hydraulic override of the electronic control system. When Drive Range - Manual Third or Second gear is selected, the 3-4 shift valve (362) or 2-3 shift valve (357) is hydraulically forced to move. The transaxle can now operate in the selected gear range regardless of solenoid state (ON/OFF). In Drive Range - Manual First gear however, the gear selection is completely electronic for safety, durability and driver pleasing reasons. This means that the PCM must electronically command the solenoids to be in first gear state in order for Manual First gear operation to be achieved.
G ALDL PCM
CRUISE CONTROL
INPUTS
INFORMATION SENSORS A. COOLANT TEMPERATURE SENSOR (CTS) B. THROTTLE POSITION SENSOR (TPS) C. VACUUM SENSOR (VS) D. VEHICLE SPEED SENSOR (VSS) (10) E. PARK/NEUTRAL INDICATOR SWITCH F. TEMPERATURE SENSOR G. ENGINE SPEED SENSOR ELECTRONIC CONTROLLERS
q
OUTPUTS
ELECTRONICALLY CONTROLLED TRANSMISSION COMPONENTS 1. SHIFT SOLENOID "A" (315)
POWERTRAIN CONTROL MODULE (PCM) ASSEMBLY LINE DIAGNOSTIC LINK (ALDL) CRUISE CONTROL
2. PWM SOLENOID (325) 3. TCC SOLENOID (315)
4. SHIFT SOLENOID "B" (315)
Figure 43
45
SHIFT CONTROLS:
The Hydra-matic 4T60-E uses two ON/OFF shift solenoids with a 2-port design that provides for all forward gear ranges. These shift solenoids work together in a combination of ON or OFF sequences to direct fluid pressures to the various shift valves and apply components. The following table shows the solenoid state for each gear range:
GEAR RANGE Park/Reverse/Neutral First Second Third Fourth Solenoid A (315):
SOLENOID A ON ON OFF OFF ON
SOLENOID B ON ON ON OFF OFF
CONNECTOR SOLENOID FLUID EXHAUST PLUNGER
The PCM controls the ground for solenoid A (315) thereby commanding the solenoid ON or OFF, according to transaxle and vehicle operation. When the solenoid is OFF, filtered line pressure that is fed to the solenoid exhausts. When energized (ON), the exhaust port is blocked, stopping the exhaust of line pressure through the solenoid. Pressure on the end of the 1-2 shift valve (318) moves the valve against spring force, sending line pressure into the solenoid A fluid passage to the 3-4 shift valve (362).
Solenoid B (315):
METERING BALL COIL ASSEMBLY FRAME
"A", "B" & TCC SOLENOIDS (315)
PWM FLUID
PWM FEED FLUID
METERING BALL COIL ASSEMBLY FRAME EXHAUST
PWM SOLENOID (325)
46
CONNECTOR

Solenoid B (315) functions identically to solenoid A in that the PCM controls the ground to the solenoid, commanding it ON or OFF. When the solenoid is OFF, filtered line pressure feeding the solenoid exhausts. When energized (ON), the exhaust port is blocked, stopping the exhaust of line pressure and directing it into the solenoid B fluid passage. Solenoid B fluid pressure then feeds to the 4-3 manual downshift valve (360) and the 3-2 manual downshift valve (356).
TCC CONTROLS:
Most Hydra-matic 4T60-E transaxle models also use two solenoids to control TCC/VCC apply and release. The first solenoid in this system is the pressure controlling solenoid. It is a normally open, Pulse Width Modulated (PWM) solenoid that acts as a direct bias on the converter clutch regulator valve (330). The other solenoid is an ON/OFF solenoid with a 2-port design that is identical to the two shift solenoids. This type system provides for accurate control of regulated apply pressure that feeds the apply side of the torque converter clutch plate.
Pulse Width Modulated (PWM) Solenoid (325):
The PCM controls the PWM solenoid (325) by varying its operating duty cycle (ON/OFF time) from 0% to 100%. Until the transaxle is operating in 3rd gear, the PWM solenoid (325) is OFF. In this state, filtered PWM feed pressure flows at maximum pressure through the solenoid and into the PWM circuit. When the solenoid is energized, it operates at 32 Hz (cycles per second) and from 0% to 100% duty cycle depending on vehicle operation. The PWM solenoid (325) is enabled to modulate the amount of PWM feed pressure passing through the solenoid sending it to the converter clutch regulator valve (330). At 0% duty cycle, the torque converter clutch will apply at maximum capacity while 100% duty cycle applies it at minimum capacity.
Torque Converter Clutch (TCC) Solenoid (315):
The Torque Converter Clutch (TCC) solenoid (315) is an ON/ OFF solenoid that functions in the same manner as solenoid A (315) and solenoid B (315). Just like the shift solenoids, the PCM provides the ground to command the solenoid ON or OFF. The only difference in operation is that ignition voltage is supplied through the normally closed (N.C.) brake switch to the solenoid. When the solenoid is OFF, and if the transaxle is operating in Third or Fourth gear, TCC signal fluid exhausts through the solenoid. When energized (ON), the exhaust port is blocked allowing TCC signal fluid pressure to move the converter clutch valve (335) against spring force and line pressure at the opposite end of the valve.
Figure 44
SPEED SENSOR (10)
COMPONENTS LOCATED IN TRANSAXLE

SPEED SENSOR ASSEMBLY (10) AND SPEED SENSOR ROTOR (713):
ELECTRICAL CONNECTOR MAGNETIC PICKUP
The Vehicle Speed Sensor (VSS) system is a pulse generator consisting of a speed sensor assembly (10), located in the case, and a toothed speed sensor rotor (713) pressed onto the final drive assembly (700). As the vehicle is driven forward, the speed sensor rotor (713) located near the magnetic pickup of the speed sensor assembly (10), also rotates. This rotation produces a variable voltage signal in the pickup coil that is proportional to vehicle speed. This information is then sent to the PCM to indicate how fast the vehicle is being driven and to develop the shift pattern for the transaxle. Other systems that use vehicle speed sensor information are: TCC apply and release; cruise control system; fuel delivery systems, and idle speed control system.
ROTOR (713)
SPEED SENSOR ASSEMBLY (10)
TEMPERATURE SENSORS:
There are two styles of temperature sensors that are used in the Hydra-matic 4T60-E transaxle. One sensor (used in some models) is screwed into the channel plate near the TCC accumulator bore and monitors fluid temperatures in the cooler circuit. The other style sensor is incorporated into the wiring harness and clips to the valve body spacer plate (370). This type sensor monitors transmission fluid temperatures in the side cover.
SENSOR FUNCTION AND TCC/VCC OPERATION:
The PCM inhibits TCC/VCC operation until transmission fluid temperature reaches approximately 45C (113F). At this temperature, the PCM will allow the TCC/VCC to engage providing the throttle position, gear range, and other vehicle operating conditions are appropriate.
HOT MODE OPERATION:
Both sensors are negative temperature coefficient thermistors that provide transmission fluid temperature information to the PCM. The PCM sends a 5 volt reference signal to the sensors and measures the voltage drop in the circuit. The internal resistance of the sensors change as the operating temperature of the transmission fluid changes. The PCM then uses this information for determining when to engage or disengage the TCC/VCC. (Refer to the charts that accompany each sensor illustration.)
PROBE BODY CONNECTOR
If transmission fluid temperatures become excessively high, above approximately 130C (266F), the PCM modifies shift pattern and TCC schedules to reduce the heat generated by fluid coupling in the torque converter. These events occur during hot mode operation when the PCM commands the transaxle into the lower gear ranges (3rd or 2nd gear) and applies the TCC. If a situation occurs where a short or open detected in the circuit, the PCM uses coolant temperature sensor information for transmission temperature.
PROBE BODY CONNECTOR
STATOR TEMPERATURE SENSOR (450)
SUMP TEMPERATURE SENSOR (391)
STATOR TEMPERATURE SENSOR RESISTANCE VS. TEMPERATURE

402382 209812 114023 64305 37498 22571 14006 8935 5844 3911 2676 1870 1331 964.7 710.2 530.9 402.6 309.3 240.6 189.3 -40 -30 -20 -10 0 10 20 30 40 50 60 70 80 90 100 110 120 130 140 150 100707 52684 28677 16176 9423 5671 3515 2237 1459 973 667 467 332 241 177 132 99.90 76.80 59.80 47.20 -40 -30 -20 -10
SUMP TEMPERATURE SENSOR RESISTANCE VS. TEMPERATURE
SENSOR RESISTANCE
SENSOR RESISTANCE
10
20
30
40
50
60
70
80
90 100 110 120 130 140 150
TEMPERATURE C
TEMPERATURE C
Figure 45
47
COMPONENTS LOCATED EXTERNAL TO TRANSAXLE
Throttle Position Sensor (TPS): Engine Speed:
The PCM monitors the variable voltage input signal from this sensor to calculate throttle position (angle). These input signals are then used by the PCM to determine the appropriate shift pattern for the transaxle and TCC apply and release.
Vehicle Speed Sensor (VSS):
Monitored by the PCM through the ignition module, is used to determine wide open throttle shift patterns and TCC apply and release.
Brake Switch:
Sends a pulsing voltage signal to the PCM that is a measurement of the speed of the final drive assembly (700). These input signals are then used by the PCM to determine the appropriate shift pattern for the transaxle and TCC apply and release.
Coolant Temperature Sensor (CTS):
Controls the TCC solenoid and cruise control operation by opening the circuit (disengaging) the TCC solenoid from the power feed source when the brake pedal is depressed.
The Park/Neutral Switch:
Provides variable resistance information to the PCM when the engine is cold or hot. When the engine is cold, resistance will be high, and when the engine is hot, resistance through the sensor will be low. The PCM measures this resistance and will not command TCC apply until the engine coolant temperature is above 54C (130F).
Cruise Control:
The Park/Neutral Switch (or PRNDL Switch), mounted on the transaxle manual shaft (807), provides selected transaxle gear range input to the PCM. The information sent to the PCM allows the engine to be started in Park or Neutral gear range, as well as providing TCC slip calculations for apply and release feel.
When this device is in operation, it provides a smooth pattern by requiring a time limit to be met during: a 3-2 and 2-3 shift; and, a 4-3 and 3-4 shift.
48
POWER FLOW
This section of the book describes how torque from the engine is transferred through the Hydra-matic 4T60-E transaxle 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 gear range. 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 transaxle in each gear range. The text below this chart provides a detailed explanation of what is occurring mechanically in that gear range. The full size, right hand pages contain a simplified version of the Complete Hydraulic Circuit that is involved for each gear range. Facing this full page is a half page insert containing text and a detailed explanation of what is occurring hydraulically in that gear range. 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 4T60-E transaxle. If the operating principle of a clutch, band or valve is unclear, refer to the previous sections of this book for individual components descriptions.
Figure 46
49
PARK
Engine Running
POWER FROM TORQUE CONVERTER (1) INPUT CLUTCH *APPLIED INPUT SPRAG (664) *HOLDING NO POWER TRANSMITTED TO FINAL DRIVE (700)
SHIFT SOL "A" ON SHIFT SOL "B" ON 4TH CLUTCH REVERSE BAND
PARK
Engine Running
2ND CLUTCH 3RD CLUTCH 3RD SPRAG CLUTCH INPUT CLUTCH * INPUT SPRAG CLUTCH * 2/1 BAND 1/2 SUPPORT ROLLER CLUTCH FORWARD BAND
*APPLIED BUT NOT EFFECTIVE
HELD DRIVE LINK ASSEMBLY (507) DRIVE SPROCKET (516) TURBINE SHAFT (518) INPUT SPRAG (664) *HOLDING INPUT SUN GEAR (668)
INPUT CLUTCH *APPLIED
3RD SPRAG CLUTCH ASSEMBLY
INPUT SHAFT & HOUSING ASSEMBLY (632) DRIVEN SPROCKET (506)
REACTION CARRIER ASSEMBLY (675) HELD
REACTION SUN GEAR DRUM ASSEMBLY (678) FREEWHEELING
PARKING GEAR (696) PARKING HELD LOCK PAWL (694) ENGAGED
FINAL DRIVE SUN GEAR (697) HELD
FINAL DRIVE SUN GEAR SHAFT (689) HELD
1/2 ROLLER CLUTCH SUPPORT FREEWHEELING *APPLIED BUT NOT EFFECTIVE
The Hydra-matic 4T60-E automatic transaxle requires a constant supply of pressurized fluid to cool and lubricate all the components throughout the unit. It also requires a holding force to be applied to the bands and clutches during the various gear range operation. The pump assembly (200) and control valve assembly (300) provide for the pressurization and distribution of fluid throughout the transaxle. The oil pump drive shaft assembly (227) is splined to the converter cover at one end and the oil pump rotor (210) at the other end. The converter assembly (1) is connected to the engine through the engine flywheel and rotates at engine speed. Therefore, the oil pump drive shaft assembly (227) and oil pump rotor (210) also rotate at engine speed. The fluid circulating inside the torque converter (1) creates a fluid coupling, which in turn drives the torque converter turbine. The turbine shaft (518), splined on one end to the torque converter turbine and the other to the drive sprocket (516), also rotates. Teeth on the drive sprocket (516) are engaged with the drive link assembly (507), which is also engaged with the teeth on the driven sprocket (506) causing all three components to rotate. The driven sprocket (506), splined to the input clutch housing & shaft assembly (632), forcing the input clutch housing to rotate. The input clutch assembly (637-640 & 654-659), splined to the input sprag outer race (665), is applied and forces the input clutch sprag assembly (662-665) to rotate. The inner race and retainer assembly (661), splined to the input sun gear (668), is forced to rotate through the holding sprag elements. Teeth on the input sun gear (668) are in mesh with the planet pinion gears in the input carrier assembly (672) forcing the input carrier assembly to rotate. The manual shaft (807) and manual valve (404) are in Park position with the parking lock actuator assembly (800) engaging the parking lock pawl with teeth on the parking gear (696). The parking gear (696) is splined to the final drive sun gear shaft (689) preventing the shaft from rotating. The final drive sun gear shaft (689) has teeth in mesh with the planet pinion gears of the reaction carrier assembly (675). When it is held, power flow is terminated at the reaction carrier assembly (675). The final drive sun gear shaft (689) is also splined to the final drive sun gear (697). Likewise, when it is held, the final drive differential assembly (700) is held and the vehicle cannot move. NOTE: The vehicle should be completely stopped before selecting Park range or internal damage to the transaxle could occur. 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 5 km/h (3 mph). Also, the manual linkage must be adjusted properly so the indicator quadrants in the vehicle correspond with the inside detent lever (802) in the transaxle. If not properly adjusted, an internal leak between fluid passages at the manual valve (404) causing a clutch or band to slip, or it may cause the transaxle not to hold in Park. Refer to the appropriate General Motors Service Manual for the proper manual linkage adjustment procedures.
50
Figure 47
50A
PARK
Engine Running

PARK
Engine Running
DECREASE
DECREASE
OIL PUMP
EX SUCTION
LINE
LUBE
EX
LO
D-2 D-3 D-4
LINE
REV
PRN
EX
LINE
LINE
PRN
CONV FD
A SOL LO-1ST LO 2ND
DECREASE
LINE
INPUT CL
LO-1ST MOD
31 6
PRN
A SOL
N.O. EX
1-2 SHIFT
EX
B SOL OFF
EX
3RD D-4
LINE
ON
LINE
REV
PRESS REG
#3
EX
28
PWM
MOD
PWM SOL
A SOL
30
MOD

CONV FEED
EX
EX
CONV CL
REG
INPUT CL
REG LINE
TCC SIG
2ND
INPUT CL FEED EX 4TH 3RD
INPUT CL
LINE
ORIFICED TCC FILTER (382)
LINE
C.C. SOL. EX
N.O.
MOD
CONV
CL

3-4 SHIFT
A SOL
EX RELEASE CONV FEED COOLER APPLY
LINE
OFF
D-3
4TH/4TH CL
LINE
MOD
MOD LINE
EX
EX EX
D-4
LINE 3RD
14
MAN 2-1 SERVO FD AUX INPUT CL FD
50B
COMPLETE HYDRAULIC CIRCUIT Page 76
EX
Figure 48
MOD
2-3 SHIFT
3-2 DOWN
D-2 B SOL
EX
EX
34
D-3
LINE
INPUT CL FD
MOD
B SOL OFF
LINE
B SOL
13
EX
AUX INPUT CL FD
PWM FEED
LINE
CONVERTER FEED
B SOL
B SOL
N.O.
ON
4-3 DOWN
B SOL
When the engine is started, the oil pump draws fluid from the transaxle oil pan (24), through the filter assembly (100) and into the oil pump assembly (200). This fluid is pressurized by the pump and directed into the line circuit which feeds various hydraulic control components, apply components and fluid circuits throughout the transaxle. Line pressure from the pump assembly (200) is directed to the pressure regulator valve (313) to regulate pump output in response to modulator pressure, PRN pressure at the reverse boost valve (310) and spring force from the pressure regulator valve springs (311-312). Line pressure at the pressure regulator valve (313) feeds into the decrease passage which is routed back to the oil pump slide (214) to regulate pump output. Line pressure passes through an orifice before entering the converter feed circuit which directs fluid to the converter clutch valve (335). Converter feed fluid at the converter clutch valve (335) passes through the valve into the release fluid circuit which is routed to the torque converter (1). Apply fluid from the torque converter (1) is directed to the converter clutch valve (335) where it passes through the valve into the cooler passage. Cooler fluid is then routed through the cooler and sent into the lube circuit throughout the transaxle. Line pressure from the pressure regulator valve is directed to the line pressure tap (38) and to the manual valve (404) where is enters the PRN fluid passage. PRN fluid is then routed back to the pressure regulator valve and to the #3 checkball (372) where it enters the input clutch fluid circuit. Line pressure is also routed to solenoid A (315), which is energized, forcing line fluid to enter the solenoid A fluid passage. Solenoid A fluid is then directed to the 3-4 shift valve (362) where it stops. Line pressure also feeds to solenoid B (315), which is energized, forcing line fluid into the solenoid B fluid circuit. Solenoid B fluid is then routed to the 4-3 manual downshift valve (360) where it moves the valve against spring pressure, and to the spring side of the 3-2 manual downshift valve (356). Line pressure is directed to the 2-3 shift valve (357) where it passes through the valve into the input clutch feed passage. Input clutch feed fluid is then sent to the 3-4 shift valve (362) where it passes through the valve and enters the input clutch fluid passage. Input clutch fluid is directed to the #3 checkball (372) where it passes by the checkball and applies the input clutch. Line pressure from the pump enters the PWM feed passage which directs fluid to the PWM solenoid (325). Since the solenoid is deenergized (OFF), PWM feed fluid passes through the solenoid into the PWM fluid passage. PWM fluid is then directed to the spring side of the converter clutch regulator valve (330). Converter feed fluid at the converter clutch regulator valve (330) enters the regulated apply passage which is routed to the converter clutch valve (330) where it stops. Line pressure is also sent to the modulator valve (34) where it is regulated and enters into the modulator fluid circuit. Modulator fluid is then routed to the line boost valve (304) in the pressure regulator valve train to boost line pressures in relation to throttle opening. Modulator fluid is also routed to the: (primary) 1-2 accumulator valve (347); 2-3 accumulator valve (343); 3-4 accumulator valve (350); and (secondary) 1-2 accumulator valve (347) to act as a bias on the valves during shift accumulation.
INPUT CL
AIR BLEED
LINE
3RD CL/LO-1ST LUBE
12D DN R
MANUAL VALVE
EX
51
REVERSE
SHIFT SOL "A" SHIFT SOL "B" ON 4TH CLUTCH REVERSE BAND APPLIED 2ND CLUTCH
REVERSE
3RD CLUTCH 3RD SPRAG CLUTCH INPUT CLUTCH INPUT SPRAG CLUTCH 2/1 BAND 1/2 SUPPORT ROLLER CLUTCH FORWARD BAND
POWER FROM TORQUE CONVERTER (1)
REVERSE BAND (615) APPLIED
INPUT CLUTCH APPLIED
INPUT SPRAG (664) HOLDING
POWER TO FINAL DRIVE (700)
ON
APPLIED HOLDING
In Reverse (R), torque from the engine is multiplied through the torque converter (1) and transaxle gear train to the vehicles axle shafts. The planetary gear sets operate in reduction and also in a reverse direction of input torque for a reverse gear ratio or approximately 2.38:1. The manual shaft (807) and manual valve (404) are in reverse gear position. * See Note Engine torque is transmitted to the input sun gear (668) through the: driven sprocket (506) input housing & shaft assembly (632) with the input clutch applied, and input sprag clutch (664) holding as described in Park range.

REVERSE SERVO ASSEMBLY APPLIED

INPUT SPRAG (664) HOLDING 3RD SPRAG CLUTCH ASSEMBLY INPUT SUN GEAR (668)
REVERSE REACTION DRUM (669) HELD
REVERSE BAND (615) APPLIED 2ND CLUTCH HOUSING (217) HELD REACTION CARRIER ASSEMBLY (675) 1/2 SUPPORT INNER RACE (681)
PARKING GEAR (696)
INPUT CARRIER ASSEMBLY (672) HELD
FINAL DRIVE SUN GEAR SHAFT (689) FINAL DRIVE SUN GEAR (697)
1/2 ROLLER CLUTCH SUPPORT FREEWHEELING
52
Figure 49
The reverse band (615) is applied, holding the 2nd clutch housing (217). The reverse reaction drum (669), splined on one end to the 2nd clutch housing (217) and the other end to the input carrier assembly (672), is held and prevents the input carrier assembly (672) from rotating. Teeth on the input sun gear (668), in mesh with the planet pinion gears in the input carrier assembly (672), drive the pinion gears and reaction carrier assembly (675) in the reverse direction of forward gear rotation. The final drive sun gear shaft (689), splined to the reaction carrier assembly (675) at one end and the final drive sun gear (697) at the other end, drives the differential assembly (700) in reverse direction.
* NOTE: In order to minimize the amount of text required for this and the remaining gear ranges, description of the mechanical power flow will begin with driven sprocket (506). The transfer of torque from the engine through the transaxle to this point is identical in all gear ranges.
52A
REVERSE
When the gear selector lever is moved to Reverse (R), the manual valve (404) allows PRN pressure to enter the reverse fluid circuit.

REVERSE

Reverse Circuit:
REVERSE SERVO
REVERSE

INPUT CL
Reverse fluid pressure from the manual valve (404) is sent to: #5 checkball (372) and seats the checkball against the reverse servo passage forcing reverse fluid through an orifice in the spacer plate (370) and into the reverse servo passage Reverse servo fluid is directed to the reverse servo piston (44) to apply the reverse band (615) The reverse boost valve (367) under hard acceleration, the valve opens to allow reverse fluid to by-pass the feed orifice
#5
12
REV SRVO
EX
REVERSE SERVO
EX
REV BST
REV
PRN
DECREASE
CONV FD
LO
LINE
EX
EX
The #3 checkball (372) seats against the input clutch fluid passage in the spacer plate (370) allowing PRN fluid from the manual valve (404) to enter the input clutch apply circuit and apply the input clutch.
LINE
PRN
INPUT CL
#3
(From Pump) LINE

NOTE: Depending on throttle position, engine manifold vacuum supply to the vacuum modulator can boost to full line pressure, 2100 kPa (305 psi) at 0 kPa (0 in Hg) engine manifold vacuum.
LINE
A SOL LO-1ST LO 2ND
A SOL
N.O. EX
1-2 SHIFT
EX
B SOL OFF 3RD D-4
A SOL
ON
INPUT CL
MOD
LINE
INPUT CL
LINE
MOD
3-4 SHIFT
A SOL
D-3
4TH/4TH CL
LINE
MOD
MOD LINE
EX
EX EX
D-4
LINE 3RD
14
52B
EX
Figure 50
MOD
2-3 SHIFT
3-2 DOWN
D-2 B SOL
EX
EX
34
D-3
LINE
MOD
INPUT CL FD
B SOL OFF
LINE
LINE
LINE
B SOL
13
AUX INPUT CL FD
If the shift solenoids, A and B are operating in the failsafe mode (OFF) when reverse gear is selected, the transaxle will operate in reverse.
LINE
REV
PRESS REG
REVERSE
MOD
31
PRN
B SOL
B SOL
EX N.O.
EX
LO-1ST
PRN
REV
LINE
D-2 D-3 D-4
it quickly fills the reverse servo passage to prevent slippage during apply of the reverse band (615)
EX
3RD CL/LO-1ST LUBE
12D DN R

MANUAL VALVE
EX
ON
4-3 DOWN
B SOL
53
NEUTRAL
Engine Running
POWER FROM TORQUE CONVERTER (1) INPUT CLUTCH *APPLIED INPUT SPRAG (664) *HOLDING NO POWER TRANSMITTED TO FINAL DRIVE (700)
SHIFT SOL "A" ON SHIFT SOL "B" ON 4TH CLUTCH REVERSE BAND
NEUTRAL
Engine Running
2ND CLUTCH 3RD CLUTCH 3RD SPRAG CLUTCH INPUT CLUTCH * INPUT SPRAG CLUTCH * 2/1 BAND 1/2 SUPPORT ROLLER CLUTCH FORWARD BAND
Mechanical power flow in Neutral (N) is the same as in Park (P) range. The turbine shaft (518), drive sprocket (516) drive link assembly (507), driven sprocket (506) and input housing & shaft assembly (632) are all turning at converter turbine speed. The manual shaft (807) and manual valve (404) are in the Neutral position. The parking lock actuator assembly (800) releases the lockout pawl (694). The lockout pawl return spring disengages the pawl from the parking gear (696). The final drive sun gear shaft (689), final drive sun gear (697), reaction carrier assembly (675) and final drive differential assembly (700) are free to rotate. The input clutch is applied but not effective, allowing the vehicle to roll freely.
DRIVE SPROCKET (516) TURBINE SHAFT (518) INPUT SPRAG (664) *HOLDING INPUT SUN GEAR (668)
DRIVE LINK ASSEMBLY (507)
3RD SPRAG CLUTCH ASSEMBLY
REACTION CARRIER ASSEMBLY (675) HELD
PARKING LOCK PAWL (694) DISENGAGED
PARKING GEAR (696) HELD
FINAL DRIVE SUN GEAR (697) HELD
FINAL DRIVE SUN GEAR SHAFT (689) HELD
1/2 ROLLER CLUTCH SUPPORT FREEWHEELING *APPLIED BUT NOT EFFECTIVE
54
Figure 51
54A
NEUTRAL
Engine Running
NEUTRAL
Engine Running
REVERSE SERVO
An exhaust port opens at the manual valve (404) allowing fluid in the reverse circuit to exhaust Force from the reverse servo return spring (49) releases the reverse band (615) forcing reverse servo fluid back to the #5 checkball (372) The #5 checkball (372) is forced off its seat allowing reverse servo fluid to enter the reverse fluid passage Reverse fluid is then sent to the manual valve (404) where it exhausts.
#5
12
SERVO
REV SRVO
EX
REVERSE
REV BST
EX
REV
PRN
DECREASE
CONV FD
EX
MANUAL VALVE
REV
LO
LINE
REV
PRESS REG
EX

REVERSE
LINE
PRN
INPUT CL
#3
(From Pump) LINE

LINE
A SOL LO-1ST LO 2ND
A SOL
N.O. EX
1-2 SHIFT
EX
B SOL OFF 3RD D-4
A SOL
ON
INPUT CL
MOD
LINE
INPUT CL
LINE
MOD
3-4 SHIFT
A SOL
D-3
4TH/4TH CL
LINE
MOD
MOD LINE
EX
EX EX
D-4
LINE 3RD
14
54B
EX
Figure 52
MOD
2-3 SHIFT
3-2 DOWN
D-2 B SOL
EX
EX
34
D-3
LINE
MOD
INPUT CL FD
B SOL OFF
LINE
LINE
LINE
B SOL
13
B SOL
B SOL
EX N.O.
EX
MOD
31
PRN
EX
LO-1ST
PRN
LINE
LINE
D-2 D-3 D-4
3RD CL/LO-1ST
LUBE
When the gear selector lever is moved to Neutral (N), the hydraulic system operates in the same manner as it does in Park (P) range. If Neutral (N) is selected after the vehicle was operating in Reverse (R), the following changes in the hydraulic system would occur:
REVERSE
INPUT CL
12D DN R
EX
ON
AUX INPUT CL FD
4-3 DOWN
B SOL
55
OVERDRIVE RANGE FIRST GEAR

POWER FROM TORQUE CONVERTER (1) INPUT CLUTCH APPLIED INPUT SPRAG (664) HOLDING 1/2 SUPPORT ROLLER CLUTCH (683) HOLDING FORWARD BAND (688) APPLIED POWER TO FINAL DRIVE (700)
OVERDRIVE RANGE - FIRST GEAR

SHIFT SOL "A" ON SHIFT SOL "B" ON 4TH CLUTCH REVERSE BAND 2ND CLUTCH 3RD CLUTCH 3RD SPRAG CLUTCH INPUT CLUTCH INPUT SPRAG CLUTCH 2/1 BAND 1/2 SUPPORT ROLLER CLUTCH HOLDING FORWARD BAND APPLIED APPLIED HOLDING
In Overdrive [D] range First Gear, torque from the engine is multiplied through the torque converter (1) and transaxle gear sets to the vehicles axle shafts. The planetary gears operate in reduction to achieve a first gear starting ratio of approximately 2.92:1 (this ratio does not include the final drive differential). The manual shaft (807) and manual valve (404) are in the overdrive position. Engine torque is transmitted to the input sun gear (668) through the: driven sprocket (506) input housing & shaft assembly (632) with the input clutch applied, and input sprag clutch (664) holding
INPUT SPRAG (664) HOLDING 3RD SPRAG CLUTCH ASSEMBLY INPUT SUN GEAR (668)
1/2 SUPPORT INNER RACE (681) HELD
FORWARD BAND (688) APPLIED
PARKING GEAR (696) 1/2 SUPPORT OUTER RACE (687) HELD
REACTION SUN GEAR DRUM ASSEMBLY (678) HELD
FORWARD SERVO ASSEMBLY APPLIED
56
Figure 53
1/2 SUPPORT ROLLER CLUTCH (683) HOLDING
The inner race and retainer assembly (661), splined to the input sun gear (668), is forced to rotate through the holding sprag elements. Teeth on the input sun gear (668) are in mesh with the planet pinion gears in the input carrier assembly (672) forcing the carrier to rotate. The input carrier assembly (672), in mesh with the planet pinion gears in the reaction carrier assembly (675), forces the carrier to rotate around the reaction sun gear drum assembly (678). The forward band (688) is applied, holding the 1-2 support roller clutch (683). In Overdrive Range - First Gear, the direction of rotation of the reaction carrier assembly (675) is trying to rotate the reaction sun gear drum assembly in the opposite direction. Tabs on the 1/2 support inner race (681) interlock with tabs on the reaction sun gear drum assembly (678) thereby holding the reaction sun gear drum assembly (678). The reaction carrier assembly (675), splined to the final drive sun gear shaft (689), provides the power flow to the final drive differential through the final drive sun gear (697). The final drive sun gear (697), splined to the final drive sun gear shaft (689), transfers the torque to the final drive differential gears (705). The final drive differential gears (705), splined to the output shaft (510) and the right hand axle shaft, provides the output to the wheels. When the final drive differential assembly (700) rotates, the vehicle begins to move and first gear is achieved. As vehicle speed increases, less torque multiplication is needed for maximum efficiency. Thus, it is desirable to shift the transaxle to a lower gear ratio or second gear.
56A

When the gear selector lever is moved to the Overdrive Range [D], the manual valve (404) moves and allows line pressure to fill the D-4 circuit. Also, an exhaust port opens allowing fluid in the PRN circuit to exhaust at the valve. When PRN fluid exhausts, input clutch fluid moves the #3 checkball (372) and seats it against the PRN fluid passage. D-4 fluid pressure from the manual valve (404) is routed to the #6 checkball (373), forcing the checkball to seat against the servo apply fluid passage. D-4 fluid is then directed to two orifices in the spacer plate where it enters the servo apply fluid passage. One orifice is regulated by a thermo element located on the spacer plate (370) that is fully open at -32C (0F) and fully closed at 18C (90F). D-4 fluid is also routed to the forward servo boost valve (367). During hard acceleration, the valve opens to allow D-4 fluid to by-pass the two feed orifices and quickly fill the servo apply passage to prevent slippage during apply of the forward band (688). D-4 fluid is directed to the 1-2 shift valve (318) where it stops, and to the 2-3 shift valve (357) where it passes through the valve and enters the auxiliary input clutch feed passage. Auxiliary input clutch feed is then directed to the 4-3 manual downshift valve (360) where it stops. D-4 fluid is then sent to the 3-4 accumulator valve (350) where it enters the 3-4 accumulator circuit. 3-4 accumulator fluid then feeds to the end of the 3-4 accumulator valve (350) where it is regulated in proportion to modulator pressure and spring force. 3-4 accumulator fluid is also routed to the 3-4 accumulator assembly (421-424) to cushion the apply of the 4th clutch. D-4 fluid is routed to the 2-3 accumulator valve (343) where it enters the 2-3 accumulator circuit. 2-3 accumulator fluid then feeds to the end of the 2-3 accumulator valve (343) where it is regulated in proportion to modulator pressure and spring force. 2-3 accumulator fluid is also routed to the 2-3 accumulator assembly (135-138B) to cushion the apply of the 3rd clutch. D-4 fluid is directed to the (primary) 1-2 accumulator valve (341) where it enters the primary trim passage. Primary trim fluid then feeds to the end of the (primary) 12 accumulator valve (341) and is regulated by modulator pressure and spring force. Primary trim fluid is also directed to the (secondary) 1-2 accumulator valve (347) where it enters the 1-2 accumulator fluid circuit. 1-2 accumulator fluid, regulated by modulator pressure and spring force, is directed to the 1-2 accumulator assembly (135-137) to cushion the apply of the 2nd clutch.


DRIVE SERVO APPLY

INPUT CL
11 10
#6
THERMO ELEMENT

FWD BST
EX
3RD CL/LO-1ST
D-4
LUBE
D-4
SERVO APPLY

1-2 ACCUM

LO
D-2 D-3 D-4
LINE
REV
PRN
EX
EX
EX
MANUAL VALVE

2-3 ACCUM
12D DN R
3RD CL

LINE
DECREASE
CONV FD
PRN
LINE
LO-1ST MOD
31 6
INPUT CL
EX
#3
D-4

LINE
REV
PRESS REG
EX

INPUT CL
INPUT
(From Pump) LINE
LINE LINE
3RD INPUT CL FEED EX

CL
LINE
3-4 SHIFT

LO-1ST
LINE
LO
2ND
4TH/4TH CL
2-3 ACCUM
EX
EX
ON
EX
B SOL OFF 3RD
D-3
N.O. EX
1-2 SHIFT

LINE
A SOL
B SOL OFF
D-4 LINE
2-3 SHIFT
LINE
3-2 DOWN
14
EX
D-4
D-2
B SOL
3RD

D-4
17 27
MOD SERVO APPLY
MOD
16
1-2 ACCUM
D-4
3-4 ACCUM
SEC 1-2 ACCUM

1-2 ACC
15
19
MOD
2-3 ACCUM B SOL OFF
3-4 ACCUM
24
2-3 ACCUM

1-2 ACCUM
PRIMARY TRIM
EX
EX
EX
EX
26
25
23
D-4
MOD
MOD D-4
PRIMARY TRIM
3-4 ACCUM
MOD LINE
34
EX
EX EX
SERVO APPLY
56B
Figure 54
MOD
MOD

22
18
A SOL
A SOL
LINE
B SOL
13
4TH AUX INPUT CL FD
2ND CL
PRN
PRN
B SOL
B SOL
EX N.O.
ON
4-3 DOWN
D-3
57
OVERDRIVE RANGE SECOND GEAR

POWER FROM TORQUE CONVERTER (1) 2ND CLUTCH APPLIED INPUT CLUTCH *APPLIED INPUT 1/2 SUPPORT SPRAG ROLLER CLUTCH (664) (683) OVERRUNNING HOLDING FORWARD BAND (688) APPLIED POWER TO FINAL DRIVE (700)
OVERDRIVE RANGE - SECOND GEAR

SHIFT SOL "A" OFF SHIFT SOL "B" ON 4TH CLUTCH REVERSE BAND 2ND CLUTCH APPLIED 3RD CLUTCH 3RD SPRAG CLUTCH INPUT CLUTCH * INPUT SPRAG CLUTCH OVERRUN 2/1 BAND 1/2 SUPPORT ROLLER CLUTCH HOLDING FORWARD BAND APPLIED
As the speed of the vehicle increases, input signals from the Vehicle Speed Sensor (VSS) and Throttle Position Sensor (TPS) are sent to the PCM. The PCM interprets this information to determine the precise moment to shift the transaxle. In Second Gear, the planetary gear sets continue to operate in reduction at a gear ratio of approximately 1.57:1. The driven sprocket (506), splined to the input housing & shaft assembly (632), transmits engine torque to the housing and forces it to rotate. The second clutch plates (624), splined onto the input housing hub, redirects the power flow into the 2nd clutch assembly (617-627). The reverse reaction drum (669) splined to the 2nd clutch housing (617) on one end and the input carrier assembly (672) at the other end, transfers the power to the gear sets. Although the input clutch is applied, power through the input clutch plates (646-647) is terminated at the input sprag outer race (665) because it is overrunning. Overrunning occurs as the input carrier pinions gears drive (rotate) the input sun gear (668) faster than the rotation of the input carrier assembly (672). The input carrier assembly (672), in mesh with the planet pinion gears in the reaction carrier assembly (675), forces the reaction carrier to rotate around the reaction sun gear drum assembly (678). The forward band (688) is applied, holding the 1-2 support roller clutch (683). Tabs on the 1/2 support inner race (681) interlock with tabs on the reaction sun gear drum assembly (678) thereby holding the reaction sun gear drum assembly (678). The reaction carrier assembly (675), splined to the final drive sun gear shaft (689), provides the power flow to the final drive differential (700). The final drive sun gear (697), splined to the final drive sun gear shaft (689), transfers the torque to the final drive differential gears (705). The final drive differential gears (705), splined to the output shaft (510) and the right hand axle shaft, provides the output to the wheels.
INPUT SPRAG (664) OVERRUNNING 3RD SPRAG CLUTCH ASSEMBLY INPUT SUN GEAR (668)
2ND CLUTCH APPLIED DRIVEN SPROCKET (506)
1/2 SUPPORT INNER RACE (681) HELD
FINAL DRIVE PARKING SUN GEAR GEAR (697) (696) 1/2 SUPPORT OUTER RACE (687) HELD
REACTION SUN GEAR DRUM ASSEMBLY (678) HELD
58
Figure 55
1/2 SUPPORT ROLLER CLUTCH (683) HOLDING
As vehicle speed increases, less torque multiplication is needed to move the vehicle efficiently thus making it desirable to shift to a lower gear ratio, or third gear.
58A

As vehicle speed increases, the PCM receives input signals from the Vehicle Speed Sensor (VSS), Throttle Position Sensor (TPS) and other engine sensors to determine the precise moment to de-energize or turn OFF solenoid A. Solenoid A is OFF when the PCM eliminates the ground for that circuit allowing the 1-2 shift valve (318) to move. Solenoid A de-energizes, allowing line pressure and solenoid A fluid pressure to exhaust through the solenoid. Spring force at the end of the 1-2 shift valve (318) forces the valve to move, allowing D-4 fluid to enter the 2nd fluid circuit. 2nd fluid feeds to the #2 checkball (372) and seats the checkball against the 2nd clutch fluid passage. This forces 2nd fluid through an orifice before entering the 2nd clutch fluid passage.


2ND CLUTCH HOUSING (617) INPUT HOUSING ASSEMBLY (632)
DRIVE SERVO APPLY

INPUT CL
11
#6
THERMO ELEMENT

FWD BST
D-4
SERVO APPLY
D-4
#2

33
32
LO
D-2 D-3 D-4
LINE
REV
PRN
2ND
EX
EX
LINE
DECREASE
CONV FD
PRN
D-4
1-2 accumulator fluid is then routed to the (secondary) 1-2 accumulator valve (347) where it exhausts. The rate of exhausting 1-2 accumulator fluid is regulated proportionately to modulator pressure and spring force acting on this valve.
LINE
LO-1ST MOD
31 6
INPUT CL
EX
#3

LINE
REV
PRESS REG
EX

INPUT CL
INPUT
(From Pump) LINE
LINE LINE
3RD INPUT CL FEED EX

CL
LINE

3-4 SHIFT

LO-1ST
LINE
LO
2ND
4TH/4TH CL
2-3 ACCUM
EX
EX
OFF
EX
B SOL OFF 3RD
D-3
2ND
LINE
EX
D-4
PWM FEED
14
3RD

D-4
17 27
MOD
16
SERVO APPLY
1-2 ACCUM
EX
15
EX
PWM
1-2 ACC
28
D-4
3-4 ACCUM
SEC 1-2 ACCUM

19
30
CONV CL
EX EX

REG
EX
EX
26
23
25
22
D-4
REG LINE
MOD
MOD D-4
18
PRIMARY TRIM
LINE
3-4 ACCUM
TCC SIG
LINE
SERVO APPLY
58B
Figure 56
OFF
LINE
N.O.
C.C. SOL. EX
CONV
CL

MOD
2ND
2-3 ACCUM B SOL OFF
3-4 ACCUM
24
2-3 ACCUM
1-2 ACCUM
PRIMARY TRIM
LINE
PWM SOL
N.O. EX
1-2 SHIFT
LINE
A SOL
B SOL OFF
D-4
2-3 SHIFT

3-2 DOWN
D-2 B SOL
A SOL
A SOL
LINE
13
4TH AUX INPUT CL FD
PRN
PRN
B SOL
B SOL
EX N.O.
ON
4-3 DOWN
D-3
1-2 accumulator fluid on the opposite side of the 1-2 accumulator piston (136) is forced out of the accumulator housing (140), into the 1-2 accumulator passage.
2nd clutch fluid is then directed to the 2nd clutch and applies the clutch. At the same time, 2nd clutch fluid is also sent to the 1-2 accumulator assembly (135-137) to cushion the apply of the 2nd clutch.
2-3 ACCUM
12D DN R
EX
MANUAL VALVE
1-2 ACCUM
2ND CL
2ND CL
2ND CL
10
EX
3RD CL/LO-1ST LUBE
3RD CL 2ND CL
B SOL

59
OVERDRIVE RANGE THIRD GEAR

POWER FROM TORQUE CONVERTER (1) 2ND CLUTCH APPLIED 3RD CLUTCH APPLIED 3RD SPRAG (652) HOLDING 1/2 SUPPORT ROLLER CLUTCH (683) OVERRUNNING FORWARD BAND (688) *APPLIED POWER TO FINAL DRIVE (700)
OVERDRIVE RANGE - THIRD GEAR

SHIFT SOL "A" OFF SHIFT SOL "B" OFF 4TH CLUTCH REVERSE BAND 2ND CLUTCH APPLIED 3RD CLUTCH 3RD SPRAG CLUTCH INPUT CLUTCH INPUT SPRAG CLUTCH 2/1 BAND 1/2 SUPPORT ROLLER CLUTCH FORWARD BAND APPLIED HOLDING OVERRUN APPLIED
3RD CLUTCH APPLIED INPUT SHAFT & HOUSING ASSEMBLY (632)
INPUT SPRAG CLUTCH ASSEMBLY 3RD SPRAG CLUTCH (652) HOLDING INPUT SUN GEAR (668)
1/2 SUPPORT REACTION INNER RACE SUN GEAR (681) DRUM ASSEMBLY (678)
FORWARD BAND (688) *APPLIED
FINAL DRIVE PARKING SUN GEAR GEAR (697) (696) 1/2 SUPPORT OUTER RACE (687) HELD
60
Figure 57
1/2 SUPPORT ROLLER CLUTCH (683) OVERRUNNING
As the speed of the vehicle increases, input signals from the VSS and TPS are sent to the PCM. The PCM uses this information to determine the precise moment to shift the transaxle to Third Gear. In Third Gear, both planetary gear sets rotate at the same speed providing for a 1:1 gear ratio to the final drive differential (700). The driven sprocket (506), splined to the input housing & shaft assembly (632) transmits engine torque to the housing and forces it to rotate. The 2nd clutch is applied and directs power flow through the reverse reaction drum (669) to the input carrier assembly (672) as previously described in Second Gear range. However, the input clutch is released in Overdrive Range Third Gear operation which eliminates the input sprag clutch (664) from the power flow. The 3rd clutch is also applied directing power flow to the 3rd clutch plates (645-648). The 3rd clutch plates (645-648), splined onto the 3rd sprag clutch outer race (653), force the elements to hold the inner race and retainer assembly (651). The inner race and retainer assembly (651), splined to the input sun gear (668), holds the sun gear and forces it to rotate at the same speed as the input housing & shaft assembly (632). With the input carrier assembly (672) being driven by the reverse reaction drum (669) and the input sun gear (668), the reaction carrier (675) is forced to rotate at the same speed and direction of rotation. Therefore, reduction through the gear set does not exist. The reaction carrier pinion gears are in mesh with the reaction sun gear drum assembly (678) and forces it to rotate at the same speed and direction of rotation as the gear sets. The forward band (688) is applied, holding the 1/2 support roller clutch outer race (687) while the 1/2 support inner race (681) overruns because it is driven by the reaction sun gear drum assembly (678). The reaction carrier assembly (675), splined to the final drive sun gear shaft (689), provides the power flow to the final drive sun gear (697) which is splined to the other end of the sun gear shaft. The final drive sun gear (697) then transfers the torque to the final drive differential gears (705). The final drive differential gears (705), splined to the output shaft (510) and right hand axle shaft, provides the output to the wheels. In Overdrive Range - Third Gear, letting up on the throttle will allow engine rpm to drop as the vehicle continues to move at relatively the same speed. This results in loss of torque to the 3rd roller clutch cam (351) and allows the input carrier assembly (672) and roller clutch to freewheel. In this situation, engine compression braking is not obtainable. In Overdrive Range - Third Gear, the transaxle is operating in a direct 1:1 gear ratio between converter turbine speed and the final drive sun gear (697) speed.
As vehicle speed increases, less torque multiplication is required to operate the engine efficiently therefore making it desirable to shift to an overdrive ratio.
60A

As vehicle speed increases, the PCM receives input signals from the VSS, TPS and other engine sensors to determine the precise moment to de-energize or turn OFF solenoid B. Solenoid B is OFF when the PCM eliminates the ground for that circuit allowing the 2-3 shift valve (357) to move. If for any reason the electrical system to the transaxle fails, the transaxle will hydraulically and mechanically function in Overdrive Range - Third Gear. Solenoid B de-energizes, allowing line pressure and solenoid B fluid to exhaust through the solenoid.


DRIVE SERVO APPLY

INPUT CL
FWD BST
Spring force moves the 4-3 manual downshift valve (360) against exhausting solenoid B fluid.
SERVO APPLY
D-4
D-4 fluid at the 2-3 shift valve (357) enters the 3rd fluid circuit and is sent to: - the 3-4 shift valve (362) where it stops - into the TCC signal passage where it exhausts through the TCC solenoid (315) - the #9 checkball (372) to seat the checkball against the 3rd clutch fluid passage. This forces 3rd fluid through an orifice before it enters the 3rd clutch fluid circuit.
#2

33
32
LO
D-2 D-3 D-4
LINE
REV
PRN
2ND
EX
EX
LO-1ST
#4

PRN PRN
INPUT CL 3RD CL
B SOL
#3
D-3
D-4
OFF

EX
3RD
D-3
LINE

AUX INPUT CL FD
LO-1ST
LO
D-3
EX
2-3 ACCUM
EX
D-4
Input clutch fluid from the input clutch assembly feeds past the #3 checkball (372) to the 3-4 shift valve (362) where it passes through the valve and enters the input clutch feed passage. Input clutch feed fluid is then sent to the 2-3 shift valve (357) where it enters the D-3 passage. The D-3 fluid passage is routed to the manual valve (404) where fluid in the passage exhausts. Also, when the 2-3 shift valve is shifted, auxiliary input clutch feed fluid from the 3-4 shift valve (362) exhausts at the valve. Line pressure at the 3-2 manual downshift valve (356) enters the solenoid B off passage and is routed to the 1-2 shift valve (318) to assist in preventing the valve from moving. Solenoid "B" OFF is also routed to the 2-3 accumulator valve (343) and assists Modulator pressure and spring force to offset 2-3 accumulator pressure.
3RD D-4
OFF
2ND
LINE
EX
14
D-2
B SOL
3RD
17 27
PWM FEED

D-4
MOD
16
SERVO APPLY
1-2 ACCUM
28
15
1-2 ACC
EX
EX
PWM
D-4
#9
3-4 ACCUM
SEC 1-2 ACCUM
19
30
3RD
MOD
2ND
2-3 ACCUM B SOL OFF
3-4 ACCUM
24
CONV CL
EX EX

REG
2-3 ACCUM
26 25
1-2 ACCUM
23 22
PRIMARY TRIM
PWM SOL
EX
EX
D-4
REG LINE LINE
MOD

MOD D-4
18
PRIMARY TRIM
3-4 ACCUM
TCC SIG
SERVO APPLY
60B
Figure 58
OFF
LINE
N.O.
In Overdrive Range - Third Gear the PCM energizes the Pulse Width Modulated (PWM) solenoid (325) in preparation for applying the torque converter clutch.
C.C. SOL. EX
CONV
CL

2-3 SHIFT

3-2 DOWN
EX
B SOL OFF
N.O. EX
1-2 SHIFT
LINE
In Overdrive Range - Third Gear the input clutch releases when the 2-3 shift valve (357) moves.
A SOL
2ND
B SOL OFF
A SOL
D-3
SOL
4TH/4TH CL
A SOL
2-3 accumulator fluid is sent back to the 2-3 accumulator valve (343) where it exhausts at a controlled rate. (Biased by Modulator pressure and Solenoid "B" OFF pressure.)
3-4 SHIFT
4-3 DOWN
INPUT
3RD INPUT CL FEED

CL
3rd clutch fluid is also sent to the 2-3 accumulator piston (136) and forces the piston against spring force and 2-3 accumulator fluid to cushion 3rd clutch apply.
4TH
INPUT CL
N.O. EX
3rd clutch fluid is directed to the #4 checkball (372) where it seats the checkball against the lo-1st fluid passage and enters the 3rd clutch/lo-1st fluid passage to apply the 3rd clutch.
LINE
B 13
SOL B SOL
EX
MANUAL VALVE
2-3 ACCUM
12D DN R
1-2 ACCUM
Line pressure moves the 2-3 shift valve (357) and 3-2 manual downshift valve (356) against spring force, exhausting solenoid B fluid.
D-4
2ND CL
2ND CL
THERMO ELEMENT
LUBE
2ND CL
10
11
#6
EX
3RD CL/LO-1ST
3RD CL 2ND CL
61

(Torque Converter Clutch Released)
PWM SOLENOID (325)
30

PWM FEED
LINE (From Pump)
The Hydra-matic 4T60-E transaxle uses two hydraulic/electrical systems that control the apply and release of the torque converter clutch. For this reason, a detailed explanation of both systems will be provided. The operating conditions of the vehicle and transaxle up to Overdrive Range - Third Gear are such that the Pulse Width Modulated (PWM) solenoid (325) or the Torque Converter Clutch solenoid (315) are energized by the PCM. This condition allows the converter clutch valve (335) to be in the release position to operate the torque converter clutch in a released state. Hydraulic power flow through the converter clutch release circuit is as follows:

28
PWM
MOD

CONV CL
EX EX
REG
REG LINE LINE
N.O.

OFF EX
CONV
CL
LINE
CONV FEED
RELEASE

EX
COOLER
BRAKE SWITCH (N.O.) 12V +12V
ECM
VSS
TPS
VS
CTS
ENG RPM
MAP/ MAT
C/C
PRNDL
62
Figure 59
APPLY
#1
TORQUE CONVERTER BLOW OFF (420)
T.C.C. SOLENOID (315)
RELEASE APPLY
TCC SIG
2ND
Line pressure from the pump assembly (200) is routed to the spring side of the converter clutch valve (335) and holds the valve in the released position. Line pressure is also routed through a filter (374) in the valve body spacer plate (370) and into the PWM feed passage. Since the PWM solenoid (325) is OFF, full PWM feed pressure passes through the solenoid and enters the PWM passage. PWM fluid is then directed to the spring side of the converter clutch regulator valve (330). With the converter clutch regulator valve (330) in this position, line pressure from the pump passes through the valve and enters the regulated line passage. Regulated line is then sent to the converter clutch valve (335) where it stops. Since the TCC solenoid (315) is OFF, the converter clutch valve (335) is held against the solenoid. This allows: - TCC signal fluid to pass through the solenoid to exhaust; and - converter feed pressure to pass through a cross feed hole in the valve, directing fluid into the release circuit.
Release fluid is then routed to the #1 checkball (372) and seats the checkball against apply fluid (returning from the torque converter). Release fluid is also sent to the torque converter blow off valve (417-420) to exhaust pressures in excess of 690 kPa (100 psi). Release fluid then feeds between the turbine shaft (518) and oil pump drive shaft (227) to the converter cover. Release fluid pressure fills the cavity between the converter cover and pressure plate forcing the pressure plate away from the converter cover. Release fluid then passes by the pressure plate and enters the apply side of the pressure plate and into the apply circuit. Apply fluid is sent through a drilled hole in the drive sprocket support (522) where it passes between the support and the turbine shaft (518). Apply fluid flows along the turbine shaft (518) to the channel plate (400) and enters the apply circuit. In the apply circuit, apply fluid is routed to #1 checkball (372) where it stops. Apply fluid is also directed to the converter clutch valve (330) where it enters the cooler and lubrication circuits.
62A

(Torque Converter Clutch Applied)

PWM SOLENOID (325)
The PCM monitors and receives input signals from various electrical devices, external to the transaxle, to determine when to apply (or release) the torque converter clutch. The devices that control TCC apply/release are: Throttle Position Sensor (TPS) Vehicle Speed Sensor (VSS) Coolant Temperature Sensor (CTS) Cruise Control Engine Speed Brake Switch Park/Neutral Switch
PWM FEED
LINE (From Pump)
28
PWM
MOD

CONV CL
EX EX
REG

REG LINE LINE
N.O.
RELEASE
CONV FEED COOLER APPLY
EX
LINE
CONV FEED

Apply fluid seats the #1 checkball (372) against the release passage directing fluid to the torque converter blow off valve (417-420). Apply fluid passes through the channel plate (400), into the drive sprocket support (522) and follows the turbine shaft to a feed hole in the drive sprocket support (522). Apply fluid from the drive sprocket support (552) feeds to the converter clutch pressure plate forcing it against the converter cover. As TCC applies, fluid from the release side of the pressure plate is redirected between the oil pump shaft (227) and turbine shaft (518), into the release circuit. Release fluid is sent to #1 checkball (372) where it stops, and to the converter clutch valve (335) where it exhausts. Converter feed fluid at the converter clutch valve (330) passes through the cross feed hole in the valve to enter the cooler and lubrication circuits.

COOLER
BRAKE SWITCH (N.O.) 12V +12V
When the torque converter clutch (or pressure plate) is applied, it is held against the converter cover. Since it is splined to the converter turbine hub, it can provide a mechanical (direct drive) coupling of the engine to the transaxle gear sets. This mechanical coupling eliminates the small amount of slippage that occurs in a fluid coupling of a torque converter. As a result, a more efficient transfer of engine torque to the transaxle and drive wheels is achieved.
VSS
ECM
TPS
VS
CTS
ENG RPM
MAP/ MAT
C/C
PRNDL
62B
EX
Figure 60
Regulated line fluid from the converter clutch regulator valve (330) can now enter the apply circuit.
The TCC solenoid (315) is ON, allowing TCC signal fluid to shift the converter clutch valve (335) against line pressure and spring force.
RELEASE
The duty cycle of the solenoid allows it to bleed off PWM feed pressure, thereby regulating pressure in the PWM passage.
APPLY
#1
The duty cycle of the PWM solenoid (325) ramps between 0% and 100% to regulate PWM fluid pressure to the converter clutch regulator valve (330).
ON EX
CONV
CL
When the proper vehicle/engine operating conditions have been met, the TCC solenoid (315) and the PWM solenoid (325) are simultaneously energized (ON). The following events then occur to apply the torque converter clutch:
T.C.C. SOLENOID (315)
RELEASE APPLY
TCC SIG
2ND
30
63
OVERDRIVE RANGE FOURTH GEAR

POWER FROM TORQUE CONVERTER (1) 2ND CLUTCH APPLIED 3RD CLUTCH *APPLIED 3RD SPRAG (652) OVERRUNNING 1/2 SUPPORT ROLLER CLUTCH (683) OVERRUNNING FORWARD BAND (688) *APPLIED POWER TO FINAL DRIVE (700)
OVERDRIVE RANGE - FOURTH GEAR

SHIFT SOL "A" ON SHIFT SOL "B" OFF 4TH CLUTCH APPLIED REVERSE BAND 2ND CLUTCH APPLIED 3RD CLUTCH * 3RD SPRAG CLUTCH OVERRUN INPUT CLUTCH INPUT SPRAG CLUTCH 2/1 BAND 1/2 SUPPORT ROLLER CLUTCH FORWARD BAND
OVERRUN APPLIED
INPUT SPRAG CLUTCH ASSEMBLY 3RD CLUTCH *APPLIED 2ND CLUTCH APPLIED DRIVEN SPROCKET (506) 4TH CLUTCH APPLIED DRIVEN SPROCKET SUPPORT (506) INPUT SHAFT & HOUSING ASSEMBLY (632) 3RD INPUT SPRAG SUN GEAR (652) (668) OVERRUNNING HELD
FINAL DRIVE SUN GEAR PARKING (697) 4TH CLUTCH GEAR SHAFT ASSEMBLY 1/2 SUPPORT (696) (504) FORWARD BAND OUTER RACE HELD (687) (688) HELD *APPLIED REACTION 1/2 SUPPORT CARRIER INNER RACE INPUT (681) ASSEMBLY CARRIER (675) ASSEMBLY (672) REVERSE REACTION DRUM (669) FINAL DRIVE SUN GEAR SHAFT (689)
64
Figure 61
As the speed of the vehicle increases, input signals from the VSS, TPS and other sensors are sent to the PCM. The PCM uses this information to determine the precise moment to shift the transaxle into Fourth Gear. In Fourth Gear, the input carrier assembly (672) provides an overdrive ratio of .70:1 through the gear set to the final drive differential (700). The driven sprocket (506), splined to the input housing & shaft assembly (632) transmits torque to the housing and forces it to rotate. With the 2nd clutch applied, power flow is directed through the reverse reaction drum (669) to the input carrier assembly (672), as previous described in Third Gear range. The 4th clutch plates (500-502) are splined to the 4th clutch hub & shaft assembly (504) and to the channel plate (400). When the 4th clutch applies, it holds the 4th clutch hub & shaft assembly (504) and the input sun gear (668) which is splined to 4th clutch shaft. The input carrier assembly (672) rotates around the stationary input sun gear (668) with its pinion gears forcing the reaction carrier assembly (675) to rotate in the same direction but at a faster speed. The reaction carrier pinion gears are in mesh with the reaction sun gear drum assembly (669) and forces it to rotate at the same speed and direction of rotation as the reaction carrier assembly (675). The forward band (688) is applied, holding the 1/2 support roller clutch outer race (687) while the 1/2 inner race (681) overruns (driven by the reaction sun gear drum assembly). The reaction carrier assembly (675), splined to the final drive sun gear shaft (689), provides the power flow to the final drive sun gear (697) which is splined to the other end of the final drive sun gear shaft (689). The final drive sun gear (697) then transfers the torque to the final drive differential gears (705). The final drive differential gears (705), splined to the output shaft (510) and right hand axle shaft, provides the output to the wheels.
64A


4TH CLUTCH HOUSING DRIVEN SPROCKET SUPPORT (609) 2ND CLUTCH HOUSING (617) INPUT HOUSING ASSEMBLY (632)
INPUT CL
FWD BST
D-4
D-4
SERVO APPLY
#2

33
32
3rd fluid at the 3-4 shift valve (362) enters:
LO
D-2 D-3 D-4
LINE
REV
4TH CL
3RD CL
LO
D-3
2-3 ACCUM
EX
3-4 accumulator fluid is forced out of the 3-4 accumulator canister (421) through the 3-4 accumulator pin (426) and into the 3-4 accumulator circuit. 3-4 accumulator fluid is routed to the 3-4 accumulator valve (350) where it exhausts at a rate controlled by modulator pressure and spring force.
LO-1ST
2ND

EX
ON
EX
2ND
LINE
EX
D-4
4TH CL
14
D-2
B SOL
3RD

MAN 2-1 SERVO FD AUX INPUT CL FD 4TH

16
PWM FEED

D-4
MOD
27
21
SERVO APPLY
1-2 ACCUM
4TH CL
EX
15
1-2 ACC
EX
19
20
PWM
28
D-4
#9
3-4 ACCUM
SEC 1-2 ACCUM
PRIMARY TRIM
PWM SOL
17
#10
30
MOD
2ND
CONV CL
EX EX

REG

2-3 ACCUM
26 25
1-2 ACCUM
23 22
EX
EX
D-4
REG LINE LINE
MOD

MOD D-4

18
4TH CL
PRIMARY TRIM
3-4 ACCUM
TCC SIG
N.O.
SERVO APPLY
64B
Figure 62
ON
LINE
C.C. SOL. EX
CONV
CL
3-4 ACCUM 4TH CL
4TH CL
4TH CL
3RD
2-3 ACCUM B SOL OFF
3-4 ACCUM
24
3RD D-4
2-3 SHIFT
3-2 DOWN
B SOL OFF
N.O. EX
1-2 SHIFT
LINE
A SOL
B SOL OFF
A SOL
D-3
4TH/4TH CL
During 4th clutch apply, 4th clutch fluid also strokes the 34 accumulator piston (428) against spring force and 3-4 accumulator fluid.
3RD
LINE
EX
AUX INPUT CL FD
A SOL
3-4 SHIFT
4-3 DOWN
3RD INPUT CL FEED

INPUT CL
4th clutch fluid is then routed to the 4th clutch piston (603) to apply the 4th clutch.
D-4
OFF
4TH

4th fluid and 4th or 4th clutch fluid both feed through an orifice into the 4th clutch circuit.
B SOL
N.O. EX
LINE

B 13
SOL B SOL
Both fluid passages are routed to the #10 checkball (372) where 4th fluid seats the checkball against the 4th clutch passage.
PRN
LO-1ST
- the 4th or 4th clutch circuit.
PRN
2ND
EX
EX
- the 4th fluid passage; and
EX
#4
MANUAL VALVE
2-3 ACCUM
12D DN R
1-2 ACCUM
Solenoid A fluid is directed to the 3-4 shift valve (362) and shifts the valve against spring pressure.
2ND CL
THERMO ELEMENT
Solenoid B off fluid pressure and spring force prevent the 1-2 shift valve (318) from shifting.
11 10
#6
EX
DRIVE SERVO APPLY

Solenoid A (315) energizes, preventing line pressure from exhausting and forcing it into the solenoid A fluid passage.
LUBE
Overdrive Range - Fourth Gear is used to maximize engine performance and fuel economy under most normal driving conditions. In order for the transaxle to shift to Fourth Gear, the PCM receives input signals from the VSS, TPS and other engine sensors to determine the precise moment to energize or turn ON solenoid A. In Overdrive Range - Fourth Gear solenoid A is ON and solenoid B is OFF, providing for the following changes to the hydraulic power flow:
4TH CL 2ND CL 3RD CL/LO-1ST
3RD CL 2ND CL
65
OVERDRIVE RANGE 4-3 DOWNSHIFT

INPUT CL
OVERDRIVE RANGE - 4-3 DOWNSHIFT

4TH CL
DRIVE SERVO APPLY
11 10
#6
THERMO ELEMENT

FWD BST
EX
D-4
D-4
SERVO APPLY
2ND CL
32

2-3 ACCUM
12D DN R
#2

33
1-2 ACCUM
EX LO D-2 D-3 D-4
LINE
REV
PRN
2ND
EX
EX
LO-1ST
4TH CL
PRN LINE
CONV FD
DECREASE
LINE
LO-1ST MOD
31 6
PRN
3RD CL
B SOL
N.O. EX
EX
D-4
EX
EX 4TH 3RD IN CL FD
(From Pump) LINE
LINE LINE
3RD
LINE

LO-1ST
LINE
LO
2-3 ACCUM
EX
EX
OFF
3RD D-4

2ND
LINE
EX
D-4
PWM FEED
28 30
PWM MOD
MOD

17
27
MOD
16
4TH
PWM SOL
SERVO APPLY
1-2 ACCUM
D-4
4TH
MOD
TCC SIG
2ND
LINE
EX
EX
26
25
23
22
D-4
MOD LINE
34
EX
EX EX
SERVO APPLY
66
Figure 63
MOD
3-4 ACCUM 4TH CL
MOD
4TH CL
4TH CL
D-4
PRIMARY TRIM
3-4 ACCUM
MOD
MOD
18
OFF
N.O.
C.C. SOL. EX
3RD
24
CONV
CL

2-3 ACCUM
1-2 ACCUM
4TH CL
2-3 ACCUM B SOL OFF
3-4 ACCUM
15
1-2 ACC
EX
EX
EX
EX
REG LINE LINE
19
20
CONV CL
REG
CL
#9
3-4 ACCUM
SEC 1-2 ACCUM
PRIMARY TRIM
#10
21
D-4
3RD
4TH CL
14
D-2
B SOL
2-3 SHIFT
3-2 DOWN
EX
B SOL OFF
IN CL FD D-3
N.O. EX
1-2 SHIFT
LINE
A SOL
B SOL OFF
2ND
4TH/4TH CL
A SOL
A SOL
D-3
3-4 SHIFT
4-3 DOWN
LINE
REV
PRESS REG
OFF
LINE
B 13
SOL B SOL
MANUAL VALVE
#4
LUBE
2ND CL
3RD CL/LO-1ST
A forced 4-3 Downshift occurs by increasing the throttle angle (percentage of travel) while the vehicle is operating in Fourth Gear. However, under light accelerating conditions, the torque converter clutch normally releases prior to the transaxle making a 4-3 downshift. In order to achieve a smooth disengagement of the torque converter clutch plate, the PCM receives input signals from the VSS and TPS to regulate the duty cycle of the PWM solenoid. Refer to Overdrive Range - Third Gear (Converter Clutch Released) for the torque converter clutch hydraulic circuit. A 4-3 downshift occurs when the PCM receives input signals from the TPS and VSS to de-energize or turn OFF current supply to solenoid A. During a 4-3 downshift the following changes to the hydraulic power flow occur: Solenoid A fluid from the 3-4 shift valve (362) exhausts through solenoid A allowing the 3-4 shift valve (362) to move to the downshifted position. The 4th clutch releases by sending 4th clutch fluid through its circuit to the 3-4 accumulator assembly (421-428). 3-4 accumulator fluid and spring pressure returns the 3-4 accumulator piston (428) to a Third Gear position while 4th clutch fluid passes around the piston to the #10 checkball (372). 4th fluid seats the #10 checkball (372) against 4th fluid and feeds into the 4th or 4th clutch fluid passage. 4th or 4th clutch fluid is then routed to the 3-4 shift valve (362) where it exhausts.
3RD CL 2ND CL
66A

All full throttle downshifts occur when the accelerator pedal is depressed to the full extent of its travel. This maneuver lowers engine manifold vacuum supply to the vacuum modulator (32) which raises line pressures for proper clutch and valve operation. The changes in the pressure regulation system that occur are as follows: Engine speed increases resulting in increased pump output forcing a higher volume of fluid into the line circuit. Engine manifold vacuum supply to the vacuum modulator (32) drops allowing the diaphragm inside the vacuum modulator to move. Since the vacuum modulator plunger is connected to the diaphragm it also moves and forces the modulator valve (34) deeper in its bore, thereby increasing modulator fluid pressure. The increased modulator fluid pressure is then routed to the line boost valve (304) where it boosts line pressure. A full throttle 3-2 downshift occurs when the PCM receives input signals from the VSS and TPS to energize or turn ON solenoid B. The following changes to the hydraulic system then take place: When solenoid B (315) is ON, line pressure no longer exhausts and is forced into the solenoid B fluid passage. Solenoid B fluid is routed to the 4-3 manual downshift valve (360) where it shifts the valve against spring force and holds the 3-4 shift valve (362). Solenoid B fluid is also sent to the 3-2 manual downshift valve (356) forcing it, and the 2-3 shift valve (357), to the downshifted position. With the valves in this position, solenoid B off fluid is fed to the manual 3-2 downshift valve (356) where it exhausts. D-4 fluid at the 2-3 shift valve (357) passes through the valve and enters the auxiliary input clutch feed passage. Auxiliary input clutch feed is then directed to the 4-3 manual downshift valve (360) where it stops. Line pressure at the 2-3 shift valve (357) passes through the valve and enters the input clutch feed passage. Input clutch feed fluid is then sent to the 3-4 shift valve (362) and enters the input clutch passage. Input clutch fluid is routed to the #3 checkball (372) and seats the checkball against the PRN fluid passage. Input clutch fluid then feeds to the input clutch piston (636) and applies the clutch. The 3rd clutch releases when 3rd clutch/lo-1st fluid exhausts to the #4 checkball (372), seats the checkball against the lo1st passage and is forced into the 3rd clutch fluid circuit. 3rd clutch fluid is routed to the #9 checkball (372) where the checkball forces 3rd clutch fluid through an orifice into the 3rd fluid circuit. 3rd fluid is then directed to the 2-3 shift valve (357) where it exhausts. 3rd fluid from the TCC solenoid (315), 1-2 shift valve (318) and, 3-4 shift valve (362), also exhausts at the 2-3 shift valve (357). During the release of the 3rd clutch and exhaust of 3rd clutch fluid, regulated 2-3 accumulator fluid and spring force return the 2-3 accumulator piston (136) to Second Gear position. All full and part throttle downshifts are electronically controlled by the PCM while the transaxle is operated in the Overdrive Range. This provides for optimum engine performance and smooth clutch apply or release. Override of the electronic shift controls occurs only when the Manual Gear Ranges are selected.

DRIVE SERVO APPLY

INPUT CL
11
#6
THERMO ELEMENT

EX
FWD BST
D-4
SERVO APPLY
D-4
#2

33
32
2-3 ACCUM
12D DN R
LO
D-2 D-3 D-4
LINE
REV
#4
PRN
2ND
EX
EX
LINE
DECREASE
CONV FD
PRN
CL
LINE
LO-1ST MOD
31 6
INPUT CL
EX
3RD
#3
EX
4TH
INPUT
(From Pump) LINE

5
LINE LINE
3RD INPUT CL FEED
CL
3RD
EX
LINE

3-4 SHIFT
LO
2ND

LO-1ST
LINE
4TH/4TH CL

D-3
2-3 ACCUM
EX
EX
2ND
D-4 PWM FEED
LINE
EX
D-4
14
28 30
PWM MOD
MOD SERVO APPLY

PWM SOL
D-4
17 27
1-2 ACCUM
D-4
1-2 ACC
CONV CL
EX EX
REG
#9
3-4 ACCUM
SEC 1-2 ACCUM

15
MOD
REG LINE LINE
19
TCC SIG
2ND
26
25
EX
23
22
EX
D-4
D-4
MOD
MOD
18
PRIMARY TRIM
3-4 ACCUM
MOD LINE
34
EX
EX EX
SERVO APPLY
66B
Figure 64
MOD
MOD

OFF
LINE
N.O.
C.C. SOL. EX
CONV
CL

2-3 ACCUM
3RD
2-3 ACCUM B SOL OFF
3-4 ACCUM
24
1-2 ACCUM
PRIMARY TRIM
EX
EX
3RD
MOD
16
3RD
2-3 SHIFT

3-2 DOWN
D-2 B SOL
OFF
EX
N.O. EX
1-2 SHIFT
B SOL OFF
LINE
A SOL
B SOL OFF
A SOL
A SOL
LINE
REV
PRESS REG
D-4
INPUT CL
LINE
13
PRN
PRN
B SOL
B SOL
EX N.O.
ON
AUX INPUT CL FD
4-3 DOWN
D-3
EX
MANUAL VALVE
1-2 ACCUM
LO-1ST
2ND CL
2ND CL
2ND CL
10
3RD
CL/LO-1ST
LUBE
3RD
CL 2ND CL
B SOL
67
DRIVE RANGE MANUAL THIRD

POWER FROM TORQUE CONVERTER (1) 2ND CLUTCH APPLIED 3RD 3RD INPUT SPRAG CLUTCH SPRAG (652) APPLIED (664) HOLDING HOLDING INPUT CLUTCH APPLIED 1/2 SUPPORT ROLLER CLUTCH (683) OVERRUNNING FORWARD BAND (688) APPLIED POWER TO FINAL DRIVE (700)
DRIVE RANGE - MANUAL THIRD

(From Overdrive Range - Fourth Gear)
SHIFT SOL "A" @OFF SHIFT SOL "B" @OFF 4TH CLUTCH REVERSE BAND 2ND CLUTCH APPLIED 3RD CLUTCH 3RD SPRAG CLUTCH INPUT CLUTCH INPUT SPRAG CLUTCH 2/1 BAND 1/2 SUPPORT ROLLER CLUTCH FORWARD BAND
APPLIED HOLDING APPLIED HOLDING
OVERRUN APPLIED
INPUT SPRAG (664) HOLDING 3RD SPRAG CLUTCH (652) HOLDING INPUT SUN GEAR (668) HELD
1/2 SUPPORT REACTION INNER RACE SUN GEAR (681) DRUM ASSEMBLY (678)
68
Figure 65
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 kmh (45 mph), towing a trailer, or driving in hilly terrain. Manual Third also provides for engine compression braking when descending slight grades, or performance when ascending slight grades. Manual Third is also called the Drive Range because it has a direct drive ratio (1:1) through the gear sets. In Manual Third, the transaxle can upshift or downshift between first, second and third gears in the same way as it does in the Overdrive Range. However, the transaxle is prevented from shifting into Fourth Gear while operating in this mode. If the transaxle is in Overdrive Range - Fourth Gear when Manual Third is selected, the transaxle will shift immediately into Third Gear. Power flow is similar to Overdrive Range - Third Gear with the exception that the input clutch is applied to provide engine braking when the throttle is released. The manual shaft (807) and manual valve (404) are in the Manual Third (3) position. The 4th clutch plates (500-502) release allowing the 4th clutch hub & shaft assembly (504) to rotate at the same speed and direction as the input sun gear (668). The driven sprocket (506), splined to the input housing & shaft assembly (632) transmits engine torque to the housing and forces it to rotate. The 2nd clutch is applied and directs power flow through the reverse reaction drum (669) to the input carrier assembly (672). The 3rd clutch is applied and holds the 3rd sprag clutch outer race (653). During acceleration the 3rd sprag clutch prevents the input sun gear (668) from rotating faster than the input housing and shaft assembly (632). During deceleration, the 3rd sprag clutch overruns allowing the input sprag assembly (660-665) to slow down the input sun gear (668). The input clutch is also applied and holds the input sprag clutch outer race (665). During acceleration the input sprag prevents the input sun gear (668) from rotating at a slower speed than the input housing. During deceleration, the input torque from the wheels to the gear set try to force the input sun gear (668) to rotate in a direction opposite to the input housing and shaft assembly (632). The input sprag clutch assembly (660-665) prevents this from occurring by holding the input sun gear (668) and rotating it in the same direction and speed as the input housing. When this occurs, engine compression provides braking for the vehicle. The input carrier assembly (672), driven by the reverse reaction drum (669) and input sun gear (668), forces the reaction carrier (675) to rotate at the same speed and direction of rotation. The forward band (688) is applied, holding the 1/2 support roller clutch outer race (687) while the 1/2 support (inner) race (681) overruns, driven by the reaction sun gear drum assembly (678). The reaction carrier assembly (675), splined to the final drive sun gear shaft (689), provides the power flow to the final drive sun gear (697) which is splined to the other end of the sun gear shaft. The final drive sun gear (697) then transfers the torque to the final drive differential gears (705). The final drive differential gears (705), splined to the output shaft (510) and right hand axle shaft, provides the output to the wheels. The mechanical power flow graphics show the transfer of power through the components during acceleration. When selecting Manual Third to slow the vehicle, power flow through the transaxle reverses. That is, vehicle speed provides the input to the wheels and through the transaxle, attempting to overrun engine speed (rpm). Engine compression and the input clutch sprag prevent the transaxle from freewheeling, thereby slowing the vehicle. 68A


Drive Range Manual Third may be selected at any time while the vehicle is being operated in a forward gear range. When the gear selector lever is moved to Drive Range D, from the Overdrive Range, the hydraulic system in the transaxle overrides the electronic shift controls. This allows the operator of the vehicle to select the appropriate gear range for the vehicle and road conditions. When the gear selector lever is moved into the Drive Range D from the Overdrive Range, the manual valve (404) also moves. Changes to the hydraulic control system are as follows: Line pressure at the manual valve (404) enters the D-3 circuit and is routed to the 3-4 shift valve (362) and 2-3 shift valve (357). D-3 fluid at the 3-4 shift valve (362) combines with a spring force to shift the valve into the downshifted position. Solenoid A (315), when it de-energizes, allows solenoid A fluid from the 3-4 shift valve (362) to exhaust through the solenoid. D-3 fluid at the 2-3 shift valve (357) passes through the valve and enters the input clutch feed passage. Input clutch feed fluid is then sent to the 3-4 shift valve (362) and enters the input clutch passage. Input clutch fluid is routed to the #3 checkball (372) and seats the checkball against the PRN fluid passage. Input clutch fluid then feeds to the input clutch piston (636) and applies the clutch. The 4th clutch releases when 4th clutch fluid is sent through its circuit to the 3-4 accumulator assembly (421-428). Regulated 3-4 accumulator fluid and spring pressure returns the 3-4 accumulator piston (428) to a Third Gear position while 4th clutch fluid passes around the piston to the #10 checkball (372). 4th fluid seats the #10 checkball (372) against 4th fluid and feeds into the 4th or 4th clutch fluid passage. 4th or 4th clutch fluid is then routed to the 3-4 shift valve (362) where it exhausts.
INPUT CL
4TH CL
11 10
#6
THERMO ELEMENT

FWD BST
EX
DRIVE SERVO APPLY
D-4
D-4
SERVO APPLY
2ND CL
32

2-3 ACCUM
12D DN R
#2
33
EX D-2 D-3 D-4 LO
LINE
REV
LO-1ST
#4
PRN
2ND
EX
EX
4TH CL
PRN PRN
INPUT CL 3RD CL
B SOL
#3
D-3
D-4
OFF
4TH
3RD
D-3
LINE

EX
AUX INPUT CL FD
LO-1ST
LO
D-3
2-3 ACCUM
EX
EX
OFF

3RD D-4
2ND
LINE
EX
D-4
17 27
MOD
16
4TH
PWM FEED
SERVO APPLY
1-2 ACCUM
30
3RD
24
EX
EX
EX
EX
26
25
23
22
D-4
LINE
SERVO APPLY
68B
Figure 66
OFF
LINE
N.O.
CONV
CL
3-4 ACCUM 4TH CL
C.C. SOL. EX
TCC SIG
4TH CL
4TH CL
D-4
PRIMARY TRIM
3-4 ACCUM
REG LINE
MOD

MOD
18
CONV CL
REG
2-3 ACCUM
1-2 ACCUM
4TH CL
MOD
2ND
2-3 ACCUM B SOL OFF
3-4 ACCUM
In Drive Range - Manual Third, the torque converter clutch will release if Manual Third was selected while the vehicle was operating in Overdrive Range Fourth Gear with the torque converter clutch applied. The PCM will re-apply the torque converter clutch when it receives appropriate input signals from the VSS, TPS and other sensor.
28
D-4
#9
3-4 ACCUM
SEC 1-2 ACCUM

15
PRIMARY TRIM
CL
PWM SOL
PWM
4TH
1-2 ACC
EX
EX
19
20
#10
21
D-4
4TH CL
3RD
14
D-2
B SOL
2-3 SHIFT
3-2 DOWN
EX
B SOL OFF
N.O. EX
1-2 SHIFT
LINE
A SOL
2ND
B SOL OFF
A SOL
D-3
4TH/4TH CL
A SOL
3-4 SHIFT
4-3 DOWN
3RD INPUT CL FEED
INPUT CL
INPUT CL
N.O. EX
LINE
B 13
SOL B SOL
MANUAL VALVE
1-2 ACCUM
LUBE
2ND CL
3RD CL/LO-1ST
3RD CL 2ND CL
69
DRIVE RANGE MANUAL SECOND

POWER FROM TORQUE CONVERTER (1) 2ND CLUTCH APPLIED INPUT INPUT CLUTCH SPRAG *APPLIED (664) OVERRUNNING 2/1 BAND (680) APPLIED 1/2 SUPPORT ROLLER CLUTCH (683) HOLDING FORWARD BAND (688) APPLIED POWER TO FINAL DRIVE (700)
DRIVE RANGE - MANUAL SECOND

(From Drive Range - Manual Third)
SHIFT SOL "A" @OFF SHIFT SOL "B" @ON 4TH CLUTCH REVERSE BAND 2ND CLUTCH APPLIED 3RD CLUTCH 3RD SPRAG CLUTCH INPUT CLUTCH * INPUT SPRAG CLUTCH 2/1 BAND 1/2 SUPPORT ROLLER CLUTCH FORWARD BAND APPLIED
OVERRUN APPLIED HOLDING
Drive Range - Manual Second (2) is available to the driver when vehicle operating conditions make it desirable to use only two gear ratios. Conditions where this gear range may be used are: descending a steep grade to provide engine compression braking; or, ascending a steep grade for additional engine performance. In Manual Second, the transaxle can upshift or downshift between first and second gear but is prevented from shifting into third or fourth gear. If the transaxle is in Manual Third or Overdrive Range Fourth Gear when Manual Second is selected, the transaxle will shift immediately into Second Gear. Power flow is similar to Overdrive Range - Second Gear with the exception that the 2/ 1 manual servo assembly (104-116) is applied. The 2/1 band (680) holds the reaction sun gear drum assembly (678) thus preventing the 1/2 support roller clutch (683) from overrunning.
INPUT SPRAG (664) OVERRUNNING 3RD SPRAG CLUTCH ASSEMBLY INPUT SUN GEAR (668)
The manual shaft (807) and manual valve (404) are in the Manual Second (2) position. The 3rd clutch plates (623-626, 716) release allowing the 3rd sprag clutch assembly (720) to rotate freely. The driven sprocket (506), splined to the input housing & shaft assembly (632) transmits engine torque to the housing and forces it to rotate. The input clutch is applied and holds the input sprag clutch outer race (665). However, the input sprag clutch (664) is ineffective since the input sun gear (668) overruns the sprag outer race. The 2nd clutch is applied and directs power flow through the reverse reaction drum (669) to the input carrier assembly (672). The input carrier assembly (672), in mesh with the planet pinion gears in the reaction carrier assembly (675), forces the reaction carrier (675) to rotate around the stationary reaction sun gear drum assembly (678). The 2/1 manual band (680) is applied to hold the reaction sun gear drum assembly (678). The forward band (688) is applied, holding the 1-2 support roller clutch (683) but is ineffective. The reaction carrier assembly (675), splined to the final drive sun gear shaft (689), transfers the torque to the final drive differential gears (705). The final drive differential gears (705), splined to the output shaft (510) and the right hand axle shaft, provide the output to the wheels.
PARKING GEAR (696) 1/2 SUPPORT OUTER RACE (687) HELD FINAL DRIVE SUN GEAR (697)
1/2 SUPPORT REACTION INNER RACE SUN GEAR (681) DRUM ASSEMBLY HELD (678) HELD
MANUAL 2/1 SERVO ASSEMBLY APPLIED
70
Figure 67
1/2 SUPPORT ROLLER CLUTCH 2/1 BAND (683) (680) HOLDING APPLIED
The mechanical power flow graphics show the transfer of power through the components during acceleration. When selecting Manual Second to slow the vehicle, power flow through the transaxle reverses. That is, vehicle speed provides the input to the wheels and through the transaxle, attempting to overrun engine speed (rpm). Engine compression, gear ratio (1.57:1), the 2nd clutch and 2/1 manual band prevent the transaxle from freewheeling, thereby slowing the vehicle.
70A


FWD BST
D-4
SERVO APPLY
D-4
#2

33
32
2-3 ACCUM
12D DN R
D-2 D-3 D-4
LO
LINE
REV
#4
PRN
2ND
EX
EX
D-3
D-2
CL
INPUT CL
D-2
3RD
#3
D-4
MAN 2-1 SERVO FD
INPUT
3RD INPUT CL FEED
CL
#8
4TH EX

3RD
D-3
LINE

3-4 SHIFT

LO-1ST LO
D-3
2ND

4TH/4TH CL
2-3 ACCUM
D-3
EX
EX
2ND
D-4 PWM FEED
LINE
EX
D-4
30
PWM MOD
MAN 2-1 SERVO FD
28
D-2 D-4
SERVO APPLY
1-2 ACC
REG LINE LINE
D-4
EX
EX
#9
3-4 ACCUM
SEC 1-2 ACCUM

15
19
TCC SIG
2ND
LINE
N.O.
CONV
CL

OFF
2-3 ACCUM
26 25
EX
23
22
EX
D-4
MOD

MOD D-4
18
PRIMARY TRIM
3-4 ACCUM
SERVO APPLY
70B
Figure 68

C.C. SOL. EX
3RD
2-3 ACCUM B SOL OFF
3-4 ACCUM
24
1-2 ACCUM
PRIMARY TRIM
CONV CL

REG
1-2 ACCUM
EX
EX
PWM SOL
3RD MAN 2-1 SERVO FD

14
AUX INPUT CL FD
17
D-2
MOD
27
16
3RD
2-3 SHIFT

3-2 DOWN
OFF
EX
N.O. EX
1-2 SHIFT
B OFF
LINE
A SOL
B SOL OFF
B SOL
A SOL
A SOL
INPUT CL
LINE
13
PRN

PRN
B SOL
B SOL
EX N.O.
ON
AUX INPUT CL FD
4-3 DOWN
EX
MANUAL VALVE
1-2 ACCUM
LO-1ST
2ND CL
2ND CL
Drive Range Manual Second may be selected at any time while the vehicle is being operated in a forward gear range. When the gear selector lever is moved to Manual Second (2), from Manual Third (D), the hydraulic system in the transaxle overrides the electronic shift controls. This allows the operator of the vehicle to select the appropriate gear range for the vehicle and road conditions. When the gear selector lever is moved into Manual Second (2) from Manual Third (3), the manual valve (404) also moves. Changes to the hydraulic control system are as follows: Line pressure at the manual valve (404) enters the D-2 circuit and is directed to the #8 checkball (372) where it seats the checkball against the manual 2-1 servo feed passage. D-2 fluid is then routed to the 2-3 shift valve (357) where it downshifts the valve and enters the manual 2-1 servo feed passage. Manual 2-1 servo feed fluid is then sent to the 2-1 manual servo piston (108) to stroke the piston against spring force and apply the 2/1 band assembly (680). With the 2-3 shift valve (357) in the downshifted position, line pressure at the valve enters the input clutch feed passage at the valve. Input clutch feed fluid is directed to the 3-4 shift valve (362) where it passes through the valve and enters the input clutch passage to apply the input clutch. (Same as Manual Third.) D-4 fluid at the 2-3 shift valve (357) enters the auxiliary input clutch feed circuit where it is routed to the 4-3 manual downshift valve (360) where it stops. Solenoid B, when it energizes, forces line pressure into the solenoid B fluid circuit. Since D-2 fluid overrides line pressure at the 2-3 shift valve (357), a manual 3-2 downshift will result even if solenoid B is de-energized (OFF). Solenoid B fluid is directed to the 4-3 manual downshift valve (360) and the 3-2 manual downshift valve (356) to prevent the 2-3 shift valve (357) from upshifting. Solenoid B off fluid, from the 1-2 shift valve (318) and 2-3 accumulator valve (350), is directed to the 3-2 manual downshift valve (356) where it exhausts. The 3rd clutch releases when 3rd clutch/lo-1st fluid exhausts to the #4 checkball (372), seats the checkball against the lo1st passage and is forced into the 3rd clutch fluid circuit. 3rd clutch fluid is routed to the #9 checkball (372) where the checkball forces 3rd clutch fluid through an orifice into the 3rd fluid circuit. 3rd fluid is then directed to the 2-3 shift valve (357) where it exhausts. 3rd fluid from the TCC solenoid (315), 1-2 shift valve (318) and, 3-4 shift valve (362), also exhausts at the 2-3 shift valve (357). During the release of the 3rd clutch and exhaust of 3rd clutch fluid, regulated 2-3 accumulator fluid and spring force return the 2-3 accumulator piston (136) to Second Gear position. In Drive Range Manual Second, the torque converter clutch will release if Manual Second was selected while the vehicle was operating in Overdrive Range Third or Fourth Gear, or, Manual Third Gear with the torque converter clutch applied.
DRIVE SERVO APPLY

INPUT CL
11
#6
THERMO ELEMENT
EX
3RD
2ND CL
10
CL/LO-1ST
LUBE
3RD
CL 2ND CL
B SOL
71
DRIVE RANGE MANUAL FIRST

POWER FROM TORQUE CONVERTER (1) 3RD 3RD SPRAG CLUTCH (652) APPLIED HOLDING INPUT SPRAG (664) HOLDING INPUT CLUTCH APPLIED 2/1 BAND 1/2 SUPPORT FORWARD (680) ROLLER CLUTCH BAND APPLIED (683) (688) HOLDING APPLIED POWER TO FINAL DRIVE (700)
SHIFT SOL "A" @ON
DRIVE RANGE - MANUAL FIRST

(From Drive Range - Manual Second)
SHIFT SOL "B" @ON 4TH CLUTCH REVERSE BAND 2ND CLUTCH 3RD CLUTCH 3RD SPRAG CLUTCH INPUT CLUTCH INPUT SPRAG CLUTCH 2/1 BAND 1/2 SUPPORT ROLLER CLUTCH FORWARD BAND APPLIED
APPLIED HOLDING APPLIED HOLDING APPLIED HOLDING
INPUT SPRAG (664) HOLDING 3RD SPRAG (652) HOLDING INPUT SUN GEAR (668) HELD
1/2 SUPPORT REACTION INNER RACE SUN GEAR (681) DRUM ASSEMBLY HELD (678) HELD
MANUAL 2/1 SERVO ASSEMBLY APPLIED
72
Figure 69
1/2 SUPPORT ROLLER CLUTCH (683) 2/1 BAND HOLDING (680) APPLIED
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. Conditions where this gear range may be used are: descending a steep grade to provide maximum engine compression braking; ascending a steep grade for maximum engine power; or, starting the vehicle in motion when pulling a heavy load. Under normal driving conditions, the transaxle is prevented from upshifting while operating in Manual First gear. If the transaxle in any other forward gear range when Manual First is selected, the transaxle will not shift into First Gear until the vehicle speed is approximately 56 kmh (35 mph). Power flow is similar to Overdrive Range - First Gear with the exception that the 2/1 manual servo assembly (104-116) and 3rd clutch are applied. The manual shaft (807) and manual valve (404) are in the Manual First (1) position. The 2nd clutch releases allowing the input clutch and 3rd clutch to provide torque to the gear sets. The driven sprocket (506), splined to the input housing & shaft assembly (632) transmits engine torque to the housing and forces it to rotate. The 3rd clutch is applied and holds the 3rd sprag clutch outer race (653). During acceleration, the 3rd sprag clutch is ineffective in the transfer of engine torque through the input sun gear (668). During deceleration, the 3rd sprag clutch holds and prevents the input sun gear (668) from turning faster than the input housing. The input clutch is also applied and holds the input sprag clutch outer race (665). During acceleration, the input sprag elements are holding to transfer engine torque to the input sun gear (668), forcing it to rotate. During deceleration, the input sprag clutch is ineffective for engine compression braking. Teeth on the input sun gear (668) are in mesh with the planet pinion gears in the input carrier assembly (672) forcing the carrier to rotate. The input carrier assembly (672), in mesh with the planet pinion gears in the reaction carrier assembly (675), forces the reaction carrier to rotate around the stationary reaction sun gear drum assembly (678). The 2/1 manual band (680) is applied and holds the reaction sun gear drum assembly (678). The forward band (688) is applied, holding the 1-2 support roller clutch (683) but is ineffective. The reaction carrier assembly (675), splined to the final drive sun gear shaft (689), transfers the torque to the final drive differential gears (705). The final drive differential gears (705), splined to the output shaft (510) and the right hand axle shaft, provides the output to the wheels. The mechanical power flow graphics show the transfer of power through the components during acceleration. When selecting Manual First to slow the vehicle, power flow through the transaxle reverses. That is, vehicle speed provides the input to the wheels and through the transaxle attempting to overrun engine speed (rpm). Engine compression, gear ratio (2.92:1), the 3rd clutch and 2/1 manual band prevent the transaxle from freewheeling, thereby slowing the vehicle.
72A


FWD BST
D-4
#4
SERVO APPLY
#2
33
32
2-3 ACCUM
12D DN R

1-2 ACCUM
Lo fluid seats the checkball against the lo-1st fluid passage and is then routed to the 1-2 shift valve (318). Solenoid A, when it energizes, prevents line pressure from exhausting through the solenoid and forces it into the solenoid A circuit to the 3-4 shift valve (362). Solenoid A fluid, at the 1-2 shift valve (318), shifts the valve against spring force and solenoid B off fluid. Lo fluid at the 1-2 shift valve enters the lo-1st fluid circuit and it directed to the pressure regulator valve (313) where it boosts line pressure.
LO-1ST
LO-1ST
2ND
CL
D-4
D-2 D-3 D-4
LO
LINE
REV
INPUT CL
CONV FD
LINE
DECREASE
D-3
D-2
PRN
D-4
MAN 2-1 SERVO FD
Lo-1st fluid is also routed to the lo blow off valve (407) and #4 checkball (372). Lo-1st fluid seats #4 checkball (372) against the 3rd clutch passage and is directed into the 3rd clutch/lo-1st circuit. 3rd clutch/lo-1st fluid is then sent to the 3rd clutch piston and applies the clutch. In Manual First the 2nd clutch releases when the 1-2 shift valve (318) is shifted. 2nd clutch fluid from the 2nd clutch is routed to the #2 checkball (372) and seats the checkball against the 2nd fluid passage. 2nd clutch fluid from the 1-2 accumulator assembly (135139A) is forced back through the 2nd clutch passage by spring force and regulated 1-2 accumulator fluid pressure. 2nd clutch fluid at the #2 checkball is forced through an orifice into the 2nd fluid passage. 2nd fluid is then routed to the 1-2 shift valve (318) where it passes through the valve into the 3rd fluid circuit. 3rd fluid is directed to the 2-3 shift valve (357) where it exhausts. D-4 fluid at the (primary) 1-2 accumulator valve (341) enters the primary trim passage and is routed to the (secondary) 1-2 accumulator valve (347). Primary trim fluid then feeds into the 1-2 accumulator circuit and is routed to the spring side 1-2 accumulator assembly to stroke the piston.
EX
MOD
31
#8
8
3RD CL
#3
3RD
D-3
LO-1ST LO

EX
LINE
LO-1ST LO
D-3
2ND
4TH/4TH CL
2-3 ACCUM
EX
EX
2ND
D-4 PWM FEED
LINE

EX
D-4
28 30
PWM MOD
MAN 2-1 SERVO FD
D-2 D-4
SERVO APPLY
1-2 ACCUM
17
27
1-2 ACC
REG LINE LINE

D-4
#9
3-4 ACCUM
SEC 1-2 ACCUM

15
19
LINE
N.O.
CONV
CL

3RD
OFF
2-3 ACCUM

1-2 ACCUM
EX
EX
22
26
25
23
D-4
MOD

MOD D-4
18
PRIMARY TRIM
3-4 ACCUM
SERVO APPLY
Figure 70

C.C. SOL. EX
2-3 ACCUM B SOL OFF
3-4 ACCUM
24
TCC SIG
2ND
PRIMARY TRIM
CONV CL
EX EX

REG
16
EX
EX
PWM SOL
3RD MAN 2-1 SERVO FD

14
AUX INPUT CL FD
D-2
MOD
ON
EX
B OFF 3RD
D-3
N.O. EX
1-2 SHIFT
LINE
A SOL
B SOL OFF
2-3 SHIFT

3-2 DOWN
B SOL
A SOL
3-4 SHIFT
A SOL
LINE
INPUT
#7
3RD INPUT CL FEED
EX
CL
LINE
REV
PRESS REG
4TH AUX INPUT CL FD
INPUT CL
LINE
B SOL
13
PRN
PRN
B SOL
B SOL
EX N.O.
ON
4-3 DOWN
PRN
2ND
EX
EX
EX
MANUAL VALVE
Line pressure at the manual valve (404) enters the lo passage and is directed to the #7 checkball (372).
2ND CL
LO-1ST
3RD CL
When the gear selector lever is moved into Manual First (1) from Manual Second (2), the manual valve (404) also moves. Changes to the hydraulic control system are as follows:
2ND CL
10
THERMO ELEMENT
3RD CL/LO-1ST LUBE
11
#6
EX
Drive Range Manual First may be selected at any time while the vehicle is being operated in a forward gear range. When the gear selector lever is moved to Manual First (1), from Manual Second (2), the transaxle will not shift to first gear until vehicle speed is approximately 56 kmh (35 mph). The PCM receives input signals from the VSS and TPS to energize solenoid A (315) to enable the hydraulic system for first gear operation.
DRIVE SERVO APPLY
EX
INPUT CL
LO-1ST

3RD CL 2ND CL
73
OPERATING CONDITIONS
RANGE REFERENCE CHART
1 RANGE GEAR A SOLENOID B SOLENOID 4TH CLUTCH 2 REVERSE BAND 3 2ND CLUTCH 4 3RD CLUTCH 5 3RD SPRAG CLUTCH 6 INPUT CLUTCH 7 INPUT SPRAG CLUTCH * HOLDING OVERRUN HOLDING HOLDING OVERRUN OVERRUN APPLIED * APPLIED APPLIED * APPLIED APPLIED APPLIED HOLDING APPLIED APPLIED HOLDING OVERRUN HOLDING OVERRUN HOLDING HOLDING HOLDING APPLIED APPLIED APPLIED OVERRUN HOLDING HOLDING HOLDING HOLDING HOLDING APPLIED APPLIED APPLIED APPLIED APPLIED APPLIED APPLIED APPLIED APPLIED APPLIED 8 2/1 BAND 9 1/2 SUPPORT ROLLER CLUTCH 10 FORWARD BAND
P-N
1st 2nd
ON ON OFF OFF ON @ OFF @ OFF @ ON @ OFF @ ON @ ON ON
ON ON ON OFF OFF @ OFF @ ON @ ON @ ON @ ON @ ON ON APPLIED APPLIED APPLIED APPLIED APPLIED APPLIED APPLIED * APPLIED HOLDING OVERRUN HOLDING
* APPLIED *
D
3rd 4th 3rd
2nd 1st 2nd
2
1st
1 R
1st REVERSE
*APPLIED BUT NOT EFFECTIVE ON = SOLENOID ENEGERIZED OFF = SOLENOID DE-ENEGERIZED @ THE SOLENOIDS STATE FOLLOWS A SHIFT PATTERN WHICH DEPENDS UPON VEHICLE SPEED, THROTTLE POSITION AND SELECTED GEAR RANGE. EXPECTED OPERATING CONDITION IF COMPONENT IN COLUMN NUMBER IS INOPERATIVE: COLUMN # 1 2 3 4 5 6 7 8 9 10 CONDITION NO 4TH GEAR. NO REVERSE GEAR ALL FORWARD DRIVE RANGES OK. NO 2ND GEAR GOES TO NEUTRAL WHEN COMMANDED TO 3RD GEAR. NO 3RD GEAR NO ENGINE BRAKING IN MANUAL FIRST. NO 3RD GEAR NO ENGINE BRAKING IN MANUAL FIRST. NO FORWARD NO REVERSE. NO FORWARD NO REVERSE. NO ENGINE BRAKING IN MANUAL 2ND (2ND GEAR) OR MANUAL 1ST (1ST GEAR). NO FORWARD REVERSE OK, FORWARD OK IN MANUAL 2ND OR MANUAL 1ST. NO FORWARD REVERSE OK, FORWARD OK IN MANUAL 2ND OR MANUAL 1ST.
74
Figure 71
COMPLETE HYDRAULIC CIRCUITS

The hydraulic circuitry of the Hydra-matic 4T60-E transaxle 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, checkballs and orifices within specific components. A broken line is also used to separate components such as the pump, valve body, channel plate and case to assist the user when following the hydraulic circuits as they pass between them. The half page of information facing this foldout identifies the components involved in this gear range and a description of how they function. The right side foldout shows a two-dimensional line drawing of the fluid passages within each component. The active fluid passages for each gear range are appropriately colored to correspond with the hydraulic schematic used for that range. The half page of information facing this foldout identifies the various fluid circuits with numbers that correspond to the circuit numbers used on the foldout page. 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.
PASSAGE PASSAGE PASSAGE PASSAGE PASSAGE PASSAGE
A IS LOCATED IN THE PUMP BODY (LIGHT GREY AREA) B IS LOCATED IN THE VALVE BODY (LIGHT BLUE AREA) C IS LOCATED ON THE SPACER PLATE (DASHED LINE) D IS LOCATED IN THE CHANNEL PLATE (LIGHT RED AREA) E IS LOCATED IN THE CASE (WHITE AREA) F IS LOCATED IN THE ACCUMULATOR HOUSING (LIGHT YELLOW AREA)
Figure 72
FOLDOUT 75
PARK
(Engine Running)
INPUT CL
EX
RELEASE
APPLY 3RD CL
LUBE
3RD CL/LO-1ST
5a
LO-1ST
3RD CL
2ND CL
4TH CL
11b
6b
46e
18g
29a
29b
45a
19b
48a
47a
14b
11a
19a
18k
2a
CONV FD
LO-1ST
LINE 2b
A SOL
CONV FD
LINE
PRN
LINE
D-4
30c
45b
47b
47c
#9
30d
18f
7a
SPACER PLATE (370)
10
11
12
49d
11c
30f
3a
2c
2f
20b
LO
#7
#5
#6
20a 19e
PRN
32b
18h
30e
16a
46c
32a
46d
48b
19c
48c
GASKET (369)
46f
6a
#3
REVERSE
19d
2d
5b
2e
LINE
LO
REV SRVO
D SRV AP
EX
REV
D-4
FWD BST
REV BST
LO
REV
PRESS REG
EX
B SOL
EX N.O.
32d 46a 46b 32c 32e
33a
EX
LO
EX
INPUT CL
D-4
4TH

MOD LINE
LINE
13
#4
4b
3RD IN CL FD
SERVO APPLY
D-2
2ND CL
B SOL OFF
B SOL OFF
MOD
CONV FD
B SOL
18b 18c 43b
DECREASE
RELEASE
APPLY
EX
A SOL 2ND
4TH/4TH CL
D-3 D-2
D-4
LINE
LINE
EX
B SOL OFF D-4
EX
43a
D-2
3-4 ACCUM 4TH CL
EX
EX

3RD CL
LINE SOL B OFF
14
3-4 ACCUM

PWM FEED
2ND
3RD
LINE
REGULATED LINE REG LINE LINE CONV FEED
MOD
EX
10f 15 25c 225a
MOD
EX
CONV CL
EX

REG
LINE
D-4
EX
SUCTION
PRIMARY TRIM
2-3 AC
2-3 AC
EX
EX
MOD
D-4
D-4
EX
APPLY CONV FD LINE

34d 12a REG
2-3 ACCUM
D-4
MOD
MOD
LINE
D-4
26b 34a
8b
11d
2k
10m
26g
26h
18e
18n
18d
10a
12b
9b
23b
#1
13b
38d
24c
10k
40b
8a
#10
40a
33
32
31
30
28
27
26
25
24
23
22
21
20
19
26f
GASKET (369)
COOLER
MOD
EX
EX
EX
SLOT IN GASKET
1-2 ACCUM D-4 2-3 ACC 2ND CL
D-4 2-3 ACCUM
MAN 2-1 SERVO FD
2ND CL LINE
CASE (3)

MOD
MOD
PRESSURES
BOTTOM PAN (24)
EX
34
EX
EX
MOD
AIR BLEED

COOLER
LINE
76
Figure 73
EX
MOD
2ND 2ND
RELEASE
LUBE COOLER
18m
49a
34b
26d
30a
49b
10b
28c
24b
30b
11e
34e
38a
26a
26e
13a
15a
24a
23a
26c
13c
34c
10c
49c
9a
8c
#2
8d
LUBE
28b
28a
14a
2h
38c
GASKET (371)
SPACER PLATE (370)
1-2 ACCUM
38b
RELEASE
RELEASE
SLOT IN GASKET
4TH
22c 22b
APPLY
APPLY
OFF
MOD
TCC SIG
N.O.
22d
18
CONV
CL
3RD CL
2ND CL
LUBE PIPE (126)
17
4TH CL
C.C. SOL. EX
2-3 ACCUM
1-2 ACCUM
10h
R LINE
SERVO APPLY
3RD 3RD 2ND
10g
16 25b
MOD
D 2N
3-4 ACCUM
SEC 1-2 ACCUM
PWM MOD
10e
MOD
MAN 2-1 SERVO FD
3RD
PWM SOL
4a 22a
CHANNEL PLATE (400)
LINE
2-3 SHIFT

3-2 DOWN
#8
43c
44b 44c 44d 44a
LINE
LINE
2g
LUBE COOLER
AIR BLEED
3RD
D-3 D-4
3RD B SOL OFF
PUMP BODY (202)
A SOL
N.O. EX
3RD
ON
D-2
D-3 D-3
42a 42b
4TH CL
1-2 SHIFT
3-4 SHIFT
4-3 DOWN
D-4 D-4
3RD
REV
LO-1ST A
EX
D-4
4TH CL
LO
4TH
3RD CL
D-3
PRN PRN
REV EX
4TH
4TH
LINE
LINE
ON
B SOL B SOL
EX
12D DN R
LO-1ST 3RD CL
EX
MANUAL VALVE
EX
DECREASE
DECREASE
THERMO ELEMENT
EX
D-4
20c
D-4
18a
D-4
LUBE COOLER
LINE
LINE REV SERVO

EX
LINE
LUBE
LUBE
LUBE
COOLER
LUBE
REV SERVO

INPUT CL
COOLER
PARK
Engine Running
With the selector lever in the Park (P) position, line pressure from the oil pump (200) is directed to the following: Pressure Regulator Valve (313): Regulates pump output in response to modulator, PRN pressure at the reverse boost valve (310) and spring force. It directs line pressure to the manual valve; the converter feed circuit; and into the decrease passage to regulate pump output. Manual Valve (404): Controlled through the gear selector lever, it directs line pressure from the pressure regulator valve (313) into the PRN passage. PRN fluid is directed back to the reverse boost valve to regulate pump output. Modulator Valve (34): Controlled by the vacuum modulator (32), it regulates modulator pressure inversely to engine vacuum. Modulator pressure is directed to the line boost valve (304), 1-2 accumulator valve (341), secondary 1-2 accumulator valve (347), 2-3 accumulator valve (343) and 3-4 accumulator valve (350). 2-3 Shift Valve (357): Line pressure passes through the valve into the input clutch feed passage which is sent to the 3-4 shift valve (362). 3-4 Shift Valve (362): Held in the downshifted position, allows input clutch feed fluid to enter the input clutch passage, sending it to the #3 checkball (372). #3 Checkball (372): Located in the channel plate (400), allows PRN fluid from the manual valve (404) and input clutch fluid from the 2-3 shift valve (357) to apply the input clutch. Converter Clutch Valve (335): Line pressure and spring force holds the valve against the converter clutch solenoid (315) allowing converter feed pressure to enter the release passage. Release fluid is routed to the #1 checkball (372), torque converter clutch (TCC) blow off checkball (420) and to the release side of the torque converter clutch plate. With the valve in this position, converter clutch apply pressure feeds into the cooler passage, through the cooler and into the lube circuit. #1 Checkball (372): Located in the channel plate (400), it seats against the apply passage. TCC Blow Off Checkball Lineup (417-420): Held closed by spring force, exhausts release (or apply) fluid pressure in excess of 690 kPa (100 psi). Pulse Width Modulated (PWM) Solenoid (325): OFF in Park Range, allowing line pressure to enter the PWM fluid passage which is routed to the converter clutch regulator valve ((330). Converter Clutch Regulator Valve (330): Controlled by PWM fluid pressure, it routes line pressure through the valve where it enters the regulated line passage to the converter clutch valve (335). Shift Solenoid A (315): Controlled by the Powertrain Control Module (PCM), it is ON to prevent line pressure from exhausting through the solenoid. Line pressure moves the 1-2 shift valve (318) against spring pressure and directs line fluid into the solenoid A passage. Solenoid A fluid is then directed to the 3-4 shift valve (362). Shift Solenoid B (315): Controlled by the Powertrain Control Module (PCM), it is ON to prevent line pressure from exhausting through the solenoid. Line pressure is then directed into the solenoid B passage and routed to the 4-3 manual downshift valve (360) and the 3-2 manual downshift valve (356). Line Pressure Tap (38): Allows line pressure to be monitored with a gage.
SUMMARY:
The engine and torque converter are rotating forcing the oil pump to rotate and fill the hydraulic circuits. Solenoids A and B are ON and the input clutch is applied but not effective. The manual linkage holds the parking lock pawl engaged in the parking gear to prevent the vehicle from rolling.
SHIFT SOL "A" ON SHIFT SOL "B" ON 4TH CLUTCH REVERSE BAND 2ND CLUTCH 3RD CLUTCH 3RD SPRAG CLUTCH INPUT CLUTCH * INPUT SPRAG CLUTCH * 2/1 BAND 1/2 SUPPORT ROLLER CLUTCH FORWARD BAND
76A
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 28 29 30 32 33 34 38 40 42 43 44 45 46 47 48 49 50 51 52 53 SUCTION LINE PRN SOLENOID "B" SOLENOID "A" INPUT CLUTCH FEED INPUT CLUTCH PWM FEED PWM MODULATOR CONVERTER FEED REGULATED LINE RELEASE APPLY COOLER LUBE DECREASE D-4 DRIVE SERVO APPLY SERVO APPLY AUXILIARY INPUT CLUTCH FEED PRIMARY TRIM 1-2 ACCUMULATOR 2-3 ACCUMULATOR 3-4 ACCUMULATOR 2ND 2ND CLUTCH SOLENOID "B" OFF 3RD 3RD CLUTCH 3RD CLUTCH/LO-1ST TCC SIGNAL 4TH 4TH CLUTCH D-3 D-2 MANUAL 2-1 SERVO FEED LO LO-1ST REVERSE REVERSE SERVO EXHAUST VOID VENT THERMO ELEMENT AIR BLEED
COMPONENTS (
(28) (29) (37) (38) (124) (125) (126) (219) (372) (373) (374A) (374B) (382) (411) (412)
COOLER LINE CHECKBALL ASSEMBLY COOLER LINE CONNECTOR VENT ASSEMBLY PLUG, PIPE PIPE, FORWARD SERVO APPLY PIPE, MANUAL SERVO APPLY PIPE, LUBE OIL SCREEN ASSEMBLY, OIL PUMP PRESSURE CHECKBALLS #1, 2, 3, 4, 5, 7, 8, 9, 10 CHECKBALL #6 FILTER, SOLENOID A FILTER, SOLENOID B SCREEN ASSEMBLY, CONVERTER CLUTCH ASM. PLUG, BORE PLUG, CUP (ORIFICED)
76B
PARK
(Engine Running)
#5 47
48
#6 49 19 47 20 2
18
18
2
3 45 46
46
50 10 50 49 46
49
49
49 17
18 50 20
49
2 17 29 11 46 30
45
45 2 38 17 2 2 30
(219)
2 17 30 38 2 50 2 2 45 50
49
18
26
18
5 49 2
#7
2 50 43 4 44 #8
7 29 43 42 21 7 6 30
38
50
17
2 45 2 50 30
50
38
38
17 50 50
38
49
5 11 34 10
49 2 11 10 34 2
6 18
18 30 49 30 42
49
49
#10 #9 32
29
43
44
49
50
50 50
50 20 49 49 44 22 22 18 22 24 23 28
25 32 10 25 18
49 8
50
13 14 26
29
10 9
50
1 26 2 12 11 2
1 26 49 49 23
9 13
11
10 24 32
20
50 10
24 18 26 28 15 20
OPT. 49 12 10 11
12
50
50
12 1 2
34 14
13
15 15/13
34 50
PUMP COVER (201) (Oil Pump Body Side)
OIL PUMP BODY (202) (Pump Cover Side)
OIL PUMP BODY (202) (Control Valve Body Side)

THERMAL ELEMENT
CONTROL VALVE BODY (300) (Oil Pump Side)

48 47 4 48 48 4 7 43 29 44 44 44 33 25 22 18 25 10 32 26 26 25 32 10 24 24 28 24 20 18 26 20 1 14/13 13 15 34 34 34 43 6 42 38 40 38 49 6 18 49 30 32 10 42 30 30 10 16 53/9 10 9 13 14 26 9 12 11 10 49 11 12 18 26 11 26 10 10 34 49 8 8 10 2 8 8 46 18 18 19 19
19 19
CONTROL VALVE BODY (300) (Channel Plate Side)

#3 3 49 2 19 18
43 42
47 47 4 47 48 19 2 7 29 44 43 44 32 25 22 44 22 22 23 23 24 22 10 24 24 10 18
18 19 18
19
18 2 2 20 11 18
3 45 46 26 30 46 18 11 45 46 5 2 46 10
29 46
43
43 6 42 38 38 38 6
49 18
11 34
26 10 10 34 10 2 2 8 49 8 8
18 49
42 30 30 18 30 2 10 10 13 26 28 18 26 20 1 20 14 9 30
48b/47b 48c/47c 19d/18f 3a 2c B 48a 18g 8 2d/11a 45a SOLENOID 11 47a 31 46e 6 19b 2e FILTER 18h/19a 7 12 (374B) 19c/18k 10 26a 46f 10a 18a 4 2f 4b 30a 19 46c 5b 19 5 13 29b 18m 19e/20a A 4a/2g 46b 5a/2b 7a 11b SOLENOID 43b FILTER 46d/45b 43a 29a 6b 46a (374A) 21 44c 42a 40a/38b 38d 49d 11c 26c 44b/43c 38a 18b 10f 2k 6a 40b/38c 10b 9 44a 10e 20 26b/34a 8a/2h 14 42b 18c 34b 30f 1 8b 49a 33a/32d 49c
19 2 2 2 18
3 45 46 26 30 46 18 11 46 46 5
32a/30c
30b
3
14 26 9 10 49 15/13 12 11
22a 44d 12 SLOT IN GASKET

19
32b/30d
27
22
25
25 32 32
18d 22b
16
25c
10h
17
23
9b 13c
15
28
13 15
34 34
34
23a 24b
28c
26g/28b 26f/28a
GASKET(371) (Control Valve Body/Spacer Plate)
SPACER PLATE (370)
(37) (38)
51 2 3 48 42 10 2 7 (411)

(412) 49
10 49
(411) 49
49 49
10
10
2 50 7
49 49 49 40
50
33 40
40 25 28
49 53 49 1
28 24
50 52 13 13 15
49
13
15 50 CONVERTER CLUTCH BLOW-OFF (28) 15
28 1
20
16
32
16
23
24
50 16 52
(411)
16 (29) 16 20 44 32 28 24 23 1
(29)
CASE (3) (Bottom)
24 23 23 28 44 16
16 52 15
(28)
CHANNEL PLATE (400) (Case Side)
CASE (3) Channel Plate Face)
Figure 74
FOLDOUT 77
44
20
44 32
28
23
11
22d 23b 18
10g 22c 24c 24a
10m
24
32c
26 25
32e
33
26e
18n
32
26h
20b
1 13b/14a
20c
REVERSE SERVO BORE 2
42
3 48
52
40 40 33 7
18e 25b
2a/16a
14b
28
10k
26d 9a 12a 49b 11e
8d
30
44 22 22 23 23 22
18
SLOT IN GASKET
8 26 12 11 49 34 34 15
14 9 53
12b 11d
13 50 13
14/13
13a 34e 34c 15a 34d ORIFICED TCC FILTER (382)
GASKET(369) (Spacer Plate/Channel Plate)

FORWARD SERVO BORE
#1
CONVERTER CLUTCH BLOW-OFF
20 50 50 50 (128) 50
50
(126) 16
(130) 50 44
32
16
20
1 33
1 24
16
23 23
44
50
23 24 28 32 44 20
23 24
28 24 23 28
24
28
32
44 20 16
44
16 44 20 44 32 28 24 32 (126) 16 16 44 16
10
25a
30e
10c
45
46 10 5
48
10 5 46
46 18
18 11 46 29
2 19
47 4
(411)
29
26
7 43 29 46 50 7 50

50 2 (411) 49 8 50 10 49 34 10 18 14
30
50
49 6
42 40 38 44
44
18 10 30 30 16 42
46 33 #4
49 18 18 25 40 22
25
8c
44
32 10 26
18 16
28
18 20 26 1 15
32
24 28
22 23 24
44
(411) #2
CHANNEL PLATE (400) (Control Valve Body Side) NOTE: INDICATES BOLT HOLES - NON FUNCTIONAL HOLES HAVE BEEN REMOVED FROM COMPONENT DRAWINGS TO SIMPLIFY TRACING FLUID FLOW. - DUAL PURPOSE PASSAGES HAVE CHANNEL PLATE SIDE NUMBERS LISTED FIRST
32
- EXHAUST FLUID NOT SHOWN

(124) (125) 20 44 (125) 44 20 (124) 44 20
2/1 MANUAL SERVO BODY COVER (104)
REVERSE
INPUT CL 3RD CL/LO-1ST LUBE 2ND CL 3RD CL/LO-1ST
RELEASE
APPLY 3RD CL
LUBE
3RD CL/LO-1ST
5a
48c
LO-1ST
3RD CL
2ND CL
4TH CL
11b
6b
46e
18g
29a
29b
45a
19b
48a
47a
14b
11a
19a
18k
2a
CONV FD
LO-1ST
LINE 2b
A SOL
CONV FD
LINE
PRN
LINE
D-4
47b
47c
#9
30c
30d
7a
SPACER PLATE (370)
10
11
12
49d
11c
30f
3a
2c
2f
45b
18f
20b
LO
#7
#5
#6
20a 19e
PRN
32b
30e
16a
46c
18h
GASKET (369)
46f
32a
46d
48b
19c
6a
#3
REVERSE
19d
5b
2d
2e
LINE
LO
REV SRVO
D SRV AP
EX
REV
D-4
REV BST
FWD BST
EX
3RD IN CL FD
SERVO APPLY
D-2
2ND CL
B SOL OFF
B SOL OFF
MOD
CONV FD
B SOL
18b 18c 43b
DECREASE
RELEASE
APPLY
EX
ON
A SOL 2ND
4TH/4TH CL
D-3 D-2
D-4
LINE
LINE
EX
B SOL OFF D-4
EX
43a
D-2
3-4 ACCUM 4TH CL
EX
EX

3RD CL
LINE SOL B OFF
14
3-4 ACCUM

PWM FEED
2ND
3RD
LINE

LINE CONV FEED
MOD
EX
10f 15 25c 225a
MOD
EX
CONV CL
EX

REG
LINE
D-4
EX
SUCTION
PRIMARY TRIM
2-3 AC
2-3 AC
EX
EX
MOD
D-4
D-4
EX
APPLY CONV FD LINE

34d 12a REG
2-3 ACCUM
MOD
MOD
LINE
D-4
26b 34a
8b
11d
2k
10m
26g
26h
18e
18n
18d
10a
12b
9b
23b
#1
13b
38d
24c
10k
40b
8a
#10
40a
33
32
31
30
28
27
26
25
24
23
22
21
20
19
26f
GASKET (369)
COOLER
MOD
EX
EX
EX
SLOT IN GASKET
D-4 2-3 ACCUM
MAN 2-1 SERVO FD
2ND CL LINE
CASE (3)
MOD
MOD
PRESSURES
BOTTOM PAN (24)
EX
34
EX
EX
MOD
AIR BLEED

COOLER
LINE
78
Figure 75
EX
MOD
2ND 2ND
RELEASE
LUBE COOLER
18m
49a
34b
49b
34e
10b
26d
30a
28c
24b
30b
38a
11e
26a
26e
13a
15a
24a
23a
26c
13c
10c
34c
49c
9a
8c
#2
8d
LUBE
28b
28a
14a
2h
38c
GASKET (371)
SPACER PLATE (370)
1-2 ACCUM
38b
D-4
RELEASE
RELEASE
SLOT IN GASKET
4TH
22c 22b
APPLY
APPLY
OFF
MOD
TCC SIG
N.O.
22d
18
CONV
CL
3RD CL
2ND CL
LUBE PIPE (126)
17
4TH CL
C.C. SOL. EX
2-3 ACCUM
1-2 ACCUM
10h
R LINE
SERVO APPLY
3RD 3RD 2ND
10g
16 25b
MOD
D 2N
3-4 ACCUM
SEC 1-2 ACCUM
PWM MOD
10e
MOD
MAN 2-1 SERVO FD
3RD
PWM SOL
4a 22a
CHANNEL PLATE (400)
LINE
2-3 SHIFT

3-2 DOWN
#8
43c
44b 44c 44d 44a
LINE
LINE
2g
LUBE COOLER
AIR BLEED
3RD
D-3 D-4
3RD B SOL OFF
PUMP BODY (202)
3RD
D-2
D-3 D-3
42a 42b
4TH CL
N.O. EX
1-2 SHIFT
3-4 SHIFT
A SOL
4-3 DOWN
D-4 D-4
3RD
REV
LO-1ST A
EX
D-4
32e
4TH CL
LO
4TH
3RD CL
D-3
PRN PRN
REV EX
4TH
4TH
LINE
LINE
LO
REV
PRESS REG
B SOL
EX N.O.
32d 46a 46b 32c
33a
EX
LO
EX
INPUT CL
D-4
4TH

MOD LINE
LINE
13
#4
4b
ON
B SOL B SOL
EX
12D DN R
LO-1ST 3RD CL
EX
MANUAL VALVE

EX
DECREASE
DECREASE
THERMO ELEMENT
EX
D-4
20c
D-4
18a
D-4
LUBE COOLER
LINE
LINE REV SERVO
LINE
EX
LUBE
LUBE
COOLER
EX
LUBE
REV SERVO
INPUT CL
COOLER

INPUT CL
REVERSE
When the gear selector lever is moved to the Reverse (R) position, the manual valve allows PRN fluid to enter the reverse fluid passage. Manual Valve (404): Allows PRN fluid to enter the reverse fluid passage, sending reverse fluid to the #5 checkball (372) and reverse boost valve (367). #5 Checkball (372): Located in the valve body (300), it blocks the reverse servo feed passage forcing reverse fluid through an orifice in the spacer plate (370) into the reverse servo passage. Reverse servo fluid strokes the reverse servo piston (44) and applies the reverse band assembly (615). Reverse Boost Valve (367): Held by spring force, opens under hard acceleration to allow reverse fluid to by-pass the feed orifice and enter the reverse servo passage.
SUMMARY:
Solenoid state is: solenoids A is ON and solenoid B is ON. The input clutch is applied, holding the input sprag assembly and driving the input sun gear. The reverse band is applied, holding the 2nd clutch drum and input gear set. This allows the reaction gear set to rotate in a reverse direction of engine rotation.
SHIFT SOL "A" ON
SHIFT SOL "B" ON
4TH CLUTCH
REVERSE BAND APPLIED
2ND CLUTCH
3RD CLUTCH
3RD SPRAG CLUTCH
INPUT CLUTCH
INPUT SPRAG CLUTCH
2/1 BAND
FORWARD BAND
APPLIED HOLDING
78A
REVERSE
PASSAGES
COMPONENTS (
(28) (29) (37) (38) (124) (125) (126) (219) (372) (373) (374A) (374B) (382) (411) (412)
78B
REVERSE
#5 47
48
#6 49 19 47 20 2
18
18
2
3 45 46
46
50 10 50 49 46
49
49
49 17
18 50 20
49
2 17 29 11 46 30
45
45 2 38 17 2 2 30
(219)
2 17 30 38 2 50 2 2 45 50
49
18
26
18
5 49 2
#7
2 50 43 4 44 #8
7 29 43 42 21 7 6 30
38
50
17
2 45 2 50 30
50
38
38
17 50 50
38
49
5 11 34 10
49 2 11 10 34 2
6 18
18 30 49 30 42
49
49
#10 #9 32
29
43
44
49
50
50 50
50 20 49 49 44 22 22 18 22 24 23 28
25 32 10 25 18
49 8
50
13 14 26
29
10 9
50
1 26 2 12 11 2
1 26 49 49 23
9 13
11
10 24 32
20
50 10
24 18 26 28 15 20
OPT. 49 12 10 11
12
50
50
12 1 2
34 14
13
15 15/13
34 50

THERMAL ELEMENT

48 47 4 48 48 4 7 43 29 44 44 44 33 25 22 18 25 10 32 26 26 25 32 10 24 24 28 24 ORIFICED TCC FILTER (382) 20 18 26 20 1 14/13 13 15 34 34 34 43 6 42 38 40 38 49 6 18 49 30 32 10 42 30 30 10 16 53/9 10 9 13 14 26 9 12 11 10 49 11 34 34 15 12 18 26 11 26 10 10 34 49 8 8 SLOT IN GASKET 8 26 12 11 49 10 2 8 8 (411) 2 49 8 50 10 49 34 10 18 46 18 18 19 19
19 19

#3 3 49 2 19 18
43 42
47 47 4 47 48 19 2 7 29 44 43 44 32 25 22 44 22 22 23 23 24 22 10 24 24 10 18
18 19 18
19
18 2 2 20 11 18
3 45 46 26 30 46 18 11 45 46 5 2 46 10
29 46
43
43 6 42 38 38 38 6
49 18
11 34
26 10 10 34 10 2 2 8 49 8 8
18 49
42 30 30 18 30 2 10 10 13 26 28 18 26 20 1 20 14 9 30
19 2 2 2 18
3 45 46 26 30 46 18 11 46 46 5
32a/30c
30b
3
14 26 9 10 49 15/13 12 11

19
22
27
25
25 32 32
18d 22b
16
25c
10h
17
23
9b 13c
15
28
13 15
34 34
34
23a 24b
28c
26g/28b 26f/28a
SPACER PLATE (370)
(37) (38)
51 2 3 48 42 10 2 7 (411)

(412) 49
10 49
(411) 49
49 49
10
10
2 50 7
49 49 49 40
50
33 40
40 25 28
49 53 49 1
28 24
50 52 13 13 15
49
13
28 1
20
16
32
16
23
24
50 16 52
(411)
16 (29) 16 20 44 32 28 24 23 1
(29)
CASE (3) (Bottom)
24 23 23 28 44 16
16 52 15
(28)
Figure 76
FOLDOUT 79
44
20
44 32
28
23
11
22d 23b 18
10g 22c 24c 24a
10m
24
32c
26 25
32e
33
26e
18n
32
26h
20b
1 13b/14a
20c
42
3 48
52
40 40 33 7
18e 25b
32b/30d
2a/16a
14b
28
14 9 53
10k
26d 9a 12a 49b 11e
8d
30
44 22 22 23 23 22
18
12b 11d
13 50 13
14/13
13a 34e 34c 15a 34d

FORWARD SERVO BORE
#1
20 50 50 50 (128) 50
50
(126) 16
(130) 50 44
32
16
20
1 33
1 24
16
23 23
44
50
23 24 28 32 44 20
23 24
28 24 23 28
24
28
32
44 20 16
44
16 44 20 44 32 28 24 32 (126) 16 16 44 16
10
25a
30e
10c
45 46 10 5 10 5 46 50 46 18
48
18 11 46 30 29
2 19
47 4
(411)
29
26
7 43 29 46 50 7 50

50
49 6
42 40 38 44
44
18 10 14 30 30 16 42
46 33 #4
49 18 18 25 40 22
25
8c
44
32 10 26
18 16
28
18 20 26 1 15
32
24 28
22 23 24
44
(411) #2
32

(124) (125) 20 44 (125) 44 20 (124) 44 20
NEUTRAL
(Engine Running)
EX
RELEASE
APPLY 3RD CL
LUBE
3RD CL/LO-1ST
5a
LO-1ST
3RD CL
2ND CL
4TH CL
11b
6b
46e
18g
48a
29a
29b
45a
19b
47a
14b
11a
19a
18k
2a
CONV FD
LO-1ST
LINE 2b
A SOL
CONV FD
LINE
PRN
LINE
D-4
D-4
LINE
LO
REV SRVO
D SRV AP
EX
REV
D-4
FWD BST
REV BST
LO
REV
PRESS REG
EX
B SOL
EX N.O.
32d 46a 46b 32c 32e
33a
EX
LO
EX
INPUT CL
D-4
4TH

MOD LINE
LINE
13
#4
4b
3RD IN CL FD
SERVO APPLY
4TH
4TH LO LO-1ST A
2ND CL
B SOL OFF
B SOL OFF
EX
MOD
CONV FD
B SOL
18b 18c 43b
DECREASE
RELEASE
APPLY
EX
A SOL 2ND
4TH/4TH CL
D-3 D-2
D-4
LINE
LINE
EX
B SOL OFF D-4
EX
43a
D-2
3-4 ACCUM 4TH CL
EX
EX

3RD CL
LINE SOL B OFF
14
3-4 ACCUM

PWM FEED
2ND
3RD
LINE

LINE CONV FEED
MOD
EX
10f 15 25c 225a
MOD
EX
CONV CL
EX

REG
LINE
D-4
EX
SUCTION
PRIMARY TRIM
2-3 AC
2-3 AC
EX
EX
MOD
D-4
D-4
EX
APPLY CONV FD LINE

34d 12a REG
2-3 ACCUM
MOD
MOD
LINE
D-4
26b 34a
8b
11d
2k
40a
33
32
31
30 12b
28 9b
27 10m
26
25
24
23
22
21
26g
26h
18e
18n
18d
10a
23b
#1
13b
38d
24c
10k
40b
8a
#10
20
19
26f
GASKET (369)
COOLER
MOD
EX
EX
EX
SLOT IN GASKET
D-4 2-3 ACCUM
MAN 2-1 SERVO FD
2ND CL LINE
CASE (3)
MOD
MOD
PRESSURES
BOTTOM PAN (24)
EX
34
EX
EX
MOD
AIR BLEED

COOLER
LINE
80
Figure 77
EX
MOD
2ND 2ND
RELEASE
LUBE COOLER
18m
49a
34b
49b
26d
30a
10b
28c
24b
30b
11e
34e
38a
26a
26e
13a
15a
24a
23a
26c
13c
10c
34c
49c
9a
8c
#2
8d
LUBE
28b
28a
14a
2h
38c
GASKET (371)
SPACER PLATE (370)
1-2 ACCUM
38b
D-4
RELEASE
RELEASE
SLOT IN GASKET
4TH
22c 22b
APPLY
APPLY
OFF
MOD
TCC SIG
N.O.
22d
18
CONV
CL
3RD CL
2ND CL
LUBE PIPE (126)
17
4TH CL
C.C. SOL. EX
2-3 ACCUM
1-2 ACCUM
10h
R LINE
SERVO APPLY
3RD 3RD 2ND
10g
16 25b
MOD
D 2N
3-4 ACCUM
SEC 1-2 ACCUM
PWM MOD
10e
MOD
MAN 2-1 SERVO FD
3RD
PWM SOL
4a 22a
CHANNEL PLATE (400)
LINE
2-3 SHIFT

3-2 DOWN
#8
43c
44b 44c 44d 44a
LINE
LINE
2g
LUBE COOLER
AIR BLEED
3RD
D-3 D-4
3RD B SOL OFF
PUMP BODY (202)
A SOL
N.O. EX
3RD
ON
D-2
D-3 D-3
42a 42b
4TH CL
1-2 SHIFT
3-4 SHIFT
4-3 DOWN
D-4 D-4
3RD
REV
D-4
4TH CL
4TH
3RD CL
REV EX
D-2
D-3
LINE
LINE
ON
B SOL B SOL
EX
12D DN R
LO-1ST 3RD CL
EX
MANUAL VALVE

EX
PRN PRN
DECREASE
DECREASE
THERMO ELEMENT
47c
#9
30c
30d
7a
SPACER PLATE (370)
10
11
12
49d
11c
30f
3a
2c
2f
45b
47b
18f
20b
LO
#7
#5
#6
20a 19e
PRN
32b
18h
30e
16a
46c
32a
46d
48b
19c
48c
GASKET (369)
46f
6a
#3
REVERSE
19d
5b
2d
2e
EX
20c
D-4
18a
D-4
LUBE COOLER
EX
LINE
LINE REV SERVO
LINE
LUBE
LUBE
LUBE
COOLER
LUBE
REV SERVO
INPUT CL
INPUT CL
COOLER
NEUTRAL
Engine Running
When the gear selector lever is moved to the Neutral (N) position, the manual valve blocks PRN fluid and prevents it from entering the reverse fluid passage. It also opens up an exhaust port allowing reverse fluid to exhaust. Manual Valve (404): Allows reverse fluid to exhaust when spring force strokes the reverse servo piston (44). Reverse servo fluid from the reverse servo assembly is routed through its circuit to the #5 checkball (372). #5 Checkball (372): Located in the valve body (300), is forced off its seat by reverse servo fluid allowing it to exhaust through the ball seat. Reverse fluid is then routed to the manual valve (404) where it exhausts.
SUMMARY:
Solenoid state is: solenoid A is ON and solenoid B is ON. The input clutch is applied, holding the input sprag clutch but it is not effective. The parking lock pawl is disengaged and the vehicle is allowed to roll freely.
SHIFT SOL "A" ON
SHIFT SOL "B" ON
4TH CLUTCH
REVERSE BAND
2ND CLUTCH
3RD CLUTCH
3RD SPRAG CLUTCH
INPUT CLUTCH *
INPUT SPRAG CLUTCH *
2/1 BAND
FORWARD BAND
80A
NEUTRAL
Engine Running
PASSAGES
COMPONENTS (
(28) (29) (37) (38) (124) (125) (126) (219) (372) (373) (374A) (374B) (382) (411) (412)
80B
NEUTRAL
(Engine Running)
#5 47
48
#6 49 19 47 20 2
18
18
2
3 45 46
46
50 10 50 49 46
49
49
49 17
18 50 20
49
2 17 29 11 46 30
45
45 2 38 17 2 2 30
(219)
2 17 30 38 2 50 2 2 45 50
49
18
26
18
5 49 2
#7
2 50 43 4 44 #8
7 29 43 42 21 7 6 30
38
50
17
2 45 2 50 30
50
38
38
17 50 50
38
49
5 11 34 10
49 2 11 10 34 2
6 18
18 30 49 30 42
49
49
#10 #9 32
29
43
44
49
50
50 50
50 20 49 49 44 22 22 18 22 24 23 28
25 32 10 25 18
49 8
50
13 14 26
29
10 9
50
1 26 2 12 11 2
1 26 49 49 23
9 13
11
10 24 32
20
50 10
24 18 26 28 15 20
OPT. 49 12 10 11
12
50
50
12 1 2
34 14
13
15 15/13
34 50

THERMAL ELEMENT

48 47 4 48 48 4 7 43 29 44 44 44 33 25 22 18 25 10 32 26 26 25 32 10 24 24 28 24 20 18 26 20 1 14/13 13 15 34 34 34 43 6 42 38 40 38 49 6 18 49 30 32 10 42 30 30 10 16 53/9 10 9 13 14 26 9 12 11 10 49 11 12 18 26 11 26 10 10 34 49 8 8 10 2 8 8 46 18 18 19 19
19 19

#3 3 49 2 19 18
43 42
47 47 4 47 48 19 2 7 29 44 43 44 32 25 22 44 22 22 23 23 24 22 10 24 24 10 18
18 19 18
19
18 2 2 20 11 18
3 45 46 26 30 46 18 11 45 46 5 2 46 10
29 46
43
43 6 42 38 38 38 6
49 18
11 34
26 10 10 34 10 2 2 8 49 8 8
18 49
42 30 30 18 30 2 10 10 13 26 28 18 26 20 1 20 14 9 30
19 2 2 2 18
3 45 46 26 30 46 18 11 46 46 5
32a/30c
30b
3
14 26 9 10 49 15/13 12 11

19
32b/30d
27
22
25
25 32 32
18d 22b
16
25c
10h
17
23
9b 13c
15
28
13 15
34 34
34
23a 24b
28c
26g/28b 26f/28a
SPACER PLATE (370)
(37) (38)
51 2 3 48 42 10 2 7 (411)

(412) 49
10 49
(411) 49
49 49
10
10
2 50 7
49 49 49 40
50
33 40
40 25 28
49 53 49 1
28 24
50 52 13 13 15
49
13
28 1
20
16
32
16
23
24
50 16 52
(411)
16 (29) 16 20 44 32 28 24 23 1
(29)
CASE (3) (Bottom)
24 23 23 28 44 16
16 52 15
(28)
Figure 78
FOLDOUT 81
44
20
44 32
28
23
11
22d 23b 18
10g 22c 24c 24a
10m
24
32c
26 25
32e
33
26e
18n
32
26h
20b
1 13b/14a
20c
42
3 48
52
40 40 33 7
18e 25b
2a/16a
14b
28
10k
26d 9a 12a 49b 11e
8d
30
44 22 22 23 23 22
18
SLOT IN GASKET
8 26 12 11 49 34 34 15
14 9 53
12b 11d
13 50 13
14/13

FORWARD SERVO BORE
#1
20 50 50 50 (128) 50
50
(126) 16
(130) 50 44
32
16
20
1 33
1 24
16
23 23
44
50
23 24 28 32 44 20
23 24
28 24 23 28
24
28
32
44 20 16
44
16 44 20 44 32 28 24 32 (126) 16 16 44 16
10
25a
30e
10c
45
46 10 5
48
10 5 46
46 18
18 11 46 29
2 19
47 4
(411)
29
26
7 43 29 46 50 7 50

50 2 (411) 49 8 50 10 49 34 10 18 14
30
50
49 6
42 40 38 44
44
18 10 30 30 16 42
46 33 #4
49 18 18 25 40 22
25
8c
44
32 10 26
18 16
28
18 20 26 1 15
32
24 28
22 23 24
44
(411) #2
32

(124) (125) 20 44 (125) 44 20 (124) 44 20

INPUT CL 3RD CL/LO-1ST LUBE 2ND CL 3RD CL/LO-1ST

RELEASE
APPLY 3RD CL
LUBE
3RD CL/LO-1ST
5a
LO-1ST
3RD CL
2ND CL
4TH CL
11b
6b
20a 19e
3a
18g
46e
48a
29a
29b
45a
19b
47a
14b
11a
19a
18k
2a
CONV FD
47c
D-4 18f
#9 GASKET (371) CONTROL VALVE BODY (300)
30d
7a
SPACER PLATE (370)
10
11
12
49d
11c
30f
2c
2f
LO-1ST
LINE 2b
45b
A SOL
30c
CONV FD
LINE
PRN
47b
LINE
D-4
20b
LO
#7
#5
#6
PRN
32b
18h
30e
16a
46c
48b
19c
48c
GASKET (369)
46f
32a
46d
6a
#3
REVERSE
19d
2d
5b
2e
LINE
LO
REV SRVO
D SRV AP
EX
REV
D-4
FWD BST
REV BST
LO
REV
PRESS REG
EX
B SOL
EX N.O.
32d 46a 46b 32c 32e
33a
EX
LO
EX
INPUT CL
D-4
4TH

MOD LINE
3RD IN CL FD
SERVO APPLY
D-2
2ND CL
B SOL OFF
B SOL OFF
MOD
CONV FD
3RD
B SOL
DECREASE
3RD
RELEASE
APPLY
EX
A SOL 2ND
4TH/4TH CL
D-3 D-2
EX
D-4
LINE
LINE
EX
B SOL OFF D-4
43a
D-2

3-4 ACCUM 4TH CL
EX
EX B SOL OFF 3RD

3RD CL
LINE SOL B OFF
14
3-4 ACCUM
PWM FEED
4a 22a 10e
PWM FEED
MOD
3RD
2ND
LINE
MOD
EX
SUCTION
2-3 AC
2-3 AC
EX
EX
MOD
D-4
D-4
EX
APPLY CONV FD LINE

34d 12a REG
2-3 ACCUM
MOD
MOD
LINE
D-4
26b 34a
8b
11d
2k
10m
26g
26h
18e
18n
18d
10a
12b
9b
23b
#1
13b
38d
24c
10k
40b
8a
#10
40a
33
32
31
30
28
27
26
25
24
23
22
21
20
19
26f
GASKET (369)
COOLER
MOD
EX
EX
EX
2-3 ACC
2ND CL LINE
EX
EX
MOD
PRESSURES
AIR BLEED

MOD
LINE
82
Figure 79
EX
MOD
COOLER
BOTTOM PAN (24)
EX
34
SLOT IN GASKET
1-2 ACCUM
D-4
D-4 2-3 ACCUM
MAN 2-1 SERVO FD
2ND CL
CASE (3)
MOD
2ND 2ND
4TH CL MOD MOD

RELEASE
3RD CL MAN 2-1 SERVO FD 1-2 ACCUM 2ND CL SERVO APPLY COOLER
LUBE COOLER
18m
49a
34b
49b
26d
30a
34e
10b
28c
24b
38a
30b
11e
26a
26e
13a
15a
24a
23a
26c
13c
10c
34c
49c
9a
8c
#2
8d
LUBE
28b
28a
14a
2h
38c
GASKET (371)
SPACER PLATE (370)
1-2 ACCUM
38b
D-4
RELEASE
RELEASE
SLOT IN GASKET
4TH
22c 22b

APPLY
APPLY
OFF
MOD
22d
18
TCC SIG
N.O.
CONV
CL
3RD CL
2ND CL
LUBE PIPE (126)
17
4TH CL
C.C. SOL. EX
2-3 ACCUM
1-2 ACCUM
10h
R LINE
SERVO APPLY
PRIMARY TRIM
3RD 3RD 2ND
LINE CONV FEED
EX
MOD
16 25b
10g
CONV CL
REG
LINE
25c
225a
EX
10f 15
D-4
EX
D 2N
3-4 ACCUM
SEC 1-2 ACCUM
PWM MOD

MOD
MAN 2-1 SERVO FD
3RD
PWM SOL
CHANNEL PLATE (400)
LINE
2-3 SHIFT

3-2 DOWN
#8
43c
44b 44c 44d 44a
LINE
LINE
2g
LUBE COOLER
AIR BLEED
3RD
D-3
3RD B SOL OFF
D-4
ON
43b

D-2
D-3 D-3
42a 42b
4TH CL
N.O. EX
1-2 SHIFT

18c
PUMP BODY (202)
A SOL
LO-1ST A
EX
D-4
4TH CL
LO
4TH
3RD CL D-4 D-4
D-3
PRN
18b
PRN REV
REV EX
4TH
4TH
3-4 SHIFT
LINE
LINE
ON
LO-1ST 3RD CL
EX
MANUAL VALVE

LINE
13
#4
4b
4-3 DOWN
B SOL B SOL
EX
12D DN R
EX
18a
DECREASE
DECREASE
THERMO ELEMENT
EX
20c
D-4
D-4
LUBE COOLER
LINE
LINE REV SERVO
LINE
EX
LUBE
LUBE
COOLER
EX
LUBE
REV SERVO
INPUT CL

INPUT CL
COOLER

When the gear selector lever is moved to Overdrive Range [D], the manual valve (404) moves and allows line pressure to fill the D-4 circuit. At the same time, PRN fluid exhausts at the valve. Manual Valve (404): Allows line pressure to fill the D-4 circuit and exhausts PRN fluid at the valve. D-4 fluid is routed to the #6 checkball (373); forward servo boost valve (367); 1-2 shift valve (318); 2-3 accumulator valve (343); 2-3 shift valve (357); (primary) 1-2 accumulator valve (341); and, 3-4 accumulator valve (350). #6 Checkball (372): Located in the valve body (300), blocks the forward servo apply passage forcing D-4 fluid to the forward servo boost valve (367); the forward servo feed orifice and thermo element on the spacer plate (370). When the transaxle fluid is not at normal operating temperatures, the thermo element is open allowing D-4 fluid to enter the servo apply passage. D-4 fluid also feeds through the forward servo feed orifice into the servo apply passage to the forward servo assembly (15-22). Servo apply fluid strokes the forward servo assembly (15-22) to apply the forward band (688). Forward Servo Boost Valve (367): Opens under high line pressure allowing D-4 fluid to by-pass the feed orifice and thermo element to enter the servo apply passage. This provides for a quick fill of the servo passage and quick apply of the forward band assembly (690) to prevent slippage during abusive shifts from Park of Neutral to Drive. 1-2 Shift Valve (318): Held against spring pressure by solenoid A pressure, D-4 fluid feeds around the valve to the 2-3 accumulator valve (343). 2-3 Accumulator Valve (343): D-4 fluid is regulated in proportion to modulator pressure and feeds into the 2-3 accumulator passage. 2-3 accumulator fluid is then routed to the 2-3 accumulator assembly. Solenoid "B" OFF fluid is also used as a trim pressure during 2-3, 4-2 and 3-2 maneuvers. 2-3 Shift Valve (357): D-4 fluid is routed to the valve and directs it into the auxiliary input clutch feed passage. Auxiliary input clutch feed fluid is then directed to the 2-3 accumulator valve (343) and the 4-3 manual downshift valve (360). 1-2 Accumulator Valve (341): D-4 fluid is regulated in proportion to modulator pressure and feeds into the primary trim fluid passage. Primary trim fluid is then routed to the (secondary) 1-2 accumulator valve (347). (Secondary) 1-2 accumulator Valve (347): Regulates primary trim fluid into 1-2 accumulator fluid (in proportion to modulator pressure) and sends it to the 1-2 accumulator assembly. 3-4 Accumulator Valve (350): D-4 fluid is regulated in proportion to modulator pressure and feeds into the 3-4 accumulator passage. 3-4 accumulator fluid is then routed to the 3-4 accumulator assembly.
SUMMARY:
Solenoid state is: solenoid A is ON and solenoid B is ON. The input clutch is applied, holding the input sprag clutch and driving the input sun gear. The forward band is applied and holding the 1-2 support roller clutch which transfers torque from the gear sets to the final drive assembly.
SHIFT SOL "A" ON
SHIFT SOL "B" ON
4TH CLUTCH
REVERSE BAND
2ND CLUTCH
3RD CLUTCH
3RD SPRAG CLUTCH
INPUT CLUTCH
INPUT SPRAG CLUTCH
2/1 BAND
1/2 SUPPORT ROLLER CLUTCH HOLDING
FORWARD BAND APPLIED
APPLIED HOLDING
82A

PASSAGES
COMPONENTS (
(28) (29) (37) (38) (124) (125) (126) (219) (372) (373) (374A) (374B) (382) (411) (412)
82B

#5 47
48
#6 49 19 47 20 2
18
18
2
3 45 46
46
50 10 50 49 46
49
49
49 17
18 50 20
49
2 17 29 11 46 30
45
45 2 38 17 2 2 30
(219)
2 17 30 38 2 50 2 2 45 50
49
18
26
18
5 49 2
#7
2 50 43 4 44 #8
7 29 43 42 21 7 6 30
38
50
17
2 45 2 50 30
50
38
38
17 50 50
38
49
5 11 34 10
49 2 11 10 34 2
6 18
18 30 49 30 42
49
49
#10 #9 32
29
43
44
49
50
50 50
50 20 49 49 44 22 22 18 22 24 23 28
25 32 10 25 18
49 8
50
13 14 26
29
10 9
50
1 26 2 12 11 2
1 26 49 49 23
9 13
11
10 24 32
20
50 10
24 18 26 28 15 20
OPT. 49 12 10 11
12
50
50
12 1 2
34 14
13
15 15/13
34 50

THERMAL ELEMENT

48 47 4 48 48 4 7 43 29 44 44 44 33 25 22 18 25 10 32 26 26 25 32 10 24 24 28 24 20 18 26 20 1 14/13 13 15 34 34 34 43 6 42 38 40 38 49 6 18 49 30 32 10 42 30 30 10 16 53/9 10 9 13 14 26 9 12 11 10 49 11 12 18 26 11 26 10 10 34 49 8 8 10 2 8 8 46 18 18 19 19
19 19

#3 3 49 2 19 18
43 42
47 47 4 47 48 19 2 7 29 44 43 44 32 25 22 44 22 22 23 23 24 22 10 24 24 10 18
18 19 18
19
18 2 2 20 11 18
3 45 46 26 30 46 18 11 45 46 5 2 46 10
29 46
43
43 6 42 38 38 38 6
49 18
11 34
26 10 10 34 10 2 2 8 49 8 8
18 49
42 30 30 18 30 2 10 10 13 26 28 18 26 20 1 20 14 9 30
19 2 2 2 18
3 45 46 26 30 46 18 11 46 46 5
32a/30c
30b
3
14 26 9 10 49 15/13 12 11

19
32b/30d
27
22
25
25 32 32
18d 22b
16
25c
10h
17
23
9b 13c
15
28
13 15
34 34
34
23a 24b
28c
26g/28b 26f/28a
SPACER PLATE (370)
(37) (38)
51 2 3 48 42 10 2 7 (411)

(412) 49
10 49
(411) 49
49 49
10
10
2 50 7
49 49 49 40
50
33 40
40 25 28
49 53 49 1
28 24
50 52 13 13 15
49
13
28 1
20
16
32
16
23
24
50 16 52
(411)
16

(29)
CASE (3) (Bottom)
24 23 23 28 44 16
(29) 16
16 1 52 15 (28)
20 44 32
28 24 23
Figure 80
FOLDOUT 83
44
20
44 32
28
23
11
22d 23b 18
10g 22c 24c 24a
10m
24
32c
26 25
32e
33
26e
18n
32
26h
20b
1 13b/14a
20c
42
3 48
52
40 40 33 7
18e 25b
2a/16a
14b
28
10k
26d 9a 12a 49b 11e
8d
30
44 22 22 23 23 22
18
SLOT IN GASKET
8 26 12 11 49 34 34 15
14 9 53
12b 11d
13 50 13
14/13

FORWARD SERVO BORE
#1
20 50 50 50 (128) 50
50
(126) 16
(130) 50 44
32
16
20
1 33
1 24
16
23

44
50
23
23 24 28 32 44 20
23
28 24 23 28
24
24
28
32
44
44 20 16
16 44 20 44 32 28 24 32 16 44 16
10
25a
30e
10c
45
46 10 5
48
10 5 46
46 18
18 11 46 29
2 19
47 4
(411)
29
26
7 43 29 46 50 7 50

50 2 (411) 49 8 50 10 49 34 10 18 14
30
50
49 6
42 40 38 44
44
18 10 30 30 16 42
46 33 #4
49 18 18 25 40 22
25
8c
44
32 10 26
18 16
28
18 20 26 1 15
32
24 28
22 23 24
44
(411) #2
32

(124) (125)
20
44 (126) 16 (125)
44 20 (124)
44 20

INPUT CL 3RD CL/LO-1ST LUBE 2ND CL

3RD CL/LO-1ST
RELEASE
APPLY 3RD CL
LUBE
3RD CL/LO-1ST
5a
LO-1ST
3RD CL
2ND CL
4TH CL
11b
6b
20a 19e
18g
46e
48a
29a
29b
45a
19b
47a
14b
11a
19a
18k
2a
CONV FD
47c
LO-1ST
LINE 2b
A SOL
CONV FD
LINE
PRN
LINE
D-4
D-4 18f
#9
30c
30d
SPACER PLATE (370)
49d
11c
30f
3a
10
11
12
45b
47b
7a
2c
2f
20b
LO
#7
#5
#6
PRN
32b
18h
30e
16a
46c
48b
19c
48c
GASKET (369)
46f
32a
46d
6a
#3
REVERSE
19d
2d
5b
2e
LINE
LO
REV SRVO
D SRV AP
EX
REV
D-4
FWD BST
REV BST
LO
REV
PRESS REG
EX
B SOL
EX N.O.
32d 46a 46b 32c 32e
33a
EX
LO
EX
INPUT CL
D-4
4TH

MOD LINE
3RD IN CL FD
SERVO APPLY
D-2
2ND CL
B SOL OFF
B SOL OFF
MOD
CONV FD
3RD
B SOL
DECREASE
RELEASE
3RD
APPLY
EX
EX
D-4
LINE
LINE
EX
B SOL OFF D-4
D-2 #8

43a 43c 44b
D-2

3-4 ACCUM 4TH CL
LINE
2-3 SHIFT

3-2 DOWN
44c 44d
14
LINE
EX
EX B SOL OFF 3RD

B OFF
3RD CL
LINE SOL B OFF
3-4 ACCUM
B SOL MAN 2-1 SERVO FD LINE

44a 2g 22a 10e

PWM FEED
4a
PWM FEED
MOD
2ND
3RD
LINE
MOD
EX
CONV CL

REG
LINE
25c

225a
SUCTION
PRIMARY TRIM
2-3 AC
2-3 AC
EX
EX
MOD
MOD
D-4
D-4
EX
CONV FD
22b
LINE
2-3 ACCUM
MOD
MOD
LINE
D-4
12a REG
26d
26b 34a
8b
11d
2k
10m
26g
26h
18e
18n
18d
10a
12b
9b
23b
#1
13b
38d
24c
10k
40b
8a
#10
40a
33
32
31
30
28
27
26
25
24
23
22
21
20
19
GASKET (369)
26f
COOLER
MOD
EX
EX
EX
LINE
EX
EX
MOD
PRESSURES
AIR BLEED

MOD
LINE
84
Figure 81
EX
MOD
COOLER
BOTTOM PAN (24)
EX
34
2-3 ACC
2-3 ACCUM
MAN 2-1 SERVO FD
2ND CL
2ND CL
SLOT IN GASKET
D-4
D-4
1-2 ACCUM
CASE (3)
MOD
2ND 2ND
RELEASE
4TH CL
MOD MOD
LUBE COOLER
18m
49a
34b
49b
30a
10b
28c
24b
30b
11e
34e
38a
26a
26e
13a
15a
24a
23a
26c
13c
10c
34c
49c
9a
8c
#2
8d

LUBE
28b
14a
38c
28a
2h
GASKET (371)
SPACER PLATE (370)
1-2 ACCUM
38b
34d
D-4
APPLY
RELEASE
RELEASE
SLOT IN GASKET
4TH
22c
APPLY
APPLY
OFF
22d
18
TCC SIG
N.O.
CONV
CL
3RD CL
2ND CL
LUBE PIPE (126)
17
4TH CL
C.C. SOL. EX
2-3 ACCUM
1-2 ACCUM
10h
R LINE
SERVO APPLY
3RD 3RD 2ND
LINE CONV FEED
EX
MOD
10g 16 25b
EX
10f 15
D-4
EX
D 2N
3-4 ACCUM
SEC 1-2 ACCUM
PWM MOD

MOD
MAN 2-1 SERVO FD
3RD
PWM SOL
CHANNEL PLATE (400)
LUBE COOLER
3RD B SOL OFF
AIR BLEED
3RD
2ND
A SOL
4TH/4TH CL
D-3
D-3 D-4
OFF

43b

D-2
D-3 D-3
42a 42b
4TH CL
N.O. EX
1-2 SHIFT

18c
PUMP BODY (202)
A SOL
LO-1ST A
EX
D-4
4TH CL
LO
4TH
3RD CL D-4 D-4
D-3
PRN PRN REV
18b
REV EX
4TH
4TH
3-4 SHIFT
LINE
LINE
ON
LO-1ST 3RD CL
EX
MANUAL VALVE
EX
LINE
13
#4
4b
4-3 DOWN
B SOL B SOL
EX
12D DN R
18a
DECREASE
DECREASE
THERMO ELEMENT
EX
20c
D-4
D-4
LUBE COOLER
LINE
LINE REV SERVO

EX
LINE
LUBE
LUBE
COOLER
EX
LUBE
REV SERVO
INPUT CL

INPUT CL
COOLER

When the PCM receives the appropriate input signals, it turns solenoid A OFF by removing its ground. With the solenoid operating in this state, solenoid A fluid exhausts allowing the 1-2 shift valve (318) to move from spring force at the end of the valve. Solenoid A (315): Operating in the OFF mode, exhausts solenoid A fluid allowing spring force to move the 1-2 shift valve (318). 1-2 Shift Valve (318): When shifted, allows D-4 fluid to enter the 2nd fluid passage and routes 2nd fluid to the #2 checkball (372). #2 Checkball (372): Located in the channel plate (400), 2nd fluid seats the checkball against the 2nd clutch passage forcing 2nd fluid through two orifices and into the 2nd clutch fluid passage. 2nd clutch fluid is then routed to the 2nd clutch and applies the clutch while stroking the 1-2 accumulator piston (136). 1-2 Accumulator Piston (136): Moved by 2nd clutch fluid pressure against spring force and 1-2 accumulator fluid pressure. 1-2 accumulator fluid is then routed to the (secondary) 1-2 accumulator valve (347). (Secondary) 1-2 Accumulator Valve (347): Regulates the exhaust rate of the 1-2 accumulator fluid to cushion the apply of the 2nd clutch.
SUMMARY:
Solenoid state is: solenoid A is OFF and solenoid B is ON. The input clutch is applied, however the input sprag clutch overrunning. The forward band is applied and holding the 1-2 support roller clutch. The 2nd clutch is also applied, transmitting power to the gear sets.
SHIFT SOL "A" OFF
SHIFT SOL "B" ON
4TH CLUTCH
REVERSE BAND
2ND CLUTCH APPLIED
3RD CLUTCH
3RD SPRAG CLUTCH
INPUT CLUTCH *
INPUT SPRAG CLUTCH OVERRUN
2/1 BAND
84A

PASSAGES
COMPONENTS (
(28) (29) (37) (38) (124) (125) (126) (219) (372) (373) (374A) (374B) (382) (411) (412)
84B

#5 47
48
#6 49 19 47 20 2
18
18
2
3 45 46
46
50 10 50 49 46
49
49
49 17
18 50 20
49
2 17 29 11 46 30
45
45 2 38 17 2 2 30
(219)
2 17 30 38 2 50 2 2 45 50
49
18
26
18
5 49 2
#7
2 50 43 4 44 #8
7 29 43 42 21 7 6 30
38
50
17
2 45 2 50 30
50
38
38
17 50 50
38
49
5 11 34 10
49 2 11 10 34 2
6 18
18 30 49 30 42
49
49
#10 #9 32
29
43
44
49
50
50 50
50 20 49 49 44 22 22 18 22 24 23 28
25 32 10 25 18
49 8
50
13 14 26
29
10 9
50
1 26 2 12 11 2
1 26 49 49 23
9 13
11
10 24 32
20
50 10
24 18 26 28 15 20
OPT. 49 12 10 11
12
50
50
12 1 2
34 14
13
15 15/13
34 50

THERMAL ELEMENT

48 47 4 48 48 4 7 43 29 44 44 44 33 25 22 18 25 10 32 26 26 25 32 10 24 24 28 24 20 18 26 20 1 14/13 13 15 34 34 34 43 6 42 38 40 38 49 6 18 49 30 32 10 42 30 30 10 16 53/9 10 9 13 14 26 9 12 11 10 49 11 12 18 26 11 26 10 10 34 49 8 8 10 2 8 8 46 18 18 19 19
19 19

#3 3 49 2 19 18
43 42
47 47 4 47 48 19 2 7 29 44 43 44 32 25 22 44 22 22 23 23 24 22 10 24 24 10 18
18 19 18
19
18 2 2 20 11 18
3 45 46 26 30 46 18 11 45 46 5 2 46 10
29 46
43
43 6 42 38 38 38 6
49 18
11 34
26 10 10 34 10 2 2 8 49 8 8
18 49
42 30 30 18 30 2 10 10 13 26 28 18 26 20 1 20 14 9 30
19 2 2 2 18
3 45 46 26 30 46 18 11 46 46 5
32a/30c
30b
3
14 26 9 10 49 15/13 12 11

19
32b/30d
27
22
25
25 32 32
18d 22b
16
25c
10h
17
23
9b 13c
15
28
13 15
34 34
34
23a 24b
28c
26g/28b 26f/28a
SPACER PLATE (370)
(37) (38)
51 2 3 48 42 10 2 7 (411)

(412) 49
10 49
(411) 49
49 49
10
10
2 50 7
49 49 49 40
50
33 33 40 40 25 28 1
28 24
49 53 49 13
13
23
24
23
50 52 13 15
49
40
24 28 32 44
24
40 28 1 44 20 28 32
24

24
33 16
28
32
44
44 20 16
32
16
23
50 16 52
(411)
16

(29)
CASE (3) (Bottom)
24 23 23 28 44 16
(29) 16
16 1 52 15 (28)
20 44 32
28 24 23
Figure 82
FOLDOUT 85
44
20
23
20
11
22d 23b 18
10g 22c 24c 24a
10m
24
32c
26 25
32e
33
26e
18n
32
26h
20b
1 13b/14a
20c
42
3 48
52
18e 25b
2a/16a
14b
28
10k
26d 9a 12a 49b 11e
8d
30
44 22 22 23 23 22
18
SLOT IN GASKET
8 26 12 11 49 34 34 15
14 9 53
12b 11d
13 50 13
14/13

FORWARD SERVO BORE
#1
20 50 50 50 (128) 50
50
(126) 16
(130) 50 44
32
16
20
16
23 23
44
50
28 24 23 28
16 44 20 44 32 28 24 32 16 44 16
10
25a
30e
10c
45
46 10 5
48
10 5 46
46 18
18 11 46 29
2 19
47 4
(411)
29
26
7 43 29 46 50 7 50

50 2 (411) 49 8 50 10 49 34 10 18 14
30
50
49 6
42 40 38 44
44
18 10 30 30 16 42
46 33 #4
49 18 18 25 40 22
25
8c
44
32 10 26
18 16 28
18 20 26 1 15
32
24 28
22 23 24
44
(411) #2
32

(124) (125)
20
44 (126) 16 (125)
44 20 (124)
44 20


INPUT CL

COOLER
2ND CL
3RD CL/LO-1ST LUBE
EX
RELEASE
APPLY 3RD CL
LUBE
3RD CL/LO-1ST
5a
6a
LO-1ST
3RD CL
2ND CL
4TH CL
11b
29a
18g
46e
48a
29b
45a
19b
47a
14b
11a
19a
18k
2a
CONV FD
47c
30c
LO-1ST
LINE 2b
A SOL
CONV FD
LINE
PRN
LINE
D-4
D-4 18f
45b
47b
#9
30d
SPACER PLATE (370)
49d
11c
30f
3a
6b
10
11
12
7a
2c
2f
20b 20c
LO
#7
#5
#6
20a 19e
PRN
32b
18h
30e
16a
46c
32a
46d
48b
19c
48c
GASKET (369)
46f
#3
REVERSE
19d
2d
5b
2e
LINE
LO
REV SRVO
D SRV AP
EX
REV
D-4
FWD BST
REV BST
LO

EX
B SOL
INPUT
REV
PRESS REG
LINE 4TH
32d 46a 46b 32c

32e
33a
EX
LO
EX
D-4
CL
MOD LINE
LINE
3RD IN CL FD
SERVO APPLY
D-2
2ND CL
B SOL OFF
B SOL OFF
MOD
CONV FD
3RD
SOL
DECREASE
RELEASE
3RD
APPLY
EX
OFF
A
4TH/4TH CL
43b

D-2

EX
D-4
LINE
LINE
EX
B SOL OFF
D-2
43a
D-2

3-4 ACCUM 4TH CL
D-4
EX
3RD CL
LINE
14
3-4 ACCUM
4a 22a 10e
PWM FEED
MOD
2ND
3RD
LINE
MOD
EX
CONV CL

REG
LINE
25c

225a
SUCTION
PRIMARY TRIM
2-3 AC
2-3 AC
EX
EX
MOD
MOD
22d
18
TCC SIG

N.O.
CONV
EX
CL
3RD CL
2ND CL
D-4
D-4
APPLY CONV FD LINE
2-3 ACCUM
MOD
26b 34a
MOD
LINE
D-4
12a REG
26d
28b
28a
14a
38c
8b
11d
2k
40a
33
32
31
30 12b
28 9b
27 10m
26
25
24
23
22
21
26g
26h
18e
18n
10a
23b
#1
13b
18d
38d
24c
10k
40b
8a
#10
20
19
26f
GASKET (369)
COOLER
MOD
EX
EX
EX
LINE
EX
EX
MOD
PRESSURES
AIR BLEED

MOD
LINE
86
Figure 83
EX
MOD
COOLER
BOTTOM PAN (24)
EX
34
2ND CL
2ND CL
2-3 ACC
2-3 ACCUM
MAN 2-1 SERVO FD
SLOT IN GASKET
1-2 ACCUM D-4 D-4
CASE (3)

MOD
2ND 2ND
4TH CL MOD MOD

RELEASE
LUBE COOLER
30a
18m
49a
34b
49b
34e
10b
28c
24b
38a
30b
11e
26a
26e
13a
34c
15a
24a
23a
26c
13c
49c
10c
9a
8c
#2
8d
2h
LUBE
GASKET (371)
SPACER PLATE (370)
1-2 ACCUM
38b
34d
D-4
RELEASE
RELEASE
SLOT IN GASKET
4TH
22c 22b
APPLY
APPLY
OFF
LUBE PIPE (126)
17
4TH CL
C.C. SOL. EX
2-3 ACCUM

1-2 ACCUM
10h
R LINE
SERVO APPLY
3RD 3RD 2ND
LINE CONV FEED
EX
MOD
16 25b
10g
EX
10f 15
D-4
EX
D 2N
3-4 ACCUM
SEC 1-2 ACCUM
PWM MOD

MOD
MAN 2-1 SERVO FD
3RD
PWM SOL
SOL B OFF
CHANNEL PLATE (400)

EX

LINE
2-3 SHIFT

3-2 DOWN
#8

43c
44b 44c 44d 44a
LINE
B OFF

2g
LUBE COOLER
3RD B SOL OFF
AIR BLEED
3RD
2ND
D-4
A SOL
42a 42b
D-3
D-3
D-3 D-3
4TH CL
N.O. EX
1-2 SHIFT

18c
PUMP BODY (202)
A SOL
LO-1ST A
EX
D-4
18b
4TH CL
LO
4TH
3RD CL D-4 D-4
D-3
PRN PRN REV
REV EX
3-4 SHIFT
4-3 DOWN
4TH
OFF
N.O. EX
4TH

LO-1ST 3RD CL
EX
MANUAL VALVE
EX
LINE
13
#4
4b
B SOL B SOL
EX
12D DN R
18a
DECREASE
DECREASE
THERMO ELEMENT
EX
D-4
D-4
LUBE COOLER
LINE
LINE REV SERVO
LINE
EX
LUBE

LUBE
COOLER
LUBE
REV SERVO
INPUT CL

When the PCM receives the appropriate input signals, it turns solenoid B OFF by removing its ground. With the solenoid operating in this state, solenoid B fluid exhausts from the spring side of the 3-2 manual downshift valve (356). Line pressure at the 2-3 shift valve (357) forces the valve to upshift and the input clutch releases. Solenoid B (315): Operating in the OFF mode, exhausts solenoid B fluid from the 4-3 manual downshift valve (360) and the 3-2 manual downshift valve (356). 3-2 Manual Downshift Valve (356): When shifted against spring force by the 2-3 shift valve (357) it allows line pressure to pass through the valve and enter the solenoid B off fluid circuit. Solenoid B off fluid is then directed to the 1-2 shift valve (318) to assist in holding the valve in the downshifted position. 2-3 Shift Valve (357): When upshifted, it allows D-4 fluid to enter the 3rd fluid circuit. 3rd fluid is then directed to: the 3-4 shift valve (362) where it stops; and, into the TCC signal passage to the TCC solenoid (315) where it exhausts. 3rd fluid is also routed to the #9 checkball (372) and seats the checkball against the 3rd clutch fluid passage. #9 Checkball (372): Located in the valve body (300), it forces 3rd fluid through an orifice into the 3rd clutch fluid passage to the #4 checkball (372) and to the 2-3 accumulator piston (136). #4 Checkball (372): Located in the channel plate (400), it directs 3rd clutch fluid into the 3rd clutch/lo-1st fluid circuit to apply the 3rd clutch. 2-3 Accumulator Piston (136): Moved by 3rd clutch fluid pressure against spring force and 2-3 accumulator fluid pressure. 2-3 accumulator fluid is then routed to the 2-3 accumulator valve (343). 2-3 Accumulator Valve (343): Uses line pressure to regulate the exhaust rate of 2-3 accumulator fluid in order to cushion the apply of the 3rd clutch. #3 Checkball (372): Seats against the PRN fluid passage directing input clutch fluid from the input clutch through the 3-4 shift valve (362) and into the input clutch feed passage. Input clutch feed is then directed to the 2-3 shift valve (357). 2-3 Shift Valve (357): Input clutch feed fluid passes through the upshifted valve and into the D-3 fluid passage. D-3 fluid is then routed to the manual valve (404) where it exhausts.
SUMMARY:
Solenoid state is: solenoid A is OFF and solenoid B is OFF. The input clutch releases as the 3rd clutch applies and holds the 3rd sprag clutch. The 2nd clutch is applied providing power to the input carrier assembly (672). The forward band is applied but the 1/2 support roller clutch is overrunning. The hydraulic system is prepared to apply the torque converter clutch.
SHIFT SOL "A" OFF
SHIFT SOL "B" OFF
4TH CLUTCH
REVERSE BAND
2ND CLUTCH APPLIED
3RD CLUTCH
3RD SPRAG CLUTCH
INPUT CLUTCH
INPUT SPRAG CLUTCH
2/1 BAND
FORWARD BAND
APPLIED HOLDING
OVERRUN APPLIED
86A

PASSAGES
COMPONENTS (
(28) (29) (37) (38) (124) (125) (126) (219) (372) (373) (374A) (374B) (382) (411) (412)
86B

#5 47
48
#6 49 19 47 20 2
18
18
2
3 45 46
46
50 10 50 49 46
49
49
49 17
18 50 20
49
2 17 29 11 46 30
45
45 2 38 17 2 2 30
(219)
2 17 30 38 2 50 2 2 45 50
49
18
26
18
5 49 2
#7
2 50 43 4 44 #8
7 29 43 42 21 7 6 30
38
50
17
2 45 2 50 30
50
38
38
17 50 50
38
49
5 11 34 10
49 2 11 10 34 2
6 18
18 30 49 30 42
49
49
#10 #9 32
29
43
44
49
50
50 50
50 20 49 49 44 22 22 18 22 24 23 28
25 32 10 25 18
49 8
50
13 14 26
29
10 9
50
1 26 2 12 11 2
1 26 49 49 23
9 13
11
10 24 32
20
50 10
24 18 26 28 15 20
OPT. 49 12 10 11
12
50
50
12 1 2
34 14
13
15 15/13
34 50

48b/47b 48c/47c 45 46 26 30 29 11 46 18 45 46 46 5 2 46 10 B SOLENOID FILTER (374B)
48a

THERMAL ELEMENT 19d/18f 18g 8 2c

48 18 19 19
19 19

#3 3 49 2 19 18
43 42
47 47 4 47 48 19 2 7 29 44 43 44 32 25 22 44 22 22 23 23 24 22 10 24 24 10 18
18 19 18
19
18 2 2 20 11 18
3a 45a 26a 30a 11b

4
47a 4b
12
13
4a/2g 29a
18m
46b
43
43 6 42 38 38 38 6
43b 43a 42a 44b/43c 44a 33a/32d 25a 22a 44d 12 SLOT IN GASKET
19 22
6b
21
46a 49d 6a
9
46d/45b 26c 10f 26b/34a 10e 10b
49 18
11 34
44c 26 10 10 34 10 2 2 8 49 8 8
40a/38b 38d 38a
11c
18b
40b/38c
18 49
42 30 30 18 30 2 10 10 13 26 28 18 26 20 1 20 14 9 30
14
20
18c
42b 30f 49c
34b
30b
32a/30c
32b/30d
27
14 26 9 10 49 15/13 12 11
25
25 32 32
18d 22b
16
25c
10h
17
23
9b 13c
15
28
13 15
34 34
34
23a 24b
28c
26g/28b 26f/28a
SPACER PLATE (370)
(37) (38)
51 2 3 48 42 10 2 7 (411) 49 49 49 40 50
10 49
(412) 49 (411) 49 49 49 2 50
10
10
33 33 40 40 25 28 1
28 24
52 49 13
13
40 40 13 15
49
33 28 1
20

28 32 44
28
16
32
32
16
23
24
50 16 52
(411)
16

(29)
CASE (3) (Bottom)
24 23 23 28 44 16
(29) 16
16 1 52 15 (28)
20 44 32
28 24 23
Figure 84
FOLDOUT 87
44
20
44 32
28
44
23
20
20 16
53
24
49
50
23 24
11
22d 23b 18
10g 22c 24c 24a
10m
24
32c
26 25
32e
33
26e
18n
32
26h
20b
1 13b/14a
20c
42
3 48
52
18e 25b
2a/16a
14b
28
22
18 25 10 32 26 26 25 32 10 24 24 28 18 26
32 10
16 53/9 10 9 13
8 14 26 9 12 11 10 49 11 12 8
10k
26d 9a 12a 49b 11e
8d
30
44 22 22 23 23 24 22
18
SLOT IN GASKET
8 26 12 11 49
14 9 53
12b 11d
13 50 13
14/13
20 1 20 14/13 13 15 34 34 34
34 34 15

FORWARD SERVO BORE
#1
20 50 50 50 (128) 50
50
(126) 16
(130) 50 44
32
16
20
7 1 1 24
23 16
23 23
44
50
28 24 23 28
24
44
16 44 20 44 32 28 24 32 16 44 16
10
30e
10c
2d/11a 11 19b 2e 18h/19a 7 10 19c/18k 18a 2f 19 19 29b 19e/20a 7a
19 2 2 2 18
3 45 46 26 30 46 18 11 46 46 5
46e
31
47 4
48 48 4
18
45
46 10 5
48
46f 10a 46c 5b 5 5a/2b A SOLENOID FILTER (374A)

43
10 5 46
46 18
18 11 46 29
2 19
47 4
(411)
29 7 29 44 44 44 33 25 43 6 42 38 40 38 49 6 18 49 30 42 30 30 18 26 11 26 46
26
7 43 29 46 50 7 50
50
10 10 34 10 49 10 2 8 8
30
50
49 6
42 40 38 44
44
2k 8a/2h 49a 8b 8c
2 (411) 49 8
50 10 49 34 10 18 14 10
18 42 30 30 16
46 33 #4
49 18 18 25 40 22
25
44
32 10 26
18 16 28
18 20 26 1 15
32
24 28
22 23 24
44
(411) #2
32

(124) (125)
20
44 (126) 16 (125)
44 20 (124)
44 20


INPUT CL

INPUT CL REV SERVO
COOLER
2ND CL
APPLY 3RD CL
LUBE
3RD CL/LO-1ST
5a
LO-1ST
3RD CL
2ND CL
4TH CL
11b
29a
18g
46e
48a
29b
45a
19b
47a
14b
11a
19a
18k
2a
CONV FD
30c
47c
LO-1ST
LINE 2b
A SOL
CONV FD
LINE
PRN
LINE
D-4
D-4 18f
#9
30d
SPACER PLATE (370)
49d
11c
30f
3a
6b
10
11
12
45b
47b
7a
2c
2f
20b 20c
LO
#7
#5
#6
20a 19e
PRN
32b
18h
30e
32a
16a
46c
46d
48b
19c
48c
GASKET (369)
46f
6a
#3
REVERSE
19d
2d
5b
2e
LINE
LO
REV SRVO
D SRV AP
EX
REV
D-4
FWD BST
REV BST
LO

REV
PRESS REG
EX
B SOL
32d 46a 46b 32c

32e
33a
EX
LO
EX
INPUT CL
D-4
MOD LINE
LINE
3RD IN CL FD
SERVO APPLY
D-2
2ND CL
B SOL OFF
B SOL OFF
MOD
CONV FD
3RD
SOL
DECREASE
3RD
RELEASE
APPLY
EX
ON
43b
D-2
A SOL
4TH/4TH CL
D-3 D-2
EX
D-4
LINE
LINE
EX
B SOL OFF
D-4
EX
3RD CL
LINE
14
3-4 ACCUM
4a 22a 10e
PWM FEED
MOD
2ND
3RD
LINE
MOD
EX
225a
SUCTION
2-3 AC
2-3 AC
EX
EX
MOD
MOD
22d
18
TCC SIG

N.O.
CONV
CL
3RD CL
2ND CL
D-4
D-4
EX
CONV FD
LINE
2-3 ACCUM
MOD
MOD
LINE
26b 34a
D-4
12a REG
26d
28b
38a
28a
14a
38c
8b
11d
2k
10m
26g
26h
18e
18n
18d
10a
12b
9b
23b
#1
13b
38d
24c
10k
40b
8a
#10
40a
33
32
31
30
28
27
26
25
24
23
22
21
20
19
GASKET (369)
26f
COOLER
MOD
EX
EX
EX
LINE
EX
EX
MOD
PRESSURES
AIR BLEED

MOD
LINE
88
Figure 85
EX
MOD
COOLER
BOTTOM PAN (24)
EX
34
2-3 ACC 2ND CL
2-3 ACCUM
MAN 2-1 SERVO FD
2ND CL
SLOT IN GASKET
1-2 ACCUM D-4 D-4
CASE (3)

MOD
2ND 2ND
4TH CL
RELEASE
MOD MOD
LUBE COOLER
30a
18m
49a
34b
49b
34e
10b
28c
24b
30b
11e
26a
26e
13a
34c
15a
24a
23a
26c
13c
10c
49c
9a
8c
#2
8d
2h
LUBE
GASKET (371)
SPACER PLATE (370)
1-2 ACCUM
38b
34d
D-4
APPLY
RELEASE
RELEASE
SLOT IN GASKET
4TH
22c 22b
APPLY
APPLY
ON
LUBE PIPE (126)
17
4TH CL
C.C. SOL. EX
2-3 ACCUM

1-2 ACCUM
10h
R LINE
SERVO APPLY
PRIMARY TRIM
3RD 3RD 2ND
LINE CONV FEED
EX
MOD
16 25b
10g
CONV CL
REG
LINE
25c
EX
10f 15
D-4
EX
D 2N
3-4 ACCUM
SEC 1-2 ACCUM
PWM MOD

MOD
MAN 2-1 SERVO FD
3RD
PWM SOL
SOL B OFF
CHANNEL PLATE (400)

EX

LINE
2-3 SHIFT

3-2 DOWN
#8
43c
44b
4TH CL
44c 44d 44a
LINE
B OFF
B SOL MAN 2-1 SERVO FD
LINE
2g
43a
D-2
3-4 ACCUM
LUBE COOLER
3RD B SOL OFF
D-4
AIR BLEED
42b
3RD
2ND
D-3
D-3 D-3
42a
4TH CL
N.O. EX
1-2 SHIFT
18c
PUMP BODY (202)
A SOL
LO-1ST A
EX
D-4
4TH CL
LO
4TH
3RD CL D-4 D-4
D-3
PRN PRN REV
18b
REV EX
3-4 SHIFT

4-3 DOWN
4TH
4TH
OFF

LINE
N.O. EX
4TH
LO-1ST 3RD CL
EX
MANUAL VALVE
EX
LINE
13
#4
4b
B SOL B SOL
EX
12D DN R
18a
DECREASE
DECREASE
THERMO ELEMENT
EX
D-4
D-4
LUBE COOLER
LINE
EX
LINE REV SERVO
LINE
RELEASE
LUBE
3RD CL/LO-1ST LUBE
EX
LUBE
COOLER
LUBE

When the PCM receives the appropriate input signals, it turns solenoid A ON by supplying a ground for its electrical circuit. With the solenoid operating in this state, line pressure is blocked from exhausting and forced into the solenoid A fluid passage. Solenoid A (315): Operating in the ON mode, prevents line pressure from exhausting and forces it into the solenoid A passage to the 3-4 shift valve (362). The 1-2 shift valve (318) does not shift since it is held by solenoid B off fluid pressure and spring force at the end of the valve. 3-4 Shift Valve (362): When shifted by solenoid A fluid, it allows 3rd fluid to enter the 4th fluid passage and the 4th or 4th clutch fluid passage. Both fluids are routed to the #10 checkball (372) and seats the checkball against the 4th clutch fluid passage. #10 Checkball (372): Located in the valve body (300), it forces 4th fluid and 4th or 4th clutch fluid through a feed orifice into the 4th clutch circuit to apply the 4th clutch. 3-4 Accumulator Piston (428): Moved by 4th clutch fluid pressure against spring force and 3-4 accumulator pressure. 3-4 accumulator fluid is then routed to the 3-4 accumulator valve (350). 3-4 Accumulator Valve (350): Regulates the exhaust rate of 34 accumulator fluid during 4th clutch apply.
SUMMARY:
Solenoid state is: solenoid A is ON; solenoid B is OFF; and, the PWM and TCC solenoids are ON. The 4th clutch is applied and holding the input sun gear while the 2nd clutch is applied and driving the input carrier. The converter clutch is applied to eliminate torque converter fluid slip and the 3rd clutch is applied but overrunning the 3rd sprag clutch. The forward band is applied but the 1/2 support roller clutch is overrunning.
SHIFT SOL "A" ON
SHIFT SOL "B" OFF
4TH CLUTCH APPLIED
REVERSE BAND
2ND CLUTCH APPLIED
3RD CLUTCH *
3RD SPRAG CLUTCH OVERRUN
INPUT CLUTCH
INPUT SPRAG CLUTCH
2/1 BAND
FORWARD BAND
OVERRUN APPLIED
88A

PASSAGES
COMPONENTS (
(28) (29) (37) (38) (124) (125) (126) (219) (372) (373) (374A) (374B) (382) (411) (412)
88B

49

#5 47
48
#6 49 19 47 20 2
18
18
2
3 45 46
46
50 10 50 49 46
49
49 17
18 50 20
49
2 17 29 11 46 30
45
45 2 38 17 2 2 30
(219)
2 17 30 38 2 50 2 2 45 50
49
18
26
18
5 49 2
#7
2 50 43 4 44 #8
7 29 43 42 21 7 6 30
38
50
17
2 45 2 50 30
50
38
38
17 50 50
38
49
5 11 34 10
49 2 11 10 34
49 8
6 18
18 30 49 30 42
49
49
#10 #9 32
29
43
44
49
50
50 50
50
50 20 49 49 44 22 22 18 22 24 23 28
25 32 10 25 18
13 2 14 26 9 9 13 11 8
29
10
50
1 26 2 12 11 2
1 26 49 49 23
10 24 32
20
50 10
24 18 26 28 15 20
OPT. 49 12 10 11
12
50
50
12 1 2
34 14
13
15 15/13
34 50

THERMAL ELEMENT

19 19

#3 3 49 2 19 18
43 42
47 47 4 47 48 19 2 7 29 44 43 44 32 25 22 44 22 22 23 23 24 22 10 24 24 10 18
18 19 18
19
18 2 2 20 11 18
3 45 46 26 30 46 18 11 45 46 5 2 46 10
29 46
43
43 6 42 38 38 38 6
49 18
11 34
26 10 10 34 10 2 2 8 49 8 8
18 49
42 30 30 18 30 2 10 10 13 26 28 18 26 20 1 20 14 9 30
19 2 2 2 18
3 45 46 26 30 46 18 11 46 46 5
32a/30c
30b
3
10 14 26 9 10 49 15/13

19
22
27
25
25 32 32
18d 22b
16
25c
10h
17
23
9b 13c
12 11
15
28
13 15
34 34
34
23a 24b
28c
26g/28b 26f/28a
SPACER PLATE (370)
(37) (38)
51 2 3 48 42 10 2 7 (411) 49 49 49 40 50
10 49
(412) 49 (411) 49 49 49 2 50
10
10
33 33 40 40 25 28 1
28 24
49 53 49 13
13
50 52 13 15
49
40
23 24 33
40

28 32 44
28 1 44 20 28 32
24
16
32
16
23
50 16 52
(411)
16

(29)
CASE (3) (Bottom)
24 23 23 28 44 16
(29) 16
16 1 52 15 (28)
20 44 32
28 24 23
Figure 86
FOLDOUT 89
44
20
23
20
11
22d 23b 18
10g 22c 24c 24a
10m
24
32c
26 25
32e
33
26e
18n
32
26h
20b
1 13b/14a
20c
42
3 48
52
18e 25b
32b/30d
2a/16a
25a
30e
10c 14b
28
10k
26d 9a 12a 49b 11e
13a 34e 34c 15a 34d
45 46 10 5 10 5 46 50 46 18
48
18 11 46 30 29
2 19
47 4
(411)
29
26
7 43 29 46 50 7 50
50
49 6
42 40 38 44
44
18 10 14
42 30 30 16
46 33 #4
49 18 18 25 40 22
25
8c
14 9 53
8d
30
44
44 22 22 23 23 22
18
32 10 26
18 16 28
12b 11d
13 50 13
14/13
18 20 26 1 15
32
24 28
22 23 24
44
(411)

FORWARD SERVO BORE
#1
#2
CHANNEL PLATE (400) (Control Valve Body Side) NOTE:
20 50 50 50 (128) 50
INDICATES BOLT HOLES
50
- NON FUNCTIONAL HOLES HAVE BEEN REMOVED FROM COMPONENT DRAWINGS TO SIMPLIFY TRACING FLUID FLOW.
(130) 50 44
32
(126) 16
16
20
7 1 1 24
23 24
16
23 23
44
50
- DUAL PURPOSE PASSAGES HAVE CHANNEL PLATE SIDE NUMBERS LISTED FIRST
32

28 (124) (125) 44 16
28 24 23
24
28
32
44
44 20 16
16 44 20 44 32 28 24 32 16
20
44 (126) 16 (125)
44 20 (124)
44 20

INPUT CL


INPUT CL REV SERVO
COOLER
2ND CL
3RD CL/LO-1ST LUBE
EX
RELEASE
APPLY 3RD CL
LUBE
3RD CL/LO-1ST
5a
LO-1ST
3RD CL
2ND CL
4TH CL
11b
29a
18g
46e
48a
29b
45a
19b
47a
14b
11a
19a
18k
2a
CONV FD
30c
47c
LO-1ST
LINE 2b
A SOL
CONV FD
LINE
PRN
LINE
D-4
D-4 18f
#9
30d
SPACER PLATE (370)
49d
11c
30f
3a
6b
10
11
12
45b
47b
7a
2c
2f
20b 20c
LO
#7
#5
#6
20a 19e
PRN
32b
18h
30e
32a
16a
46c
46d
48b
19c
48c
GASKET (369)
46f
6a
#3
REVERSE
19d
5b
2d
2e
LINE
LO
REV SRVO
D SRV AP
EX
REV
D-4
FWD BST
REV BST
LO
REV
PRESS REG
EX
LINE
3RD IN CL FD
SERVO APPLY
D-2
2ND CL
B SOL OFF
B SOL OFF
MOD
CONV FD
3RD
SOL
DECREASE
RELEASE
3RD
APPLY
EX
OFF
A
4TH/4TH CL
43b
D-2
EX
D-4
LINE
LINE
EX
B SOL OFF
D-2
43a
D-2
3-4 ACCUM
D-4
EX
3RD CL
LINE
14
3-4 ACCUM
4a 22a 10e
PWM FEED
MOD
2ND
3RD
LINE
MOD
EX
CONV CL

REG
LINE
225a
SUCTION
PRIMARY TRIM
2-3 AC
2-3 AC
EX
EX
MOD
MOD
22d
18
TCC SIG

N.O.
D-4
D-4
EX
CONV FD
LINE
2-3 ACCUM
26b 34a
MOD
MOD
LINE
D-4
12a REG
26d
28a
28b
14a
38c
8b
8d
11d
2k
10m
26g
18e
18n
18d
26h
10a
12b
23b
9b
#1
13b
38d
24c
10k
40b
8a
26f
COOLER
MOD
EX
EX
EX
LINE
EX
EX
MOD
PRESSURES
AIR BLEED

MOD
LINE
90
Figure 87
EX
MOD
COOLER
BOTTOM PAN (24)
EX
34
2-3 ACC 2ND CL
2-3 ACCUM
MAN 2-1 SERVO FD
2ND CL
SLOT IN GASKET
1-2 ACCUM D-4 D-4
CASE (3)
MOD
2ND 2ND
4TH CL
RELEASE
MOD MOD
GASKET (369)
#10
40a
33
32
31
30
28
27
26
25
24
23
22
21
20
19
LUBE COOLER
30a
18m
49a
34b
49b
30b
10b
28c
24b
38a
11e
34e
26a
26e
13a
34c
15a
24a
23a
26c
13c
10c
49c
9a
8c
#2
2h
LUBE
GASKET (371)
SPACER PLATE (370)
1-2 ACCUM
38b
34d
D-4
RELEASE
RELEASE
APPLY
SLOT IN GASKET
4TH
22c 22b
APPLY
APPLY
OFF
4TH
CONV
CL
3RD CL
2ND CL
C.C. SOL. EX
LUBE PIPE (126)
17
CL
2-3 ACCUM
1-2 ACCUM
10h
R LINE
SERVO APPLY
3RD 3RD 2ND

LINE CONV FEED
EX
MOD
16 25b
10g
25c
EX
10f 15
D-4
EX
D 2N
3-4 ACCUM
SEC 1-2 ACCUM
PWM MOD

MOD
MAN 2-1 SERVO FD
3RD
PWM SOL
SOL B OFF
CHANNEL PLATE (400)

EX

LINE
2-3 SHIFT
3-2 DOWN
#8
43c
44b 44c 44d 44a
4TH CL
LINE
B OFF

2g
LUBE COOLER
3RD B SOL OFF
AIR BLEED
D-4
42b
3RD
2ND
A SOL
D-3
D-3
D-3 D-3
42a
4TH CL
N.O. EX
1-2 SHIFT
18c
PUMP BODY (202)
A SOL
LO-1ST A
EX
D-4
4TH CL
LO
4TH
32e 18b
3RD CL D-4 D-4
D-3
PRN PRN REV
REV EX
32c
3-4 SHIFT
4-3 DOWN
4TH
4TH
OFF
LINE
46b
LO-1ST 3RD CL
B SOL
32d 46a
33a
EX
LO
EX
INPUT CL
D-4
MOD LINE
N.O. EX
4TH
EX
MANUAL VALVE
EX
LINE
13
#4
4b
B SOL B SOL
EX
12D DN R
18a
DECREASE
DECREASE
THERMO ELEMENT
EX
D-4
D-4
LUBE COOLER
LINE
LINE REV SERVO

EX
LINE
LUBE
LUBE
COOLER
LUBE

Under light throttle acceleration, the torque converter clutch releases and the transaxle will downshift to Third gear when the PCM receives the appropriate input signals. To achieve a 4-3 downshift with the converter clutch released the PCM turns OFF the PWM solenoid, TCC solenoid and shift solenoid A. PWM Solenoid (325): Before the PWM solenoid is OFF completely (0% duty cycle), it ramps down from its operating duty cycle to 0% duty cycle in order to modify PWM fluid pressure. When OFF, full line pressure passes through the solenoid to the converter clutch regulator valve (330). Converter Clutch Regulator Valve (330): Controlled by PWM fluid pressure, it allows line pressure into the regulated line passage. Regulated line is then routed to the converter clutch valve (335) where it stops. TCC Solenoid (315): Operating in the OFF mode, exhausts TCC signal fluid through the solenoid allowing line pressure and spring force to move the converter clutch valve (335). Converter Clutch Valve (335): When shifted, converter feed pressure enters the release passage and is routed to the #1 checkball (372) and seats it against the apply fluid passage. Release fluid is also sent to the TCC blow off checkball (420) and to the release side of the torque converter clutch plate. With the valve in this position, apply fluid from the torque converter is routed to the valve where it feeds into the cooler passage, through the cooler and into the lube circuit. #1 Checkball (372): Located in the channel plate (400), it seats against the converter apply passage. TCC Blow Off Checkball Lineup (417-420): Held closed by spring force, it exhausts release fluid pressure in excess of 690 kPa (100 psi). Solenoid A (315): Operating in the OFF mode, allows solenoid A fluid from the 3-4 shift valve (362) to exhaust. 3-4 Shift Valve (362): When solenoid A fluid exhausts, spring force moves the valve to the downshifted position. 3-4 Accumulator Assembly (421-428): The 4th clutch releases when 4th clutch fluid is routed through the 3-4 accumulator assembly (421-428) to the #10 checkball (372). Regulated 3-4 accumulator fluid pressure and spring force moves the 3-4 accumulator piston (428) to the downshifted position. #10 Checkball (372): Located in the valve body (300), it seats against the 4th fluid passage and directs 4th clutch fluid into the 4th or 4th clutch fluid passage. 4th or 4th clutch fluid is then routed to the 3-4 shift valve (362) where it exhausts.
SUMMARY:
Solenoid state is: solenoid A is OFF; solenoid B is OFF, PWM solenoid is OFF and the TCC solenoid is OFF. The torque converter clutch and the 4th clutch release. The 2nd clutch is applied and driving the input carrier while the 3rd clutch is applied to prevent the input sun gear from turning at a faster speed. The forward band is applied but the 1/2 support is overrunning.
SHIFT SOL "A" OFF SHIFT SOL "B" OFF 3RD SPRAG CLUTCH INPUT SPRAG CLUTCH 1/2 SUPPORT ROLLER CLUTCH
4TH CLUTCH
REVERSE BAND
2ND CLUTCH APPLIED
3RD CLUTCH
INPUT CLUTCH
2/1 BAND
FORWARD BAND
APPLIED HOLDING
OVERRUN APPLIED
90A

PASSAGES
COMPONENTS (
(28) (29) (37) (38) (124) (125) (126) (219) (372) (373) (374A) (374B) (382) (411) (412)
90B

49
(Torque Coverter Clutch Released)

#5 47
48
#6 49 19 47 20 2
18
18
2
3 45 46
46
50 10 50 49 46
49
49 17
18 50 20
49
2 17 29 11 46 30
45
45 2 38 17 2 2 30
(219)
2 17 30 38 2 50 2 2 45 50
49
18
26
18
5 49 2
#7
2 50 43 4 44 #8
7 29 43 42 21 7 6 30
38
50
17
2 45 2 50 30
50
38
38
17 50 50
38
49
5 11 34 10
49 2 11 10 34 2
6 18
18 30 49 30 42
49
49
#10 #9 32
29
43
44
49
50
50 50
50 20 49 49 44 22 22 18 22 24 23 28
25 32 10 25 18
49 8
50
13 14 26
29
10 9
50
1 26 2 12 11 2
1 26 49 49 23
9 13
11
10 24 32
20
50 10
24 18 26 28 15 20
OPT. 49 12 10 11
12
50
50
12 1 2
34 14
13
15 15/13
34 50

THERMAL ELEMENT

48 47 4 48 48 4 7 43 29 44 44 44 33 25 22 18 25 10 32 26 26 25 32 10 24 24 28 24 20 18 26 20 1 14/13 13 15 34 34 34 43 6 42 38 40 38 49 6 18 49 30 32 10 42 30 30 10 16 53/9 10 9 13 14 26 9 12 11 10 49 11 12 18 26 11 26 10 10 34 49 8 8 10 2 8 8 46 18 18 19 19
19 19

#3 3 49 2 19 18
43 42
47 47 4 47 48 19 2 7 29 44 43 44 32 25 22 44 22 22 23 23 24 22 10 24 24 10 18
18 19 18
19
18 2 2 20 11 18
3 45 46 26 30 46 18 11 45 46 5 2 46 10
29 46
43
43 6 42 38 38 38 6
49 18
11 34
26 10 10 34 10 2 2 8 49 8 8
18 49
42 30 30 18 30 2 10 10 13 26 28 18 26 20 1 20 14 9 30
19 2 2 2 18
3 45 46 26 30 46 18 11 46 46 5
32a/30c
30b
3
14 26 9 10 49 15/13 12 11

19
32b/30d
27
22
25
25 32 32
18d 22b
16
25c
10h
17
23
9b 13c
15
28
13 15
34 34
34
23a 24b
28c
26g/28b 26f/28a
SPACER PLATE (370)
(37) (38)
51 2 3 48 42 10 2 7 (411) 49 49 49 40 50
10 49
(412) 49 (411) 49 49 49 2 50
10
10
33 33 40 40 25 28 1
28 24
49 53 49 13
13
50 52 13 15
49
40 40 28 1 44 20 28 32
24

23 24 33 16
28 32 44
32
16
23
50 16 52
(411)
16

(29)
CASE (3) (Bottom)
24 23 23 28 44 16
(29) 16
16 1 52 15 (28)
20 44 32
28 24 23
Figure 88
FOLDOUT 91
44
20
23
20
11
22d 23b 18
10g 22c 24c 24a
10m
24
32c
26 25
32e
33
26e
18n
32
26h
20b
1 13b/14a
20c
42
3 48
52
18e 25b
2a/16a
14b
28
10k
26d 9a 12a 49b 11e
8d
30
44 22 22 23 23 22
18
SLOT IN GASKET
8 26 12 11 49 34 34 15
14 9 53
12b 11d
13 50 13
14/13

FORWARD SERVO BORE
#1
20 50 50 50 (128) 50
50
(126) 16
(130) 50 44
32
16
20
7 1 1 24
23 24
16
23 23
44
50
28 24 23 28
24
28
32
44
44 20 16
16 44 20 44 32 28 24 32 16 44 16
10
25a
30e
10c
45
46 10 5
48
10 5 46
46 18
18 11 46 29
2 19
47 4
(411)
29
26
7 43 29 46 50 7 50
50 2 (411) 49 8 50 10 49 34 10 18 14
30
50
49 6
42 40 38 44
44
18 10 30 30 16 42
46 33 #4
49 18 18 25 40 22
25
8c
44
32 10 26
18 16 28
18 20 26 1 15
32
24 28
22 23 24
44
(411) #2
32

(124) (125)
20
44 (126) 16 (125)
44 20 (124)
44 20

INPUT CL 3RD CL/LO-1ST LUBE 2ND CL

3RD CL/LO-1ST
APPLY 3RD CL
LUBE
EX
32a
LO-1ST
3RD CL
2ND CL
4TH CL
29b
11b
6b
20a 19e
18g
46e
48a
29a
45a
19b
47a
14b
11a
19a
18k
2a
CONV FD
47c
LO-1ST
LINE 2b
A SOL
CONV FD
LINE
PRN
LINE
D-4
D-4 18f
#9
30c
30d
SPACER PLATE (370)
49d
11c
30f
3a
10
11
12
7a
2c
2f
45b
47b
20b
LO
#7
#5
#6
PRN
32b
18h
30e
16a
46c
48b
19c
48c
GASKET (369)
46f
46d
6a
#3
REVERSE
19d
5b
2d
2e
LINE
LO
REV SRVO
D SRV AP
EX
REV
D-4
FWD BST
REV BST
LO
REV
PRESS REG
EX
B SOL
EX N.O.
32d 46a 46b
33a
EX
LO
EX
INPUT CL
D-4
4TH

MOD LINE
3RD IN CL FD
D-2
B SOL OFF
B SOL OFF
MOD
CONV FD
3RD
B SOL
DECREASE
RELEASE
3RD
APPLY
EX
EX
D-4
D-4
EX
3RD CL
LINE
14
3-4 ACCUM
4a 22a 10e
SOL B OFF
PWM FEED
MOD
2ND
3RD
LINE
MOD
EX
CONV CL

REG
LINE
25c

225a
SUCTION
PRIMARY TRIM
2-3 AC
2-3 AC
EX
EX
MOD
MOD
D-4
D-4
EX
CONV FD
22b
LINE
2-3 ACCUM
MOD
MOD
LINE
D-4
12a REG
26d
28a
28b
49c
14a
38c
26b 34a
8b
11d
2k
10m
26g
26h
18e
18n
18d
10a
12b
9b
23b
#1
13b
38d
24c
10k
40b
8a
#10
40a
33
32
31
30
28
27
26
25
24
23
22
21
20
19
EX
GASKET (369)
26f
LINE
EX
EX
MOD
PRESSURES
AIR BLEED

MOD
LINE
92
Figure 89
EX
MOD
COOLER
BOTTOM PAN (24)
EX
34
2-3 ACC
2-3 ACCUM
MAN 2-1 SERVO FD
2ND CL
2ND CL
SLOT IN GASKET
D-4
D-4
1-2 ACCUM
CASE (3)
MOD
2ND 2ND
4TH CL
RELEASE
MOD MOD
COOLER
MOD
EX
EX
LUBE COOLER
18m
49a
34b
34e
49b
30a
10b
28c
24b
30b
11e
38a
26a
26e
13a
15a
24a
23a
26c
13c
34c
10c
9a
8c
#2
8d
2h
LUBE
GASKET (371)
SPACER PLATE (370)
1-2 ACCUM
38b
34d
D-4
APPLY
RELEASE
RELEASE
SLOT IN GASKET
4TH
22c
APPLY
APPLY
OFF
22d
18
TCC SIG
N.O.
CONV
CL
3RD CL
2ND CL
LUBE PIPE (126)
17
4TH CL
C.C. SOL. EX
2-3 ACCUM
1-2 ACCUM
10h
R LINE
SERVO APPLY
3RD 3RD 2ND
LINE CONV FEED
EX
MOD
16 25b
10g
EX
10f 15
D-4
EX
D 2N
3-4 ACCUM
SEC 1-2 ACCUM
PWM MOD

MOD
MAN 2-1 SERVO FD
3RD
PWM SOL
CHANNEL PLATE (400)
EX
LINE
44c
LINE
B OFF

2g
44d 44a
LINE
LINE
EX
B SOL OFF
D-2 #8
43c
43a 44b
D-2

3-4 ACCUM 4TH CL
2-3 SHIFT
3-2 DOWN
LUBE COOLER
3RD B SOL OFF
AIR BLEED
3RD
2ND
A SOL
4TH/4TH CL
D-3
D-3 D-4
OFF

43b

D-2
D-3 D-3
42a 42b
4TH CL
N.O. EX
1-2 SHIFT

18c
PUMP BODY (202)
A SOL
LO-1ST A
32e
18b
EX
D-4
4TH CL
2ND CL
LO
4TH
3RD CL D-4 D-4
D-3
SERVO APPLY
PRN PRN REV
REV EX
32c
3-4 SHIFT
4-3 DOWN
4TH
4TH
LINE
LINE
ON
LO-1ST 3RD CL
EX
MANUAL VALVE
EX
LINE
13
#4
4b
B SOL B SOL
EX
12D DN R
18a
DECREASE
DECREASE
THERMO ELEMENT
EX
3RD CL/LO-1ST
5a
20c
D-4
D-4
LUBE COOLER
LINE
LINE REV SERVO
LINE
RELEASE
LUBE
LUBE
COOLER
EX
LUBE
REV SERVO
INPUT CL

INPUT CL
COOLER

During all full throttle downshifts, engine manifold vacuum supply to the vacuum modulator (32) drops allowing the modulator valve (34) to move and increase modulator pressure to the line boost valve (304). A full throttle 3-2 downshift occurs when the PCM receives input signals from the appropriate sensors to turn solenoid B ON. With the solenoid operating in this state, line pressure is blocked from exhausting through the solenoid and forced into the solenoid B fluid passage. Modulator Valve (34): Moves deeper in its bore in response to lower engine manifold vacuum. This causes an increase in modulator pressure that feeds the line boost valve (304) and accumulator valves. Line Boost Valve (304): Moves in response to modulator pressure to increase line pressure through the pressure regulator valve (313). Pressure Regulator Valve (313): Provides increased line pressure in response to increased modulator pressure. Solenoid B (315): Operating in the ON mode, prevents line pressure from exhausting and directs it into the solenoid B passage. Solenoid B fluid is then routed to the 4-3 manual downshift valve (360) and shifts the valve against spring force. Solenoid B fluid is also directed to the 3-2 manual downshift valve (356) and shifts the valve against line pressure. 3-2 Manual Downshift Valve (356): Solenoid B fluid forces the 3-2 manual downshift valve (356) and the 2-3 shift valve (357) into the downshifted position. 2-3 Shift Valve (357): D-4 fluid enters the auxiliary input clutch feed passage and is routed to the 2-3 accumulator valve (343) and 4-3 manual downshift valve (360). Line pressure enters the input feed passage and is directed to the 3-4 shift valve (362). 3-4 Shift Valve (362): Directs input clutch feed fluid into the input clutch passage and sends it to the #3 checkball (372). #3 Checkball (372): Located in the channel plate (400), it seats against the PRN fluid passage allowing input clutch fluid to apply the input clutch. #4 Checkball (372): Located in the channel plate (400), seats against the lo-1st fluid passage to allow 3rd clutch/lo-1st fluid to enter the 3rd clutch fluid passage. 3rd clutch fluid, from the 2-3 accumulator assembly and #4 checkball (372), is then routed to the #9 checkball (372). 2-3 Accumulator Piston (136): Moved to the downshifted position by spring force and regulated 2-3 accumulator pressure. #9 Checkball (372): Located in the valve body (300), it seats against the 3rd fluid passage and directs 3rd clutch fluid through an exhaust orifice into the 3rd fluid circuit. 3rd fluid from the 1-2 shift valve (318) and 3-4 shift valve (362) is sent to the 2-3 shift valve (357) where it exhausts.
SUMMARY:
Solenoid state is: solenoid A is OFF and solenoid B is ON. The 3rd clutch releases as the input clutch applies, however the input sprag clutch overruns. The 2nd clutch is applied and driving the input carrier and the input sun gear overruns the input sprag clutch. The forward band is applied and the 1/2 support roller clutch is holding.
SHIFT SOL "A" OFF
SHIFT SOL "B" ON
4TH CLUTCH
REVERSE BAND
2ND CLUTCH APPLIED
3RD CLUTCH
3RD SPRAG CLUTCH
INPUT CLUTCH *
INPUT SPRAG CLUTCH OVERRUN
2/1 BAND
92A

PASSAGES
COMPONENTS (
(28) (29) (37) (38) (124) (125) (126) (219) (372) (373) (374A) (374B) (382) (411) (412)
92B

#5 47
48
#6 49 19 47 20 2
18
18
2
3 45 46
46
50 10 50 49 46
49
49
49 17
18 50 20
49
2 17 29 11 46 30
45
45 2 38 17 2 2 30
(219)
2 17 30 38 2 50 2 2 45 50
49
18
26
18
5 49 2
#7
2 50 43 4 44 #8
7 29 43 42 21 7 6 30
38
50
17
2 45 2 50 30
50
38
38
17 50 50
38
49
5 11 34 10
49 2 11 10 34 2
6 18
18 30 49 30 42
49
49
#10 #9 32
29
43
44
49
50
50 50
50 20 49 49 44 22 22 18 22 24 23 28
25 32 10 25 18
49 8
50
13 14 26
29
10 9
50
1 26 2 12 11 2
1 26 49 49 23
9 13
11
10 24 32
20
50 10
24 18 26 28 15 20
OPT. 49 12 10 11
12
50
50
12 1 2
34 14
13
15 15/13
34 50

THERMAL ELEMENT

19 19

#3 3 49 2 19 18
43 42
47 47 4 47 48 19 2 7 29 44 43 44 32 25 22 44 22 22 23 23 24 22 10 24 24 10 18
18 19 18
19
18 2 2 20 11 18
3 45 46 26 30 46 18 11 45 46 5 2 46 10
29 46
43
43 6 42 38 38 38 6
49 18
11 34
26 10 10 34 10 2 2 8 49 8 8
18 49
42 30 30 18 30 2 10 10 13 26 28 18 26 20 1 20 14 9 30
19 2 2 2 18
3 45 46 26 30 46 18 11 46 46 5
32a/30c
30b
3
14 26 9 10 49 15/13 12 11

19
22
27
25
25 32 32
18d 22b
16
25c
10h
17
23
9b 13c
15
28
13 15
34 34
34
23a 24b
28c
26g/28b 26f/28a
SPACER PLATE (370)
(37) (38)
51 2 3 48 42 10 2 7 (411)

(412) 49
10 49
(411) 49
49 49
10
10
2 50 7
49 49 49 40
50
33 33 40 40 25 28 1
28 24
49 53 49 13
13
23
24
23
50 52 13 15
49
40
24 28 32 44
24
40 28 1
20

24
33 16
28
32
32
16
23
24
50 16 52
(411)
16

(29)
CASE (3) (Bottom)
24 23 23 28 44 16
(29) 16
16 1 52 15 (28)
20 44 32
28 24 23
Figure 90
FOLDOUT 93
44
20
44 32
28
44
44 20 16
23
20
11
22d 23b 18
10g 22c 24c 24a
10m
24
32c
26 25
32e
33
26e
18n
32
26h
20b
1 13b/14a
20c
42
3 48
52
18e 25b
32b/30d
2a/16a
14b
28
14 9 53
10k
26d 9a 12a 49b 11e
8d
30
44 22 22 23 23 22
18
12b 11d
13 50 13
14/13
13a 34e 34c 15a 34d

FORWARD SERVO BORE
#1
20 50 50 50 (128) 50
50
(126) 16
(130) 50 44
32
16
20
16
23 23
44
50
28 24 23 28
16 44 20 44 32 28 24 32 16 44 16
10
25a
30e
10c
45 46 10 5 10 5 46 50 46 18
48
18 11 46 30 29
2 19
47 4
(411)
29
26
7 43 29 46 50 7 50

50
49 6
42 40 38 44
44
18 10 14 30 30 16 42
46 33 #4
49 18 18 25 40 22
25
8c
44
32 10 26
18 16 28
18 20 26 1 15
32
24 28
22 23 24
44
(411) #2
32

(124) (125)
20
44 (126) 16 (125)
44 20 (124)
44 20

(From Overdrive Range Fourth Gear)
2ND CL
3RD CL/LO-1ST LUBE
EX
RELEASE
APPLY 3RD CL
LUBE
3RD CL/LO-1ST
5a
LO-1ST
3RD CL
2ND CL
4TH CL
11b
29a
6b
20a 19e
18g
46e
48a
29b
45a
19b
47a
14b
11a
19a
18k
2a
CONV FD
30c
47c
LO-1ST
LINE 2b
A SOL
CONV FD
LINE
PRN
LINE
D-4
D-4 18f
#9
30d
SPACER PLATE (370)
49d
11c
30f
3a
10
11
12
45b
47b
7a
2c
2f
20b
LO
#7
#5
#6
PRN
32b
18h
30e
32a
16a
46c
48b
19c
48c
GASKET (369)
46f
46d
6a
#3
REVERSE
19d
5b
2d
2e
LINE
LO
REV SRVO
D SRV AP
EX
REV
D-4
FWD BST
REV BST
LO
REV
PRESS REG
EX
3RD IN CL FD
SERVO APPLY
D-2
2ND CL
B SOL OFF
B SOL OFF
MOD
CONV FD
3RD
SOL
DECREASE
3RD
RELEASE
APPLY
EX
OFF
A
4TH/4TH CL

43b

D-2

EX
D-4
LINE
LINE
EX
B SOL OFF
D-2
43a
D-2
3-4 ACCUM
D-4
EX
3RD CL
LINE
14
3-4 ACCUM
4a 22a 10e
PWM FEED
MOD
2ND
3RD
LINE
MOD
EX
CONV CL

REG
LINE
225a
SUCTION
PRIMARY TRIM
2-3 AC
2-3 AC
EX
EX
MOD
D-4
D-4
EX
CONV FD
LINE
2-3 ACCUM
MOD
MOD
LINE
D-4
12a REG
26d
28a
28b
26b 34a
14a
38c
8b
11d
2k
10m
26g
26h
18e
18n
10a
12b
23b
9b
#1
13b
18d
38d
24c
10k
40b
8a
26f
COOLER
MOD
EX
EX
EX
LINE
EX
EX
MOD
PRESSURES
AIR BLEED

MOD
LINE
94
Figure 91
EX
MOD
COOLER
BOTTOM PAN (24)
EX
34
2-3 ACC 2ND CL
2-3 ACCUM
MAN 2-1 SERVO FD
2ND CL
SLOT IN GASKET
1-2 ACCUM D-4 D-4
CASE (3)
MOD
2ND 2ND
4TH CL
RELEASE
MOD MOD
GASKET (369)
#10
40a
33
32
31
30
28
27
26
25
24
23
22
21
20
19
LUBE COOLER
30a
18m
49a
34b
49b
34e
10b
28c
24b
38a
30b
11e
26a
26e
13a
34c
15a
24a
23a
26c
13c
10c
49c
9a
8c
#2
8d
2h
LUBE
GASKET (371)
SPACER PLATE (370)
1-2 ACCUM
38b
34d
D-4
RELEASE
RELEASE
APPLY
SLOT IN GASKET
4TH
22c 22b
APPLY
APPLY
OFF
MOD
22d
18
TCC SIG
N.O.
4TH
CONV
CL
3RD CL
2ND CL
LUBE PIPE (126)
17
CL
C.C. SOL. EX
2-3 ACCUM
1-2 ACCUM
10h
R LINE
SERVO APPLY
3RD 3RD 2ND
LINE CONV FEED
EX
MOD
16 25b
10g
25c
EX
10f 15
D-4
EX
D 2N
3-4 ACCUM
SEC 1-2 ACCUM
PWM MOD

MOD
MAN 2-1 SERVO FD
3RD
PWM SOL
SOL B OFF
CHANNEL PLATE (400)
PWM FEED
B SOL OFF 3RD
EX

LINE
2-3 SHIFT
3-2 DOWN
#8
43c
44b 44c 44d 44a
4TH CL
LINE
B OFF

2g
LUBE COOLER
3RD B SOL OFF

AIR BLEED
D-4
42b
3RD
2ND
A SOL
42a
D-3
D-3
D-3 D-3
4TH CL
N.O. EX
1-2 SHIFT
18c
PUMP BODY (202)
A SOL
LO-1ST A
EX
D-4
4TH CL
LO
4TH
32e 18b
3RD CL D-4 D-4
D-3
PRN PRN REV
REV EX
32c
3-4 SHIFT
4-3 DOWN
4TH
4TH
LINE
LINE
OFF
46b
LO-1ST 3RD CL
B SOL
32d 46a
33a
EX
LO
EX
INPUT CL
D-4
MOD LINE
N.O. EX
4TH
EX
MANUAL VALVE
LINE
13
#4
4b
B SOL B SOL
EX
12D DN R
EX
18a
DECREASE
DECREASE
THERMO ELEMENT
EX
20c
D-4
D-4
LUBE COOLER
LINE
LINE REV SERVO

EX
LINE
LUBE
LUBE
COOLER
LUBE
REV SERVO
INPUT CL

INPUT CL
COOLER

When the gear selector lever is moved to the Drive Range (D), the manual valve (404) moves and allows line pressure to enter the D-3 fluid circuit. The torque converter clutch releases in the same way as previously explained in the Overdrive Range - 4-3 Downshift hydraulic circuits. However, the torque converter clutch may re-apply in Manual Third when the appropriate operating conditions have been met. Manual Valve (404): Allows line pressure to enter the D-3 fluid circuit and routes it to the 3-4 shift valve (362) and the 2-3 shift valve (357). PWM Solenoid (325): Ramps down from its operating duty cycle to 0% duty cycle in order to modify PWM fluid pressure. When OFF, full line pressure passes through the solenoid to the converter clutch regulator valve (330). Converter Clutch Regulator Valve (330): Controlled by PWM fluid pressure, it allows line pressure into the regulated line passage. Regulated line is then routed to the converter clutch valve (335) where it stops. TCC Solenoid (315): Operating in the OFF mode, exhausts TCC signal fluid through the solenoid allowing line pressure and spring force to move the converter clutch valve (335). Converter Clutch Valve (335): When shifted, converter feed pressure enters the release passage and is routed to the #1 checkball (372) and seats it against the apply fluid passage. Release fluid is also sent to the TCC blow off checkball (420) and to the release side of the torque converter clutch plate. With the valve in this position, apply fluid from the torque converter is routed to the valve where it feeds into the cooler passage, through the cooler and into the lube circuit. #1 Checkball (372): Located in the channel plate (400), it seats against the converter apply passage. TCC Blow Off Checkball Lineup (417-420): Held closed by spring force, exhausts release fluid pressure in excess of 690 kPa (100 psi). Solenoid A (315): Operating in the OFF mode, allows solenoid A fluid from the 3-4 shift valve (362) to exhaust. 3-4 Shift Valve (362): When solenoid A fluid exhausts, spring force moves the valve to the downshifted position and D-3 assists in holding the valve in this position. 3-4 Accumulator Assembly (421-428): The 4th clutch releases when 4th clutch fluid is routed through the 3-4 accumulator assembly (421428) to the #10 checkball (372). Regulated 3-4 accumulator fluid pressure and spring force moves the 3-4 accumulator piston (428) to the downshift position. #10 Checkball (372): Located in the valve body (300), it seats against the 4th fluid passage and directs 4th clutch fluid into the 4th or 4th clutch fluid passage. 4th or 4th clutch fluid is then routed to the 3-4 shift valve (362) where it exhausts. 2-3 Shift Valve (357): D-3 fluid passes through the valve and enters the input feed passage. Input feed fluid is routed through the 3-4 shift valve (362) and into the input clutch fluid circuit to the #3 checkball (372). #3 Checkball (372): Located in the channel plate (400), seats against the PRN fluid passage allowing input clutch fluid to apply the input clutch.
SUMMARY:
Solenoid state is: solenoid A is OFF; solenoid B is OFF, PWM solenoid is OFF and the TCC solenoid is OFF. The torque converter clutch and the 4th clutch release. The 2nd clutch is applied and driving the input carrier while the 3rd clutch is applied to prevent the input sun gear from turning at a faster speed. The input clutch is applied to hold the input sprag clutch and input sun gear during engine compression braking. The forward band is applied but the 1/2 support is overrunning.
SHIFT SOL "A" @OFF SHIFT SOL "B" @OFF 4TH CLUTCH REVERSE BAND 2ND CLUTCH APPLIED 3RD CLUTCH 3RD SPRAG CLUTCH INPUT CLUTCH INPUT SPRAG CLUTCH 2/1 BAND 1/2 SUPPORT ROLLER CLUTCH FORWARD BAND
APPLIED HOLDING APPLIED HOLDING
OVERRUN APPLIED
94A

PASSAGES
COMPONENTS (
(28) (29) (37) (38) (124) (125) (126) (219) (372) (373) (374A) (374B) (382) (411) (412)
94B

49
(From Overdrive Range Fourth Gear)

#5 47
48
#6 49 19 47 20 2
18
18
2
3 45 46
46
50 10 50 49 46
49
49 17
18 50 20
49
2 17 29 11 46 30
45
45 2 38 17 2 2 30
(219)
2 17 30 38 2 50 2 2 45 50
49
18
26
18
5 49 2
#7
2 50 43 4 44 #8
7 29 43 42 21 7 6 30
38
50
17
2 45 2 50 30
50
38
38
17 50 50
38
49
5 11 34 10
49 2 11 10 34 2
6 18
18 30 49 30 42
49
49
#10 #9 32
29
43
44
49
50
50 50
50 20 49 49 44 22 22 18 22 24 23 28
25 32 10 25 18
49 8
50
13 14 26
29
10 9
50
1 26 2 12 11 2
1 26 49 49 23
9 13
11
10 24 32
20
50 10
24 18 26 28 15 20
OPT. 49 12 10 11
12
50
50
12 1 2
34 14
13
15 15/13
34 50

48a

THERMAL ELEMENT 19d/18f 18g 2c

48 18 19 19
19 19

#3 3 49 2 19 18
43 42
47 47 4 47 48 19 2 7 29 44 43 44 32 25 22 44 22 22 23 23 24 22 10 24 24 10 18
18 19 18
19
18 2 2 20 11 18
3a 45a 26a 30a 11b

4
47a 4b
12
13
4a/2g 29a
18m
46b
43
43 6 42 38 38 38 6
19 22
6b
21
46a 49d 6a
9
46d/45b 26c 10f 26b/34a 10e 10b
49 18
11 34
44c 26 10 10 34 10 2 2 8 49 8 8
40a/38b 38d 38a
11c
18b
40b/38c
18 49
42 30 30 18 30 2 10 10 13 26 28 18 26 20 1 20 14 9 30
14
20
18c
42b 30f 49c
34b
30b
32a/30c
32b/30d
27
14 26 9 10 49 15/13 12 11
25
25 32 32
18d 22b
16
25c
10h
17
23
9b 13c
15
28
13 15
34 34
34
23a 24b
28c
26g/28b 26f/28a
SPACER PLATE (370)
(37) (38)
51 2 3 48
(412) 49 10 2
10 49
42 (411) 49
49 49
10
10
2 50 7
7 (411)

49 49 49 40
50
33 40
40 25 28
49 53 49 1
28 24
50 52 13 13 15
49
13
33 28 1
20

16
32
16
23
24
50 16 52
(411)
16

(29)
CASE (3) (Bottom)
24 23 23 28 44 16
(29) 16
16 1 52 15 (28)
20 44 32
28 24 23
Figure 92
FOLDOUT 95
44
20
44 32
28
23
11
22d 23b 18
10g 22c 24c 24a
10m
24
32c
26 25
32e
33
26e
18n
32
26h
20b
1 13b/14a
20c
42
3 48
52
40 40
18e 25b
2a/16a
14b
28
22
18 25 10 32 26 26 25 32 10 24 24 28 18 26
32 10
16 53/9 10 9 13
8 14 26 9 12 11 10 49 11 12 8
10k
26d 9a 12a 49b 11e
8d
30
44 22 22 23 23 24 22
18
SLOT IN GASKET
8 26 12 11 49
14 9 53
12b 11d
13 50 13
14/13
20 1 20 14/13 13 15 34 34 34
34 34 15

FORWARD SERVO BORE
#1
20 50 50 50 (128) 50
50
(126) 16
(130) 50 44
32
16
20
1 33
1 24
23 24
16
23 23
44
50
23 24 28 32 44 20
28 24 23 28
24
28
32
44 20 16
44
16 44 20 44 32 28 24 32 16 44 16
10
30e
10c
8 2d/11a 11 19b 2e 18h/19a 7 10 19c/18k 18a 2f 19 19 29b 19e/20a 7a
19 2 2 2 18
3 45 46 26 30 46 18 11 46 46 5
46e
31
47 4
48 48 4
18
45
46 10 5
48
46f 10a 46c 5b 5 5a/2b A SOLENOID FILTER (374A)

43
10 5 46
46 18
18 11 46 29
2 19
47 4
(411)
29 7 29 44 44 44 33 25 43 6 42 38 40 38 49 6 18 49 30 42 30 30 18 26 11 26 46
26
7 43 29 46 50 7 50

50
10 10 34 10 49 10 2 8 8
30
50
49 6
42 40 38 44
44
2k 8a/2h 49a 8b 8c
2 (411) 49 8
50 10 49 34 10 18 14 10
18 42 30 30 16
46 33 #4
49 18 18 25 40 22
25
44
32 10 26
18 16 28
18 20 26 1 15
32
24 28
22 23 24
44
(411) #2
32

(124) (125)
20
44 (126) 16 (125)
44 20 (124)
44 20

INPUT CL
(From Drive Range Manual Third)


COOLER
2ND CL
3RD CL/LO-1ST
EX
APPLY 3RD CL
LUBE
EX
LO-1ST
3RD CL
2ND CL
32a
4TH CL
29b
11b
6b
20a 19e
18g
46e
48a
29a
45a
19b
47a
14b
11a
19a
18k
2a
CONV FD
47c
LO-1ST
LINE 2b
A SOL
CONV FD
LINE
PRN
LINE
D-4
D-4 18f
#9
30c
30d
SPACER PLATE (370)
49d
11c
30f
3a
10
11
12
7a
2c
2f
45b
47b
20b
LO
#7
#5
#6
PRN
32b
18h
30e
16a
46c
48b
19c
48c
GASKET (369)
46f
46d
6a
#3
REVERSE
19d
2d
5b
2e
LINE
LO
REV SRVO
D SRV AP
EX
REV
D-4
FWD BST
REV BST
LO
REV
PRESS REG
EX
B SOL
EX N.O.
32d 46a 46b
33a
EX
LO
EX
INPUT CL
D-4
4TH

MOD LINE
3RD IN CL FD
D-2
B SOL OFF
B SOL OFF
MOD
CONV FD
3RD
B SOL
DECREASE
3RD
RELEASE
APPLY
EX
EX
EX
D-4
D-4
EX
3RD CL
LINE
14
3-4 ACCUM
4a 22a 10e
SOL B OFF
PWM FEED
MOD
2ND
3RD
LINE
MOD
EX
CONV CL

REG
LINE
25c

225a
SUCTION
PRIMARY TRIM
2-3 AC
2-3 AC
EX
EX
MOD
MOD
D-4
D-4
EX
CONV FD
22b
LINE
2-3 ACCUM
MOD
MOD
LINE
D-4
12a REG
26d
28a
28b
26b 34a
49c
14a
38c
8b
11d
2k
10m
26g
26h
18e
18n
18d
10a
12b
9b
23b
#1
13b
38d
24c
10k
40b
8a
#10
40a
33
32
31
30
28
27
26
25
24
23
22
21
20
19
26f
EX
GASKET (369)
COOLER
MOD
EX
EX
LINE
EX
EX
MOD
PRESSURES
AIR BLEED

MOD
LINE
EX
96
Figure 93
MOD
COOLER
BOTTOM PAN (24)
EX
34
2ND CL
2ND CL
2-3 ACC
2-3 ACCUM
MAN 2-1 SERVO FD
SLOT IN GASKET
D-4
D-4
1-2 ACCUM
CASE (3)
MOD
2ND 2ND
RELEASE
4TH CL
MOD MOD
LUBE COOLER
18m
49a
34b
30a
49b
30b
34e
10b
28c
24b
38a
11e
26a
26e
13a
15a
24a
23a
26c
13c
34c
10c
9a
8c
#2
8d
2h
LUBE
GASKET (371)
SPACER PLATE (370)
1-2 ACCUM
38b
34d
D-4
APPLY
RELEASE
RELEASE
SLOT IN GASKET
4TH
22c
APPLY
APPLY
OFF
TCC SIG
22d
18
N.O.
CONV
CL
3RD CL
2ND CL
LUBE PIPE (126)
17
4TH CL
C.C. SOL. EX
2-3 ACCUM
1-2 ACCUM
10h
R LINE
SERVO APPLY
3RD 3RD 2ND
LINE CONV FEED
EX
MOD
16 25b
10g
EX
10f 15
D-4
EX
D 2N
3-4 ACCUM
SEC 1-2 ACCUM
PWM MOD

MOD
MAN 2-1 SERVO FD
3RD
PWM SOL
CHANNEL PLATE (400)

EX
LINE
LINE
B OFF
44d
LINE
44c
LINE
LINE
B SOL OFF
43a
2-3 SHIFT

3-2 DOWN
#8
43c
44b
44a 2g
D-2
D-2
3-4 ACCUM 4TH CL
LUBE COOLER
3RD B SOL OFF
AIR BLEED
D-4
42b
3RD
2ND
A SOL
42a
D-3
4TH/4TH CL
D-3
OFF

43b

D-2
D-3 D-3
4TH CL
N.O. EX
1-2 SHIFT

18c
PUMP BODY (202)
A SOL
LO-1ST A
32e
18b
EX
D-4
4TH CL
2ND CL
LO
4TH
3RD CL D-4 D-4
D-3
SERVO APPLY
PRN PRN REV
REV EX
32c
3-4 SHIFT
4-3 DOWN
4TH
4TH
LINE
LINE
ON
LO-1ST 3RD CL
EX

MANUAL VALVE
LINE
13
#4
4b
B SOL B SOL
EX
12D DN R
EX
18a
DECREASE
DECREASE
THERMO ELEMENT
EX
3RD CL/LO-1ST
5a
20c
D-4
D-4
LUBE COOLER
LINE
LINE REV SERVO
LINE
RELEASE
LUBE
LUBE
LUBE
COOLER
LUBE
REV SERVO
INPUT CL

When the gear selector lever is moved to the Manual Second (2) gear range, the manual valve (404) moves and allows line pressure to enter the D-2 fluid circuit. Manual Valve (404): Allows line pressure to enter the D-2 fluid circuit and routes it to the #8 checkball (372). #8 Checkball (372): Located in the valve body (300), it seats against the manual 2-1 servo feed passage sending D-2 fluid to the 2-3 shift valve (357). 2-3 Shift Valve (357): Downshifted by D-2 fluid pressure allowing D-2 fluid to enter the manual 2-1 servo feed passage. Manual 2-1 servo feed fluid is then routed to the 2/1 manual servo piston (108). 2/1 Manual Servo Piston (108): Stroked by D-2 fluid, it applies the 2/1 band assembly (680) which holds the reaction sun gear drum assembly (678). Solenoid B (315): Operating in the ON mode, prevents line pressure from exhausting and directs it into the solenoid B passage. Solenoid B fluid is then routed to the 4-3 manual downshift valve (360) and shifts the valve against spring force. Solenoid B fluid is also directed to the 3-2 manual downshift valve (356). 3-2 Manual Downshift Valve (356): Shifted by spring force and solenoid B fluid, it assists in holding the 2-3 shift valve (357) in the downshifted position. Solenoid B off fluid from the 1-2 shift valve (318) and the 2-3 accumulator valve (350) also exhausts through the valve. #4 Checkball (372): Located in the channel plate (400), seats against the lo-1st fluid passage to allow 3rd clutch/lo-1st fluid to enter the 3rd clutch fluid passage. 3rd clutch fluid, from the 2-3 accumulator assembly and #4 checkball (372), is then routed to the #9 checkball (372). 2-3 Accumulator Piston (136): Moved to the downshifted position by spring force and regulated 2-3 accumulator pressure. #9 Checkball (372): Located in the valve body (300), it seats against the 3rd fluid passage and directs 3rd clutch fluid through an exhaust orifice into the 3rd fluid circuit. 3rd fluid from the 1-2 shift valve (318) and 3-4 shift valve (362) is sent to the 2-3 shift valve (357) where it exhausts.
SUMMARY:
Solenoid state is: solenoid A is OFF and solenoid B is ON. The 3rd clutch releases as the 2/1 band applies to hold the reaction sun gear drum assembly. The input clutch is applied however the input clutch sprag is overrun by the input sun gear. The 2nd clutch is applied and driving the input carrier and input sun gear. The forward band is applied and holding the 1/2 support outer race but the 1/2 support roller clutch is not effective.
SHIFT SOL "A" @OFF
SHIFT SOL "B" @ON
4TH CLUTCH
REVERSE BAND
2ND CLUTCH APPLIED
3RD CLUTCH
3RD SPRAG CLUTCH
INPUT CLUTCH *
INPUT SPRAG CLUTCH
2/1 BAND
OVERRUN APPLIED HOLDING
96A

PASSAGES
COMPONENTS (
(28) (29) (37) (38) (124) (125) (126) (219) (372) (373) (374A) (374B) (382) (411) (412)
96B

49
(From Drive Range Manual Third)

#5 47
48
#6 49 19 47 20 2
18
18
2
3 45 46
46
50 10 50 49 46
49
49 17
18 50 20
49
2 17 29 11 46 30
45
45 2 38 17 2 2 30
(219)
2 17 30 38 2 50 2 2 45 50
49
18
26
18
5 49 2
#7
2 50 43 4 44 #8
7 29 43 42 21 7 6 30
38
50
17
2 45 2 50 30
50
38
38
17 50 50
38
49
5 11 34 10
49 2 11 10 34 2
6 18
18 30 49 30 42
49
49
#10 #9 32
29
43
44
49
50
50 50
50 20 49 49 44 22 22 18 22 24 23 28
25 32 10 25 18
49 8
50
13 14 26
29
10 9
50
1 26 2 12 11 2
1 26 49 49 23
9 13
11
10 24 32
20
50 10
24 18 26 28 15 20
OPT. 49 12 10 11
12
50
50
12 1 2
34 14
13
15 15/13
34 50

48a

THERMAL ELEMENT 19d/18f 18g 2c

48 18 19 19
19 19

#3 3 49 2 19 18
43 42
47 47 4 47 48 19 2 7 29 44 43 44 32 25 22 44 22 22 23 23 24 22 10 24 24 10 18
18 19 18
19
18 2 2 20 11 18
3a 45a 26a 30a 11b

4
47a 4b
12
13
4a/2g 29a
18m
46b
43
43 6 42 38 38 38 6
19 22
6b
21
46a 49d 6a
9
46d/45b 26c 10f 26b/34a 10e 10b
49 18
11 34
44c 26 10 10 34 10 2 2 8 49 8 8
40a/38b 38d 38a
11c
18b
40b/38c
18 49
42 30 30 18 30 2 10 10 13 26 28 18 26 20 1 20 14 9 30
14
20
18c
42b 30f 49c
34b
30b
32a/30c
32b/30d
27
14 26 9 10 49 15/13 12 11
25
25 32 32
18d 22b
16
25c
10h
17
23
9b 13c
15
28
13 15
34 34
34
23a 24b
28c
26g/28b 26f/28a
SPACER PLATE (370)
(37) (38)
51 2 3 48
(412) 49 10 2
10 49
42 (411) 49
49 49
10
10
2 50 7
7 (411)

49 49 49 40
50
33 33 40 40 25 28 1
28 24
49 53 49 13
13
23
24
23
50 52 13 15
49
40
24 28 32 44 20
24
40 28 1
20

24
33 16
28
32
32
16
23
24
50 16 52
(411)
16

(29)
CASE (3) (Bottom)
24 23 23 28 44 16
(29) 16
16 1 52 15 (28)
20 44 32
28 24 23
Figure 94
FOLDOUT 97
44
20
44 32
28
44 20 16
44
23
11
22d 23b 18
10g 22c 24c 24a
10m
24
32c
26 25
32e
33
26e
18n
32
26h
20b
1 13b/14a
20c
42
3 48
52
18e 25b
2a/16a
14b
28
22 26d 8d
30
18 25 10 32 26 26 25 32 10 24 24 28 18 26
32 10
16 53/9 10 9 13
8 14 26 9 12 11 10 49 11 12 8 SLOT IN GASKET 8 26 12 11 49 13 15 34 34 34 34 34 15
14 9 53
10k
9a 12a 49b 11e 13a 34e 34c 15a 34d ORIFICED TCC FILTER (382) 12b 11d 23
44 22 22 22 23 24
18
13 50 13
14/13
20 1 20 14/13

FORWARD SERVO BORE
#1
20 50 50 50 (128) 50
50
(126) 16
(130) 50 44
32
16
20
16
23 23
44
50
28 24 23 28
16 44 20 44 32 28 24 32 16 44 16
10
30e
10c
8 2d/11a 11 19b 2e 18h/19a 7 10 19c/18k 18a 2f 19 19 29b 19e/20a 7a
19 2 2 2 18
3 45 46 26 30 46 18 11 46 46 5
46e
31
47 4 A SOLENOID FILTER (374A)
48 48 4
18
45 46 10 5 10 5 46 50 46 18
48
46f 10a 46c 5b 5 5a/2b 43
18 11 46 30 29
2 19
47 4
(411)
29 7 29 44 44 44 33 25 43 6 42 38 40 38 49 6 18 49 30 42 30 30 18 26 11 26 46
26
7 43 29 46 50 7 50

50
49 6
42 40 38 44
44
2k 8a/2h 49a 8b 8c
10 10 34 10 49 10
2 8 8 (411)
2 49 8
50 10 49 34 10 18 14 10
18 42 30 30 16
46 33 #4
49 18 18 25 40 22
25
44
32 10 26
18 16 28 22 28 24 23
18 20 26 1 15
32
24
44
(411) #2
32

(124) (125)

20
44 (126) 16
(125)
44 20 (124)
44 20

(From Drive Range Manual Second)
3RD CL/LO-1ST
APPLY 3RD CL
LUBE
3RD CL/LO-1ST
5a
LO-1ST
3RD CL
2ND CL
4TH CL
11b
6b
20a 19e
3a
18g
46e
48a
29a
29b
45a
19b
47a
14b
11a
19a
18k
2a
CONV FD
45b
47c
D-4 18f
#9 GASKET (371) CONTROL VALVE BODY (300)
30d
7a
SPACER PLATE (370)
10
11
12
49d
11c
30f
2c
2f
LO-1ST
LINE 2b
A SOL
30c
CONV FD
LINE
PRN
47b
LINE
D-4
LINE
LO
REV SRVO
D SRV AP
EX
REV
D-4
FWD BST
REV BST
EX
3RD IN CL FD
SERVO APPLY
D-2
2ND CL
B SOL OFF
B SOL OFF
MOD
CONV FD
3RD
B SOL
DECREASE
3RD
RELEASE
APPLY
EX
EX
EX
B SOL OFF
43a
D-4
LINE

LINE
D-4
EX
EX

3RD CL
LINE SOL B OFF
14
3-4 ACCUM
4a 22a 10e
PWM FEED
MOD
2ND
3RD
LINE
MOD
EX
SUCTION
2-3 AC
2-3 AC
EX
EX
MOD
MOD
22d
18
D-4
D-4
EX
APPLY CONV FD LINE

34d
2-3 ACCUM
MOD
MOD
LINE
D-4
12a REG
28c
26b 34a
8b
8d
11d
2k
10m
26g
26h
18e
18n
10a
12b
9b
23b
#1
13b
18d
38d
24c
10k
40b
8a
#10
40a
33
32
31
30
28
27
26
25
24
23
22
21
20
19
26f
GASKET (369)
COOLER
MOD
EX
EX
EX
LINE
EX
EX
MOD
PRESSURES
AIR BLEED

MOD
LINE
EX
98
Figure 95
MOD
COOLER
BOTTOM PAN (24)
EX
34
2ND CL
2ND CL
2-3 ACC
2-3 ACCUM
MAN 2-1 SERVO FD
SLOT IN GASKET
1-2 ACCUM
D-4
D-4
CASE (3)

MOD
2ND 2ND
4TH CL MOD MOD

RELEASE
LUBE COOLER
18m
49a
34b
34e
49b
26d
30a
10b
24b
38a
30b
11e
26a
26e
13a
15a
24a
23a
26c
13c
34c
49c
10c
9a
8c
#2
LUBE
28b
28a
14a
2h
38c
GASKET (371)
SPACER PLATE (370)
1-2 ACCUM
38b
D-4
RELEASE
RELEASE
SLOT IN GASKET
4TH
22c 22b

APPLY
APPLY
OFF
TCC SIG
N.O.
CONV
CL
3RD CL
2ND CL
LUBE PIPE (126)
17
4TH CL
C.C. SOL. EX
2-3 ACCUM
1-2 ACCUM
10h
R LINE
SERVO APPLY
PRIMARY TRIM
3RD 3RD 2ND
LINE CONV FEED
EX
MOD
16 25b
10g
CONV CL
REG
LINE
25c
225a
EX
10f 15
D-4
EX
D 2N
3-4 ACCUM
SEC 1-2 ACCUM
PWM MOD

MOD
MAN 2-1 SERVO FD
3RD
PWM SOL
CHANNEL PLATE (400)

LINE
LINE
B OFF
44d
LINE
44c
2-3 SHIFT

3-2 DOWN
#8
43c
44b
44a 2g
D-2
D-2
3-4 ACCUM 4TH CL
LUBE COOLER
3RD B SOL OFF
AIR BLEED
D-4
42b
3RD
2ND
A SOL
42a
D-3
4TH/4TH CL
D-3
ON
43b

D-2
D-3 D-3
4TH CL
N.O. EX
1-2 SHIFT

18c
PUMP BODY (202)
A SOL
LO-1ST A
32e
18b
EX
D-4
4TH CL
LO
4TH
3RD CL D-4 D-4
D-3
PRN
PRN REV
REV EX
4TH
4TH
32c
3-4 SHIFT
LINE
LINE
ON
46b
4-3 DOWN
EX
N.O.
46a
LO-1ST 3RD CL
EX
LO
REV
PRESS REG
B SOL
32d
33a
EX
LO
EX
INPUT CL
MANUAL VALVE

D-4
4TH

MOD LINE
LINE
13
#4
4b
B SOL B SOL
EX
12D DN R
EX
18a
DECREASE
DECREASE
THERMO ELEMENT
EX
20c
D-4
D-4
20b
LO
#7
#5
#6
PRN
32b
18h
30e
16a
46d
46c
48b
19c
48c
GASKET (369)
46f
32a
6a
#3
REVERSE
19d
2d
5b
2e
LUBE COOLER
LINE
LINE REV SERVO
EX
RELEASE
LINE
LUBE
LUBE
COOLER
2ND CL

EX
LUBE
LUBE
REV SERVO
INPUT CL

INPUT CL
COOLER

When the gear selector lever is moved to the Manual First (1) gear range, the manual valve (404) moves and allows line pressure to enter the Lo fluid circuit. Solenoid A is turned ON however a 2-1 shift does not occur until vehicle speed is below 56 kmh (35 mph). Manual Valve (404): Allows line pressure to enter the lo fluid circuit and routes it to the #7 checkball (372). #7 Checkball (372): Located in the valve body (300), it seats against the lo-1st fluid passage directing lo fluid to the 1-2 shift valve (318). Solenoid A (315): Operating in the ON mode, prevents line pressure from exhausting and directs it into the solenoid A passage. Solenoid A fluid shifts the 1-2 shift valve (318) and also feeds to the 3-4 shift valve (362). 1-2 Shift Valve (318): Shifted by solenoid A fluid pressure, it allows lo fluid to enter the lo-1st fluid passage. Lo-1st fluid is then routed to the pressure regulator valve train to boost line pressures. Lo-1st fluid is also sent to the lo blow off valve (407) and the #4 checkball (372). Lo Blow Off Valve (407): Held closed by spring force, it exhausts excess lo fluid pressures above 448 kPa (65 psi) in the 3rd clutch apply circuit. #4 Checkball (372): Located in the channel plate (400), it seats against 3rd clutch fluid allowing lo-1st fluid to enter the 3rd clutch/lo-1st fluid passage to apply the 3rd clutch. #2 Checkball (372): Located in the channel plate (400), allows the 2nd clutch to release by seating it against the 2nd fluid passage. 2nd clutch fluid from the 1-2 accumulator assembly and the 2nd clutch is then forced through an orifice into the 2nd fluid passage. 1-2 Accumulator Piston (136): Moves to the downshifted position by spring force and regulated 1-2 accumulator pressure. It forces 2nd clutch fluid into the 2nd fluid passage and routes it to the 1-2 shift valve (318). 1-2 Shift Valve (318): Allows 2nd fluid to pass through the valve into the 3rd fluid passage. 3rd fluid is then routed to the 23 shift valve (357) where it exhausts.
SUMMARY:
Solenoid state is: solenoid A is ON and solenoid B is ON. The 2nd clutch releases as the 3rd clutch applies to hold the 3rd roller clutch and input sun gear during engine compression braking. The input clutch is applied and the input sprag clutch is driving the input sun gear when accelerating. The 2/1 band is applied and holds the reaction sun gear drum assembly. The forward band is applied and holding the 1/2 support outer race but the 1/2 support roller clutch is not effective.
SHIFT SOL "A" @ON
SHIFT SOL "B" @ON
4TH CLUTCH
REVERSE BAND
2ND CLUTCH
3RD CLUTCH
3RD SPRAG CLUTCH
INPUT CLUTCH
INPUT SPRAG CLUTCH
2/1 BAND
APPLIED HOLDING APPLIED HOLDING APPLIED HOLDING
98A

PASSAGES
COMPONENTS (
(28) (29) (37) (38) (124) (125) (126) (219) (372) (373) (374A) (374B) (382) (411) (412)
98B

49
(From Drive Range Manual Second)

#5 47
48
#6 49 19 47 20 2
18
18
2
3 45 46
46
50 10 50 49 46
49
49 17
18 50 20
49
2 17 29 11 46 30
45
45 2 38 17 2 2 30
(219)
2 17 30 38 2 50 2 2 45 50
49
18
26
18
5 49 2
#7
2 50 43 4 44 #8
7 29 43 42 21 7 6 30
38
50
17
2 45 2 50 30
50
38
38
17 50 50
38
49
5 11 34 10
49 2 11 10 34 2
6 18
18 30 49 30 42
49
49
#10 #9 32
29
43
44
49
50
50 50
50 20 49 49 44 22 22 18 22 24 23 28
25 32 10 25 18
49 8
50
13 14 26
29
10 9
50
1 26 2 12 11 2
1 26 49 49 23
9 13
11
10 24 32
20
50 10
24 18 26 28 15 20
OPT. 49 12 10 11
12
50
50
12 1 2
34 14
13
15 15/13
34 50

THERMAL ELEMENT

19 19

#3 3 49 2 19 18
43 42
47 47 4 47 48 19 2 7 29 44 43 44 32 25 22 44 22 22 23 23 24 22 10 24 24 10 18
18 19 18
19
18 2 2 20 11 18
3 45 46 26 30 46 18 11 45 46 5 2 46 10
29 46
43
43 6 42 38 38 38 6
49 18
11 34
26 10 10 34 10 2 2 8 49 8 8
18 49
42 30 30 18 30 2 10 10 13 26 28 18 26 20 1 20 14 9 30
19 2 2 2 18
3 45 46 26 30 46 18 11 46 46 5
32a/30c
30b
3
14 26 9 10 49 15/13 12 11

19
22
27
25
25 32 32
18d 22b
16
25c
10h
17
23
9b 13c
15
28
13 15
34 34
34
23a 24b
28c
26g/28b 26f/28a
SPACER PLATE (370)
(37) (38)
51 2 3 48
(412) 49 10 2
10 49
42 (411) 49
49 49
10
10
2 50 7
7 (411)

49 49 49 40
50
33 40
40 25 28
49 53 49 1
28 24
50 52 13 13 15
49
13
33 28 1 44 20 28 32
24
16
32
16
23
50 16 52
(411)
16

(29)
CASE (3) (Bottom)
24 23 23 28 44 16
(29) 16
16 1 52 15 (28)
20 44 32
28 24 23
Figure 96
FOLDOUT 99
44
20
23
11
22d 23b 18
10g 22c 24c 24a
10m
24
32c
26 25
32e
33
26e
18n
32
26h
20b
1 13b/14a
20c
42
3 48
52
40 40
18e 25b
32b/30d
2a/16a
14b
28
14 9 53
10k
26d 9a 12a 49b 11e
8d
30
44 22 22 23 23 22
18
12b 11d
13 50 13
14/13
13a 34e 34c 15a 34d

FORWARD SERVO BORE
#1
20 50 50 50 (128) 50
50
(126) 16
(130) 50 44
32
16
20
1 33
1 24
16
23

44
50
23
23 24 28 32 44 20
23
28 24 23 28
24
24
28
32

44 20 16
44
16 44 20 44 32 28 24 32 16 44 16
10
25a
30e
10c
45 46 10 5 10 5 46 50 46 18
48
18 11 46 30 29
2 19
47 4
(411)
29
26
7 43 29 46 50 7 50

50
49 6
42 40 38 44
44
18 10 14 30 30 16 42
46 33 #4
49 18 18 25 40 22
25
8c
44
32 10 26
18 16 28
18 20 26 1 15
32
24 28
22 23 24
44
(411) #2
32

(124) (125)

20
44 (126) 16
(125)
44 20 (124)
44 20
LUBRICATION POINTS
COOLER AND LUBRICATION CIRCUITS
COOLER CIRCUIT:
OIL PUMP BODY (202) CONTROL VALVE BODY (300) CHANNEL PLATE (400) CASE (3)
PRESSURE REGULATOR VALVE (313)
LINE
LUBE
Line pressure from the pump assembly (200) is directed to the pressure regulator valve (313) located in the control valve body (300). Line pressure passes through the pressure regulator valve (313) and enters the converter feed passage. Converter feed fluid is routed to the converter clutch valve (335) where it passes through the valve into the release circuit. Release fluid passes through the control valve body (300), channel plate (400) and case (3) numerous times before passing between the oil pump drive shaft (227) and the turbine shaft (518). Release fluid flows along the pump shaft to the release side of the torque converter clutch plate, passes around the clutch plate and enters the apply side of the plate. Apply fluid from the torque converter (1) is then routed back to the converter clutch valve (335) where it passes through the valve and enters the cooler circuit. The cooler passage is routed through the channel plate (400) and case (3) to the cooler check valve (28).
Cooler fluid passes through the cooler check valve (28) and is sent to the transaxle cooler located inside the radiator.
LUBRICATION CIRCUITS:
Fluid leaving the transaxle cooler enters the lube circuit at the case (3) and is routed to the accumulator cover (132). Lube passes between the accumulator cover (132), accumulator housing (140) before exiting the accumulator cover (132) through the lube oil pipe (126). The lube oil pipe (126), connected to the final drive internal gear (693) provides lubrication to the final drive assembly (700) and other components along the output shaft (510). Filtered line pressure from the pump (200) passes through an orifice in the valve body spacer plate (370) and enters the (front) lube circuit in the channel plate (400). Lube then passes through the channel plate (400) and enters the driven sprocket support (609) where it flows throughout the transaxle.
LINE
LUBE FROM COOLER
ACCUMULATOR HOUSING (140) ACCUMULATOR COVER (132)
FINAL DRIVE INTERNAL GEAR (693) LUBE PIPE (126)
100
Figure 97
BUSHING, BEARING & WASHER LOCATIONS

517
368
514
521
674
685
695
630
676
691
715
503 431 505 508 606 611 629
723 644
671
698
714
368 431 503 505 508 514 517 521 606 611 629 630
BEARING AND SLEEVE, OIL PUMP DRIVE BEARING ASSEMBLY, 4TH CLUTCH SHAFT/ CHANNEL PLATE BEARING ASSEMBLY, 4TH CLUTCH WASHER, THRUST (4TH CL. HUB / DRIVEN SPROCKET) WASHER, THRUST (DRIVEN AND 2ND CL. DRUM) WASHER, THRUST (DRIVE SPROCKET/CHANNEL PLATE) WASHER, THRUST (DRIVE SPROCKET/SUPPORT) BEARING ASSEMBLY, DRIVE SUPPORT/SPROCKET (DRAWN CUP) BEARING ASSEMBLY, DRAWN CUP WASHER, THRUST (DRIVEN SPROCKET SUPPORT/ 2ND CLUTCH DRUM) BEARING, THRUST (SUPPORT SPROCKET/ THRUST WASHER) WASHER, THRUST (BEARING/INPUT CLUTCH HUB) SELECTIVE
644 671 674 676 685 691 695 698 714 715 723
BEARING ASSEMBLY, THRUST BEARING ASSEMBLY, THRUST BEARING ASSEMBLY, THRUST (INPUT/ REACTION CARRIER) BEARING ASSEMBLY, THRUST (REACTION CARRIER/ SUN GEAR) BEARING ASSEMBLY, THRUST ASSEMBLY/LO RACE WASHER, THRUST (1/2 SUPPORT/INTERNAL GEAR) BEARING ASSEMBLY, THRUST (INTERNAL GEAR/ PARKING GEAR) BEARING ASSEMBLY, THRUST CARRIER/SUN GEAR WASHER, DIFFERENTIAL CARRIER/CASE (THRUST) BEARING ASSEMBLY, THRUST (DIFFERENTIAL CARRIER/CASE) BEARING, 4TH CLUTCH SHAFT TO INPUT HOUSING
SH1131-4T60-E
Figure 98
101
SEAL LOCATIONS
41
43 620 642
625 422 4 620 427
642 11
604
635
641
605
409
634
105 14 137 137 113 107 18
4 8 11 14 18 41 43 105 107 113 137 409
SEAL ASSEMBLY, AXLE OIL SEAL, EXTENSION TO CASE SEAL, O-RING SPEED SENSOR SEAL, O-RING (FORWARD SERVO COVER) RING, OIL SEAL (FORWARD SERVO PISTON) SEAL, O-RING (REVERSE SERVO COVER) RING, OIL SEAL (REVERSE SERVO PISTON) SEAL, SQUARE CUT (2/1 SERVO) SEAL, LIP (MANUAL 2/1 SERVO PISTON) SEAL, O-RING (MANUAL 2/1 SERVO COVER) RING, OIL SEAL ACCUMULATOR PISTON SEAL ASSEMBLY, AXLE OIL (LEFT SIDE)
422 427 525 604 605 620 634 635 641 642
SEAL, O-RING RING, OIL SEAL (3-4 ACCUM. PISTON) HELIX SEAL ASSEMBLY, CONVERTER OIL SEAL, 4TH CLUTCH PISTON (OUTER) SEAL, 4TH CLUTCH PISTON (INNER) PISTON, 2ND CLUTCH W/MOLDED SEAL SEAL, INPUT CLUTCH PISTON (INNER) SEAL, INPUT CLUTCH PISTON (OUTER) SEAL, 3RD CLUTCH PISTON (INNER) PISTON, SEAL AND BALL CAPSULE ASM., 3RD CLUTCH
RH1132-4T60-E
102
Figure 99
ILLUSTRATED PARTS LIST
103
CASE AND ASSOCIATED PARTS

373 374 206 226 SOME MODELS 58 207 224 225 207 205 203 55 390 391 52 59 53 50 51 57 56 46 SOME MODELS 30 37 31 30 35 49 36 17 45 8 32 33 34 372 227 228 5 372 29 450 ATW MODEL ONLY 27 400 3 101 100 26 19 17 18 12 22 4 7 6 10 11 48 38 47 54 39 40 41 42 43 44 9 2 SOME MODELS 9 1 SOME MODELS SOME MODELS 200 380 376 300 382 372 374 371 379 377 378 372
372
204 375 369 370
SOME MODELS
21
20
28
16
15
14
25 24
13
23
SH1122-4T60-E
104
Figure 100

1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40 41 42 43 44 45 46 47 48 49 CONVERTER ASSEMBLY, COMPLETE BUSHING, CONVERTER PUMP CASE, TRANSMISSION SEAL ASSEMBLY, AXLE OIL BOLT, CASE EXTENSION TO CASE M10 X 1.5 X 35.0 (4) EXTENSION, CASE BUSHING, DIFFERENTIAL TO CASE SEAL, EXTENSION TO CASE BOLT, SPEED SENSOR RETAINER TO CASE M8 X 1.25 X 12.0 (1) SPEED SENSOR ASSEMBLY, COMPLETE SEAL, O-RING SPEED SENSOR BOLT, FWD. SERVO COVER TO CASE M6 X 1.0 X 20.0 (3) COVER, FORWARD SERVO SEAL, O-RING (SERVO COVER) RING, INTERNAL RETAINING PISTON, SERVO FORWARD RETAINER, SERVO SPRING (1ST AND 2ND) RING, OIL SEAL PISTON SPRING, FORWARD SERVO CUSHION RETAINER, SERVO CUSHION SPRING PIN, FORWARD BAND APPLY SPRING, SERVO RETURN BOLT, SPECIAL, TRANS. OIL PAN TO CASE M8 X 1.25 X 18.0 (20) PAN, TRANSMISSION OIL GASKET, TRANSMISSION OIL PAN MAGNET, CHIP COLLECTOR WEIR, OIL RESERVOIR BALL, CHECK ASSEMBLY, COOLER LINE - 3/8 - 18 (1) CONNECTOR, COOLER-LINE (INVERTED FLARE TUBE) 1/4- 18 NPTF (1) BOLT, MODULATOR TO CASE - M8 X 1.25 X 20.0 (1) RETAINER, MODULATOR MODULATOR ASSEMBLY, TRANSMISSION SEAL, O-RING VALVE, MODULATOR CONNECTOR, ELECTRICAL (7 WAY) SEAL, O-RING VENT ASSEMBLY, TRANSMISSION PLUG, PIPE - PRESSURE SWITCH 1/8 - 27 DRYSEAL NPTF (2) RING, SERVO COVER RETAINING COVER, SERVO SEAL, O-RING (SERVO COVER) RING, INTERNAL RETAINING RING, OIL SEAL PISTON PISTON, SERVO REVERSE SPRING, REVERSE SERVO CUSHION RETAINER, SERVO CUSHION SPRING SPRING, REVERSE SERVO CURVED PIN, REVERSE APPLY (SELECTIVE) SPRING, SERVO RETURN
SH1123-4T60-E
50 51 52 53 54 55 56 57 58 59 100 101 200 203 204 205 206 207 224 225 226 227 228 300 369 370 371 372 373 374 375 376 377 378 379 380 382 390 391 400 450
NUT, CASE SIDE COVER TO CHANNEL PLATE M6 X 1.0 (6) WASHER, CONICAL SCREW, AND CONICAL WASHER ASSEMBLY SIDE COVER TO CASE - M8 X 1.25 X 21.3 (17) PAN, CASE SIDE COVER GASKET, CASE SIDE COVER GASKET, INNER CASE SIDE COVER BOLT, STRUCTURAL SIDE COVER TO CASE (HEX) BOLT, STRUCTURAL SIDE COVER TO CASE (TORX) STUD, STRUCTURAL SIDE COVER TO CASE SEAL, STRUCTURAL SIDE COVER TO CASE FILTER ASSEMBLY, TRANSMISSION OIL SEAL ASSEMBLY, FILTER NECK TO CASE BODY ASSEMBLY, OIL PUMP COMPLETE BOLT, PUMP BODY TO VALVE BODY M8 X 1.25 X 30.0 (1) BOLT, PUMP COVER TO VALVE BODY M6 X 1.0 X 45.0 (1) BOLT, PUMP COVER TO PUMP BODY M8 X 1.25 X 20.0 (2) BOLT, PUMP BODY TO CASE - M8 X 1.25 X 95.0 (2) BOLT, PUMP COVER TO CHANNEL PLATE M6 X 1.0 X 85.0 (10) HARNESS ASSEMBLY, WIRING CLIP, CONDUIT CLIP, CONDUIT SHAFT ASSEMBLY, OIL PUMP DRIVE RING, OIL SEAL PUMP SHAFT BODY ASSEMBLY, CONTROL VALVE GASKET, CHANNEL PLATE/SPACER PLATE PLATE ASSEMBLY, VALVE BODY SPACER GASKET, VALVE BODY TO SPACER PLATE BALL, 0.25 DIA. BALL FILTER BOLT, VALVE BODY TO CASE - M8 X 1.25 X 70.0 (3) BOLT, VALVE BODY TO CHANNEL PLATE M6 X 1.0 X 35.0 (1) BOLT, VALVE BODY TO CHANNEL PLATE (TORX) M6 X 1.0 X 45.0 (2) BOLT, VALVE BODY TO CHANNEL PLATE M6 X 1.0 X 55.0 (6) BOLT, SPECIAL, VALVE BODY TO CASE M8 X 1.25 X 85.0 (1) BOLT, VALVE BODY TO DRIVEN SPROCKET SUPPORT M8 X 1.25 X 90.0 (1) SCREEN ASM., CONVERTER CLUTCH ASM. CLIP, TEMPERATURE SENSOR SENSOR, TEMPERATURE CHANNEL PLATE ASSEMBLY, COMPLETE SENSOR, TEMPERATURE - 1/8 - 27 DRYSEAL SAE (1)
Figure 101
105

Drive Link Assembly, 4th Clutch, Accumulator Assemblies and Case Seals
400 500 431
501
502
501
502 503
504
3 524 434 436 520 522 521 525 808 810
526 519 507 516 517 518 526 102 510 123 115 512 508 505 506 140 138B 138A 137 136 135 133 134 136 137 139C 139B 135 131 132 126 103 133 127 128 127 104 129 139A 137 136 135 125
139D BLW & YMW MODELS
523
809
515 514 513
122 121
114 113 117 120 117 112 111 110 109
509
124 130
108 107 106 105
1-2 ACCUMULATOR AJW AND ATW MODELS
SH1127-4T60-E
106
Figure 102

Drive Link Assembly, 4th Clutch, Accumulator Assemblies and Case Seals
3 102 103 104 105 106 107 108 109 110 111 112 113 114 115 116 117 120 121 122 123 124 125 126 127 128 129 130 131 132 133 134 135 136 137 CASE, TRANSMISSION PIN, BAND ANCHOR (2-1 MANUAL) BOLT, 2-1 SERVO COVER TO CASE M8 X 1.25 X 25.0 (3) COVER, 2-1 MANUAL SERVO BODY SEAL, SQUARE CUT (2-1 SERVO) CLIP, RETAINING (BOTTOM) SEAL, LIP PISTON, 2-1 MANUAL SERVO SPRING, 2-1 MANUAL SERVO CUSHION RETAINER, INT. SERVO SPRING MANUAL CUSHION PIN, 2-1 MANUAL APPLY SPRING, 2-1 MANUAL SERVO RETURN SEAL, O-RING BODY, 2-1 MANUAL SERVO FILTER, 2-1 SERVO CLIP, RETAINING (TOP) PIN, BAND ANCHOR FORWARD AND REVERSE PIN WASHER ASM., THERMO ELEMENT THERMOSTATIC ELEMENT PLATE, THERMOSTATIC ELEMENT PIN, THERMAL ELEMENT PIPE, FORWARD SERVO APPLY PIPE, MANUAL SERVO APPLY PIPE, LUBE OIL CLAMP, HOSE HOSE, LUBE OIL RETAINER, LUBE PIPE CLIP PIPE AND WASHER ASSEMBLY BOLT, ACCUMULATOR COVER TO CASE AND ACCUMULATOR HSG. - M6 X 1.0 X 28.0 (1) COVER, ACCUMULATOR GASKET, ACCUMULATOR COVER PLATE, ACCUMULATOR SPACER PIN, 2-3 ACCUMULATOR PISTON, 1-2 AND 2-3 ACCUMULATOR RING, OIL SEAL ACCUMULATOR PISTON 525 526 808 809 810 522 523 524 515 516 517 518 519 520 521 506 507 508 509 510 512 513 514 500 501 502 503 504 505 436 434 140 400 431 HOUSING, ACCUMULATOR (MACHINED) CHANNEL PLATE ASM., COMPLETE BEARING ASM., 4TH CHANNEL HUB/ CHANNEL PLATE BOLT, CHANNEL PLATE TO CASE M8 X 1.25 X 45.0 (6) BOLT, CHANNEL PLATE TO CASE M8 X 1.25 X 30.0 (4) PLATE, 4TH CLUTCH REACTION PLATE ASM., 4TH CLUTCH PLATE, 4TH CLUTCH APPLY BEARING ASM., 4TH CLUTCH SHAFT ASM., 4TH CLUTCH WASHER, THRUST (4TH CL. HUB TO DRIVEN SPROCKET) SPROCKET, DRIVEN LINK ASSEMBLY, DRIVE WASHER, THRUST (DRIVEN AND 2ND CL. DRUM) RING, OUTPUT SHAFT/DRIVE AXLE (SNAP) SHAFT, OUTPUT RING, OUTPUT SHAFT/DIFFER. INBOARD (SNAP) RING, OIL SEAL (TURBINE SHAFT/SLEEVE) (2) WASHER, THRUST (DRIVE SPROCKET/ CHANNEL PLATE) RING, TURBINE SHAFT TO DRIVE SPROCKET (SNAP) SPROCKET, DRIVE WASHER, THRUST (DRIVE SPROCKET/SUPPORT) SHAFT, TURBINE RING, OIL SEAL (TURBINE SHAFT/SUPPORT) SEAL, O-RING (TURBINE SHAFT/HUB) BEARING ASM., DRIVE SUPPORT/SPROCKET (DRAWN CUP) SUPPORT, DRIVE SPROCKET BUSHING, DRIVE SPROCKET SUPPORT BOLT, CASE TO DRIVE SPROCKET SUPPORT M8 X 1.25 X 23.5 (4) HELIX SEAL ASM., CONVERTER OIL PIN, DOWEL PIN, GUIDE RETAINING GUIDE, ACTUATOR SEAL, O-RING
138A SPRING, 2-3 ACCUMULATOR (INNER) 138B SPRING, 2-3 ACCUMULATOR (OUTER) 139A SPRING, 1-2 ACCUMULATOR 139B SPRING, 1-2 ACCUMULATOR (INNER) 139C SPRING, 1-2 ACCUMULATOR (OUTER) 139D SPRING AND RETAINER ASM., 1-2 ACCUMULATOR
SH1128-4T60-E
Figure 103
107
OIL PUMP ASSEMBLY
205
201
208 210 209
211
209
222 223
212 213 214
220
215 221
202
219
201 202 205 208 209 210 211 212
COVER, PUMP BODY, OIL PUMP BOLT, PUMP COVER TO PUMP BODY M8 X 1.25 X 20.0 (1) BUSHING, AUXILIARY VALVE BODY (PUMP SHAFT) RING, PUMP VANE ROTOR, OIL PUMP SELECTIVE VANE, PUMP SELECTIVE RING, OIL SEAL (SLIDE TO COVER - SELECTIVE)
213 214 215 219 220 221 222 223
SEAL, O-RING SLIDE OIL PUMP SELECTIVE PIN, PIVOT (PUMP SLIDE) SCREEN ASSEMBLY, OIL PUMP PRESSURE SEAL, PUMP SLIDE SUPPORT, OIL PUMP SLIDE SEAL SPRING, PUMP PRIMING (OUTER) SPRING, PUMP PRIMING (INNER)
SH1101-4T60-E
108
Figure 104
CONTROL VALVE BODY ASSEMBLY

368 301 SOME MODELS ONLY 385 345 344 385 366 367 357 367 363 365 364 316 315 SOL B 314 336 315 TCC SOL 335 316 334 314 383 332 331 325 PWM SOL 326 327 333 301 362 361 360 358 359 352 356 355 354 353 346 338 347 351 350 343 385 349 348 338 340 385 342 341 339 342 340 341 339
319
322 323 321
301 302 303 304 305 306 307 308 309 310 311 312 313 314 315 316 317 318 319 320 321 322 323 324 325 326 327 331 332 333 334 335 336 338 339 340 341 342 343 344
384 320 317 BODY, CONTROL VALVE (MACHINED) 324 318 RETAINER, LINE BOOST VALVE AND BUSHING 316 BUSHING, LINE BOOST VALVE 315 VALVE, LINE BOOST SOL A 308 SPRING, PRESSURE REGULATOR MODULATOR BOOST 313 314 312 RETAINER, PRESSURE REGULATOR 311 302 SPRING, REVERSE BOOST 310 PIN, GROOVED 304 309 BUSHING, REVERSE BOOST VALVE 307 306 VALVE, REVERSE BOOST 305 SPRING, PRESSURE REGULATOR VALVE (OUTER) SPRING, PRESSURE REGULATOR VALVE ISOLATOR 303 VALVE, PRESSURE REGULATOR 345 BUSHING, 2-3 ACCUMULATOR VALVE RETAINER, SPRING CLIP 346 PLUG, 1-2 ACCUMULATOR (SECONDARY) SOLENOID ASSEMBLY 347 VALVE, 1-2 ACCUMULATOR (SECONDARY) SEAL, O-RING 348 SPRING, 1-2 ACCUMULATOR VALVE (SECONDARY) SPRING, 1-2 SHIFT VALVE 349 BUSHING, 1-2 ACCUMULATOR (SECONDARY) VALVE, 1-2 SHIFT 350 VALVE, 3-4 ACCUMULATOR PIN, COILED SPRING 351 SPRING, 3-4 ACCUMULATOR VALVE BUSHING, PUMP PRESSURE RELIEF 352 BUSHING, 3-4 ACCUMULATOR VALVE BALL, 0.375 DIA. 353 RETAINER, 2-3 SHIFT SEAT, SPRING 354 PLUG, BORE (2-3 SHIFT) SPRING, PUMP PRESSURE RELIEF 355 SPRING, 3-2 DOWNSHIFT VALVE RETAINER, SOLENOID (3-4 SHIFT) 356 VALVE, 3-2 MANUAL DOWNSHIFT SOLENOID ASSEMBLY, PWM 357 VALVE, 2-3 SHIFT O-RING, PWM SOLENOID 358 RETAINER, SPRING CLIP O-RING, PWM SOLENOID 359 PLUG, BORE (3-4 SHIFT) SPRING, ISOLATOR 360 VALVE, 4-3 MANUAL DOWNSHIFT VALVE, CONVERTER CLUTCH REGULATOR 361 SPRING, 4-3 MANUAL DOWNSHIFT SPRING, CONVERTER CLUTCH REGULATOR 362 VALVE, 3-4 SHIFT VALVE, ISOLATOR 363 PIN, COILED SPRING VALVE, CONVERTER CLUTCH 364 PLUG, BORE (REVERSE BOOST) SPRING, CONVERTER CLUTCH 365 SPRING, SERVO BOOST VALVE (REVERSE) RETAINER, 1-2 ACCUMULATOR PLUG 366 SPRING, SERVO BOOST VALVE (FORWARD) (PRIMARY AND SECONDARY) 367 VALVE, SERVO BOOST (FORWARD AND REVERSE) PLUG, 1-2 ACCUMULATOR (PRIMARY) 368 BEARING AND SLEEVE, OIL PUMP DRIVE SPRING, 1-2 ACCUMULATOR VALVE (PRIMARY) 383 RETAINER, CONVERTER CLUTCH REGULATOR VALVE, 1-2 ACCUMULATOR 384 BUSHING, CONVERTER CLUTCH REGULATOR BUSHING, 1-2 ACCUMULATOR VALVE (PRIMARY) 385 RETAINER, ACCUMULATOR BUSHING ASSEMBLY VALVE, 2-3 ACCUMULATOR (2-3 AND 1-2 SECONDARY AND PRIMARY) SPRING, 2-3 ACCUMULATOR VALVE
Figure 105
109
CHANNEL PLATE ASSEMBLY

402 405 403 406 404 401 407 409
411 526 SOME MODELS 432 412 410
431 430
411
424 423 422 421
411
428 426 425 SOME MODELS 427 514 418 417
420 419 526
429
NOTE: 3-4 ACCUMULATOR SPRING (OUTER, MIDDLE AND/OR INNER) CONFIGUATION IS MODEL DEPENDANT.
401 402 403 404 405 406 407 409 410 411 412 417 418 419 420 421
CHANNEL PLATE LINK, MANUAL VALVE RETAINER, LINK (MANUAL VALVE) VALVE, MANUAL PLUG, LO BLOW OFF SPRING, LO BLOW OFF VALVE, LO BLOW OFF SEAL ASSEMBLY, AXLE OIL (LEFT SIDE) SLEEVE, CONTROL BODY ALIGNMENT PLUG, BORE PLUG, CUP (ORIFICED) PLUG, CUP (BLOW OFF) SPRING, TCC BLOW OFF SEAT, SPRING BALL, 0.375 DIA. CANISTER, 3-4 ACCUMULATOR
422 423 424 425 426 427 428 429 430 431 432 514 526
SEAL, O-RING SPRING, 3-4 ACCUMULATOR (OUTER) SPRING, 3-4 ACCUMULATOR (MIDDLE) SPRING, 3-4 ACCUMULATOR (INNER) PIN, 3-4 ACCUMULATOR RING, OIL SEAL (3-4 ACCUM. PISTON) PISTON, 3-4 ACCUMULATOR GASKET, CHANNEL PLATE (LOWER) GASKET, CHANNEL PLATE (UPPER) BEARING ASM., 4TH CHANNEL HUB TO CHANNEL PLATE STUD, CHANNEL PLATE TO SIDE COVER M6 X 1.0 X 18.0 (6) WASHER, THRUST (DRIVE SPROCKET/ CHANNEL PLATE) PIN, DOWEL
SH1019-4T60-E
110
Figure 106
MANUAL SHAFT & PARK SYSTEM COMPONENTS
806
807
810 808
804 802 809
805 803
801
800
800 801 802 803 804 805 806 807 808 809 810
ACTUATOR ASSEMBLY, PARKING LOCK PIN, MANUAL SHIFT TO CASE LEVER, INSIDE DETENT NUT, MANUAL SHAFT/DETENT LEVER (HEX) M10 X 1.5 (1) SPRING AND ROLLER ASSEMBLY, MANUAL DETENT BOLT, MANUAL DETENT SPRING TO CHANNEL PLATE M6 X 1.0 X 16.0 (1) SEAL, MANUAL SHAFT SHAFT, MANUAL PIN, GUIDE RETAINING GUIDE, ACTUATOR SEAL, O-RING
PH1036-4T60-E
Figure 107
111
INTERNAL COMPONENTS
608 614 612 605 606 607 609 611
604 603 601 602
613 610 628 627 626 625 716 629 630
622 621 617 616 615 618 619 620
623
648 624 640 644 645 646
649
636 632 633 631 723 634 635
637
638
639
640
641
642
643
647 669 667 668
658 656 654 655
659
717
718
719
720
721
653
722
665
719
661
688 685 686 687
681 680 679 657 674 675 678 676 677
682
683
684
673 672 671
702 698 699 700 701
713 714 715
697 694 693 690 689 691 692 690 695 696
703 704
712
710 711 708 706 705
705 704 703
706
708
709
SH1125-4T60-E
112
Figure 108
INTERNAL COMPONENTS
601 602 603 604 605 606 607 608 609 610 611 612 613 614 615 616 617 618 619 620 621 622 623 624 625 626 627 628 629 630 631 632 633 634 635 636 637 638 639 640 641 642 643 644 645 646 647 648 649 653 654 655 656 657 658 659 RING, SNAP (4TH CLUTCH RETURN SPRING) SPRING ASSEMBLY, 4TH CLUTCH PISTON RETURN PISTON, 4TH CLUTCH SEAL, 4TH CLUTCH PISTON (OUTER) SEAL, 4TH CLUTCH PISTON (INNER) BEARING ASSEMBLY, DRAWN CUP PLUG, CUP ORIFICED SCOOP, CHAIN SCAVENGING SUPPORT DRIVEN SPROCKET PLUG, CUP WASHER, THRUST (DRIVEN SPROCKET SUPPORT/ 2ND CLUTCH DRUM) SEAL, RING FOUR LOBED RING, OIL SEAL BUSHING, DRIVEN SPROCKET SUPPORT BAND ASSEMBLY, REVERSE BUSHING, 75.5 O.D. X 8.0 HOUSING, 2ND CLUTCH RETAINER AND BALL ASSEMBLY, CHECK VALVE (FORWARD CLUTCH) BUSHING, 70.0 O.D. X 11.0 PISTON, 2ND CLUTCH W/MOLDED SEAL APPLY RING AND RELEASE SPRING ASSEMBLY, 2ND CLUTCH RING, SNAP PLATE, 2ND CLUTCH (WAVED) PLATE ASSEMBLY, 2ND CLUTCH (FIBER) PLATE, 2ND CLUTCH REACTION (STEEL) PLATE, BACKING SUPPORT RING (STEEL) RING, SNAP 2ND CLUTCH (OUTER) RING, OIL SEAL (INPUT SHAFT) BEARING, THRUST (SUPPORT SPROCKET/ THRUST WASHER) WASHER, THRUST (BEARING/ INPUT CLUTCH HUB) SELECTIVE BUSHING, INPUT SHAFT HOUSING SLEEVE AND SHAFT ASM., INPUT RETAINER AND BALL ASM., CHECK VALVE SEAL, INPUT CLUTCH PISTON (INNER) SEAL, INPUT CLUTCH PISTON (OUTER) PISTON, INPUT CLUTCH SPRING AND RETAINER ASM., INPUT SEAL, O-RING HOUSING, 3RD CLUTCH PISTON RING, SNAP (3RD CL. PISTON HSG./INPUT SHAFT) SEAL, 3RD CLUTCH PISTON (INNER) PISTON, SEAL AND BALL CAPSULE ASM., 3RD CL. SPRING RETAINER AND GUIDE ASSEMBLY, 3RD CL. BEARING ASSEMBLY, THRUST PLATE, 3RD CLUTCH (WAVED) PLATE ASSEMBLY, 3RD CLUTCH (SPROCKET SUPPORT/SPLINE O.D.) PLATE ASSEMBLY, 3RD CLUTCH (SPROCKET SUPPORT/SPLINE l.D.) PLATE, BACKING RING, SNAP RACE, 3RD SPRAG CLUTCH (OUTER) PLATE, INPUT CLUTCH APPLY PLATE, INPUT CLUTCH, (WAVED) PLATE ASM., INPUT CLUTCH (FIBER) PLATE, INPUT CLUTCH (1.9 FLAT) PLATE, CLUTCH BACKING (STEEL) RING, SNAP 661 665 667 668 669 671 672 673 674 675 676 677 678 679 680 681 682 683 684 685 686 687 688 689 690 691 692 693 694 695 696 697 698 699 700 701 702 703 704 705 706 708 709 710 711 712 713 714 715 716 717 718 719 720 721 722 723 RACE, INPUT SPRAG CLUTCH (INNER) RACE, INPUT SPRAG CLUTCH (OUTER) SPACER, INPUT SUN GEAR GEAR, INPUT SUN DRUM, REVERSE REACTION BEARING ASM., THRUST CARRIER ASM., INPUT COMPLETE DAM, INPUT CARRIER TO REACTION CARRIER BEARING ASM., THRUST (INPUT/REACTION CARRIER) CARRIER ASSEMBLY, REACTION COMPLETE BEARING ASM., THRUST (REACTION CARRIER/ SUN GEAR) BUSHING, REACTION SUN GEAR (LEFT HAND) GEAR, DRUM BUSHING ASM., REACTION SUN BUSHING, REACTION SUN GEAR (RIGHT HAND) BAND ASSEMBLY, 2/1 RACE, 1/2 SUPPORT (INNER) RING, SNAP (1/2 ROLLER ASM.) ROLLER ASSEMBLY, 1/2 SUPPORT SPACER, 1/2 SUPPORT BEARING ASM., THRUST ASM./LO RACE BUSHING, 1/2 SUPPORT RACE, 1/2 SUPPORT (OUTER) BAND ASSEMBLY, FORWARD SHAFT, FINAL DRIVE SUN GEAR BUSHING, FINAL DRIVE INTERNAL GEAR WASHER, THRUST (1/2 SUPPORT/INTERNAL GEAR) RING, SNAP (FINAL DRIVE INTERNAL GEAR SPROCKET) GEAR, FINAL DRIVE INTERNAL PAWL AND PIN ASM., PAWL LOCKOUT BEARING ASM., THRUST (INTERNAL GEAR/ PARKING GEAR) GEAR, PARKING GEAR, FINAL DRIVE SUN BEARING ASM., THRUST CARRIER/SUN GEAR RING, SPIRAL PIN RETAINING CARRIER ASSEMBLY, DIFFERENTIAL/ FINAL DRIVE COMP. SHAFT, DIFFERENTIAL PINION PIN, DIFFERENTIAL PINION SHAFT RETAINING WASHER, THRUST (DIFFERENTIAL PINION) GEAR, DIFFERENTIAL PINION GEAR, DIFFERENTIAL SIDE WASHER, THRUST (DIFFERENTIAL SIDE GEAR) BRONZE WASHER, PINION THRUST (STEEL) BEARING, ROLLER NEEDLE SPACER, PINION NEEDLE BEARING PINION, FINAL DRIVE PLANET PIN, PLANET PINION ROTOR, SPEED SENSOR (29 OR 30 T.) WASHER, DIFFERENTIAL CARRIER/CASE (THRUST) BEARING ASM., THRUST (DIFFERENTIAL CARRIER/CASE) PLATE, 2ND CL. APPLY REACTION (TAPERED) RING, SPIRAL LOCK RETAINER, 3RD CLUTCH SPRAG BEARING, END (2) 3RD SPRAG ASSEMBLY BEARING, CENTER SPRAG ASSEMBLY, INPUT BEARING, 4TH CLUTCH SHAFT TO INPUT HOUSING
RH1126-4T60-E
Figure 109
113
BASIC SPECIFICATIONS
Transaxle Drive Transverse Front Wheel Drive Transaxle Type 4T60-E Automatic Four Speed Overdrive With A Mechanical or Viscous Torque Converter Clutch Transfer Design 2-Axis Design, Link Chain Assembly Control Systems Shift Control Shift Pattern Shift Quality Torque Converter Clutch Gear Ratios 1st 2nd 3rd 4th Rev 2.921 1.568 1.000 0.705 2.385 Electronic Binary Solenoid Vacuum (Modulator) Electronic Converter K Factor Range 122 to 240
Not all K Factors are applicable across the entire range of Converter Stall Torque Ratios.
Transaxle Fluid Capacities (Approximate) Bottom Pan Removal: 5.7L (6 QT) Complete Overhaul: 7.6L (8 QT) Dry: 10.4L (11 QT) Transaxle Weight Dry: 83.4 Kg (183.90 LB) Wet: 92.5 Kg (203.96 LB) Chain Ratios* Final Drive Ratios 2.84 3.06 3.33 35/35 37/33 28/27 33/37
Overall Final Drive Ratios Available 2.84 3.06 3.33 2.53 2.73 2.97 2.74 2.95 3.21 3.18 3.43 3.73
*Designates the number of teeth on the drive / driven sprockets, respectively.
Maximum Engine Torque 319 Nm (235 LB-FT) Maximum Gearbox Torque 437 Nm (322 LB-FT) 3.33 Final Drive Ratio 480 Nm (354 LB-FT) 3.06 Final Drive Ratio 500 Nm (369 LB-FT) 2.84 Final Drive Ratio
The maximum torque limits are only to be used as a guide and may not always be applicable under certain conditions.
Transaxle Packaging Information Center Distance 233.36 mm (Reference) Engine Mounting Face to Side Cover 268.1 mm (Reference) Engine Mounting Face to Differential 395.0 mm (Reference) Overall Length 663.1 mm (Reference) Engine Centerline to Bottom Pan 209.5 mm (Reference) Engine Mounting Face to Converter Lug Determined by Customer 7 Position Quadrant (P, R, N, OD, D, 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 Shift Speed 1-2 6,000 RPM 2-3 5,800 RPM 3-4 4,900 RPM
The maximum shift speed allowed in each engine application must be calculated.
Maximum Gross Vehicle Weight 2,903 Kg (6,400 LB) Transaxle Fluid Type Dexron III Converter Sizes Available 245 mm (Reference) Converter Bolt Circle Diameters 237.0 mm (Reference) Converter Stall Torque Ratio Range 1.60 to 2.70
114
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. 60), that designate the transaxle or transmission Series number. This number signifies the relative torque capacity of the unit. The fifth character designates the major features incorporated into this unit. For example, the letter E designates that the unit has electronic controls. By using this method of classification, the Hydramatic 4T60-E is a 4-speed, transversely mounted, 60 series unit, with electronic controls.
HYDRA-MATIC 4T60-E HYDRA-MATIC 4 Number of Speeds: 3 4 5 V (CVT) T Type: T - Transverse L - Longitudinal M - Manual 60 Series: Based on Relative Torque Capacity E Major Features: E - Electronic Controls A - All Wheel Drive HD - Heavy Duty
115
GLOSSARY
Accumulator: A component of the transaxle 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. 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). 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. Check Ball: A spherical hydraulically controlled component (usually made of steel) that either seals off or opens fluid circuits. It is also referred to as a check valve. Clutch Pack: An assembly of components generally consisting of clutch plates, an apply plate and a backing plate. Clutch Plate: A hydraulically activated component that has two basic designs: (1) all steel, or (2) a steel core with friction material bonded to one or two sides of the plate. Component: Any physical part of the transaxle/ transmission. Control Valve Body: A machined metal casting that contains a number of valve trains that shift the transaxle. 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) Deceleration: With foot off the throttle and light or no brake apply, vehicle will reduce speed and slow down. De-energize(d): To interrupt the electrical current that flows to an electronically controlled device making it electrically inoperable. Diaphragm: A flexible rubberized fabric (i.e. a component of the vacuum modulator used on the Hydra-matic 4T60-E transaxle). 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 transaxle) 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). Friction Material: A heat and wear resistant fibrous material bonded to clutch plates and bands.
117
GLOSSARY
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. (Mainline) Lube: A hydraulic circuit to distribute fluid throughout the transaxle which lubricates internal components. 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.
118
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. Release: An apply component that is splined with or assembled with another component which allows it to rotate or spin freely. 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. Spool Valve: A round hydraulic control valve often containing a variety of land and valley diameters. Sprag Clutch: A mechanical clutch (holding device) consisting of figure eight like elements assembled between inner and outer races. Thermostatic Element: A bimetallic strip that reacts to hot and cold temperatures to control an orifice. Throttle Position: The travel of the throttle plate that is expressed in percentages. Torque: A measurable twisting force expressed in terms of Newton- meters (N.m), pounds feet (lbs. ft.) or pounds inches (lbs. in.). Torque Converter: A component of an automatic transmission, (attached to the engine flywheel) that transfers torque from the engine to the transmission through a fluid coupling. Vacuum Modulator: A two-compartmented mechanical device containing a diaphragm that responds to a constant supply engine manifold vacuum and/or opposing atmospheric pressure. Variable Capacity Pump: A device that provides a changeable volume of fluid for operating the hydraulic circuits in the transmission.
ABBREVIATIONS
LIST OF ABBREVIATIONS WHICH MAY BE USED IN THIS BOOK A SOL - A Solenoid (circuit) ACC or ACCUM - Accumulator ALDL - Assembly Line Diagnostic Link APP - Apply ASM - Assembly AUX - Auxiliary B SOL - B Solenoid (circuit) BD - Band NC - Normally Closed NPTF - National Pipe Thread Fine N.m - Newton Meters NO - Normally Open PCM - Powertrain Control Module PRESS REG - Pressure Regulator PRN - Park, Reverse, Neutral (circuit) PSI - Pounds per Square Inch PWM - Pulse Width Modulated REG - Regulator or Regulated REL - Release (circuit) REV - Reverse REV BST - Reverse Boost RPM - Revolutions per Minute SIG - Signal SOL - Solenoid SRV - Servo SW - Switch TCC - Torque Converter Clutch TCC SIG - Torque Converter Clutch Signal (circuit) TPS - Throttle Position Sensor TRANS - Transaxle or Transmission V - Volts VCC - Viscous Converter Clutch VS - Vacuum Sensor VSS - Vehicle Speed Sensor 1ST - First Gear/Low Gear 2ND CL - Second Clutch 3RD CL - Third Clutch 4TH CL - Fourth Clutch
C - Degrees Celsius
C. C. - Converter Clutch CL - Clutch CONV - Converter CONV FD - Converter Feed (circuit) CTS - Coolant Temperature Switch D-2 - Drive 2 (circuit) D-3 - Drive 3 (circuit) D-4 - Drive 4 (circuit) DR SRV AP - Drive Servo Apply (circuit) ECM - Electronic Control Module EX - Exhaust (circuit)
F - Degrees Fahrenheit
FD - Feed (circuit) FWD BST - Forward Boost Hg - Mercury HSG - Housing Hz - Hertz IN CL FD - Input Clutch Feed (circuit) KMH - Kilometers Per Hour kPa - KiloPascals LBS. FT. - Pounds Foot LBS. IN. - Pounds Inch LO - Lo (circuit)/1st Gear MAP - Manifold Absolute Pressure MAN - Manual MOD - Modulator MM - Millimeter(s) MPH - Miles Per Hour
119
INDEX
A Abbreviations, 119 Accumulators, 40-41 1-2 accumulator, 40 2-3 accumulator, 41 3-4 accumulator, 41 Apply Components, 15-26 forward band, 25 forward servo, 25 input clutch, 22 input sprag clutch, 23 reverse band, 18 reverse servo, 18 reverse clutch, 18 1/2 support roller clutch, 26 2/1 band, 24 2/1 manual servo, 24 2nd clutch, 19 3rd sprag clutch, 21 3rd clutch, 20 4th clutch, 17 B Basic Specifications, 114 Bushing, Bearing and Washer Locations, 101 C Checkball Location & Function, 42-43 Color Legend, 10A-B Complete Hydraulic Circuits, 75-99 drive range manual first, 98-99 drive range manual second, 96-97 drive range manual third, 94-95 neutral, 80-81 overdrive first, 82-83 overdrive fourth, 88-89 overdrive second, 84-85 overdrive 3-2, 92-93 overdrive 4-3, 90-91 overdrive third, 86-87 park, 76-77 reverse, 78-79 Cross Sectional View, 8A D Differential Components, 31 E Electrical Components, 45-48 external to transaxle, 48 location of components, 45 pulse width modulated solenoid, 46 temperature sensors, 47 tcc solenoid, 46 speed sensor assembly, 47 shift solenoids, 46 F Final Drive Components, 30 First Gear, 56-57, 82-83 Forward Band Assembly, 25 Forward Servo, 25 G General Description, 9 Glossary Of Technical Terms, 117 H How To Use This Book, 4-5 Hydra-matic Product Designation System, 115 Hydraulic Control Components, 33-44 accumulators, 40-41 checkball location and function, 42-43 location of components, 33 oil pump assembly, 34 pressure regulation, 35 thermostatic elements, 44 vacuum modulator, 36 valves in channel plate, 37 valves in valve body, 38-39 I Illustrated Parts List, 103-113 Input Clutch, 22 Input Sprag Clutch, 23 Introduction, 3 L Lubrication Points, 100 M Major Mechanical Components, 10 Manual First, 72-73, 98-99 Manual Second, 70-71, 96-97 Manual Third, 68-69, 94-95 N Neutral, 54-55, 80-81 O Oil Pump Assembly, 34
121
INDEX
P Park, 50-51, 76-77 Planetary Gear Sets, 27-29 description, 27 direct drive, 28 overdrive, 28 reduction, 28 reverse direction of rotation, 28 Power Flow, 49-73 drive range manual first, 72-73 drive range manual second, 70-71 drive range manual third, 68-69 neutral, 54-55 overdrive first, 56-57 overdrive fourth, 64-65 overdrive second, 58-59 overdrive third, 60-61 overdrive third, TCC applied, 62B-63 overdrive third, TCC released, 62-62A overdrive 3-2 downshift, 66B-67 overdrive 4-3 downshift, 66-66A park, 50-51 reverse, 52-53 Preface, 1 Pressure Regulation, 35 Principles of Operation, 9A-48 apply components, 15-26 color legend, 10A-B differential components, 31 electrical components, 45-48 final drive components, 30 hydraulic control components, 33-44 major mechanical components, 10 planetary gear sets, 27-29 range reference charts, 11 & 74 torque converter, 12-14 Pulse Width Modulated (PWM) Solenoid, 46 R 3rd Sprag Clutch, 21 Range Reference Charts, 11 & 74 Reverse, 52-53 Reverse Band, 18 Reverse Clutch, 18 Reverse Servo, 18 Roller Clutch, 26 S 4th Servo, 19 Seal Locations, 102 Servos, See Apply Components 15-26 Shift Solenoids, 46 Speed Sensor Assembly, 47 Stator Assembly, 13 Support Roller Clutch, 26
122
T Table of Contents, 2 Temperature Sensors, 47 Thermostatic Elements, 44 Torque Converter Clutch, 12-14 converter pump and turbine, 12-13 pressure plate, 12 stator assembly, 13 torque converter, 12 viscous converter clutch, 14 Torque Converter Clutch Applied, 62B-63 Torque Converter Clutch Released, 62-62A Torque Converter Clutch (TCC) Solenoid, 46 U Understanding The Graphics, 6-8A V Vacuum Modulator, 36 Valves Located In The Channel Plate, 38-39 Valves Located In The Valve Body, 37 Viscous Converter Clutch, 14 1/2 Support Roller Clutch, 26 2/1 Band Assembly, 24 2/1 Manual Servo Assembly, 24 2nd Clutch, 19 overdrive second, 58-59, 84-85 3-2 Downshift, 66B-67, 92-93 3rd Clutch, 20 overdrive third, 60-61, 86-87
4-3 Downshift, 66-66A, 90-91 4th Band, 19 4th Clutch, 17 overdrive fourth, 64-65, 88-89
NOTES
123
NOTES
124

Transmision Aut Chevrolet 4T60E

Uploaded by

Document Information

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

Transmision Aut Chevrolet 4T60E

Uploaded by

Copyright:

Available Formats

4T60-E

HOW TO USE THIS BOOK

HOW TO USE THIS BOOK

UNDERSTANDING THE GRAPHICS

OIL PUMP BODY ASSEMBLY (200)

GASKET VALVE BODY/ SPACER PLATE (371)

GASKET SPACER PLATE/ CHANNEL PLATE (369)

CONTROL VALVE BODY ASSEMBLY (300)

SPACER PLATE (370)

CHANNEL PLATE ASSEMBLY (400)

DRIVEN SPROCKET SUPPORT (609)

FORWARD SERVO ASSEMBLY (15-22) MANUAL 2/1 SERVO ASSEMBLY (103-115)

1-2 & 2-3 ACCUMULATOR ASSEMBLY (124-140)

FILTER ASSEMBLY (100)

BOTTOM PAN (24)

UNDERSTANDING THE GRAPHICS

4TH CL INPUT CL 2ND CL 3RD CL/LO-1ST 3RD CL LO LO-1ST

LINE INPUT CL FEED INPUT CL FEED

GASKET (371) CONTROL VALVE BODY (300)

SPACER PLATE (370)

32d 46a 46b 32c 32e

18b 18c 43b

B SOL OFF D-4

3-4 ACCUM 4TH CL

LINE SOL B OFF

B SOL OFF 3RD PWM FEED

REGULATED LINE REG LINE

10f 15 25c 225a 10g

SEC 1-2 ACCUM

PWM PWM MOD D-4 4TH OR 4TH CL 4TH EX

THERMOSTATIC ELEMENT (122)

1-2 ACCUM D-4 2-3 ACC 2ND CL D-4 2-3 ACCUM

FILTER ASSEMBLY (100)

TORQUE CONVERTER BLOW OFF (420) LINE

ACCUMULATOR COVER (132)

2ND CL BOTTOM PAN (24) EX

ORIFICED CUP PLUG (412)

GRAPHIC SCHEMATIC REPRESENTATION

OIL PUMP BODY (202)

CONTROL VALVE BODY ASSEMBLY (300)

CHANNEL PLATE ASSEMBLY (400)

THREE DIMENSIONAL PUMP COVER SIDE

THREE DIMENSIONAL CHANNEL PLATE SIDE

THREE DIMENSIONAL VALVE BODY SIDE

MODULATOR ASSEMBLY (32)

MAN 2-1 SERVO FD

ACCUMULATOR SPACER PLATE (134)

SPACER PLATE (370)

ACCUMULATOR HOUSING (140)

CHANNEL PLATE (400) CASE (3)

FORWARD SERVO (15-22)

MANUAL 2/1 SERVO (108)

MANUAL SERVO APPLY PIPE (125)

CONTROL VALVE BODY (300)

PRIMARY TRIM PRIMARY TRIM

2-3 ACCUMULATOR (136)

1-2 ACCUMULATOR (136)

LUBE PIPE (126)

3RD 3RD 2ND

1-2 ACCUM 1-2 ACCUM 3-4 ACCUM 3-4 ACCUM MOD

MAN 2-1 SERVO FD

AUX INPUT CL FD PRIMARY TRIM

PRESSURE RELIEF VALVE (321)

44b 44c 44d 44a