4l30e

4L30-E
HYDRA-MATIC
CONTENTS
INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 HOW TO USE THIS BOOK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 UNDERSTANDING THE GRAPHICS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 TRANSMISSION CUTAWAY VIEW (FOLDOUT) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8 GENERAL DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 PRINCIPLES OF OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9A MAJOR MECHANICAL COMPONENTS (FOLDOUT) . . . . . . . . . . . . . . . . . . . 10 RANGE REFERENCE CHART . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11 TORQUE CONVERTER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12 APPLY COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15 PLANETARY GEAR SETS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24 HYDRAULIC CONTROL COMPONENTS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27 ELECTRONIC CONTROL COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35 POWER FLOW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41 COMPLETE HYDRAULIC CIRCUITS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 67 LUBRICATION POINTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 90 BUSHING, BEARING & WASHER LOCATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . 91 SEAL LOCATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 92 ILLUSTRATED PARTS LIST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 93 BASIC SPECIFICATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 100 PRODUCT DESIGNATION SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 101
PREFACE
The Hydra-matic 4L30-E Technicians Guide is primarily intended for automotive technicians that have some familiarization with an automatic transaxle or transmission. Other persons using this book may find this publication somewhat technically complex if additional instruction is not provided. Since the intent of this book is to explain the fundamental mechanical, hydraulic and electrical operating principles, some of the terminology used is specific to the transmission industry. Therefore, words commonly associated with a specific transaxle or transmission function have been defined as needed throughout this publication. The Hydra-matic 4L30-E Technicians Guide is intended to assist technicians during the service, diagnosis and repair of this transmission. However, this book is not intended to be a substitute for other service publications that are normally used on the job. Since there is a wide range of repair procedures and technical specifications specific to certain vehicles and transmission models, the proper service publication must be referred to when servicing the Hydra-matic 4L30-E transmission.
COPYRIGHT 1992 POWERTRAIN DIVISION General Motors Corporation ALL RIGHTS RESERVED
All information contained in this book is based on the latest data available at the time of publication approval. The right is reserved to make product or publication changes, at any time, without notice. No part of any Powertrain publication may be reproduced, stored in any retrieval system or transmitted in any form or by any means, including but not limited to electronic, mechanical, photocopying, recording or otherwise, without the prior written permission of Powertrain Division of General Motors Corp. This includes all text, illustrations, tables and charts.
INTRODUCTION
The Hydra-matic 4L30-E Technicians Guide is another Hydra-matic publication from the Technicians Guide series. These publications provide in-depth technical information that is useful when learning or teaching the fundamental operations of a transaxle or transmission. This book is designed to graphically illustrate and explain the function of the mechanical, hydraulic, and electrical systems that make up the Hydra-matic 4L30-E transmission. The information contained in this book was developed to be useful for both the inexperienced and experienced technician. The inexperienced technician will find the explanations of the basic operating characteristics of this transmission as valuable when learning the function of each component used in this transmission. The experienced technician will find that this book is a valuable reference source when diagnosing a problem with the vehicle. In the first section of this book entitled Principles of Operation, exacting explanations of the major components and their functions are presented. In every situation possible, text describes component operation during the apply and release cycle as well as situations where it has no effect at all. The descriptive text is then supported by numerous graphic illustrations which further emphasize the operational theories presented. The second major section entitled Power Flow, blends the information presented in the Principles of Operation section into the complete transmission assembly. The transfer of torque from the engine through the transmission is graphically displayed on a full page while a narrative description is provided on a facing half page. The opposite side of the half page contains the narrative description of the hydraulic fluid as it applies components or shifts valves in the system. Facing this partial page is a hydraulic schematic that shows the position of valves, checkballs, etc., as they function in a specific gear range. The third major section of this book displays the Complete Hydraulic Circuit for specific gear ranges. Foldout pages containing fluid flow schematics and two dimensional illustrations of major components graphically display hydraulic circuits. This information is extremely useful when tracing fluid circuits for learning or diagnosis purposes. The Appendix section of this book provides additional transmission information regarding lubrication circuits, seal locations, illustrated parts lists and more. Although this information is available in current model year Service Manuals, its inclusion provides for a quick reference guide that is useful to the technician. Production of the Hydra-matic 4L30-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 4L30-E Technicians Guide was written to provide the user with the most current, concise and usable information available with regards to 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 Hydra-matic 4L30-E (page 8) and refer to it as you progress through each major section. This cutaway provides a quick reference of component location inside the transmission assembly and their relationship to other components. The Principles of Operation section (beginning on page 9A) presents information regarding the major apply components and hydraulic control components used in this transmission. This section describes how specific components work and interfaces with the sections that follow. The Power Flow section (beginning on page 41) presents the mechanical and hydraulic functions corresponding to specific gear ranges. This section builds on the information presented in the Principles of Operation section by showing specific fluid circuits that enable the mechanical components to operate. The mechanical power flow is graphically displayed on a full size page and followed by a half page of descriptive text. The opposite side of the half page contains the narrative description of the hydraulic fluid as it applies components or moves valves in the system. Facing this partial page is a hydraulic schematic which shows the position of valves, checkballs, etc., as they function in a specific gear range. Also, located at the bottom of each half page is a reference to the Complete Hydraulic Circuit section that follows. The Complete Hydraulic Circuits section (beginning on page 67) details the entire hydraulic system. This is accomplished by using a foldout circuit schematic with a facing page two dimensional foldout drawing of each component. The circuit schematics and component drawings display only the fluid passages for that specific operating range. Finally, the Appendix section contains a schematic of the lubrication flow through the transmission, disassembled view parts lists and transmission specifications. This information has been included to provide the user with convenient reference information published in the appropriate vehicle Service Manuals. Since component parts lists and specifications may change over time, this information should be verified with Service Manual information.
Figure 1
UNDERSTANDING THE GRAPHICS
Figure 2
The flow of transmission fluid starts in the bottom pan and is drawn through the filter, main case valve body, main case, adapter case and into oil pump assembly. This is a general route for fluid to flow that is more easily understood by reviewing the illustrations provided in Figure 2. However, fluid may pass between these and other components many times before reaching a valve or applying a clutch. For this reason, the graphics are designed to show the exact location where fluid passes through a component and into other passages for specific gear range operation. To provide a better understanding of fluid flow in the Hydra-matic 4L30-E transmission, the components involved with hydraulic control and fluid flow are illustrated in three major formats. Figure 3 provides an example of these formats which are:
6
A graphic schematic representation that displays valves, checkballs, orifices and so forth, required for the proper function of transmission in a specific gear range. In the schematic drawings, fluid circuits are represented by straight lines and orifices are represented by indentations in a circuit. All circuits are labeled and color coded to provide reference points between the schematic drawing and the two dimensional line drawing of the components. Figure 4 (page 7A) provides an illustration of a typical valve, bushing and valve train components. A brief description of valve operation is also provided to support the illustration. Figure 5 (page 7A) provides a color coded chart that references different fluid pressures used to operate the hydraulic control systems. A brief description of how fluid pressures affect valve operation is also provided.
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.

OIL PUMP ASSEMBLY (10)
CONVERTER HOUSING SIDE ADAPTER CASE SIDE
CL
EX
SOLENOID SIGNAL LINE CAPILLARY RESTRICTION
NV
CO
NT
TO
CO
THROTTLE SIGNAL
EX THROTTLE SIGNAL ACCUMULATOR ASSEMBLY (214-217) SUCTION
BOOST PRESSURE REGULATOR

CONVERTER IN THROTTLE SIGNAL REVERSE EX SUCTION BAND CONTROL SOLENOID PWM (323) D 3 2/1-2 D32 LINE
THREE DIMENSIONAL
TWO DIMENSIONAL
GRAPHIC SCHEMATIC REPRESENTATION

THROTTLE SIG THROTTLE SIG
ADAPTER CASE VALVE BODY ASSEMBLY (71)

ADAPTER CASE SIDE
3-4 ACCUM 3-4 ACCUM FORCE MOTOR SOLENOID (404) EX
FD LIMIT
3-4 ACCUM CONTROL
EX
EX
LINE
FEED LIMIT
EX
FEED LIMIT
LINE LINE EX EX FEED LIMIT FORCE MOTOR SCREEN (415)
2ND CL REV EX SOLENOID SIGNAL SOLENOID FEED
CONVERTER CLUTCH SOLENOID (416)
THREE DIMENSIONAL
TWO DIMENSIONAL

2ND CLUTCH D 3 2/1-2
MAIN CASE VALVE BODY ASSEMBLY (84)

MAIN CASE SIDE
EX
N.C.
4TH CL FEED 2
SOLENOID (303)
1-2 REG 3RD CL FD
THROTTLE SIGNAL
THROTTLE SIGNAL
SERVO REL
1-2 & 3-4 SHIFT

EX EX
1-2 ACC
SUCTION
LINE
SERVO REL
D 3 2/1-2
SOLENOID (307) N.O.
4TH CL FEED 1 D 3 2/1-2
CONTROL 1-2 ACCUM

EX EX SERVO APPLY
EX
2-3 SHIFT
EX 4TH CL FD 1 EX SERVO REL D32 EX
EX EX EX 1-2 REG
D 3 2/1-2 D32
LOW PRESSURE
EX 1-2 REG 1-2 1-2 PWM SOLENOID SCREEN (324) D32 D32 EX
MANUAL VALVE
R321 REVERSE 1-2
P RN D 3 2 1
THREE DIMENSIONAL
TWO DIMENSIONAL MAIN CASE VALVE BODY SIDE
GRAPHIC SCHEMATIC REPRESENTATION UNRESTRICTED PASSAGE SPACER PLATE GASKET
GASKET (88)
TRANSFER PLATE (87)
GASKET (86)
LINE R321 1-2
REV
EX
EX
ORIFICE IN TRANSFER PLATE
THREE DIMENSIONAL
TWO DIMENSIONAL
Figure 3
FOLDOUT
CO RE NV IN LE AS E E CO X O AP LER PL LI N Y E
RO
PUMP ASSEMBLY (10) LINE
D 3 2/1-2 1-2 ACCUM
GASKET

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
SUCTION CONVERTER & LUBE MAINLINE SOLENOID SIGNAL ACCUMULATOR FEED LIMIT
THROTTLE SIGNAL

EXHAUST DIRECTION OF FLOW WITH EQUAL SURFACE AREAS ON EACH END OF THE VALVE, BUT FLUID PRESSURE "A" BEING GREATER THAN FLUID PRESSURE "B", THE VALVE WILL MOVE TO THE RIGHT. WITH THE SAME FLUID PRESSURE ACTING ON BOTH SURFACE "A" AND SURFACE "B" THE VALVE WILL MOVE TO THE LEFT. THIS IS DUE TO THE LARGER SURFACE AREA OF "A" THAN "B".
Figure 5
SPACER PLATE
SPACER PLATE
EXHAUST FROM THE APPLY COMPONENT UNSEATS THE CHECKBALL, THEREFORE CREATING A QUICK RELEASE.
APPLY FLUID
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.
FOLDOUT 7A
RETAINING PIN
VALVE BODY
HYDRA-MATIC 4L30-E
CONVERTER HOUSING (6)
CONVERTER CLUTCH ASSEMBLY (1) TURBINE SHAFT (506)
OVERDRIVE CLUTCH OVERDRIVE COMPLETE ROLLER ASSEMBLY CARRIER ASSEMBLY 2ND CLUTCH (516) (525) PLATE ASSEMBLY (625-627) OIL PUMP OVERRUN ASSEMBLY MAIN CLUTCH PLATE (10) REVERSE CLUTCH CASE ASSEMBLY PLATE ASSEMBLY (36) (520-523) ADAPTER (614-616) CASE (20)
3RD CLUTCH PLATE ASSEMBLY (641-643) DRIVE FLANGE (49) SPEED SENSOR ASSEMBLY (45)
PRINCIPLE SPRAG CAGE ASSEMBLY (650)
OUTPUT SHAFT (653)
EXTENSION ASSEMBLY (43)
SPEEDO WHEEL (672) SPEEDO WHEEL GEAR (671) BAND ASSEMBLY (664) PLANETARY CARRIER ASSEMBLY (653) SERVO PISTON (97) SELECTOR LEVER (60) CENTER SUPPORT (30) MAIN CASE VALVE BODY ASSEMBLY (84) 4TH CLUTCH PLATE ASSEMBLY (502 & 503)
STATOR TURBINE ASSEMBLY PRESSURE PLATE SOLENOID ASSEMBLY (416) CONVERTER PUMP ASSEMBLY
ADAPTER CASE VALVE BODY ASSEMBLY (71)
Figure 6
HYDRA-MATIC 4L30-E CROSS SECTIONAL DRAWING

This illustration is a typical engineering cross sectional drawing of the HYDRA-MATIC 4L30-E transmission 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 transmission. 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 transmission. 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.
Figure 7
8A
GENERAL DESCRIPTION
The Hydra-matic 4L30-E is a fully automatic, four speed, front wheel drive transmission. It consists primarily of a four-element torque converter, two planetary gear sets, various clutches, an oil pump, and a control valve body. The four-element torque converter contains a pump, a turbine, a pressure plate splined to the turbine, and a stator assembly. The torque converter acts as a fluid coupling to smoothly transmit power from the engine to the transmission. It also hydraulically provides additional torque multiplication when required. The pressure plate, when applied, provides a mechanical direct drive coupling of the engine to the transmission. The two planetary gear sets provide the four forward gear ratios and reverse. Changing of the gear ratios is fully automatic and is accomplished through the use of various electronic powertrain sensors that provide input signals to the Transmission Control Module (TCM). The TCM interprets these signals to send current to the various solenoids inside the transmission. By using electronics, the TCM controls shift points, shift feel and torque converter clutch apply and release, to provide proper gear ranges for maximum fuel economy and vehicle performance. Five multiple-disc clutches, one roller clutch, a sprag clutch, and a brake band provide the friction elements required to obtaain the various ratios with planetary gear sets. A hydraulic system (the control valve body), pressurized by a gear type pump provides the working pressure needed to operate the friction elements and automatic controls. Several electronic solenoids and sensors in the powertrain work in conjunction with the vehicles Transmission Control Module (TCM), to control various shift points, shift feel and converter clutch apply and release.
EXPLANATION OF GEAR RANGES

accomplished by depressing the accelerator or by manually selecting a lower gear with the shift selector. It is not recommended that the transmission be operated in Drive range when pulling heavy loads or driving on extremely hilly terrain. Typically these conditions put an extra load on the engine, therefore the transmission should be driven in a lower manual gear selection for maximum efficiency. 3 Manual Third should be used when driving conditions dictate that it is desirable to use only three gear ratios. These conditions include towing a trailer or driving on hilly terrain as described above. Automatic shifting is the same as in Drive range for first, second and third gears except the transmission will not shift into Fourth gear. 2 Manual Second adds more performance for congested traffic or hilly terrain. It has the same starting ratio (first gear) as Manual Third but the transmission is prevented from shifting above second gear. Manual Second can be selected at any vehicle speed therefore, it is commonly used for acceleration or engine braking as required. 1 Manual First can also be selected at any vehicle speed, however if the transmission is in third or fourth gear it will immediately shift into second gear. When the vehicle speed slows to below approximately 60 km/h (37 mph) the transmission will then shift into first gear. This is particularly beneficial for maintaining maximum engine braking when descending steep grades.
Figure 8
The transmission can be operated in any one of the seven different positions shown on the shift quadrant (Figure 8). P Park position enables the engine to be started while preventing the vehicle from rolling either forward or backward. For safety reasons, the vehicles parking brake should be used in addition to the transmission Park position. Since the output shaft is mechanically locked to the case through the parking pawl and parking lock wheel, 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 Drive range should be used for all normal driving conditions for maximum efficiency and fuel economy. Drive range allows the transmission to operate in each of the four forward gear ratios. When operating in the Drive range, shifting to a lower or higher gear ratio is
FOLDOUT 9
PRINCIPLES OF OPERATION
An automatic transmission is the mechanical component of a vehicle that transfers power (torque) from the engine to the wheels. It accomplishes this task by providing a number of forward gear ratios that automatically change as the speed of the vehicle increases. The reason for changing forward gear ratios is to provide the performance and economy expected from vehicles manufactured today. On the performance end, a gear ratio that develops a lot of torque (through torque multiplication) is required in order to initially start a vehicle moving. Once the vehicle is in motion, less torque is required in order to maintain the vehicle at a certain speed. When the vehicle has reached a desired speed, economy becomes the important factor and the transmission will shift into overdrive. At this point output speed is greater than input speed, and, input torque is greater than output torque. Another important function of the automatic transmission is to allow the engine to be started and run without transferring torque to the wheels. This situation occurs whenever Park (P) or Neutral (N) ranges have been selected. Also, operating the vehicle in a rearward direction is possible whenever Reverse (R) gear range has been selected (accomplished by the gear sets). The variety of gear ranges in an automatic transmission are made possible through the interaction of numerous mechanically, hydraulically and electronically controlled components inside the transmission. At the appropriate time and sequence, these components are either applied or released and operate the gear sets at a gear ratio consistent with the drivers needs. The following pages describe the theoretical operation of the mechanical, hydraulic and electrical components found in the Hydra-matic 4L30E transmission. When an understanding of these operating principles has been attained, understanding and diagnosis of the entire system is easier.
9A
MAJOR MECHANICAL COMPONENTS

TURBINE SHAFT (506) INPUT SUN GEAR ASSEMBLY (646) SPRAG CLUTCH ASSEMBLY (650)
MAIN CASE (36)
REVERSE CLUTCH ASSEMBLY (608-617)
2ND CLUTCH ASSEMBLY (618-629)
3RD CLUTCH ASSEMBLY (634-643)
ADAPTER CASE (20)
4TH CLUTCH ASSEMBLY (501-503,530-534)
SPLINED TOGETHER
OVERDRIVE INTERNAL GEAR (528)
OVERDRIVE CARRIER ASSEMBLY (525)
SOME MODELS
SPLINED TOGETHER
SPEEDO WHEEL (672)
PARKING LOCK WHEEL (668)
SPEEDO WHEEL GEAR (671)
OVERDRIVE SUN GEAR (519) OVERRUN CLUTCH ASSEMBLY (510-524) RAVIGNEAUX PLANETARY CARRIER ASSEMBLY (653) BRAKE BAND ASSEMBLY (664)
REACTION SUN GEAR (658)
SPLINED TO RAVIGNEAUX PLANETARY CARRIER ASSEMBLY (653)
PARKING LOCK ACTUATOR ASSEMBLY (56) REACTION SUN DRUM (659)

SPLINED TO PARKING LOCK WHEEL (668) SPLINED TO SPEEDO WHEEL (672)
PARKING LOCK PAWL (54)
SERVO ASSEMBLY (90-103)
10
Figure 9
COLOR LEGEND
MAJOR MECHANICAL COMPONENTS
The foldout graphic on page 10 contains a disassembled drawing of the major components used in the Hydra-matic 4L30-E transmission. This drawing, along with the cross sectional illustrations on page 8 and 8A, show the major mechanical components and their relationship to each other as a complete assembly. Therefore, color has been used throughout this book to help identify parts that are splined together, rotating at engine speed, held stationary, and so forth. Color differentiation is particularly helpful when using the Power Flow section for understanding the transmission operation. The color legend below provides the general guidelines that were followed in assigning specific colors to the major components. However, due to the complexity of this transmission, some colors (such as grey) were used for artistic purposes rather than based on the specific function or location of that component. Components held stationary in the case or splined to the case. Examples: Oil Pump Assembly (10), 4th Clutch Piston (532), Center Support (30) and Brake Band Assembly (664). Components that rotate at engine speed. Examples: Torque Converter Cover and Pump, and the Oil Pump Gears. Components that rotate at turbine speed. Examples: Converter Turbine, Pressure Plate, Turbine Shaft (506) and Overdrive Carrier Assembly (525). Components that rotate at transmission output speed and other components. Examples: Ravigneaux Carrier and Output Shaft Assembly (653), Parking Lock Wheel (668), Speedo Wheel (672) and Drive Flange (44). Components such as the Stator in the Torque Converter (1), Overrun Clutch Housing (510) and Input Sun Gear Assembly (646). Components such as the Overdrive Internal Gear (528) and 3rd Clutch Drum Assembly (634). Components such as the 2nd Clutch Drum (618) and Ring Gear (630). All bearings, bushings, gaskets and spacer plates.
All seals
10A
COLOR LEGEND
APPLY COMPONENTS
The Range Reference Chart on page 11, provides another valuable source of information for explaining the overall function of the Hydra-matic 4L30-E transmission. This chart highlights the major apply components that function in a selected gear range, and the specific gear operation within that gear range. Included as part of this chart is the same color reference to each major component that was previously discussed. If a component is active in a specific gear range, a word describing its activity will be listed in the column below that component. The row where the activity occurs corresponds to the appropriate transmission range and gear operation. An abbreviated version of this chart can also be found at the top of the half page of text located in the Power Flow section. This provides for a quick reference when reviewing the mechanical power flow information contained in that section.
10B
RANGE REFERENCE CHART
RANGE
GEAR
1-2 / 3-4 SOL N.C. OFF
2-3 SOL N.O. ON ON ON ON OFF OFF ON ON OFF ON ON ON
OVERDRIVE OVERRUN ROLLER CLUTCH CLUTCH APPLIED LD LD LD LD FW LD LD LD LD LD LD APPLIED APPLIED APPLIED APPLIED APPLIED APPLIED APPLIED APPLIED APPLIED APPLIED
FOURTH CLUTCH
THIRD CLUTCH
REVERSE CLUTCH
SECOND CLUTCH
PRINCIPLE BAND ENGINE SPRAG ASSEMBLY BRAKING ASSEMBLY NO
P-N R D
REVERSE 1st 2nd 3rd 4th 1st
OFF OFF ON ON OFF OFF ON ON OFF ON OFF
APPLIED
LD LD APPLIED FW NE NE LD APPLIED FW NE LD APPLIED FW LD APPLIED APPLIED APPLIED APPLIED APPLIED APPLIED APPLIED
NO NO YES YES YES NO YES YES YES YES YES
APPLIED APPLIED APPLIED
APPLIED APPLIED
3 2 1
2nd 3rd 1st 2nd 1st
APPLIED APPLIED
APPLIED
APPLIED NE = NOT EFFECTIVE
LD = LOCKED IN DRIVE
FW = FREEWHEELING
Figure 10
11
TORQUE CONVERTER
TURBINE THRUST SPACER (B) PRESSURE PLATE SPRING (E) THRUST BEARING ASSEMBLY (G) THRUST BEARING ASSEMBLY (G)
CONVERTER HOUSING COVER ASSEMBLY (A)
DAMPER ASSEMBLY (D) PRESSURE PLATE ASSEMBLY (C)
TURBINE ASSEMBLY (F)
STATOR ASSEMBLY (H)
CONVERTER PUMP ASSEMBLY (I)
TORQUE CONVERTER:
The torque converter (1) is the primary component for transmittal of power between the engine and the transmission. It is bolted to the engine flywheel (also known as the flexplate) so that it will rotate at engine speed. The major functions of the torque converter are: to provide a fluid coupling for a smooth conversion of torque from the engine to the mechanical components of the transmission. to multiply torque from the engine which enables the vehicle to achieve additional performance when required. to mechanically operate the transmission oil pump (4) through the converter hub. to provide a mechanical link, or direct drive, from the engine to the transmission through the use of the torque converter clutch (TCC), or pressure plate (C). The torque converter assembly consists of the following five main sub-assemblies: a converter housing cover assembly (A) which is bolted to the engine flywheel and is welded to the converter pump assembly (I). a converter pump assembly (I) which is the driving member. a turbine assembly (F) which is the driven or output member. a stator assembly (H) which is the reaction member located between the converter pump and turbine assemblies. a pressure plate assembly (C) splined to the turbine assembly to provide a mechanical direct drive when appropriate.
TORQUE CONVERTER ASSEMBLY (1)
TCC RELEASED
RELEASE FLUID
STATOR SHAFT (209)
RELEASE FLUID
E TURBINE SHAFT (506) D
APPLY FLUID
CONVERTER PUMP ASSEMBLY AND TURBINE ASSEMBLY

When the engine is running the converter pump assembly acts as a centrifugal pump by picking up fluid at its center and discharging it at its rim between the blades (see Figure 12). The force of this fluid then hits the turbine blades and causes the turbine to rotate. The turbine shaft (506) is splined to the converter turbine to provide the input to the transmission. As the engine and converter pump increase in RPM, so does the turbine assembly and turbine shaft. However, with the pressure plate released, turbine speed does not equal engine speed due to the small amount of slip that occurs in a fluid coupling.
APPLY FLUID
12
Figure 11
TCC APPLIED
TORQUE CONVERTER
PRESSURE PLATE, DAMPER AND CONVERTER HOUSING ASSEMBLIES
The pressure plate is splined to the turbine hub and applies (engages) with the converter cover to provide a mechanical coupling of the engine to the transmission. When the pressure plate assembly is applied, the small amount of slippage that occurs through a fluid coupling is eliminated, thereby providing a more efficient transfer of engine torque to the transmission and drive wheels. The bottom half of the cutaway view of the torque converter in Figure 11 shows the pressure plate in the apply position while the top half shows the released position. Refer to Torque Converter Release and Apply on pages 54 and 55 for an explanation of hydraulic control of the torque converter clutch. To reduce torsional shock during the apply of the pressure plate to the converter cover, a spring loaded damper assembly (D) is used. The damper assembly is splined to the turbine assembly and the dampers pivoting mechanism is attached to the pressure plate assembly. When the pressure plate applies, the pivoting mechanism allows the pressure plate to rotate independently of the damper assembly up to approximately 45 degrees. The cushioning effect of the damper assembly springs aid in reducing converter clutch apply feel and irregular torque pulses from the engine or road surface.
FLUID FLOW
STATOR ASSEMBLY (H) TURBINE ASSEMBLY (F) CONVERTER PUMP ASSEMBLY (I)
Figure 12
STATOR ASSEMBLY
STATOR The stator assembly (or assemblies, see page 14) is located between the pump assembly and turbine assembly and is mounted on a roller clutch. The roller clutch is a type of one-way clutch that prevents the stator from rotating in a counterclockwise direction. The function of the stator is to redirect fluid returning from the turbine which assists the engine in turning the converter pump assembly, thereby multiplying torque. At low vehicle speeds, when greater torque is needed, fluid from the turbine hits the front side of the stator blades (converter multiplying torque). The roller clutch prevents the stator from rotating in the same direction as the fluid flow, thereby redirecting the fluid and increasing the fluid force on the pump assembly. Fluid from the converter pump then has more force to turn the turbine assembly and multiply engine torque. STATOR ROTATES FREELY As vehicle speed increases, centrifugal force changes the direction of fluid leaving the turbine such that it hits the back side of the stator blades (converter at coupling speed). When this occurs, the stator overruns the roller clutch and rotates freely. Fluid is no longer redirected and torque is no longer multiplied.
CONVERTER MULTIPLYING
STATOR HELD FLUID FLOW REDIRECTED
FLUID FLOW FROM TURBINE
CONVERTER AT COUPLING SPEED
Figure 13
13
APPLY COMPONENTS
The Apply Components section is designed to explain the function of the hydraulic and mechanical holding devices used in the Hydramatic 4L30-E transmission. Some of these apply components, such as clutches and a band, are hydraulically applied and released in order to provide automatic gear range shifting. Other components, such as a roller clutch or sprag clutch, often react to a hydraulically applied component by mechanically holding or releasing another member of the transmission. This interaction between the hydraulically and mechanically applied components is then explained in detail and supported with a graphic illustration. In addition, this section shows the routing of fluid pressure to the individual components and their internal functions when it applies or releases. The sequence in which the components in this section have been discussed coincides with their physical arrangement inside the transmission. This order closely parallels the disassembly sequence used in the Hydra-matic 4L30-E Unit Repair Section of the appropriate Service Manual. It also correlates with the components shown on the Range Reference Charts that are used throughout the Power Flow section of this book. The correlation of information between the sections of this book helps the user more clearly understand the hydraulic and mechanical operating principles for this transmission.
Figure 14
15
APPLY COMPONENTS
OVERRUN CLUTCH:
OVERRUN CLUTCH HOUSING (510) The overrun clutch assembly is located in the overrun clutch housing (510) inside the adapter case (20). The external teeth on the steel clutch plates (521) are splined to the overrun clutch housing while the internal teeth on the fiber clutch plates (522) are splined to the overdrive carrier assembly (525). The overrun clutch is applied as soon as the engine is started and in all gear ranges except Drive Range - Fourth Gear.
OVERRUN CLUTCH CHECKBALL APPLIED RELEASED
To apply the overrun clutch, overrun clutch fluid is fed through the oil pump hub, into the turbine shaft (506) and to the inner hub of the overrun clutch housing. Feed holes in the inner hub allow fluid to enter the housing behind the overrun clutch piston (513). Overrun clutch fluid pressure seats the overrun clutch checkball (located in the housing) and moves the piston to compress the waved release spring (514) which cushions the clutch apply. As fluid pressure increases, the piston compresses the steel and fiber clutch plates together until they are held against the overrun clutch backing plate (523). The increase in fluid pressure forces any air in the overrun clutch fluid circuit to exhaust past the checkball, before it fully seats, to prevent excess cushion during the clutch apply. When fully applied, the steel plates (521) and fiber plates (522) are locked together, thereby holding the overrun clutch housing and overdrive carrier assembly together. This forces the housing, overdrive sun gear (519) which is splined to the housings inner hub, and carrier to rotate at the same speed.
OVERRUN CLUTCH HOUSING (510) RELEASE SPRING (514)
OVERRUN CLUTCH RELEASE:

To release the overrun clutch, overrun clutch fluid exhausts from the housing and back through the turbine shaft and oil pump hub, thereby decreasing fluid pressure at the overrun clutch piston (513). Without fluid pressure, spring force from the waved release spring (514) moves the overrun clutch piston away from clutch pack. This disengages the steel and fiber clutch plates from the backing plate (523) and disconnects the overrun clutch housing (510) from the overdrive carrier (525). During the exhaust of overrun clutch fluid, the overrun clutch checkball unseats (see illustration). Centrifugal force, resulting from the overrun clutch housing rotating, forces residual overrun clutch fluid to the outside of the piston housing and past the unseated checkball. If this fluid did not completely exhaust from behind the piston there could be enough pressure for a partial apply, or drag, of the overrun clutch plates. Note: Some models use a waved plate (520) to help control the overrun clutch apply feel.
OVERRUN CLUTCH APPLY FLUID
OVERRUN CLUTCH STEEL PLATE (521)
513
514
515
517
518
519
SOME MODELS 520
521
522
16
Figure 15
OVERRUN CLUTCH PISTON (513) SNAP RING (524) RETAINER (515) CAM (517) SUN GEAR (519) SNAP RING (518) OVERRUN CLUTCH LINED PLATE (522) OVERRUN CLUTCH BACKING PLATE (523) 523 524
OVERRUN CLUTCH APPLY:
EX
APPLY COMPONENTS
TURBINE OIL SEAL RING SHAFT (508) (506) OVERDRIVE ROLLER CLUTCH (516) OVERDRIVE CARRIER ASSEMBLY (525) LUBE PASSAGE
516
504
505
506
508
525
526
OVERRUN CLUTCH APPLY FLUID
SNAP RING (526)
OVERDRIVE ROLLER CLUTCH:

The overdrive roller clutch assembly (516) is located between the overdrive carrier assembly (525) and overrun clutch housing (510). The outer race of the roller clutch is pressed into the overdrive carrier while the roller clutch inner cam (517) is splined to the inner hub of the overrun clutch housing. The overdrive roller clutch is a type of one-way clutch that prevents the overrun clutch housing from rotating clockwise faster than the overdrive carrier. This assists the overrun clutch in holding the overrun clutch housing and overdrive carrier together. The overdrive roller clutch is holding, and effective, during acceleration in all gear range except Drive Range EXAMPLE "A" Fourth Gear, the same as the overrun clutch. DIRECT DRIVE
OVERRUN CLUTCH PLATE OVERDRIVE ROLLER CLUTCH (521-522) (516) HOLDING
ROLLER CLUTCH HOLDING: (EXAMPLE "A") DIRECT DRIVE

OVERDRIVE INTERNAL GEAR (528) When the 4th clutch is released the overrun clutch housing is free to rotate. The overdrive carrier pinion gears are in mesh with both the overdrive sun gear (519), which is splined to the inner hub of the overrun clutch housing, and the overdrive internal gear (528). Power from the engine drives the overdrive carrier clockwise. Vehicle load holding the overdrive internal gear causes the pinion gears to attempt to rotate counterclockwise on their pins around the internal gear as the travel clockwise with the carrier assembly. Therefore, the pinion gears attempt to drive the sun gear clockwise, faster than the carrier assembly is rotating. However, this causes the rollers to move up the ramp on the inner cam (517) and wedge between the inner cam and outer race, thereby locking the overrun clutch housing (510) and overdrive carrier together. With the sun gear and overdrive carrier rotating at the same speed, the pinion gears do not rotate on their pins but act as wedges and drive the overdrive internal gear. This creates a 1:1 gear ratio through the overdrive planetary gear set. Remember that, as explained above, the roller clutch is assisting the overrun clutch which is also applied and holding the carrier and overrun clutch housing together.
G TIN TA RO
RO
G TIN TA
(OUTER RACE)
OVERRUN CLUTCH HOUSING AND SUN GEAR (INNER CAM)
OVERRUN CLUTCH PLATE OVERDRIVE ROLLER CLUTCH (521-522) (516) OVERRUNING
G TIN TA RO
EXAMPLE "B" OVERDRIVE The roller clutch releases when the overdrive carrier rotates clockwise faster than the overrun clutch housing. This causes the rollers to move down the ramp on the inner cam (517) and rotate freely between the inner cam and outer race. This action occurs in Fourth gear when the overrun OVERDRIVE clutch is released and the 4th clutch is applied to hold the overrun clutch INTERNAL housing (510) and overdrive sun gear (519) stationary to the adapter case. GEAR As torque from the engine drives the carrier clockwise, the roller clutch (528) outer race in the carrier overruns the roller clutch. The pinion gears rotate clockwise on their pins and walk around the stationary sun gear, thereby driving the overdrive internal gear (528) in a Fourth gear overdrive gear ratio of approximately .73:1.
ROLLER CLUTCH RELEASED: (EXAMPLE "B") OVERDRIVE
Coast Conditions:
When the throttle is released and the vehicle is decelerating, power from vehicle speed drives the transmissions output shaft and gear sets faster than engine torque is driving. In gear ranges when the overrun clutch is applied and engine compression braking slows the vehicle during coast conditions, the overdrive roller clutch is not holding. However, the overdrive carrier does not overrun the roller clutch because the overrun clutch holds the carrier and overrun clutch housing together.
D EL
(OUTER RACE)
OVERRUN CLUTCH HOUSING AND SUN GEAR (INNER CAM)
Figure 16
17
APPLY COMPONENTS
4TH CLUTCH:
ADAPTER CASE (20) The 4th clutch assembly is located in the adapter case. The external teeth on the steel clutch plates (502) are splined to the adapter case while the internal teeth on the fiber clutch plates (503) are splined to the outside of the overrun clutch housing (510). The 4th clutch is only applied in Drive Range - Fourth Gear to provide an overdrive gear ratio through the overdrive planetary gear set.
ADAPTER CASE (20) 4TH CLUTCH RETAINER (501)
4TH CLUTCH STEEL PLATE (502)
4TH CLUTCH LINED PLATE ASSEMBLY (503)
SNAP RETAINER 4TH CLUTCH RING & SPRING PISTON (530) ASSEMBLY (532) (531)
SEAL (OUTER) (534)
4TH CLUTCH APPLY:

To apply the 4th clutch, 4th clutch fluid is fed from the center support (30) into the adapter case behind the 4th clutch piston (532). 4th clutch fluid pressure moves the piston to compress the retainer and spring assembly (531) which cushions the clutch apply. As fluid pressure increases, the piston compresses the steel and fiber clutch plates until they are held against the 4th clutch retainer (501). The 4th clutch retainer is splined to the adapter case and held in place by the oil pump assembly (10). The retainer functions as a backing plate for the clutch pack. When fully applied, the steel and fiber clutch plates are locked together and held stationary to the adapter case. The internal teeth on the fiber clutch plates (503) hold the overrun clutch housing (510) stationary. This prevents the overdrive sun gear (519), which is splined to the overrun clutch housings inner hub, from rotating.
SEAL (INNER) (533)
4TH CLUTCH RELEASE:

To release the 4th clutch, 4th clutch fluid exhaust from the adapter case and back through the center support (30), thereby decreasing fluid pressure at the 4th clutch piston (532). Without fluid pressure, spring force from the piston spring assembly (531) moves the 4th clutch piston away from the clutch pack. This disengages the steel and fiber clutch plates from the 4th clutch retainer (501) and allows the overrun clutch housing and overdrive sun gear to rotate freely.
4TH CLUTCH APPLY FLUID 501 502 503 530 531 532 533 534
18
Figure 17
APPLY COMPONENTS
MAIN CASE (36)
REVERSE CLUTCH:
The reverse clutch is located in the main transmission case (31) directly behind the center support (604). The external teeth on the steel clutch plates (615) are splined to the main case while the internal teeth on the fiber clutch plates (616) are splined to the outside of the 2nd clutch drum (618). The reverse clutch is only applied when the gear selector lever is in the Reverse (R) position.
REVERSE CLUTCH APPLIED:

To apply the reverse clutch, reverse clutch fluid is fed from the center support into the cavity behind the reverse clutch piston (610). Reverse clutch fluid pressure moves the piston to compress the piston spring assembly (611) which cushions the clutch apply. As fluid pressure increases, the piston compresses the steel and fiber clutch plates together until they are held against the selective reverse clutch pressure plate (617). The pressure plate, which is selective for assembly purposes, is held stationary by the main case and functions as a backing plate for the clutch pack. Also included in the reverse clutch assembly is a steel waved plate (614) that, in addition to the spring assembly (611), helps cushion the reverse clutch apply. When fully applied, the steel clutch plates (615), fiber clutch plates (616) and waved plate (614) are locked together and held stationary to the main case. The internal teeth on the fiber clutch plates hold the 2nd clutch drum (618) and ring gear (630) stationary.
MAIN CASE (36) SEAL (OUTER) (609) REVERSE CLUTCH PISTON (610) SEAL (INNER) (608)
CENTER SUPPORT ASSEMBLY (30)
REVERSE CLUTCH WAVED PLATE (614)
REVERSE CLUTCH LINED PLATE (616) REVERSE CLUTCH PRESSURE/SELECTIVE PLATE (617)
REVERSE CLUTCH STEEL PLATE (615)
SPRING SEAT (612) RETAINING RING (613)
REVERSE CLUTCH RELEASE:

To release the reverse clutch, reverse clutch fluid pressure exhausts from the reverse clutch piston (610) and center support. Without fluid pressure, spring force from the piston spring assembly (611) and waved plate (614) moves the reverse clutch piston away from the clutch pack. This disengages the steel plates, fiber plates and waved plate from the pressure plate (617) and allows the 2nd clutch drum and ring gear to rotate freely.
OIL SEAL RINGS (32) PISTON CLUTCH SPRING (611)
30
31
12
32
608
609
610
611
612
613
614
615
616
617
Figure 18
19
APPLY COMPONENTS
2ND CLUTCH:
The 2nd clutch assembly is located in the 2nd clutch drum (618) inside the main transmission case (31). The external teeth on the steel clutch plates (626) are splined to the 2nd clutch drum while the internal teeth on the fiber clutch plates (627) are splined to the 3rd clutch drum assembly (634). The 2nd clutch is applied when the transmission is in Second, Third and Fourth gears.
2ND CLUTCH APPLY:

To apply the 2nd clutch, 2nd clutch fluid is fed through the center support (604), into the intermediate shaft which is connected to the 3rd clutch drum, and to the inner hub of the 2nd clutch drum. Feed holes in the inner hub allow fluid to enter the drum behind the 2nd clutch piston (622). 2nd clutch fluid pressure seats the 2nd clutch checkball (located in the drum) and moves the piston to compress the piston spring assembly (611) which cushions the clutch apply. As fluid pressure increases, the piston compresses the steel and fiber clutch plates together until they are held against the 2nd clutch spacer (628). The spacer is splined to the 2nd clutch drum and held in place by the retainer ring (629). The spacer functions as a backing plate for the clutch pack. The increase in fluid pressure forces any air in the 2nd clutch fluid circuit to exhaust past the 2nd clutch checkball, before it fully seats, to prevent excess cushion during the clutch apply.
2ND CLUTCH CHECKBALL APPLIED RELEASED 2ND CLUTCH WAVED PLATE (625) 2ND CLUTCH STEEL PLATE (626) 2ND CLUTCH LINED PLATE (627) 2ND CLUTCH SPACER (628)
2ND CLUTCH DRUM ASSEMBLY (618)
SEAL (OUTER) (621)
2ND CLUTCH RELEASE:

To release the 2nd clutch, 2nd clutch fluid exhausts from the 2nd clutch drum (618) and back through the intermediate shaft and center support (604), thereby decreasing fluid pressure at the 2nd clutch piston (622). Without fluid pressure, spring force from the piston spring assembly (611) and waved plate (625) moves the 2nd clutch piston away from the clutch pack. This disengages the steel plates, fiber plates and waved plate from the spacer ring (628) and disconnects the 2nd and 3rd clutch drums. During the exhaust of 2nd clutch fluid, the 2nd clutch checkball unseats (see illustration). Centrifugal force, resulting from the 2nd clutch drum rotating, forces residual 2nd clutch fluid to the outside of the piston housing and past the unseated checkball. If this fluid did not completely exhaust from behind the piston there could be enough pressure for a partial apply, or drag, of the 2nd clutch plates.
2ND CLUTCH APPLY FLUID
620
621
622
611
2ND CLUTCH DRUM ASSEMBLY (618) 623 613 625 626 627
20
Figure 19
EX
SEAL (INNER) (620)
2ND CLUTCH PISTON (622)
628
Also included in the 2nd clutch assembly is a steel waved plate (625) that, in addition to the spring assembly (611), helps cushion the 2nd clutch apply. When fully applied, the steel clutch plates (626), fiber clutch plates (627) and waved plate are locked together, thereby holding the 2nd clutch drum and 3rd clutch drum together. This forces both drums and the ring gear (630), which is splined to the 2nd clutch drum, to rotate at the same speed.
RETAINING RING (629)
PISTON CLUTCH SPRING (611)
SPRING SEAT (623)
RING GEAR (630)
629
630
629
APPLY COMPONENTS
3RD CLUTCH:
The 3rd clutch assembly is located in the 3rd clutch drum (634) inside the main transmission case (31). The external teeth on the steel clutch plates (642) are splined to the 3rd clutch drum while the internal teeth on the fiber clutch plates (643) are splined to the input sun gear assembly (646). The 3rd clutch is applied when the transmission is in Drive Range - Third and Fourth gears. The 3rd clutch is also applied in First gear when the transmission is operating in Manual Second and Manual First to provide engine compression braking.
3RD CLUTCH DRUM ASSEMBLY (634)
3RD CLUTCH APPLY:

To apply the 3rd clutch, 3rd clutch fluid is fed through the center support (604), into the intermediate shaft which is connected to the 3rd clutch drum, and to the inner hub of the 3rd clutch drum. Feed holes in the inner hub allow fluid to enter the drum behind the 3rd clutch piston (638). 3rd clutch fluid pressure seats the 3rd clutch checkball (located in the drum) and moves the piston to compress the piston spring assembly (611) which cushions the clutch apply. As fluid pressure increases, the piston compresses the steel and fiber clutch plates together until they are held against the sprag race assembly (647). The sprag race assembly is splined to the 3rd clutch drum and held in place by the sprag retainer ring (648). The sprag race functions as a backing plate for the clutch pack. The increase in fluid pressure forces any air in the 3rd clutch fluid circuit to exhaust past the 3rd clutch checkball, before it fully seats, to prevent excess cushion during the clutch apply. Also included in the 3rd clutch assembly is a steel spring cushion plate (641) that, in addition to the spring assembly (611), helps cushion the 3rd clutch apply. When fully applied, the steel clutch plates (642), fiber clutch plates (643) and spring plate (641) are locked together, thereby holding the 3rd clutch drum and input sun gear assembly (646) together. This forces the 3rd clutch drum and input sun gear to rotate at the same speed.
3RD CLUTCH CHECKBALL APPLIED RELEASED
LUBE PASSAGE
3RD CLUTCH APPLY FLUID
PISTON CLUTCH SPRING (611) SPRING SEAT (639)
3RD CLUTCH RELEASE:

To release the 3rd clutch, 3rd clutch fluid exhausts from the 3rd clutch drum (634) and back through the intermediate shaft and center support (604), thereby decreasing fluid pressure at the 3rd clutch piston (638). Without fluid pressure, spring force from the piston spring assembly (611) and spring plate (641) moves the 3rd clutch piston away from the clutch pack. This disengages the steel plates, fiber plates and spring plate from the sprag race assembly (647) and disconnects the 3rd clutch drum from the input sun gear assembly. During the exhaust of 3rd clutch fluid, the 3rd clutch checkball unseats (see illustration). Centrifugal force, resulting from the 3rd clutch drum rotating, forces residual 3rd clutch fluid to the outside of the piston housing and past the unseated checkball. If this fluid did not completely exhaust from behind the piston there could be enough pressure for a partial apply, or drag, of the 3rd clutch plates. LUBE PASSAGE 3RD CLUTCH DRUM ASSEMBLY (634)
3RD 3RD 3RD CLUTCH CLUTCH CLUTCH PISTON SPRING STEEL (638) CUSHION PLATE PLATE (642) (641)
635
637
638
611
639
640
641
642
643
Figure 20
EX
SPRAG RACE ASSEMBLY (647) SPRAG RACE RETAINING RING (648)
SEAL SEAL (INNER) (OUTER) (635) (637)
RETAINING 3RD RING CLUTCH (640) LINED PLATE (643)
647
648
21
APPLY COMPONENTS
SPRAG CLUTCH:
INPUT SUN GEAR ASSEMBLY (646) The sprag clutch assembly (650) is located between the input sun gear assembly (646) and sprag race assembly (647). The input sun gear assembly functions as the inner sprag race and is splined to the short pinions in the Ravigneaux planetary carrier (653). The sprag race assembly functions as the outer sprag race and is splined to the 3rd clutch drum (634). The sprag clutch is a type of one-way clutch that prevents the 3rd clutch drum from rotating clockwise faster than the input sun gear. Therefore, when the sprag clutch is holding it allows the 3rd clutch drum to drive the input sun gear.
SPRAG CLUTCH HOLDING:

In Park, Reverse, Neutral and First gears power flow drives the 3rd clutch drum clockwise such that the sprag outer race pivots the sprags toward their long diagonals. The length of the sprags long diagonal (distance A) is greater than the distance between the inner and outer races. This causes the sprags to lock between the inner and outer races, thereby allowing the 3rd clutch drum to drive the input sun gear assembly. The sun gear then transfers the power flow to the Ravigneaux carrier and output shaft. SPRAG CLUTCH HOLDING/DRIVING The sprag clutch is also holding in Third and Fourth gears, and First gear in Manual First and Manual Second. However, in these gear ranges the 3rd clutch is applied and connects the 3rd clutch drum and input sun gear assembly. In this situation the sprag clutch assists the 3rd clutch in driving the input sun gear. This locks the sprag clutch at all times, during both acceleration and deceleration to provide engine compression braking. Note: Refer to the Power Flow section for a complete description of power flow and operation of the sprag clutch during each gear range.
(OUTER RACE) SPRAG RACE ASSEMBLY (647)
(A)
(B) SPRAG CAGE ASSEMBLY (650)
SPRAG CLUTCH RELEASED:

(INNER RACE) INPUT SUN GEAR (646) The sprag clutch releases when the sprags pivot toward their short diagonals. The length of the short diagonal (distance B) is less than the distance between the inner and outer sprag races. This action occurs when power flow drives the input sun gear clockwise faster than the 3rd clutch drum, thereby allowing the input sun gear and inner race (646) to overrun the sprag clutch. During acceleration the sprag clutch is only overrun when the transmission is in Second gear.
(OUTER RACE) SPRAG RACE ASSEMBLY (647)
SPRAG CLUTCH OVERRUNNING
Coast Conditions:
The sprag clutch is also overrun during coast conditions, or deceleration, in Reverse, Drive Range - First Gear and Manual Third - First Gear. This is when power from vehicle speed drives the input sun gear clockwise faster than engine torque drives the 3rd clutch drum (with the 3rd clutch released). In this situation, the sprag clutch inner race on the input sun gear assembly overruns the sprags, thereby allowing the vehicle to coast freely. SPRAG CAGE ASSEMBLY (650) (INNER RACE) INPUT SUN GEAR (646) LUBE PASSAGE
SPRAG CAGE ASSEMBLY (650)
649
650
649
INPUT SUN GEAR ASSEMBLY (646)
22
Figure 21
APPLY COMPONENTS
SERVO ASSEMBLY AND BRAKE BAND:
103 The servo assembly, located in the bottom rear of the main transmission case (36), functions to apply the brake band (664) and act as an accumulator to cushion the 3rd clutch apply. The brake band is applied when the transmission is in First and Second gears. The brake band is held stationary in the main case and wraps around the reaction sun drum (659). When compressed by the servo assembly the band holds the reaction drum and reaction sun gear (658) stationary to the main case.
BRAKE BAND APPLY:

102 To apply the servo assembly and brake band, servo apply fluid is fed between the servo cover (91) and servo piston (97). Servo apply fluid pressure forces the piston to compress both the servo cushion (99) and servo return (103) springs. This action moves the servo apply rod (102) toward the band. The apply rod compresses the brake band around the reaction sun drum and holds both the drum and reaction sun gear stationary to the main case. During apply, the spring forces (servo cushion and servo return) acting against servo apply fluid pressure help control the apply feel of the brake band.
101
BRAKE BAND RELEASE:

The servo assembly and brake band are held in the release position by the spring forces in Park, Neutral and Reverse when servo apply fluid pressure is exhausted. In Third and Fourth gears they are held in the release position by servo release fluid pressure assisting the spring forces. Servo release fluid pressure is fed between the main case and servo piston. This fluid pressure assists the spring forces to move the servo piston and apply rod against servo apply fluid pressure and away from the brake band. Therefore, the brake band releases and the reaction drum and reaction sun gear are allowed to rotate freely.
100
99
3RD CLUTCH ACCUMULATION:

98 The servo assembly is also used as an accumulator for 3rd clutch apply. Servo release fluid pressure also feeds the 3rd clutch fluid circuit to apply the 3rd clutch. Therefore, as servo release fluid pressure moves the servo piston against servo apply fluid pressure, some of the initial fluid pressure that applies the 3rd clutch is absorbed. This helps cushion the 3rd clutch apply. Refer to page 32A for a more detailed description of accumulator function.
97
96 95 94 93 BRAKE BAND ASSEMBLY (664) ANCHOR PINS
92
91 90 MAIN CASE (36) ADJUST SLEEVE (101) CUSHION SPRING SEAT (100) CUSHION SPRING (99) SERVO PISTON (97) RETURN SPRING (103) SERVO SCREW NUT (95) SERVO PISTON SCREW (96)
SERVO APPLY SERVO RELEASE
APPLY ROD (102)
SERVO COVER (91) MAIN CASE BOTTOM PAN (57)
SERVO PISTON ASSEMBLY (94-103)
RING SEAL (98)
Figure 22
23
PLANETARY GEAR SETS

PLANETARY GEAR SETS
Planetary gear sets are used in the Hydra-matic 4L30-E transmission as the primary method of multiplying the torque, or twisting force, of the engine (known as reduction). A planetary gear set is also used to reverse the direction of input torque, function as a coupling for direct drive, and provide an overdrive gear ratio. Planetary gears are so named because of their physical arrangement. All planetary gear sets contain at least three main components: a sun gear at the center of the gear set, a carrier assembly with planet pinion gears that rotate around the sun gear and, an internal ring gear that encompasses the entire gear set. This arrangement provides both strength and efficiency and also evenly distributes the energy forces flowing through the gear set. Another benefit of planetary gears is that gear clash (a common occurrence in manual transmissions) is eliminated because the gear teeth are always in mesh. The Hydra-matic 4L30-E transmission consists of two planetary gear sets, the overdrive and Ravigneaux gear sets. The graphics in Figure 23 show both of these gear sets and their respective components. Figure 24 graphically explains how the planetary gear sets are used in combination to achieve each of the transmissions five different gear ratios.
Torque:
When engine torque is transferred through a gear set the output torque from the gear set can either increase, decrease, or remain the same. The output torque achieved depends on: (1) which member of the gear set provides the input torque to the gear set, (2) which member of the gear set (if any) is held stationary, and, (3) which member of the gear set provides the output torque. If output torque is greater than input torque the gear set is operating in reduction (First, Second and Reverse gears). If output torque is less than input torque then the gear set is operating in overdrive (Fourth gear). When output torque equals input torque the gear set is operating in direct drive (Third gear) and all gear set components are rotating at the same speed.
Torque vs. Speed

One transmission operating condition directly affected by input and output torque through the gear sets is the relationship of torque with output speed. As the transmission shifts from First to Second to Third to Fourth gear, the overall output torque to the wheels decreases as the speed of the vehicle increases (with input speed and input torque held constant). Higher output torque is needed with low vehicle speed, First and Second gears, to provide the power to move the vehicle from a standstill. However, once the vehicle is moving and the speed of the vehicle increases, Third and Fourth gears, less output torque is required to maintain that speed.
Ravigneaux Planetary Gear Set:

The Ravigneaux planetary gear set is unique in that it resembles a combination of two gear sets. This gear set consists of two sets of pinion gears (long and short) in one planetary carrier (653), two sun gears - input (646) and reaction (658), and one internal ring gear (630). The short pinion gears are in constant mesh with both the input sun gear and the long pinion gears. The long pinion gears are also in constant mesh with the internal ring gear (630). Also, the output shaft is connected to the Ravigneaux planetary carrier assembly (653).
REDUCTION
Increasing the output torque is known as operating in reduction because there is a decrease in the speed of the output member proportional to the increase in output torque. Therefore, with a constant input speed, the output torque increases when the transmission is in a lower gear, or higher gear ratio.
ADAPTER CASE (20)
OVERDRIVE CARRIER ASSEMBLY (525) OVERDRIVE INTERNAL GEAR (528) REACTION SUN DRUM (659)
OVERDRIVE SUN GEAR (519)
REACTION SUN GEAR (658) OVERDRIVE SUN GEAR (519) INPUT SUN GEAR ASSEMBLY (646) RAVIGNEAUX PLANETARY CARRIER ASSEMBLY (653)
OVERRUN CLUTCH HOUSING (510)
MAIN CASE (36) INPUT SUN GEAR ASSEMBLY (646)
RAVIGNEAUX PLANETARY CARRIER ASSEMBLY (653)
RING GEAR (630)
24
Figure 23
PLANETARY GEAR SETS

Reduction occurs in First, Second and Reverse gears through the Ravigneaux gear set. In each of these gears, power flow through the overdrive planetary gear set is a 1:1 direct drive gear ratio. The overdrive carrier assembly provides the input torque to the overdrive gear set. The overdrive sun gear (519) is splined to the inner hub of the overrun clutch housing (510). Both of these components are held to the overdrive carrier assembly (525) by the overrun clutch and overdrive roller clutch. With the sun gear and carrier rotating at the same speed, the pinion gears do not rotate on their pins but act as wedges to drive the overdrive internal gear (528). Therefore, the entire overdrive planetary gear set rotates at the same speed for a 1:1 gear ratio input to the Ravigneaux gear set. In First gear, torque input to the Ravigneaux gear set is provided by the input sun gear (646) in a clockwise direction. The input sun gear drives the short pinion gears in the Ravigneaux carrier counterclockwise. The short pinion gears then drive the long pinion gears in the Ravigneaux carrier in a clockwise direction. The brake band is applied in First and Second gears and holds the reaction sun gear (658) and reaction sun drum (659) stationary. The long pinion gears walk clockwise around the stationary reaction sun gear. This action drives the Ravigneaux carrier and output shaft assembly in an reduction gear ratio of approximately 2.40:1. In Second gear, the torque input to the Ravigneaux gear set is provided by the ring gear (630) in a clockwise direction. The ring gear drives the long pinion gears clockwise. The long pinion gears walk around the stationary reaction sun gear (658) which is still held by the band. This action drives the Ravigneaux carrier and output shaft assembly in a reduction gear ratio of approximately 1.48:1. Direct drive occurs in Third gear when input torque to the Ravigneaux gear set is provided by both the input sun gear (646) and ring gear (630). This wedges the short and long pinion gears together, preventing them from rotating on their pins, and causes them to rotate with the input sun gear and ring gear at the same speed. Therefore, the Ravigneaux carrier and output shaft assembly (653) are also driven at the same speed for a 1:1 direct drive gear ratio. This combines with the 1:1 gear ratio through the overdrive gear set for a direct drive 1:1 gear ratio through the entire transmission.
OVERDRIVE
Operating the transmission in Overdrive allows the output speed of the transmission to be greater than the input speed from the engine. This mode of operation allows the vehicle to maintain a given road speed with reduced engine speed for increased fuel economy. Overdrive is achieved through the overdrive gear set and only occurs in Drive Range - Fourth Gear. The 4th clutch holds theoverrun clutch housing (510) and overdrive sun gear (519) stationary to the main transmission case. Therefore, when input torque drives the overdrive carrier clockwise, the overdrive carrier pinion gears walk clockwise around the stationary sun gear. These pinion gears then drive the overdrive internal gear (528) clockwise in an overdrive gear ratio of approximately .73:1. Power flow from the overdrive internal gear to the output shaft is identical to Third gear, a direct drive 1:1 gear ratio, thereby providing an overall transmission gear ratio of approximately .73:1.
REVERSE
The Ravigneaux planetary gear set reverses the direction of power flow rotation when the reverse clutch is applied. In Reverse, input torque to the Ravigneaux gear set is provided by the input sun gear (646) in a clockwise direction and the ring gear (630) is held stationary. The input sun gear drives the short pinion gears counterclockwise. With the ring gear held, the long pinion gears travel counterclockwise around the ring gear as they are driven clockwise on their pins by the short pinion gears. This action drives the Ravigneaux carrier and output shaft in a counterclockwise (reverse) direction in a reduction gear ratio of approximately 2.00:1.
DIRECT DRIVE
Direct drive in a planetary gear set is obtained when any two members of the gear set rotate in the same direction at the same speed. This forces the third member of the gear set to rotate at the same speed. Therefore, in direct drive the output speed of the transmission is the same as the input speed from the converter turbine. Output speed will equal engine speed when the torque converter clutch is applied (see Torque Converter - page 12).
OVERDRIVE PLANETARY GEARSET (DIRECT DRIVE)
OVERDRIVE PLANETARY GEARSET (OVERDRIVE)
HELD
REVERSE
FIRST
SECOND
THIRD
FOURTH
HELD
HELD
HELD
(REDUCTION)
(REDUCTION)
(REDUCTION)
(DIRECT DRIVE)
Figure 24
25
HYDRAULIC CONTROL COMPONENTS

HYDRAULIC CONTROL COMPONENTS The previous sections of this book described the operation of the major mechanical components used in the Hydra-matic 4L30-E. This section provides a detailed description of the individual components used in the hydraulic system. These hydraulic control components apply and release the various clutches, band and accumulators that provide for the automatic shifting of the transmission.
9 8
CRESCENT DRIVEN GEAR (202) DRIVE GEAR (201)
209 (10)

201 OUTLET
202
SUCTION
INTAKE
BOTTOM PAN (74)
OIL PUMP ASSEMBLY The oil pump assembly contains a positive displacement internal-external gear type pump located in the oil pump body (209). This spur gear type pump consists of a drive gear (201) that has gear teeth in constant mesh with the teeth on one side of the pump driven gear (202). Also, the notch on the inside of the drive gear is keyed to the torque converter pump hub. Therefore, whenever the engine is cranking, or running, the converter pump hub drives the pump drive gear at engine speed. The drive gear then drives the driven gear at engine speed. On the opposite side of the mesh point between the drive and driven gears the pump gears are separated by the crescent section of the pump body (209). As the gears rotate toward the crescent, the volume between the gear teeth increases and fluid volume is positively displaced, thereby creating a vacuum at the pump intake port. This vacuum allows the higher atmospheric pressure acting on the fluid in the main case bottom pan (74) to force fluid through the filter assembly (79) and into the suction side of the oil pump.
FILTER (79)
Through the rotation of the gears the gear teeth carry the fluid past the crescent to the pressure side of the oil pump. Past the crescent the gear teeth begin to mesh again and the volume between the gear teeth decreases. Decreasing this volume pressurizes and forces the fluid through the pump outlet and into the line fluid circuit. This fluid is directed to the pressure regulator valve where the fluid pressure is regulated to maintain the required supply and pressure for the various hydraulic circuits and apply components throughout the transmission. As engine speed (RPM) increases, the volume of fluid being supplied by the oil pump also increases because of the faster rotation of the pump gears. At a specified calibrated pressure (which varies with transmission model) the pressure regulator valve allows excess fluid to return to the suction side of the pump gears (see pressure regulation on page 28). The result is a control of the pumps delivery rate of fluid to the hydraulic system.
Figure 25
27

PRESSURE REGULATION To pressurize pump output there needs to be a restriction in the line pressure fluid circuit. The main restricting component that controls line pressure is the pressure regulator valve (208) which is located in the oil pump assembly (209). Line fluid from the pump is directed to the middle of the pressure regulator valve and is also orificed to one end of the valve. The larger surface area at the end of the valve allows the force from line pressure to move the valve against throttle signal fluid pressure. EXAMPLE A: MINIMUM LINE PRESSURE (minimum throttle) As the pump continually supplies fluid and line pressure builds, the pressure regulator valve moves against the force of the pressure regulator valve spring (207) and throttle signal fluid pressure. This opens the line pressure circuit at the middle of the valve to enter the converter in fluid circuit. Line pressure continues to increase until the pressure regulator valve moves against the spring far enough to open line pressure to the suction fluid circuit. Excess line pressure at the middle of the valve then feeds the suction fluid circuit and flows back to the oil pump. When this occurs, pump output capacity is regulated into minimum line pressure. EXAMPLE B: MAXIMUM LINE PRESSURE (maximum throttle) The pressure regulator valve is constantly regulating pump volume into the line pressure required to operate the transmission properly. At higher throttle positions greater line pressure is required to hold the clutches and the brake band. Therefore, the Transmission Control Module (TCM) signals the variable force motor (404) to increase throttle signal fluid pressure (see page 40 for a complete description of force motor operation). Throttle signal fluid pressure assists spring force and moves the boost valve (205) against the pressure regulator valve. At maximum throttle, throttle signal fluid pressure moves the pressure regulator valve enough to block line pressure from entering either the suction or converter in fluid circuits. Without a fluid circuit to direct line pressure into at the pressure regulator valve, line pressure increases to a maximum. Under normal operating conditions, line pressure is regulated between these minimum and maximum points. Pressure Regulation in Reverse Line pressure is boosted in a similar manner during Reverse (R) gear operation. When Reverse is selected, reverse fluid is routed between the two lands on the boost valve (205). Because the valve land on the side closest to the pressure regulator valve is larger, reverse fluid pressure moves the boost valve against the pressure regulator valve. This assists spring force and throttle signal fluid pressure, thereby increasing line pressure.
PUMP ASSEMBLY (10)
PUMP ASSEMBLY (10)
LINE
LINE
SUCTION
SUCTION


THROTTLE SIGNAL
THROTTLE SIGNAL
CONV IN
REVERSE
REVERSE
SUCTION
SUCTION
LINE
LINE
LINE
EX
EX
CONV IN
LINE
EX THROTTLE SIG
EX THROTTLE SIG
LINE
SUCTION
FORCE MOTOR SOLENOID (404)
SUCTION
FORCE MOTOR SOLENOID (404) FEED LIMIT
FEED LIMIT
EXAMPLE "A": MINIMUM
EXAMPLE "B": MAXIMUM

Figure 26
28
LINE

COMPONENTS LOCATED IN THE OIL PUMP ASSEMBLY PRESSURE REGULATOR VALVE TRAIN (203-208) Pressure Regulator Valve (208) The pressure regulator valve regulates line pressure according to vehicle operating conditions. This line pressure is directed into: (a) the converter in fluid circuit which is routed to the converter clutch control valve (210) and, (b) to the pump suction fluid circuit as part of the pressure regulation (see page 28). Pressure regulation is controlled by the pressure regulator spring (207), throttle signal fluid pressure and reverse fluid pressure. Boost Valve (205) Acted on by throttle signal fluid pressure from the force motor solenoid (404), it moves against the pressure regulator valve. This action moves the pressure regulator valve to increase line pressure. Therefore, as throttle position increases and the TCM increases throttle signal fluid pressure at the force motor solenoid, line pressure increases. Also, when Reverse (R) gear range is selected, reverse fluid pressure moves the boost valve against the pressure regulator valve to increase line pressure further. Throttle Signal Accumulator Assembly (214-217) Throttle signal fluid pressure acts on the throttle signal accumulator piston (214) in all gear ranges. This pressure moves the piston against throttle signal accumulator spring (215) force, thereby dampening any pressure irregularities occurring in the throttle signal fluid circuit. However, this dampening only affects irregular pulses in the fluid circuit and not the normal changes in throttle signal fluid pressure as determined by the TCM at the force motor solenoid (404). TORQUE CONVERTER CLUTCH (TCC) CONTROL VALVE (210) TCC Released The converter clutch control valve (210) is held in the release position by the converter clutch control valve spring (211) (as shown). This allows converter in fluid to enter the release fluid circuit, flow to the converter and keep the converter clutch released. Fluid exits the converter in the apply fluid circuit. Apply fluid flows through the converter clutch control valve and into the cooler fluid circuit. TCC Apply To apply the converter clutch, solenoid signal fluid moves the control valve (210) against spring force. This blocks converter in fluid from entering the release fluid circuit and opens the release fluid circuit to an exhaust passage. At the same time, line pressure flows through the valve and feeds the apply fluid passage. Apply fluid is routed to the converter to apply the converter clutch and fill the converter with fluid.
210
211 213 212
SOLENOID SIGNAL LINE CAPILLARY RESTRICTION
CO
NV
214
THROTTLE SIGNAL
EX THROTTLE SIGNAL ACCUMULATOR ASSEMBLY (214-217) SUCTION
215
216
217

CONVERTER IN
THROTTLE SIGNAL
REVERSE
203
204
205
206
207
LINE
EX
SUCTION
206
SUCTION
LINE
CO RE NV IN LE AS E TO EX CO O AP LER LIN PLY E EX
CL
CO
NT
RO
208
Figure 27
29

VALVES LOCATED IN THE ADAPTER CASE VALVE BODY
402
COMPONENTS LOCATED IN THE ADAPTER CASE VALVE BODY Force Motor Solenoid (404) Controlled by the TCM, it uses a duty cycle operation to regulate feed limit fluid into throttle signal fluid pressure. Throttle signal fluid pressure is regulated in relation to throttle position and other TCM inputs that determine vehicle operating conditions (see the Electrical Components Section for additional information). Throttle signal fluid pressure is routed to the pressure regulator valve to help control line pressure. Throttle signal fluid pressure is also routed to the 1-2 and 3-4 accumulator control valves (318 and 409) to help regulate accumulator fluid and control shift feel.
403
404
THROTTLE SIGNAL
THROTTLE SIGNAL
3-4 Accumulator Valve Train (407-409) This valve train is controlled by throttle signal fluid pressure acting on the 3-4 accumulator valve (407), spring force, and orificed 3-4 accumulator fluid pressure at the end of the 3-4 accumulator control valve (409). These forces control the regulation of line pressure into 3-4 accumulator fluid pressure and the exhaust of 3-4 accumulator fluid. These actions help control the apply feel and release feel of the 4th clutch.
406
THROTTLE SIGNAL
Note: The 3-4 accumulator control spring is not used on all models. Refer to page 32A for a detailed description of accumulator control. Feed Limit Valve (412) The feed limit valve limits feed limit fluid pressure to a maximum range of 659 kPa to 765 kPa (96 psi to 111 psi). When line pressure is below this range the force from the feed limit valve spring (410) keeps the valve fully open and feed limit fluid pressure equals line pressure. When line pressure is above this range, orificed feed limit fluid pressure at the end of the valve moves the valve against spring force. This regulates line pressure entering the feed limit fluid circuit and limits maximum feed limit fluid pressure to the range given above. Feed limit fluid is routed to the force motor solenoid. Torque Converter Clutch (TCC) Solenoid (416) The TCC solenoid is a normally closed ON/OFF type solenoid that is controlled by the TCM. When operating conditions are appropriate for converter clutch apply the TCM energizes the TCC solenoid. This opens the solenoid and allows solenoid feed fluid to enter the solenoid signal fluid circuit. To release the converter clutch the solenoid is de-energized, thereby blocking solenoid feed fluid from entering the solenoid signal fluid circuit. With the solenoid OFF, solenoid signal fluid pressure exhausts through the solenoid and the converter clutch releases.
3-4 ACCUM
405
407
408
409
3-4 ACCUM
FORCE MOTOR SOLENOID (404)

FD LIMIT
3-4 ACCUM CONTROL
EX
406
410
412
EX
EX
SOME MODELS
LINE
FEED LIMIT
EX
FEED LIMIT
LINE
LINE
411
EX
EX
FEED LIMIT FORCE MOTOR SCREEN (415)
406
2ND CL REV EX
SOLENOID SIGNAL SOLENOID FEED
413 414 415
CONVERTER CLUTCH SOLENOID (416)
416
402
417
30
Figure 28
30A

COMPONENTS LOCATED IN THE MAIN CASE VALVE BODY 1-2/3-4 Shift Valve (304) The 1-2/3-4 shift valve responds to spring force and D32/1-2 fluid pressure from the 1-2/3-4 shift solenoid. Also, D32/1-2 fluid pressure at the spring end of the valve assists spring force in some gear ranges. Depending on the gear range and the shift solenoid operating state, the 1-2/3-4 shift valve directs or blocks D32/1-2 fluid, servo release fluid, 1-2 regulated fluid and 4th clutch feed 1 fluid. These fluids are routed into various fluid circuits to apply a clutch or band for the appropriate gear range - as determined by the TCM or gear selector lever. Also, some fluids are exhausted through the 1-2/3-4 shift valve to release a clutch or band during a downshift. 1-2/3-4 Shift Solenoid Assembly (303) Controlled by the TCM, this is a normally closed shift solenoid that controls the positioning of the 1-2/3-4 shift valve. When de-energized (OFF) the solenoid is closed and blocks D32/1-2 fluid from acting on the solenoid end of the 1-2/3-4 shift valve. When energized (turned ON), the solenoid opens and D32/1-2 fluid pressure flows through the solenoid, acts on the solenoid end of the shift valve and moves the valve against spring force. 2-3 Shift Valve (308) The 2-3 shift valve responds to D32/1-2 fluid pressure from the 2-3 shift solenoid, spring force, and also D32 fluid pressure in some gear ranges. Depending on the gear range operation and the shift solenoid operating state, the 2-3 shift valve directs or blocks D32 fluid and D32/ 1-2 fluid. These fluids are routed into the 4th clutch feed 1 and servo release fluid circuits respectively. 4th clutch feed 1 and servo release fluids are also exhausted through the 2-3 shift valve during the downshift from Third to Second gear. 2-3 Shift Solenoid Assembly (307) Controlled by the TCM, this is a normally open shift solenoid that controls the positioning of the 2-3 shift valve. When energized (ON), the shift solenoid is closed and blocks D32/1-2 fluid from acting on the solenoid end of the 2-3 shift valve. When de-energized (OFF), the solenoid opens and D32/1-2 fluid pressure flows through the solenoid, acts on the end of the shift valve and moves the valve against spring force. 1-2 Accumulator Valve Train (318-320) This valve train is controlled by throttle signal fluid pressure acting on the 1-2 accumulator control valve (318), in addition to spring force and orificed 1-2 accumulator fluid pressure acting on the end of the 1-2 accumulator valve (320). These forces control the regulation of D32/1-2 fluid into 1-2 accumulator fluid pressure and the exhaust of 1-2 accumulator fluid. These actions help control the apply feel and release feel of the 2nd clutch. Note: The 1-2 accumulator control spring is not used on all models. Refer to page 32A for a detailed description of accumulator control. Low Pressure Control Valve (312) The low pressure control valve reduces 3rd clutch apply pressure in First gear in Manual First and Manual Second to prevent a harsh 2-1 downshift. Spring force and orificed 1-2 regulated fluid pressure regulate 1-2 fluid into the 1-2 regulated fluid circuit. 1-2 regulated fluid pressure is approximately 50% that of 3rd clutch fluid pressure experienced in Third and Fourth gears. With 1-2 regulated fluid pressure used to apply the 3rd clutch in these ranges, this regulation provides a slower apply of the 3rd clutch than experienced in Third gear. Manual Valve (326) The manual valve is supplied line pressure from the pressure regulator valve and is mechanically linked to the gear selector lever. When a gear range is selected, the manual valve directs line pressure into various fluid circuits by opening and closing feed passages. The circuits that are fed by the manual valve include: Reverse, R321, D32, and 1-2. Remember that the mode switch is connected to the end of the transmissions selector shaft (61) and signals the TCM which gear range the manual valve is positioned. Pulse Width Modulated (PWM) Band Apply Solenoid (323) The PWM solenoid is a normally open solenoid that controls the apply feel of the brake band through a duty cycle operation. The solenoid regulates D32/1-2 fluid into the servo apply fluid circuit at a duty cycle determined by the TCM. This regulation controls the rate at which servo apply fluid pressure increases and the brake band applies. Servo apply fluid is used to apply the band in First and Second gears. Note: Refer to the Power Flow section for a detailed description of the shift valve operation and electrical component operation in a specific gear range. Also, refer to the Electrical Component section for a detailed description of each electrical component.
VALVES LOCATED IN THE MAIN CASE VALVE BODY

302 303 306 304 305 SOME MODELS 318 319 320
309
302 307
306 308 305
310 321 323
1-2 REG 3RD CL FD
322
4TH CL FEED 2
SOLENOID (303) N.C.
THROTTLE SIGNAL
SERVO REL
EX
1-2 & 3-4 SHIFT

EX EX
1-2 ACC
D 3 2/1-2 1-2 ACCUM
SERVO REL
D 3 2/1-2
SOLENOID (307) N.O.
4TH CL FEED 1 D 3 2/1-2
CONTROL 1-2 ACCUM

EX EX
SERVO APPLY BAND CONTROL SOLENOID PWM (323) D 3 2/1-2 D32
EX
2-3 SHIFT
EX 4TH CL FD 1 EX SERVO REL D32 EX
EX EX
D 3 2/1-2 D32
LOW PRESSURE
EX
1-2 REG 1-2
1-2
EX
1-2 REG
PWM SOLENOID SCREEN (324)
D32 D32 EX
MANUAL VALVE
R321 REVERSE 1-2
P RN D 3 2 1
310 311 312
LINE R321 1-2
REV
EX
EX
324
325
309
326 302
30B
Figure 29
31

VALVES LOCATED IN THE CENTER SUPPORT
OVERRUN LOCKOUT VALVE (705) This valve controls the apply and release of both the overrun clutch and the 4th clutch. Note that these two clutches must not be applied at the same time. Overrun Clutch Applied Spring force keeps the valve normally open, allowing orificed line pressure to feed the overrun clutch fluid circuit and apply the overrun clutch in Park, Reverse, Neutral, First, Second and Third gears. In this position the valve opens the 4th clutch fluid circuit to an exhaust port, thereby preventing 4th clutch apply. In Manual First and Manual Second, 1-2 fluid pressure assists spring force to prevent the overrun lockout valve from shifting into the Fourth gear position under any condition. 4th Clutch Applied To obtain Fourth gear, 4th clutch feed 2 fluid is routed to the end of the overrun clutch valve. This fluid pressure moves the valve against spring force to; (1) block line pressure from entering the overrun clutch fluid circuit and exhaust overrun clutch fluid, thereby releasing the overrun clutch, and (2) allow 4th clutch feed 2 fluid to fill the 4th clutch fluid circuit, thereby applying the 4th clutch. REVERSE LOCKOUT VALVE (706) This valve prevents the reverse clutch from applying when Reverse (R) gear range is selected and the vehicle is moving forward above approximately 12 km/h (7 mph). Reverse Lockout is not available on all applications. Normal Operating Conditions When the vehicle is stationary and Reverse (R) gear range is selected, reverse fluid from the manual valve (326) is routed to the end of the reverse lockout valve. This fluid pressure moves the valve against spring force, allowing reverse fluid at the middle of the valve to enter the reverse clutch fluid circuit. Reverse clutch fluid applies the reverse clutch and Reverse (R) gear range is obtained. Reverse Locked Out When the vehicle is moving forward above approximately 12 km/h (7 mph) and Reverse (R) gear range is selected, the TCM energizes the TCC solenoid. With the solenoid ON, solenoid feed fluid flows through the solenoid and fills the solenoid signal fluid circuit. Solenoid signal fluid is routed to the spring end of the reverse lockout valve, thereby assisting spring force to keep the valve closed against reverse fluid pressure. This blocks reverse fluid from entering the reverse clutch fluid circuit and prevents the transmission from shifting into Reverse.
SOME MODELS
702
702 703 704 707
703
705
706
OVERDRIVE LUBE
EX
OU T CK LO
VE RE RS
SO
EX
L SI
UT
OV
1-2
CH
EX
ER
RU
LU EX TC LIN H E
NL
OC
KO
UT
CENTER SUPPORT ASSEMBLY 30 (701) SOLENOID SIGNAL
NC
4TH CL FD 2
RU
32
4TH CL FD 2
OV
ER
Figure 30
RE
4TH
CL
E RS VE CL RE EV R
THROTTLE SIGNAL
ACCUMULATORS General Function In the Hydra-matic 4L30-E transmission, accumulators are used to control shift feel for the apply of the 2nd, 3rd and 4th clutches. An accumulator is a spring loaded device that absorbs a certain amount of clutch apply fluid pressure to cushion the clutch engagement. Clutch apply fluid pressure directed to an accumulator piston opposes a spring force and an accumulator fluid pressure to create an action similar to a shock absorber. During the apply of a clutch, clutch apply fluid pressure moves the clutch piston against the clutch piston spring and clutch plates. After the clearance between the clutch plates is taken up by the clutch piston travel and the clutch plates begin to hold, fluid pressure in the circuit builds up rapidly. This clutch apply fluid pressure is also directed to an accumulator assembly. As the clutch apply fluid pressure increases, it moves the accumulator piston against spring force and accumulator fluid pressure. Movement of the accumulator piston delays the pressure buildup in the circuit and allows for a more gradual apply of the clutch. Without an accumulator in the clutch apply fluid circuit the rapid buildup of fluid pressure would cause the clutch to apply very quickly and possibly create a harsh shift. Accumulator Valve Function The force of the accumulator spring and accumulator fluid pressure controls the clutch apply rate. At minimum or light throttle, engine torque is at a minimum and the clutches require less apply force and a slower apply rate. At heavy throttle, the engine develops a large amount of torque that requires a greater apply pressure to hold the clutches and a faster apply rate to prevent the clutch plates from slipping during apply. To compensate for these various operating conditions, an accumulator valve regulates accumulator fluid pressure proportional to throttle position and engine torque. At greater throttle positions, throttle signal fluid pressure increases and the accumulator valve regulates accumulator fluid to a higher pressure. The increase in accumulator fluid pressure decreases the distance that clutch apply fluid pressure can move the accumulator piston. This decreases the accumulators cushioning effect and allows clutch apply fluid pressure to increase more rapidly for a faster clutch apply. Remember that throttle signal fluid pressure acting on the accumulator valves is regulated relative to throttle position and engine torque. Remember that the TCM controls throttle signal fluid pressure through the force motor solenoid. 1-2 ACCUMULATOR ASSEMBLY (313-316) The 1-2 accumulator assembly is located in the main case valve body (84) and consists of a piston (315), piston spring (316) and piston pin (313). The 1-2 accumulator assembly is the primary device for controlling the apply feel of the 2nd clutch during a 1-2 upshift. Upshift Control During a 1-2 upshift (as shown in Figure 31), 2nd clutch fluid is routed to both the 1-2 accumulator assembly and the 2nd clutch. The rapid buildup of fluid pressure in the 2nd clutch fluid circuit strokes the accumulator piston (315) against 1-2 accumulator fluid pressure and the force from the 1-2 accumulator spring (316). This action absorbs some of the initial 2nd clutch fluid pressure and provides a time delay to cushion the 2nd clutch apply. As 2nd clutch fluid pressure moves the 1-2 accumulator piston some 1-2 accumulator fluid is forced out of the 1-2 accumulator. This fluid is routed back to the 1-2 accumulator valve train. The orificed 1-2 accumulator fluid pressure acting on the end of the 1-2 accumulator valve (320) moves the valve train against spring force and throttle signal fluid pressure. This blocks D32/1-2 fluid and regulates the excess 1-2 accumulator fluid past the 1-2 accumulator valve and through an exhaust port. This regulation provides additional control for the accumulation of 2nd clutch fluid pressure and the 2nd clutch apply rate.
Downshift Control During a 2-1 downshift, 2nd clutch fluid exhausts from the 1-2 accumulator assembly. As spring force and 1-2 accumulator fluid pressure move the 1-2 accumulator piston against exhausting 2nd clutch fluid, the 1-2 accumulator valve train regulates more D32/1-2 fluid into the 1-2 accumulator fluid circuit. This regulation controls the rate at which 1-2 accumulator fluid fills the 1-2 accumulator. It also helps control the rate at which 2nd clutch fluid exhausts and the 2nd clutch releases. Therefore, with higher throttle positions and greater throttle signal fluid pressure, the accumulator valve will regulate D32/1-2 fluid to fill the 12 accumulator faster. This pressure will then move the accumulator piston faster, thereby forcing 2nd clutch fluid to exhaust faster and the 2nd clutch to release quicker. 3-4 ACCUMULATOR ASSEMBLY (13-19) The 3-4 accumulator assembly is located in the side of the adapter case (20) and consists of a piston (18), piston spring (16) and piston pin (17). The 3-4 accumulator assembly is the primary device for the controlling the apply feel of the 4th clutch during a 3-4 upshift. The 3-4 accumulator assembly functions exactly the same as the 1-2 accumulator assembly. The only difference is the name of the fluids used. In the 3-4 accumulator, line pressure feeds the 3-4 accumulator fluid circuit through the 3-4 accumulator valve and 4th clutch fluid strokes the accumulator piston during the 4th clutch apply. Note: The accumulator control springs (319 and 408) for the 1-2 and 3-4 accumulator valve trains are not used on all models. Refer to the appropriate service information for specific application information. 3RD CLUTCH ACCUMULATION The servo assembly (90-103) is used as an accumulator during the 2-3 upshift to cushion the 3rd clutch apply. The servo assembly is located in the bottom rear of the main transmission case (36) and consists of a piston (97), a cushion spring (99), a return spring (103) and an apply rod (102). Upshift Control The 3rd clutch is applied by 3rd clutch fluid pressure which is fed by servo release fluid. Servo release fluid is also routed to the servo assembly and acts on the release side of the servo piston. Servo release fluid pressure assists the force from the servo cushion and servo return springs to move the servo piston against servo apply fluid pressure. This action moves the servo piston (97) and apply rod (102) away from the brake band, thereby releasing the band. The movement of the servo piston absorbs some of the initial 3rd clutch fluid pressure to cushion the 3rd clutch apply - similar to the accumulation action of the 1-2 and 3-4 accumulators. As the servo piston moves to the release position, some servo apply fluid is forced out of the servo assembly. This fluid is routed back through the Pulse Width Modulated (PWM) band apply solenoid (323) and into the D32/1-2 fluid circuit. This excess fluid pressure is regulated back through the pressure regulator valve. Downshift Control During a 3-2 downshift, servo release fluid exhausts from the servo assembly. As the force from the servo cushion spring (99), servo return spring (103), and servo apply fluid pressure move the servo piston to the apply position, the PWM solenoid regulates more D32/1-2 fluid into the servo apply fluid circuit. This regulation controls the rate at which servo apply fluid pressure fills the servo assembly and moves the servo piston to apply the brake band. This action also helps control the rate at which servo release fluid exhausts and the 3rd clutch releases. The PWM solenoid is controlled by the TCM in relation to the operating conditions of the vehicle. Note: Refer to the Electronic Components Section for a detailed description of the PWM solenoid operation. THROTTLE SIGNAL ACCUMULATOR ASSEMBLY (214-217) This accumulator dampens the pressure irregularities in he throttle signal fluid circuit. Refer to page 29 for Components Located in the Oil Pump Assembly for a description.
ACCUMULATOR ASSEMBLIES
EX
3-4 ACCUM
EX
3-4 ACCUM CONTROL
LINE
2ND CLUTCH
EX
314
SERVO APPLY SERVO RELEASE
1-2 ACCUM
315
THROTTLE SIGNAL
D 3 2/1-2
CONTROL 1-2 ACCUM
EX
EX
1-2 ACCUMULATOR ASSEMBLY
32A
32B
CAPILLARY RESTRICTION
214
215
216
217
EX
THROTTLE SIGNAL ACCUMULATOR ASSEMBLY (214-217) 4TH CLUTCH
13
14
15
THROTTLE SIGNAL
16 17 18 19
3-4 ACCUMULATOR ASSEMBLY (13-19)
103
313

102
101
100
99
316
98
97
96 95 94
SERVO ASSEMBLY (94-103)

Figure 31
33

CHECKBALL LOCATION AND FUNCTION
REVERSE SHUTTLE (85) D32 SHUTTLE (85) 21
2ND CL REVERSE
20f 14l
REVERSE SHUTTLE VALVE (85)

1-2
D32
16d
29f
SOLENOID FEED
ADAPTER CASE (20) (AUX. VALVE BODY SIDE)
D32 SHUTTLE VALVE (85)
D 3 2/1-2
MAIN CASE (36) (TO VALVE BODY)
QUICK DUMP VALVE (85)
17
SERVO RELEASE
SERVO REL 22/23a
REVERSE SHUTTLE VALVE (SOME APPLICATIONS ONLY) Located in the adapter case (20), it controls the routing of fluid into the solenoid feed fluid circuit. Depending on the position of the manual valve and the gear range the transmission is operating in, either reverse fluid or 2nd clutch fluid feeds the solenoid feed fluid circuit. If one of these fluids is present it seats the checkball against the other fluid circuit, which would be empty, and fills the solenoid feed fluid circuit in preparation for converter clutch apply (reverse fluid and 2nd clutch fluid are never present at the same time). Remember that converter clutch apply in Reverse (R) is only during a Reverse Lock Out condition. CONVERTER CLUTCH APPLY CHECKBALL Located in release fluid circuit at the end of the turbine shaft (506), it controls the apply feel of the torque converter clutch (TCC). As the TCC applies, exhausting release fluid seats, and is orificed around, the checkball. The orifice slows the exhaust of release fluid and controls the apply feel of the converter clutch. When the TCC is released, release fluid pressure unseats the checkball and flows freely past the ball to keep the pressure plate away from the converter cover.
3RD CLUTCH CHECK VALVE (85)
VALVE BODY (84) (MAIN CASE)
34
Figure 32
3RD CLUTCH QUICK DUMP VALVE Located in the main transmission case (36), it controls the exhaust rate of servo release fluid. When the transmission downshifts from Third to Second gear, servo release fluid pressure exhausts. Exhausting servo release fluid pressure seats the checkball and is forced through the orifice next to the checkball. Forcing exhausting servo release fluid through the orifice helps controls the release rate of the 3rd clutch and the apply of the brake band. To apply the 3rd clutch, servo release fluid unseats, and flows past the #3 checkball, thereby bypassing the orifice opposite the checkball.
3RD CL
24
23b
23c
3RD CLUTCH CHECK VALVE Located in the main case valve body (84), it controls the routing of fluid into the 3rd clutch fluid circuit. Depending on the gear range the transmission is operating in, either servo release fluid, 3rd clutch feed fluid or both fluids feed the 3rd clutch fluid circuit. When only one of these fluids is present the checkball seats against the empty fluid circuit. If servo release and 3rd clutch feed fluids are both present, the checkball remains in a released state as these fluids feed the 3rd clutch fluid circuit.
SERVO REL
D32 SHUTTLE VALVE Located in the main transmission case (36), it controls the routing of fluid into the D32/1-2 fluid circuit. Depending on the position of the manual valve, either D32 fluid, 1-2 fluid or both fluids feed the D32/1-2 fluid circuit. When only one of these fluids is present the checkball seats against the empty fluid circuit. If D32 and 1-2 fluids are both present, the checkball remains in a released state as both of these fluids feed the D32/1-2 fluid circuit.
22e
22d
3RD CLUTCH QUICK DUMP VALVE (85)
3RD CL FEED
ELECTRICAL COMPONENTS
The Hydra-matic 4L30-E transmission incorporates electronic controls that utilize a Transmission Control Module (TCM). The TCM gathers vehicle operating information from the various sensors and controls listed below, sensors both internal and external to the transmission. The TCM processes this information and controls the following: transmission shift points through the shift solenoids, transmission shift feel through the force motor solenoid, TCC apply and release timing through the TCC control solenoid, and the brake band apply rate through the PWM band apply solenoid. fail-safe mode. In fail-safe mode, the following defaults occur: The Force Motor solenoid is OFF and line pressure is a maximum to prevent any clutch slippage. The PWM Band Apply solenoid is OFF and servo apply fluid pressure is a maximum to prevent the band from slipping. The TCC solenoid is OFF and converter clutch apply is prevented. Both shift solenoids are OFF. With both shift solenoids OFF (Fourth gear state), the transmission will operate in Fourth gear when the gear selector lever is in the Drive range position. However, the driver has some flexibility in gear selection during fail-safe mode by moving the gear selector lever as follows: (see note) Gear Selector Lever Position Transmission Gear Operation
Drive Range (D) Manual Third (3) Manual Second (2) Manual First (1) Reverse (R) Park, Neutral (P,N) 4th gear 4th gear 3rd gear 1st gear Reverse Park, Neutral
Electronic control of these transmission operating characteristics provides consistent and precise shift points and shift quality based on the operating conditions of both the engine and transmission. OPERATING MODES The TCM controls the transmission operation in three modes: Economy mode, Performance mode, and Winter mode. The driver determines the transmission operating mode through the Performance/Economy mode switch and Winter mode switch. Some applications have a Manual mode where the transmission can be shifted manually, similar to a manual transmission. Refer to page 40 for more information on these different operating modes. FAIL-SAFE MODE If a major electrical system failure occurs which could affect vehicle safety or damage the transmission during normal operation, the TCM enters the
Note: When the system failure is not due to the TCM, and the TCM is functioning properly, the transmission will operate in Second gear when the selector lever is in the Manual First position. In this situation the TCM operates the shift solenoids in a Second gear state. Some applications have different fail-safe operating states. Refer to the appropriate service manual for specific information.
D1C TCM J K "CHECK TRANS" LAMP
3 4
INPUTS
INFORMATION SENSORS
A. TRANSMISSION OUTPUT SPEED SENSOR B. TRANSMISSION FLUID TEMPERATURE SENSOR C. MODE SWITCH D. THROTTLE POSITION SENSOR (TPS) E. ENGINE SPEED SENSOR F. BRAKE SWITCH G. ENGINE COOLANT TEMPERATURE SENSOR H. KICKDOWN SWITCH I. AIR CONDITIONER INFORMATION SIGNAL J. WINTER MODE PUSHBUTTON SWITCH K. ECONOMY/PERFORMANCE PUSHBUTTON SWITCH
ETCM
OUTPUTS
ELECTRONIC CONTROLLERS
TRANSMISSION CONTROL MODULE (TCM) DIAGNOSTIC 1 CONNECTOR (D1C) SELF DIAGNOSTIC INPUT ("CHECK TRANS" LAMP)
ELECTRONICALLY CONTROLLED TRANSMISSION COMPONENTS

1. PULSE WIDTH MODULATED (PWM) BAND APPLY SOLENOID 2. FORCE MOTOR SOLENOID
3. 1-2/3-4 SHIFT SOLENOID 4. 2-3 SHIFT SOLENOID 5. TORQUE CONVERTER CLUTCH SOLENOID
Figure 33
35
ELECTRICAL COMPONENTS (TCM inputs internal to the transmission) TRANSMISSION OUTPUT SPEED SENSOR (39) The transmission output speed sensor is a magnetic inductive pickup that relays information relative to vehicle speed to the TCM. The speed sensor is mounted in the side of the transmission extension assembly (37), opposite of the parking lock wheel (668). The parking lock wheel is splined to the output shaft and has teeth on its outside diameter. Therefore, the parking lock wheel rotates at transmission output speed. The speed sensor assembly consists of a permanent magnet surrounded by a coil of wire. As the output shaft and parking lock wheel rotate, an alternating current (AC) is induced in the coil of wire by the teeth on the parking lock wheel passing by the magnetic pickup. Therefore, whenever the vehicle is moving, the output speed sensor produces an AC voltage signal proportional to vehicle speed. As vehicle speed increases and more teeth pass by the magnetic pickup on the speed sensor in a given time frame, the frequency of the AC signal increases. An increase in frequency of the AC signal is interpreted by the TCM as an increase in vehicle speed (see Figure A).
ELECTRICAL CONNECTOR
O-RING ROTOR
MAGNETIC PICKUP
SPEED SENSOR
OUTPUT VOLTS
5.0
LOW SPEED
HIGH SPEED
TIME
FIGURE A: CONDITIONED SIGNAL
NORMAL RESISTANCE (OHMS)
TRANSMISSION FLUID TEMPERATURE SENSOR This sensor is a negative temperature coefficient thermistor (temperature sensitive resistor) that is bolted on the adapter case valve body assembly (401). The temperature sensor is submersed in the fluid in the adapter case bottom pan (50). The internal electrical resistance of the sensor varies according to the operating temperature of the transmission fluid (see chart). The lower the fluid temperature, the higher the resistance. The TCM interprets this resistance as another input to help control the converter clutch application through the TCC control solenoid. This information is also used to control line pressure through the force motor solenoid. The TCM inhibits TCC apply until transmission fluid temperature reaches approximately 30C (86F). F or some applications if transmission fluid temperature becomes excessively high, above approximately 140C (284F), the TCM will apply the converter clutch in Second, Third and Fourth gears regardless of operating conditions. Normally the TCC is only applied in Third and Fourth gears. Applying the TCC serves to reduce transmission fluid temperatures created by the fluid coupling in the torque converter when the TCC is released.
WIRE
RESISTOR
WIRE
TEMPERATURE SENSOR
16,000
133 -10 TEMPERATURE (C) 110
R P
MODE SWITCH The mode switch signals the TCM which position the selector lever is in and the gear range the transmission is operating in. The mode switch is bolted to the outside of the main transmission case (36) and splined to the transmission selector shaft (61). Therefore, the digital logic in the mode switch determines which position the selector shaft is in and this information is then sent to the TCM. Note: For the mode switch to function properly, it is important to correctly align the mode switch with the selector shaft each time the switch is removed and reassembled. Refer to the appropriate service information for the specific procedure to assemble the mode switch.
2 1
G C B A
MODE SWITCH
36
Figure 34
ELECTRICAL COMPONENTS (TCM inputs/outputs external to the transmission) THROTTLE POSITION SENSOR (TPS) Located on the throttle shaft of the TBI unit, the TCM monitors a variable voltage signal from this sensor to calculate throttle position. The TPS is a potentiometer that varies from approximately .48 volts at minimum throttle position to approximately 4.5 volts at maximum throttle position. The TCM measures this voltage and uses the information on throttle position to determine the appropriate shift patterns, shift feel and TCC apply and release timing. In general, with greater throttle angle and higher TPS voltage signal, the TCM delays upshift speeds (through shift solenoid control) and increases line pressure (through force motor solenoid control). Also, the TCM keeps the converter clutch released at minimum throttle positions and during heavy acceleration. ENGINE SPEED SENSOR Monitored as engine RPM by the TCM through the ignition module, this sensor is used to help determine shift patterns and TCC apply and release timing. ENGINE COOLANT TEMPERATURE SENSOR This sensor monitors engine coolant temperature and sends a variable resistance signal to the Engine Control Module (ECM). When the engine is cold, resistance through the sensor is high, and when the engine is hot, resistance is low. The ECM then sends this information to the TCM. The TCM prevents converter clutch apply when engine coolant temperature is below approximately 70C (158F). BRAKE SWITCH This switch causes the TCM to command TCC release. When the brake pedal is depressed the TCM opens the path to ground for the TCC solenoid electrical circuit. This de-energizes the solenoid and releases the converter clutch. KICKDOWN SWITCH This switch is connected to the accelerator pedal. Whereas the TPS signals throttle position to the TCM, the kickdown switch signals the TCM when the accelerator pedal is fully depressed. The kickdown switch is activated when the accelerator pedal travel is approximately 80%. AIR CONDITIONER INFORMATION SIGNAL When the A/C pressure cycling switch closes, the TCM is signaled that the air conditioning compressor is ON and there is an extra load on the engine. The TCM then adjusts transmission line pressure and shift timing to compensate for the added load on the engine. ECONOMY/PERFORMANCE MODE PUSHBUTTON SWITCH Depressing this pushbutton changes the transmission operating mode between the Economy and Performance driving modes. In Performance mode, the TCM delays part-throttle upshifts for greater acceleration. The TCM also signals the force motor solenoid to increase line pressure for the additional torque requirements in Performance mode. Higher line pressure creates firmer shifts and more holding force for the friction clutches and the brake band. Economy mode provides better fuel economy by having the TCM initiate earlier part-throttle upshifts. Also, in Economy mode line pressure is lower to provide smoother upshifts and downshifts. WINTER MODE PUSHBUTTON SWITCH In Winter mode the TCM changes the shift solenoid states to start the transmission in Third gear. By starting to move the vehicle with the transmission in Third gear, less torque is created, thereby reducing tire slippage on ice and snow. When the driver selects Winter mode the TCM overrides the selection of Economy or Performance modes. The TCM only enters Winter mode when the following conditions are met: The selector lever is in the Drive Range (D). Vehicle speed is less than 10 km/h (6 mph). Transmission fluid temperature is less than 130C (266F). The kickdown switch is off and throttle opening is less than 7%.
Winter mode is cancelled if any of the following conditions are met: The Winter mode button is depressed. The selector lever is moved from the Drive Range (D) position (the TCM will remain in Winter mode in Neutral and Reverse). The ignition key is turned off. Vehicle speed is greater than 30 km/h (19 mph) for more than one. Transmission fluid temperature is greater than 130C (266F). Kickdown switch is activated. When Winter mode is cancelled by one of these conditions, the TCM returns to operating in Economy mode, regardless of the operating mode before selecting Winter mode. MANUAL MODE (SOME MODELS ONLY) Some 4L30-E applications can be operated in a Manual mode. When Manual mode is selected the transmission gear state follows the position of the gear selector lever as follows: Gear Selector Lever Position Transmission Gear Operation
Drive Range (D) Manual Third (3) Manual Second (2) Manual First (1) 4th gear 3rd gear 2nd gear 1st gear
This allows the driver to operate the transmission similar to a manually shifted transmission.
TORQUE CONVERTER CLUTCH SOLENOID (416) The converter clutch solenoid is an ON/OFF solenoid connected to the adapter case valve body. The solenoid is normally closed and functions identical to the 1-2/3-4 shift solenoid. When de-energized (OFF), solenoid spring force keeps the plunger against the fluid inlet port. This blocks solenoid feed fluid pressure from entering the solenoid signal fluid circuit. With the plunger in this position the solenoid signal fluid circuit is open to an exhaust port through the end of the solenoid. Without solenoid signal fluid pressure the TCC is kept released. When energized (turned ON) by the TCM, the magnetic field created in the coil moves the plunger against solenoid spring force, away from the fluid inlet port, and blocks the exhaust port through the solenoid. This allows solenoid feed fluid to flow through the solenoid and fill the solenoid signal fluid circuit. With the exhaust port blocked, solenoid signal fluid pressure increases, thereby moving the TCC control valve into the apply position and initiating the TCC apply. The TCC is normally applied in Third and Fourth gears (but will apply in Second gear on some models if transmission fluid temperatures become excessively high). The following conditions will cause the TCM to change the operating state of the solenoid: The TCC is released prior to all upshifts and downshifts and may reapply after the shift is complete if operating conditions are appropriate. The TCC is released when the brake pedal is depressed, as signaled to the TCM by the brake switch.
Transmission fluid must be above approximately 30C (86F) bef ore the TCM will signal TCC apply. Engine coolant temperature must be above approximately 70C (158F) before the TCM will signal TCC apply. In the event of an electrical or system failure the TCC solenoid remains OFF and the TCC released.
CONNECTOR SPRING O-RING
EXHAUST
COIL ASSEMBLY
PLUNGER
SOLENOID SOLENOID FEED SIGNAL FLUID FRAME FLUID
Figure 35
37
CONNECTOR SPRING O-RING
EXHAUST
SHIFT SOLENOIDS The Hydra-matic 4L30-E transmission uses two electronic shift solenoids (the 1-2/3-4 and 2-3 shift solenoids) to control upshifts and downshifts in all forward gear ranges. These shift solenoids work together in a combination of ON and OFF sequences to control the positions of the 1-2/3-4 and 2-3 shift valves. The TCM uses numerous inputs to determine which solenoid state combination, and which gear range, the transmission should be in. The following table indicates the solenoid state combination required for each gear range: GEAR RANGE
Park, Reverse, Neutral First
1-2/3-4 Solenoid Normally Closed

OFF OFF ON* ON* OFF
2-3 Solenoid Normally Open

ON ON ON OFF* OFF*
COIL ASSEMBLY
PLUNGER
FRAME
D32/1-2 FLUID
Second Third Fourth
1-2 & 3-4 SHIFT SOLENOID (NORMALLY CLOSED) CONNECTOR SPRING METERING O-RING BALL
* Denotes the solenoid is open with fluid pressure flowing through the shift solenoid and acting on the shift valve.
EXHAUST
The shift solenoids are de-energized (turned OFF) when the TCM opens the path to ground for the solenoids electrical circuit. When the TCM provides a path to ground for the electrical circuit, the solenoid is energized (turned ON), current flows through the coil assembly in the solenoid and creates a magnetic field. This magnetic field moves the plunger inside the solenoid to change the operating state of the solenoid. 1-2/3-4 Shift Solenoid (303) Located at the end of the 1-2/3-4 shift valve (304), the 1-2/3-4 shift solenoid is normally closed and fed D32/1-2 fluid. When de-energized (OFF), solenoid spring force keeps the plunger against the fluid inlet port. This blocks D32/1-2 fluid pressure from acting on the 1-2/3-4 shift valve. Without D32/1-2 fluid pressure, 1-2/3-4 shift valve spring (305) force keeps the shift valve in the First and Fourth gear position (as shown in Example A). With the shift valve in this position the cavity at the end of the valve is open to an exhaust port through the solenoid. When energized (turned ON) by the TCM, the magnetic field created in the coil moves the plunger against solenoid spring force, away from the fluid inlet port, and blocks the exhaust port through the solenoid. This allows D32/1-2 fluid to flow through the solenoid and act on the 1-2/3-4 shift valve. With the exhaust port blocked, D32/1-2 fluid pressure at the end of the shift valve increases, moves the valve against spring force and into the Second and Third gear positions (as shown in Example B). 2-3 Shift Solenoid (307) Located at the end of the 2-3 shift valve (308), the 2-3 shift solenoid is normally open and fed D32/1-2 fluid. When de-energized (OFF), D32/ 1-2 fluid pressure moves the solenoid checkball against solenoid spring force. This also moves the plunger in the solenoid to block the exhaust port in the solenoid. D32/1-2 fluid flows past the ball and acts on the 23 shift valve. With the exhaust port blocked, D32/1-2 fluid pressure at the end of the shift valve increases. D32/1-2 fluid pressure moves the shift valve against 2-3 shift valve spring (305) force and into the Third and Fourth gear position (as shown in Example B). When energized (ON - Example A) by the TCM, the magenetic field created in the coil moves the plunger against the solenoid checkball. The force from the plunger assists spring force and seats the ball against the fluid inlet port, thereby blocking D32/1-2 fluid. With the plunger in this position, residual D32/1-2 fluid at the end of the shift valve is open to the exhaust passage through the solenoid. This allows shift valve spring force to move the 2-3 shift valve into the First and Second gear position.
COIL ASSEMBLY
PLUNGER
FRAME
D32/1-2 FLUID
2-3 SHIFT SOLENOID (NORMALLY OPEN) 3RD CL FEED 1-2 REG 4TH CL FEED 2 EX
SOLENOID (303) N.C. OFF
1-2 & 3-4 SHIFT

EX
D 3 2/1-2 D 3 2/1-2 EX
SOLENOID (307) N.O. ON
SERVO REL 4TH CL FD 1

2-3 SHIFT
EX
4TH CL FD 1
EX
EXAMPLE A: FIRST GEAR 3RD CL FEED 1-2 REG 4TH CL FEED 2 EX

SOLENOID (303) N.C. ON
SERVO REL D32
EX
1-2 & 3-4 SHIFT

EX
SERVO REL
D 3 2/1-2 D 3 2/1-2 EX
SOLENOID (307) N.O. OFF
4TH CL FD 1

EX
EX
EX
2-3 SHIFT
EX
EX
2ND CL D 3 2/1-2
SERVO REL D32
EXAMPLE B: THIRD GEAR
4TH CL FD 1
38
Figure 36
PULSE WIDTH MODULATED (PWM) BAND APPLY SOLENOID (323) General Operation The PWM solenoid is a normally open solenoid that controls the brake band apply and release. This is accomplished by the TCM varying the solenoids duty cycle (percent time energized) in relation to vehicle operating conditions and the various TCM input signals. The brake band is always applied in First and Second gears. Figure A shows an example of the PWM solenoid operating with a 70% negative duty cycle at the constant operating frequency of 32 Hz (cycles per second). The frequency means that when the solenoid is energized it is pulsed with current from the TCM 32 times each second. The 70% duty cycle means that during each cycle (1/32 of a second) the solenoid is energized (ON) and closed 70% of the time (see inset in Figure A). With the solenoid being normally open, a greater duty cycle equates to the solenoid being closed more often and less fluid flowing through the solenoid (closed with respect to D32/1-2 fluid entering the valve and servo apply fluid circuit). The PWM solenoid operates on a negative duty cycle. This means that the ground (negative or low) side of the solenoid circuit is controlled by the TCM. The solenoid is constantly fed approximately 12 volts to the high (positive) side and the TCM controls the length of time the path to ground for the electrical circuit is closed (duty cycle). When the TCM closes the solenoid ground circuit, current flows through the solenoid and the ground circuit is at a low voltage state (0 volts and solenoid energized). Brake Band Applied When the band is applied, the electrical path to ground for the solenoid is always open and the negative duty cycle is 0%. Therefore, current does not flow through the coil in the solenoid and the PWM solenoid is always OFF (as shown in the drawing). With the solenoid OFF, solenoid spring force holds the ball away from the D32/1-2 fluid inlet port and against the exhaust seat in the solenoid. This allows D32/1-2 fluid to flow through the inlet port, past the ball, and into the two passages leading to the solenoid valve. This D32/1-2 fluid pressure moves the valve completely to the right (with respect to the drawing). With the valve in this position, D32/1-2 fluid flows through the valve and enters the servo apply fluid circuit. Brake Band Application Rate If the solenoid remained OFF and fully open (0% duty cycle) during the band apply, servo apply fluid pressure would increase too rapidly and create a harsh shift. Therefore, to control the band apply rate, the solenoids duty cycle is increased from 0%. The TCM sends an electrical current through the solenoid coil at the same rate as the duty cycle which creates a magnetic field that magnetizes the center pole (grey cross hatch area). The magnetized pole repels the ball against spring force, seating the ball against the inlet port. This allows D32/1-2 fluid from the end of the valve to exhaust past the ball and through the solenoid. Without D32/1-2 fluid pressure at the end of the valve, the fluid dynamics acting on the valve shifts it completely to the left (with respect to the drawing). This blocks D32/1-2 fluid from entering the valve and supplying the servo apply fluid circuit. A higher percent duty cycle increases the current flowing through the solenoid, thereby increasing the coil's magnetic field. This keeps the checkball further toward the exhaust seat, and the valve further to the left, to provide a slower increase in servo apply fluid pressure and slower apply of the brake band. Figure B shows an example of the relation between Percent Duty Cycle and Time that controls the brake band apply rate. The TCM immediately increases the solenoid duty cycle to between 0% and 80% (point A). Once the band applies, the duty cycle immediately decreases to 0% and the solenoid is de-energized (turned OFF) to achieve maximum servo apply fluid pressure (point B). The value of the duty cycle controls the brake band apply rate and apply feel as determined by vehicle application and operating conditions. Brake Band Release The solenoid state during the band release depends on vehicle speed and gear selector lever position. During a shift from a forward Drive Range to Park, Reverse, or Neutral, or a 2-3 upshift at speeds above approximately 20 km/h (13 mph), the TCM operates the solenoid at a 0% duty cycle (solenoid valve to the right - fully open). This allows excess servo apply fluid pressure to exhaust quickly through the solenoid, thereby releasing the band quickly. During a 2-3 upshift at low speed, below approximately 20 km/h (13 mph), the TCM operates the solenoid at 100% duty cycle. With a 100% duty cycle the solenoid valve is positioned completely to the left, with respect to the cutaway view of the solenoid, and blocks exhausting servo apply fluid from entering the valve and the D32/1-2 fluid circuit. This forces the exhausting servo apply fluid pressure through orifice #17/19e. orificing this fluid slows the exhaust and creates a slower band release. At low speeds a slow band release is needed to prevent a harsh release feel. Approximately every 15 seconds the TCM pulses the band apply solenoid to either a maximum or minimum duty cycle. These pulses function to prevent possible contamination from sticking the solenoid valve or plunger in any given position. Note: The duty cycle percentages in Figure B are only approximate values and do vary with vehicle application and vehicle operating conditions.
12
VOLTS
1 CYCLE = 1/32 SECOND
16 14 12 10 8 6 4 2 0
FREQUENCY: 32 HZ
VOLTS
1 SECOND (32 CYCLES) DUTY CYCLE = 70%
FIGURE A: PWM SOLENOID NEGATIVE DUTY CYCLE HOUSING CENTER POLE FLOW REGULATION (EXHAUST) COIL ASSEMBLY EXHAUST SEAT CONNECTOR O-RING METERING BALL SNAP RING SPOOL HOUSING
PRESSURE PRESSURE CONTROL SUPPLY (D32/1-2) (SERVO APPLY) SPRING
PULSE WIDTH MODULATED (PWM) BAND APPLY SOLENOID
PERCENT DUTY CYCLE
100% 80 60 40 20 0 A
BAND APPLY
FIGURE B: BRAKE BAND APPLY
Figure 37
30%
70%
(ON)
TIME

TIME

TIME
39
FORCE MOTOR (404) The variable force motor solenoid, controlled by the TCM, is a precision electronic pressure regulator that controls line pressure. The force motor operates at approximately 600 Hz (cycles per second) and regulates feed limit fluid pressure into the throttle signal fluid circuit. The TCM controls the pressure that throttle signal fluid is regulated at by varying the current at the force motor coil. The amount of current is controlled by the duty cycle of the force motor. A greater duty cycle creates a higher current at the force motor. Similar to the PWM solenoid, the duty cycle represents the percent time that current flow energizes the coil. The high frequency of the force motor acts to smooth the pulses created by the duty cycle energizing and de-energizing the force motor. The TCM operates the force motor on a positive duty cycle. This means that the high (positive) side of the force motor electrical circuit at the TCM controls the force motor operation. Therefore, the TCM always provides a ground path for the circuit and continually adjusts the force motor duty cycle depending on vehicle and transmission operating conditions. A positive duty cycle is measured as approximately 12 volts on the high (positive) side of the force motor when the force motor is energized (ON). Figure A shows an example of a 60% positive force motor duty cycle. The duty cycle and amount of current flow to the force motor are mainly affected by throttle position. Both current flow and duty cycle are inversely proportional to throttle angle; as throttle angle increases, the duty cycle is decreased by the TCM which decreases current flow. Current flow to the force motor coil creates a magnetic field that attracts the armature, thereby moving the plunger to the right (with respect to the drawing) against spring force. Note that the force motor is assembled with some transmission fluid inside. This fluid assists the damper spring in cushioning the armature movement. At minimum throttle (idle), the duty cycle is a maximum and current flow approaches 1.1 amps (always energized - ON). This keeps the armature forced against the plunger and compressing the spring. Therefore, throttle signal fluid pressure acting on the end of the force motor valve moves the valve towards the armature and blocks the feed limit fluid circuit. The throttle signal fluid circuit is then open to an exhaust port and throttle signal fluid pressure is at minimum. At maximum throttle, the duty cycle is a minimum and current flow approaches 0.1 amps (always de-energized or OFF as shown in the drawing). Therefore, the magnetic field is a minimum and spring force holds the plunger, armature and valve to the left (with respect to the drawing) against throttle signal fluid pressure acting on the end of the valve. This closes the exhaust port and opens the throttle signal fluid circuit to feed limit fluid, creating maximum throttle signal fluid pressure. Under normal operating conditions between maximum and minimum throttle positions, the TCM varies the duty cycle which varies current flow to the force motor between approximately 0.1 and 1.1 amps to control throttle signal fluid pressure. This regulates the valve between opening and closing the exhaust port to regulate throttle signal fluid pressure. Throttle signal fluid pressure then controls line pressure at the pressure regulator valve accordingly (see chart). If the electrical system becomes disabled for any reason, current flow will be 0.0 amps and the force motor will regulate maximum throttle signal fluid pressure. This creates maximum line pressure to prevent any apply components from slipping until the condition can be corrected.
NOMINAL FLUID PRESSURE (PSI)
FEED LIMIT FLUID
VALVE
EXHAUST
ARMATURE SPRING
FRAME
THROTTLE SIGNAL FLUID
DAMPER SPRING
12 VOLTS
0 1 CYCLE = 1/292.5 SECOND

FIGURE B: FORCE MOTOR POSITIVE DUTY CYCLE
Throttle signal fluid pressure also acts on the accumulator valve to increase accumulator pressure, and apply rate of the clutches and bands, as throttle angle increases. Remember that with greater accumulator fluid pressure there is less cushion for clutch apply fluid. Approximately every 20 seconds the TCM pulses the force motor at either maximum (100% duty cycle) or minimum current flow (0% duty cycle) depending on the force motor operating conditions. These pulses function to prevent possible contamination from sticking the force motor valve or plunger in any given position.
FORCE MOTOR LINE PRESSURE CONTROL 240 210 180 150 120 90 60 30 0 0.0 0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8 0.9 1.0 1.1
THROTTLE SIGNAL (NOM) LINE (DRIVE)
40
Figure 38
PLUNGER
COIL ASSEMBLY
FIGURE A: FORCE MOTOR (OFF)
60% (ON)
40%
TIME
INPUT CURRENT (AMP)
POWER FLOW
This section of the book describes how torque from the engine is transferred through the Hydramatic 4L30-E transmission allowing the vehicle to move either in a forward or reverse direction. The information that follows details the specific mechanical operation, electrical, hydraulic and apply components that are required to achieve a gear operating range. The full size, left hand pages throughout this section contain drawings of the mechanical components used in a specific 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 transmission 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 Hydramatic 4L30-E transmission. If the operating principle of a clutch, band or valve is unclear, refer to the previous sections of this book for individual components descriptions.
Figure 39
41
PARK
Engine Running
POWER FROM TORQUE CONVERTER (1) OVERDRIVE ROLLER CLUTCH (516) HOLDING OVERRUN CLUTCH APPLIED SPRAG CLUTCH ASSEMBLY (650) DRIVING NO POWER TRANSMITTED TO DIFFERENTIAL ASSEMBLY
1-2 / 3-4 SOL N.C. OFF 2-3 SOL N.O. ON OVERDRIVE ROLLER CLUTCH
PARK
Engine Running
OVERRUN CLUTCH APPLIED FW = FREEWHEELING NE = NOT EFFECTIVE FOURTH CLUTCH THIRD CLUTCH REVERSE CLUTCH SECOND CLUTCH PRINCIPLE SPRAG ASSEMBLY BAND ASSEMBLY
The Hydra-matic 4L30-E automatic transmission requires a constant supply of pressurized fluid to cool and lubricate the components throughout the unit. It also requires a holding force be applied to the bands and clutches to obtain the various gear ranges. The oil pump assembly (10) and valve body assemblies provide for the pressurization and distribution of fluid throughout the transmission.
The oil pump drive gear (201) is keyed to the torque converter hub. The torque converter assembly (1) is connected to the engine through the engine flywheel and rotates at engine speed. Therefore, the oil pump drive gear also rotates at engine speed. The fluid circulating inside the converter creates a fluid coupling which drives the converter turbine. The turbine shaft (506), splined to both the converter turbine and the overdrive carrier assembly (525), drives the carrier assembly.
Overrun Clutch Applied
OVERRUN CLUTCH APPLIED OVERDRIVE CARRIER ASSEMBLY (525)
TORQUE CONVERTER (1)
OIL PUMP (10) STATIONARY TURBINE SHAFT (506)
OUTPUT SHAFT HELD OVERDRIVE INTERNAL GEAR (528)
The overrun clutch plates (520-522) are applied and lock the overrun clutch housing (510) to the overdrive carrier assembly. The overdrive sun gear (519) is splined to and driven by the overrun clutch housing inner hub. The overdrive carrier pinion gears are in mesh with both the overdrive internal gear (528) and overdrive sun gear. With the overrun clutch housing, sun gear and carrier assembly rotating at the same speed, the pinion gears do not rotate on their pins. The pinion gears act as wedges to drive the overdrive internal gear at the same speed as the overdrive carrier and sun gear. Therefore, power flow through the overdrive gear set is a 1:1 direct drive gear ratio.
Overdrive Roller Clutch Holding
The overdrive roller clutch (516), located between the overdrive carrier and overrun clutch housing, is holding during acceleration. This assists the overrun clutch plates in holding the overrun clutch housing and overdrive carrier assembly together.
2ND CLUTCH DRUM ASSEMBLY (618) PARKING LOCK WHEEL (668) HELD
The overdrive internal gear drives the intermediate shaft and third clutch drum (634) at converter turbine speed.
Sprag Clutch Holding
OVERDRIVE SUN GEAR OVERDRIVE (519) ROLLER CLUTCH (516) HOLDING REACTION SUN GEAR (658) OUTPUT SHAFT HELD
TURBINE SHAFT (506)
BRAKE BAND (664) RELEASED
The sprag clutch (650), located between the 3rd clutch drum and input sun gear assembly (646), engages and allows the 3rd clutch drum to drive the input sun gear. The input sun gear drives the short pinion gears in the Ravigneaux planetary carrier (653) counterclockwise. The short pinion gears then drive the long pinion gears clockwise. With the brake band (664) released, the long pinion gears drive the reaction sun gear (658) and reaction sun drum (659) counterclockwise, thereby terminating power flow.
Parking Pawl Engaged
SPRAG CLUTCH ASSEMBLY (650) DRIVING
REACTION SUN DRUM (659) INPUT SUN GEAR ASSEMBLY (646) RAVIGNEAUX PLANETARY CARRIER ASSEMBLY (653)
PARKING LOCK ACTUATOR ASSEMBLY (56) PARKING LOCK PAWL (54) ENGAGED
The manual selector shaft (61) and manual valve (326) are in the Park (P) position. The parking lock actuator assembly (56) engages the parking lock pawl (54) with the teeth on the parking lock wheel (668). The parking lock wheel is splined to the output shaft. The parking pawl holds both components stationary and the vehicle cannot move.
Note: The vehicle should be completely stopped before selecting Park range or internal damage to the transmission could occur. If Park range is selected while the vehicle is moving, the parking lock pawl will ratchet in and out of the teeth on the parking lock wheel (668) until the vehicle slows to approximately 5 km/h (3 mph).
42
Figure 40
42A
PARK
Engine Running
When the engine is running, the oil pump draws fluid from the main case bottom pan (74), through the oil filter (79) and into the oil pump assembly (10). This fluid is pressurized by the oil pump and directed into the line fluid circuit. The line circuit supplies the various hydraulic control components, apply components and fluid circuits throughout the transmission.
Pressure Regulation
PARK
Engine Running TORQUE CONVERTER ASSEMBLY
PUMP ASSEMBLY
PRESSURE TAP
OVERRUN CLUTCH ASSEMBLY
RELEASE
SUCTION
APPLY
OVERRUN CL
4TH CL

OVERRUN LOCKOUT
1-2 EX
LINE
EX
EX
THROTTLE SIG
THROTTLE SIG
TO
COO
LER
COOLER
Converter Clutch Circuit
FEED LIMIT THROTTLE SIG
LINE
EX
LINE
FEED LIMIT

BOTTOM PAN
THROTTLE SIGNAL
LINE
EX
EX
SUCTION
LINE
Lubrication Circuits
EX
EX
OFF
N.C.
CONV CL CONTROL
TCC SOLENOID
SOL SIGNAL SOLENOID FEED
SOL SIG
SOLENOID SIGNAL
Overrun Clutch Applies
REV
LINE
CONVERTER IN
42B
COMPLETE HYDRAULIC CIRCUIT Page 68
SUCTION LINE
LINE
EX
P RN D 3 2 1
REVERSE R321 REV
LINE
LINE R321 1-2
1-2
Line pressure from the pressure regulator valve also flows through the overrun lockout valve (705) and into the overrun clutch fluid circuit. The overrun lockout valve is held in position by spring force. Overrun clutch fluid pressure is routed to the overrun clutch piston (513) to apply the overrun clutch plates (520, 522). Line pressure is blocked at the manual valve (326). All other fluid circuits at the manual valve are open to exhaust. The 1-2/3-4 shift solenoid is de-energized (OFF) and the 2-3 shift solenoid is energized (ON). However, with the manual valve blocking line pressure, no fluid acts on the shift valves.
THROTTLE SIGNAL
EX
THROTTLE SIGNAL ACCUMULATOR
LINE
CONV IN
D32 D32
EX
Figure 41
Fluid exits the converter through the apply fluid circuit, passes through the converter clutch control valve and enters the cooler fluid circuit. Cooler fluid flows through the transmission fluid cooler in the radiator and into the main case lube fluid circuit. This fluid cools and lubricates the components in the main case (36). Refer to page 90 for a complete drawing of the lubrication fluid circuits. Lubrication for the overdrive components is provided through the overdrive lube fluid circuit. This circuit is fed by converter in fluid through an orifice.
OVERDRIVE LUBE
LUBE TO OVERDRIVE ASSEMBLY
RELEASE
FORCE MOTOR SCREEN
TO COOLER APPLY LINE
CONV IN
MANUAL VALVE
EX
EX
SPIRAL CAPILLARY RESTRICTION
LINE
FEED LIMIT
Line pressure enters the converter in fluid circuit through the pressure regulator valve and is routed to the converter clutch control valve (210). Spring force holds the converter clutch control valve in the release position. Converter in fluid is routed through the valve and into the release fluid circuit. Release fluid is directed between the torque converter cover and pressure plate to keep the torque converter clutch (TCC) released and fill the converter with fluid. This release fluid unseats the converter clutch apply checkball (504) located in the turbine shaft.
OVERDRIVE LUBE
LUBE TO CENTER SUPPORT
FORCE MOTOR SOLENOID
SUCTION
FILTER
APPLY
4TH CL FD 2
RELEASE
Line pressure from the oil pump assembly is directed to the pressure regulator valve (208). There line pressure is regulated in response to throttle signal fluid pressure and pressure regulator valve spring (207) force. Excess line pressure at the pressure regulator valve is fed into the suction circuit. This fluid is routed back to the suction side of the oil pump. Regulated line pressure flows through the force motor screen assembly (415) and to the feed limit valve (412). Line pressure is routed into the feed limit fluid circuit at the feed limit valve. Feed limit fluid is routed to the variable force motor solenoid (404). The force motor regulates feed limit fluid into throttle signal fluid pressure in relation to throttle position and other TCM input signals. In all gear ranges, throttle signal fluid from the force motor is directed to the following: - boost valve (205) to help regulate line pressure at the pressure regulator valve . - throttle signal accumulator piston (214) to dampen the pressure irregularities in the throttle signal fluid circuit. - 1-2 accumulator control valve (318) and 3-4 accumulator control valve (409) to help control shift feel.
OVERRUN CL LINE
MAIN CASE LUBE
43
REVERSE
POWER FROM TORQUE CONVERTER (1) OVERDRIVE ROLLER CLUTCH (516) HOLDING OVERRUN CLUTCH APPLIED REVERSE CLUTCH APPLIED SPRAG CLUTCH ASSEMBLY (650) DRIVING RING GEAR (630) HELD POWER TO DIFFERENTIAL ASSEMBLY
1-2 / 3-4 SOL N.C. OFF 2-3 SOL N.O. ON OVERDRIVE ROLLER CLUTCH LD OVERRUN CLUTCH APPLIED LD = LOCKED IN DRIVE
REVERSE
FOURTH CLUTCH THIRD CLUTCH REVERSE CLUTCH APPLIED NE = NOT EFFECTIVE SECOND CLUTCH PRINCIPLE SPRAG ASSEMBLY LD BAND ASSEMBLY
FW = FREEWHEELING
In Reverse (R), torque from the engine is multiplied through the torque converter (1) and transmission gear sets to the vehicles drive shaft and rear axle. The planetary gear sets operate in reduction and also reverse the direction of input torque to achieve a reverse gear ratio of approximately 2.00:1.
The manual selector shaft (61) and manual valve (326) are in the Reverse (R) position.
Engine torque is transmitted from the torque converter turbine to the third clutch drum (634) in the same manner as Park (P) range: The overrun clutch plates (520-522) are applied and there is a 1:1 direct drive gear ratio through the overdrive planetary gear set. Also, as in Park range, the overdrive roller clutch (516) remains locked in drive. However, the overrun clutch plates function as the primary holding force for transferring engine torque. The overdrive internal gear drives the intermediate shaft and third clutch drum (634) at converter turbine speed. The sprag clutch (650), located between the 3rd clutch drum and input sun gear assembly (646), remains engaged and allows the 3rd clutch drum to drive the input sun gear. The input sun gear drives the short pinion gears in the Ravigneaux planetary carrier (653) counterclockwise. The short pinion gears then drive the long pinion gears clockwise.
Reverse Clutch Applied
TURBINE SHAFT (506) 3RD CLUTCH DRUM ASSEMBLY (634)
OVERRUN CLUTCH APPLIED
MAIN CASE (36)
REVERSE CLUTCH APPLIED
RING GEAR (630) HELD
The reverse clutch plates (614-617) are applied and hold the 2nd clutch drum assembly (618) stationary to the main transmission case (36). The ring gear (630), splined to the long pinions, is also splined to the 2nd clutch drum and is held stationary. The long pinion gears, rotating clockwise, walk counterclockwise around the stationary ring gear. This drives the carrier assembly and output shaft in a reverse direction. The band remains released and the reaction sun gear (658) and reaction sun drum (659) freewheel as in Park.
2ND CLUTCH DRUM ASSEMBLY (618) HELD
Coast Conditions
OVERDRIVE SUN GEAR OVERDRIVE (519) ROLLER CLUTCH (516) HOLDING
TURBINE SHAFT (506)
When the throttle is released in Reverse and engine RPM decreases, power from vehicle speed drives the output shaft faster than engine torque is driving the 3rd clutch drum (634). Therefore, the short pinion gears - driven by vehicle speed - drive the input sun gear assembly (646) faster than the 3rd clutch drum is rotating. This causes the input sun gear assembly to overrun the sprag clutch (650), thereby allowing the vehicle to coast freely.
OUTPUT SHAFT
Note: Reverse Lockout is not available on all applications. For these models, the reverse lockout and reverse shuttle valves are not included and the TCC solenoid is fed by second clutch fluid.
44A
44
Figure 42
REVERSE
When the gear selector lever is moved to the Reverse (R) position, the manual valve (326) also moves and line pressure enters the R321 fluid circuit.
Reverse Clutch Applies
REVERSE
Reverse Clutch Applied TORQUE CONVERTER ASSEMBLY
REVERSE CLUTCH ASSEMBLY Reverse Locked Out

REV CL
REV LOCKOUT
EX
OVERRUN CL
REV
RELEASE
REV
APPLY
TO COOLER APPLY
CONV IN RELEASE
EX
EX
4TH CL
LINE
EX
Pressure Regulation
4TH CL FD 2
EX
EX
ON
EX
THROTTLE SIG
TRT SIG
REV LOCKOUT
THROTTLE SIG
LINE
EX
FEED LIMIT

THROTTLE SIGNAL
LINE
EX
LINE
REV 2ND CL
EX
OFF
SOL SIGNAL
THROTTLE SIGNAL
REVERSE
THROTTLE SIGNAL EX ACCUMULATOR
LINE
D32 D32
MANUAL VALVE
SUCTION LINE
LINE
EX CONVERTER IN
REVERSE
P RN D 3 2 1
REV
44B
LINE (From Pump)
LINE
Figure 43
Note: The hydraulic system in Reverse operates in the same manner as Park (P) range except as described above. In each of the following gear ranges, most of the hydraulic and electrical systems explanation is limited to what changes from the previous range. Therefore, if a component or circuit is not explained, it functions similar to the range on the previous page. However, some explanations are repeated for clarity and continuity.
LINE
LINE R321 1-2
1-2
REV
EX
EX
TCC SOLENOID
SOLENOID FEED
N.C.
SOL SIG
Solenoid feed fluid enters the solenoid signal fluid circuit through the open converter clutch solenoid. Solenoid signal fluid is directed to the reverse lockout valve. Solenoid signal fluid pressure, in addition to spring force, closes the valve against orificed reverse fluid pressure. Reverse fluid is blocked from entering the reverse clutch fluid circuit. Also, the reverse clutch fluid circuit is open to an exhaust port at the reverse lockout valve. Therefore, the reverse clutch cannot apply. During Reverse Lock Out, the transmission operates in a Neutral condition. Solenoid signal fluid pressure is also directed to the converter clutch control valve and shifts the valve to the apply position. Therefore, the converter clutch is applied when the transmission is in a Reverse Lock Out condition. When vehicle speed decreases sufficiently, the TCM will de-energize the TCC solenoid. This opens the solenoid and allows solenoid signal fluid to exhaust, the reverse clutch to apply and the TCC to release.
SOLENOID SIGNAL
LINE
CONV IN
RELEASE
FORCE MOTOR SCREEN
EX
CONV CL CONTROL
REVERSE SHUTTLE VALVE
EX
EX
FEED LIMIT
A Reverse Lock Out condition is available on some applications to prevent the transmission from applying the reverse clutch, and possibly damaging the transmission components, when the vehicle is moving forward. If Reverse (R) is selected with vehicle speed above approximately 12 km/h (7 mph), the TCM will energize (turn ON) the converter clutch solenoid. Remember that the mode switch [located on the selector shaft (61)] signals the TCM that the transmission is in Reverse (R). This opens the normally closed solenoid and the following events occur:
Reverse Locked Out (inset in Figure 43)
FEED LIMIT
REV CL REVERSE
SOL SIG
TCC SOLENOID
SOL FEED
N.C.
Reverse fluid is also directed to the boost valve (205) at the end of the pressure regulator valve (208). Reverse fluid pressure moves these valves to increase line pressure for the additional torque requirements in Reverse. Throttle signal fluid pressure also acts on the boost valve to help determine line pressure in Reverse depending on throttle position and other TCM input signals. The 1-2/3-4 shift solenoid is de-energized (OFF) and the 2-3 shift solenoid is energized (ON) - as in Park range. Also, line pressure remains blocked by the manual valve, thereby preventing fluid pressure from acting on the shift valves (see Note below).
OVERRUN LOCKOUT
CONV CL CONTROL
1-2 EX
4TH CL FD 2
LINE
REV CL
SOL SIGNAL
R321 fluid flows through an orifice, back through the manual valve and into the reverse fluid circuit. Reverse fluid pressure seats the reverse shuttle valve (85) against the 2nd clutch fluid circuit and enters the solenoid feed fluid circuit. With the vehicle stationary the TCM keeps the converter clutch solenoid de-energized (OFF). This prevents solenoid feed fluid from entering the solenoid signal fluid circuit. However, if the vehicle is moving forward above approximately 12 km/h (7 mph) when Reverse is selected, the reverse clutch is prevented from applying (see Reverse Locked Out below). Reverse fluid is orificed to the end of the reverse lockout valve (706). This fluid pressure moves the valve against spring force and reverse fluid at the middle of the valve enters the reverse clutch fluid circuit. Reverse clutch fluid pressure is directed to the reverse clutch piston (610) to apply the reverse clutch plates (614- 616).
CL REVERSE

SOL SIG
45
NEUTRAL
Engine Running
POWER FROM TORQUE CONVERTER (1) OVERDRIVE ROLLER CLUTCH (516) HOLDING OVERRUN CLUTCH APPLIED SPRAG CLUTCH ASSEMBLY (650) DRIVING NO POWER TRANSMITTED TO DIFFERENTIAL ASSEMBLY
1-2 / 3-4 SOL N.C. OFF 2-3 SOL N.O. ON OVERDRIVE ROLLER CLUTCH
NEUTRAL
Engine Running
OVERRUN CLUTCH APPLIED FW = FREEWHEELING NE = NOT EFFECTIVE FOURTH CLUTCH THIRD CLUTCH REVERSE CLUTCH SECOND CLUTCH PRINCIPLE SPRAG ASSEMBLY BAND ASSEMBLY
Mechanical power flow in Neutral (N) is identical to Park (P) range.

The overrun clutch plates (520-522) are applied, the overdrive roller clutch (516) is holding and there is a 1:1 direct drive gear ratio through the overdrive planetary gear set.
Engine torque is transmitted through the 3rd clutch drum assembly (634), sprag clutch assembly (650), input sun gear assembly (646), the short and long Ravigneaux pinion gears, the reaction sun gear (658) and reaction sun drum (659). As in Park range, the reaction sun gear and reaction drum are free to rotate with the brake band released, and power flow is terminated.
Parking Lock Pawl Disengaged
OVERRUN CLUTCH APPLIED OVERDRIVE CARRIER ASSEMBLY (525)
TORQUE CONVERTER (1)
OIL PUMP (10) STAIONARY TURBINE SHAFT (506)
The manual selector shaft (61) and manual valve (326) are in the Neutral (N) position - see Note below. The parking lock actuator assembly (56) releases the parking lock pawl (54). The parking lock pawl spring (53) disengages the parking pawl from the teeth on the parking lock wheel (668). The parking lock wheel, Ravigneaux carrier assembly and output shaft (653) are free to rotate, allowing the vehicle to roll freely.
OUTPUT SHAFT
Note: The manual linkage must be adjusted properly so the indicator quadrants in the vehicle correspond with the range selector lever (60) in the transmission. If not adjusted properly, an internal leak between fluid passages at the manual valve may cause a clutch or band to slip or cause the transmission not to hold in Park. Refer to the appropriate Service Manual for the proper manual linkage adjustment procedures.
OVERDRIVE SUN GEAR OVERDRIVE (519) ROLLER CLUTCH (516) HOLDING REACTION SUN GEAR (658) OUTPUT SHAFT
TURBINE SHAFT (506)
2ND CLUTCH DRUM ASSEMBLY (618) PARKING LOCK WHEEL (668) RELEASED
PARKING LOCK ACTUATOR ASSEMBLY (56) PARKING LOCK PAWL (54) DISENGAGED
46
Figure 44
46A
NEUTRAL
Engine Running
When the gear selector lever is moved to the Neutral (N) position, the hydraulic and electrical systems operate identical to Park (P) range. However, the following changes occur if Neutral is selected when the vehicle is operating in Reverse (R):
Reverse Clutch Releases
NEUTRAL
Engine Running TORQUE CONVERTER ASSEMBLY OVERRUN CLUTCH ASSEMBLY REVERSE CLUTCH ASSEMBLY
The manual valve (326) blocks line pressure from entering the R321 fluid circuit.
OVERRUN CL
The R321 and reverse fluid circuits are open to exhaust at the manual valve.
APPLY
EX
With reverse clutch fluid exhausted from the reverse clutch piston (610), the reverse clutch plates (614- 616) are released. Solenoid feed fluid, also fed by reverse fluid, exhausts from the TCC solenoid, past the reverse shuttle valve (85), into the reverse fluid circuit and past the manual valve. Reverse fluid also exhausts from the boost valve (205) and line pressure returns to the normal operating range.
4TH CL
OVERRUN LOCKOUT
1-2 EX
4TH CL FD 2
LINE
REVERSE
4TH CL FD 2
REVERSE
REV CL REVERSE

Similar to Park (P) and Reverse (R): - the 1-2/3-4 shift solenoid is de-energized (OFF). - the 2-3 shift solenoid is energized (ON). - line pressure remains blocked by the manual valve, thereby preventing fluid from acting on the shift valves. - the overrun clutch is applied.
LINE
EX
THROTTLE SIGNAL
REVERSE
SOLENOID SIGNAL
LINE
EX
LINE
LINE
CONV IN
RELEASE
FORCE MOTOR SCREEN

EX
CONV CL CONTROL
OFF

SOL SIGNAL FEED

THROTTLE SIGNAL
REVERSE
THROTTLE SIGNAL EX ACCUMULATOR REV

LINE
D32 D32
MANUAL VALVE
LINE
EX
REV
REVERSE
SUCTION LINE
LINE
EX CONVERTER IN
P RN D 3 2 1
LINE (From Pump)
LINE
46B
LINE R321 1-2
1-2
EX
TCC SOLENOID
SOLENOID
EX
N.C.
SOL SIG
EX
Figure 45
EX

2ND CL
FEED LIMIT
FEED LIMIT
SOL SIG
Note: If Neutral is selected when Reverse Lock Out is in effect (see page 44B), the TCM will de-energize (turn OFF) the TCC solenoid. This allows solenoid signal fluid to exhaust through the solenoid, thereby releasing the converter clutch.
EX
THROTTLE SIG
THROTTLE SIG
REV CL
REV LOCKOUT
EX
Reverse clutch fluid, which was fed by reverse fluid, exhausts through the reverse lockout valve (706).
Reverse fluid exhausts from the reverse lockout valve (706) and spring force moves the valve to the closed position.
RELEASE
REV CL
47
DRIVE RANGE - FIRST GEAR

POWER FROM TORQUE CONVERTER (1) OVERDRIVE ROLLER CLUTCH (516) HOLDING OVERRUN CLUTCH APPLIED SPRAG CLUTCH ASSEMBLY (650) DRIVING REACTION POWER TO SUN DRUM DIFFERENTIAL (659) ASSEMBLY HELD REACTION BRAKE BAND SUN GEAR (664) (658) APPLIED HELD
1-2 / 3-4 SOL N.C. OFF 2-3 SOL N.O. ON

OVERDRIVE ROLLER CLUTCH LD OVERRUN CLUTCH APPLIED FW = FREEWHEELING NE = NOT EFFECTIVE FOURTH CLUTCH THIRD CLUTCH REVERSE CLUTCH SECOND CLUTCH PRINCIPLE SPRAG ASSEMBLY LD BAND ASSEMBLY APPLIED
In Drive Range (D) - First Gear, torque from the engine is multiplied through the torque converter and transmission gear sets to the vehicles drive shaft. The planetary gears operate in reduction to achieve a First gear starting ratio of approximately 2.40:1.
The manual selector shaft (61) and manual valve (326) are in the Drive Range position (D).
Engine torque is transmitted to the 3rd clutch drum assembly (634) from the converter turbine in the same manner as Park, Reverse and Neutral: The overrun clutch plates (520-522) are applied, the overdrive roller clutch is holding and there is a 1:1 direct drive ratio through the overdrive gear set. The sprag clutch (650), located between the 3rd clutch drum and input sun gear assembly (646), engages and allows the 3rd clutch drum to drive the input sun gear. The input sun gear drives the short pinion gears in the Ravigneaux planetary carrier (653) counterclockwise. The short pinion gears then drive the long pinion gears clockwise.
Brake Band Applied
The brake band (664) is applied and holds the reaction sun drum (659) stationary to the main transmission case (36).
OVERDRIVE INTERNAL GEAR (528) RING GEAR (630)
The reaction sun gear (658), which is splined to the reaction sun drum, is also held stationary. The long pinions, rotating clockwise, walk clockwise around the stationary reaction sun gear. This drives the planetary carrier and output shaft assembly (653) clockwise in a First gear reduction of approximately 2.40:1. Also, the long pinions drive the ring gear (630) and 2nd clutch drum (618) clockwise. However, the 2nd and reverse clutches are released and these components do not affect power flow.
Coast Conditions
TURBINE SHAFT (506)
As in Reverse, when the throttle is released and engine RPM decreases, power from vehicle speed drives the output shaft faster than engine torque is driving the 3rd clutch drum (634). Therefore, the short pinion gears drive the input sun gear assembly (646) faster than the 3rd clutch drum is rotating. This causes the input sun gear to overrun the sprag clutch assembly (650) and allows the vehicle to coast freely.
REACTION SUN GEAR (658) HELD
BRAKE BAND (664) APPLIED
As vehicle speed increases, less torque multiplication is needed for maximum efficiency. Therefore, it is desirable to shift the transmission to a lower gear ratio, or Second gear.
OUTPUT SHAFT
REACTION SUN DRUM (659) HELD INPUT SUN GEAR ASSEMBLY (646) RAVIGNEAUX PLANETARY CARRIER ASSEMBLY (653)
SERVO ASSEMBLY APPLIED
48
48A
Figure 46

When the gear selector lever is moved to the Drive Range (D) position, the manual valve (326) also moves and line pressure enters the D32 fluid circuit. Also, the mode switch located on the selector shaft (61) signals the TCM that the transmission is in Drive Range.
Brake Band Applies

2ND CLUTCH
D32 fluid pressure seats the D32 shuttle valve (85) against the empty 1-2 fluid circuit. D32 fluid enters the D32/1-2 fluid circuit. D32/1-2 fluid flows through the Pulse Width Modulated (PWM) solenoid screen (324). This D32/1-2 fluid enters the servo apply fluid circuit through both an orifice and the PWM band apply solenoid (323). Servo apply fluid pressure is routed to the apply side of the servo piston (97). This fluid pressure moves the piston against the force from the servo cushion (99) and servo return (103) springs, thereby moving the apply rod (102) and applying the brake band (664). The PWM band apply solenoid regulates servo apply fluid pressure depending on vehicle operating conditions as determined by the TCM. This regulation controls the rate at which servo apply fluid pressure increases and the band assembly applies.
SERVO APPLY SERVO REL

OVERRUN CL
4TH CL EX
SERVO PISTON ASSEMBLY
OVERRUN LOCKOUT
1-2 EX
4TH CL FD 2
LINE
4TH CL FD 2
Note: Refer to page 39 for a complete description of the PWM band apply solenoid operation.
D32/1-2 fluid is also directed to the 1-2 accumulator valve (320). The 1-2 accumulator valve regulates D32/1-2 fluid into the 1-2 accumulator fluid circuit in relation to throttle signal fluid pressure and, on some models, 1-2 accumulator control spring (319) force. 1-2 accumulator fluid fills the 1-2 accumulator in preparation for a 1-2 upshift.
Shift Solenoids
THROTTLE SIG
3RD CL FEED
1-2 ACCUM
EX
D 3 2/1-2 2ND CLUTCH
THROTTLE SIGNAL
1-2 REG
D32/1-2 fluid feeds both of the shift solenoid assemblies: - The normally closed 1-2/3-4 shift solenoid (303) remains deenergized (OFF) and blocks D32/1-2 fluid pressure from acting on the end of the 1-2/3-4 shift valve (304). This allows spring force to keep the valve in the First and Fourth gear position. - The 2-3 shift solenoid (307), which is normally open, remains energized (ON) by the TCM and blocks D32/1-2 fluid pressure from acting on the end of the 2-3 shift valve (308). This allows spring force to keep the valve in the First and Second gear position. D32/1-2 fluid is blocked by both the 1-2/3-4 shift valve and the 2-3 shift valve in preparation for the 1-2 and 3-4 upshifts respectively. D32 fluid is also routed to and blocked by the 2-3 shift valve (308) in preparation for a 2-3 upshift.
THROTTLE SIGNAL

4TH CL FEED 2 EX
SOLENOID N.C.
1-2 & 3-4 SHIFT

EX EX
LINE
SERVO APPLY
FEED LIMIT
LINE EX
THROTTLE SIGNAL
EX
EX
D 3 2/1-2
SOLENOID N.O.
CONTROL 1-2 ACCUM

EX EX
EX
LINE
2-3 SHIFT
EX
4TH CL FD 1
SERVO REL D32
EX
D 3 2/1-2
D 3 2/1-2
EX
THROTTLE SIGNAL ACCUMULATOR
D32
D32 SHUTTLE VALVE
PWM SOLENOID SCREEN
D32
LINE
MANUAL VALVE
REV
SUCTION LINE
LINE
EX
LINE R321 1-2
CONVERTER IN
P RN D 3 2 1
REV R321 REVERSE
LINE (From Pump)
LINE
48B
1-2
Figure 47
1-2
D32
EX
EX
PWM BAND ON/OFF CONTROL SOLENOID

N.O.
D 3 2/1-2
FORCE MOTOR SCREEN

ON
EX EX
LINE
FEED LIMIT
OFF
1-2 ACCUM D 3 2/1-2 1-2 ACCUM

49
DRIVE RANGE - SECOND GEAR

POWER FROM TORQUE CONVERTER (1) OVERDRIVE ROLLER CLUTCH (516) HOLDING OVERRUN CLUTCH APPLIED 2ND CLUTCH APPLIED SPRAG CLUTCH ASSEMBLY (650) OVERRUNNING POWER TO REACTION DIFFERENTIAL SUN DRUM ASSEMBLY (659) HELD REACTION BRAKE BAND SUN GEAR (664) (658) APPLIED HELD
1-2 / 3-4 SOL N.C. ON

2-3 SOL N.O. ON OVERDRIVE ROLLER CLUTCH LD OVERRUN CLUTCH APPLIED FW = FREEWHEELING NE = NOT EFFECTIVE FOURTH CLUTCH THIRD CLUTCH REVERSE CLUTCH SECOND CLUTCH APPLIED PRINCIPLE SPRAG ASSEMBLY FW BAND ASSEMBLY APPLIED
As vehicle speed increases, input signals from the Vehicle Speed Sensor (VSS), Throttle Position Sensor (TPS) and other vehicle sensors are continually changing and being monitored by the Transmission Control Module (TCM). The TCM processes this information to determine the precise moment to shift the transmission. In Second gear, the planetary gear sets continue to operate in reduction at a gear ratio of approximately 1.48:1.
Engine torque is transmitted to the 3rd clutch drum assembly (634) from the converter turbine in the same manner as Drive Range - First Gear: The overrun clutch plates (520-522) are applied, the overdrive roller clutch is holding and there is a 1:1 direct drive ratio through the overdrive gear set.
2nd Clutch Applied
The 2nd clutch plates (625-627) are applied and power flow is transferred from the 3rd clutch drum to the 2nd clutch drum (618). The ring gear (630), which is splined to the 2nd clutch drum, drives the long pinions in the Ravigneaux carrier assembly (653) clockwise. The brake band (664) remains applied as in First gear and holds the reaction sun drum (659) stationary to the main transmission case (36).
The reaction sun gear (658), which is splined to the reaction sun drum, is also held stationary. The long pinions, driven by the ring gear, walk clockwise around the stationary reaction sun gear. This drives the Ravigneaux carrier and output shaft assembly (653) clockwise in a Second gear reduction of approximately 1.48:1.
Sprag Clutch Overruns
The long pinions drive the short pinions counterclockwise. The short pinions then drive the input sun gear assembly (646) clockwise faster than the 3rd clutch drum (634) is rotating. This causes the input sun gear assembly to overrun the sprag clutch (650).
Coast Conditions
2ND CLUTCH APPLIED TURBINE SHAFT (506) BRAKE BAND (664) APPLIED
In Second gear, neither the overdrive roller clutch (516) nor the sprag clutch (650) is used to transfer engine torque during acceleration. Therefore, there are no elements to overrun and allow the vehicle to coast freely when the throttle is released. Power from vehicle speed attempts to drive the transmission gear sets through the output shaft faster than engine torque is driving as an input. However, without an element to overrun, power from the drive shaft is transferred through the transmission gear sets to the engine. This causes engine compression to slow the vehicle when the throttle is released.
SPRAG CLUTCH ASSEMBLY (650) OVERRUNNING
OUTPUT SHAFT
As vehicle speed increases, less torque multiplication is needed to move the vehicle efficiently. Therefore, it is desirable to shift the transmission to a lower gear ratio, or Third gear.
50A
50
Figure 48

The Transmission Control Module (TCM) continually receives input signals from the transmission speed sensor, throttle position sensor (TPS) and other vehicle sensors. The TCM processes these inputs to determine the precise moment to energize, or turn ON, the 1-2/3-4 shift solenoid (303). The shift solenoid is ON when the TCM provides a path to ground for that electrical circuit.
2nd Clutch Applies

OVERRUN CLUTCH ASSEMBLY SECOND CLUTCH ASSEMBLY
The normally closed 1-2/3-4 shift solenoid is energized by the TCM. This opens the solenoid and D32/1-2 fluid pressure is routed to the end of the 1-2/3-4 shift valve (304).
OVERRUN CL
D32/1-2 fluid pressure moves the 1-2/3-4 shift valve against spring force and D32/1-2 fluid pressure at the spring end of the valve. This shifts the valve into the Second and Third gear position. D32/1-2 fluid at the spring end of the 1-2/3-4 shift valve is routed through the shift valve and into the 2nd clutch fluid circuit. 2nd clutch fluid pressure is orificed to the 2nd clutch piston (622) to apply the 2nd clutch plates (626, 627).
1-2 Shift Accumulation
2ND CL
OVERRUN CL
2ND CLUTCH
1-2 EX
OVERRUN LOCKOUT

4TH CL FD 2
3RD CL FEED
At the same time, 2nd clutch fluid is directed to the 1-2 accumulator piston (315). 2nd clutch fluid pressure moves the piston against 1-2 accumulator fluid pressure and 1-2 accumulator spring (316) force. This action absorbs some 2nd clutch fluid pressure and cushions the apply of the 2nd clutch. 1-2 accumulator fluid is forced out of the 1-2 accumulator from the movement of the 1-2 accumulator piston. This fluid is routed to the middle, and orificed to the end, of the 1-2 accumulator valve (320). Orificed 1-2 accumulator fluid pressure moves the 1-2 accumulator valve and 1-2 accumulator control valve (318) against throttle signal fluid pressure (and spring force on some models). This action blocks D32/1-2 fluid and regulates the exhaust of excess 1-2 accumulator fluid past the valve.
EX
4TH CL FD 2
LINE

4TH CL EX
1-2 ACCUM
THROTTLE SIG

THROTTLE SIGNAL
EX
SOLENOID N.C.
LINE
LINE
EX
EX
D 3 2/1-2
SOLENOID N.O.
SERVO APPLY
FEED LIMIT
THROTTLE SIGNAL
EX
EX
4TH CL FD 1
SERVO REL D32
EX
N.C.
N.O.
EX
THROTTLE SIGNAL
Solenoid feed fluid is routed to the converter clutch solenoid (416). Under normal operating conditions the normally closed TCC solenoid is OFF in Second gear. This blocks solenoid feed fluid and prevents converter clutch apply in Second gear.
D32
EX THROTTLE SIGNAL ACCUMULATOR
D32 SHUTTLE VALVE
PWM SOLENOID SCREEN
D32
LINE
MANUAL VALVE
REV
SUCTION LINE
LINE
EX
LINE R321 1-2
CONVERTER IN
P RN D 3 2 1
REV R321 REVERSE
50B
LINE (From Pump)
LINE
1-2
Figure 49
Note: on models without Reverse Lockout, second clutch fluid is fed directly to the TCC solenoid.
1-2
D32
2nd clutch fluid is also orificed to the reverse shuttle valve (85). 2nd clutch fluid pressure seats the reverse shuttle valve against the empty reverse fluid circuit and enters the solenoid feed fluid circuit.
TCC SOLENOID
Converter Clutch Circuit
D 3 2/1-2
D 3 2/1-2
EX
EX
OFF
OFF
PWM BAND CONTROL SOLENOID
D 3 2/1-2
Remember that the variable force motor increases throttle signal fluid pressure as throttle position increases. With higher throttle signal fluid pressure, less 1-2 accumulator fluid is allowed to exhaust. This increases 1-2 accumulator fluid pressure which creates less cushion for the 2nd clutch application.
LINE
FORCE MOTOR SCREEN
REVERSE 2ND CL
ON
2-3 SHIFT
EX EX EX
EX
Note: The arrows in the 1-2 accumulator fluid circuit show the direction of fluid flow during the shift (when 1-2 accumulator fluid is exhausting). Once the shift is completed, the 1-2 accumulator valve will again regulate D32/1-2 fluid into the 1-2 accumulator fluid circuit (as shown in the other gear ranges).
EX
EX
EX
LINE
FEED LIMIT
ON
1-2 & 3-4 SHIFT
CONTROL 1-2 ACCUM
1-2 ACCUM D 3 2/1-2 1-2 ACCUM


D 3 2/1-2
2ND CL 1-2 REG 4TH CL FEED 2
51
DRIVE RANGE - THIRD GEAR

POWER FROM TORQUE CONVERTER (1) OVERDRIVE ROLLER CLUTCH (516) HOLDING OVERRUN CLUTCH APPLIED 2ND CLUTCH APPLIED 3RD CLUTCH APPLIED SPRAG CLUTCH ASSEMBLY (650) HOLDING POWER TO DIFFERENTIAL ASSEMBLY
1-2 / 3-4 SOL N.C. ON

2-3 SOL N.O. OFF OVERDRIVE ROLLER CLUTCH LD OVERRUN CLUTCH APPLIED FW = FREEWHEELING FOURTH CLUTCH THIRD CLUTCH APPLIED NE = NOT EFFECTIVE REVERSE CLUTCH SECOND CLUTCH APPLIED PRINCIPLE SPRAG ASSEMBLY NE BAND ASSEMBLY
As vehicle speed increases further, the TCM processes the input signals from the VSS, TPS and other vehicle sensors to determine the precise moment to shift the transmission into Third gear. In Third gear, both planetary gear sets rotate at the same speed, thereby providing a 1:1 direct drive gear ratio between the converter turbine and output shaft.
Engine torque is transmitted to the 3rd clutch drum assembly (634) from the converter turbine in the same manner as First and Second Gears: The overrun clutch plates (520-522) are applied, the overdrive roller clutch (516) is holding and there is a 1:1 direct drive ratio through the overdrive gear set.
OVERRUN CLUTCH APPLIED OVERDRIVE CARRIER ASSEMBLY (525) OVERDRIVE INTERNAL GEAR (528)
TURBINE SHAFT (506) 3RD CLUTCH APPLIED
3rd Clutch Applied
The 3rd clutch plates (641-643) are applied and transfer engine torque from the 3rd clutch drum to the input sun gear assembly (646).
Sprag Clutch Holding
The sprag clutch (650) is locked in drive as in Park, Reverse, Neutral and First gear. However, the 3rd clutch plates function as the primary holding force to transfer engine torque to the input sun gear. The 2nd clutch plates (625-627) remain applied as in Second gear. Engine torque is also transferred from the 3rd clutch drum to the 2nd clutch drum (618) and ring gear (630).
RING GEAR (630)
With both the input sun gear and ring gear rotating at converter turbine speed, the short and long pinions are locked together and do not rotate on their pins. The pinion gears act as wedges and rotate at converter turbine speed with the input sun gear and ring gear. This drives the Ravigneaux carrier and output shaft assembly (653) at converter turbine speed.
Brake Band Released
The brake band (664) is released and the long pinions drive the reaction sun gear (658) and reaction sun drum (659). However, these components do not affect power flow in Third gear. Therefore, a 1:1 direct drive gear ratio is obtained between the converter turbine and output shaft. The torque converter clutch (TCC) may be applied in Third gear. When the TCC is applied, converter turbine speed equals engine speed (see torque converter, page 12).
Coast Conditions
2ND CLUTCH APPLIED TURBINE SHAFT (506)
SPRAG CLUTCH ASSEMBLY (650) HOLDING
OUTPUT SHAFT
With the 3rd clutch plates applied, the 3rd clutch drum and input sun gear assembly are locked together. As a result, the input sun gear assembly cannot overrun the sprag clutch (650) during coast conditions (throttle released) as in Drive Range - First Gear. Similar to Second gear, without an element to overrun during deceleration, engine compression provides braking to slow the vehicle when the throttle is released.
As vehicle speed increases, less torque multiplication is required to operate the vehicle efficiently. Therefore, it is desirable to shift the transmission to an overdrive gear ratio, or Fourth gear.
REACTION SUN DRUM (659)
SERVO ASSEMBLY RELEASED
52
Figure 50
52A

The TCM continues to monitor the transmission speed sensor, TPS and other vehicle sensors to determine the precise moment to de-energize, or turn OFF, the 2-3 shift solenoid (307). The shift solenoid is OFF when the TCM eliminates the path to ground for that electrical circuit.
3rd Clutch Applies

OVERRUN CLUTCH ASSEMBLY SECOND CLUTCH ASSEMBLY THIRD CLUTCH ASSEMBLY
OVERRUN CL
4TH CL EX
2ND CLUTCH

3RD CLUTCH CHECK VALVE

3RD CLUTCH
1-2 EX
4TH CL FD 2
LINE
4TH CL FD 2
THROTTLE SIG
EX
SOLENOID N.C.
EX
EX
LINE
EX
FEED LIMIT
ON
1-2 & 3-4 SHIFT
3RD CLUTCH QUICK DUMP VALVE
THROTTLE SIGNAL
LINE
LINE
EX
EX
SERVO REL
D 3 2/1-2
SOLENOID N.O.
SERVO APPLY
4TH CL FD 1
CONTROL 1-2 ACCUM

EX EX
LINE
4TH CL FD 1
FORCE MOTOR SCREEN

REVERSE 2ND CL
OFF
EX
EX
EX
EX
2-3 SHIFT
D32
EX
N.C.
N.O.
SOL SIGNAL REVERSE SHUTTLE VALVE
EX
OFF
OFF
PWM BAND CONTROL SOLENOID D 3 2/1-2
D 3 2/1-2
FEED LIMIT
THROTTLE SIGNAL
D32/1-2 fluid is routed through the middle of the 2-3 shift valve and into the 4th clutch feed 1 fluid circuit. 4th clutch feed 1 fluid is blocked by the 1-2/3-4 shift valve in preparation for an upshift to Fourth gear.
Converter Clutch Released
D32
D32 SHUTTLE VALVE
PWM SOLENOID SCREEN
REV
SUCTION LINE
LINE
LINE R321 1-2
CONVERTER IN LINE (From Pump)
P RN D 3 2 1
REV R321 REVERSE
LINE
52B
1-2
Figure 51 shows the TCC released: converter clutch solenoid OFF and solenoid feed fluid blocked by the solenoid. Under normal operating conditions the TCC may be either released or applied in Drive Range - Third Gear.
LINE
MANUAL VALVE
EX
Figure 51
1-2
Note: Figure 51 shows the hydraulic system during the upshift with the band apply solenoid at 0% duty cycle.
SOLENOID FEED
D 3 2/1-2
D32
D32
EX
TCC SOLENOID
EX
THROTTLE SIGNAL 1-2 ACCUM D 3 2/1-2 1-2 ACCUM

At the same time, servo release fluid pressure moves the servo piston against servo apply fluid pressure and the force from the servo cushion and servo return springs (99 and 103). This action has two functions: - act as an accumulator for 3rd clutch fluid pressure (which is fed by servo release fluid) to cushion the 3rd clutch apply. - move the servo apply rod (102) and release the band. As the servo piston moves, some servo apply fluid is forced out of the servo assembly. This excess servo apply fluid is directed to the Pulse Width Modulated (PWM) solenoid and the orifice between the D32/1-2 and servo apply fluid circuits. The exhaust of this servo apply fluid depends on vehicle speed. - Above 20 km/h (13 mph) the TCM de-energizes and opens the PWM solenoid (0% duty cycle). Excess servo apply fluid can then exhaust through the solenoid and into the D32/1-2 fluid circuit. This excess fluid is absorbed into other circuits and regulated at the pressure regulator valve. - Below 20 km/h (13 mph) the TCM energizes the solenoid to a 100% duty cycle. This closes the solenoid and forces exhausting servo apply fluid through orifice #17/19e. Orificing the exhausting fluid provides a slower band release and slower 3rd clutch apply which is needed at low speeds.
EX
THRT SIG
D 3 2/1-2
2-3 Shift Accumulation and Brake Band Releases
1-2 ACCUM
OVERRUN LOCKOUT
3RD CL FEED
SERVO REL
The normally open 2-3 shift solenoid is de-energized by the TCM. This opens the solenoid and D32/1-2 fluid is routed to the end of the 2-3 shift valve (308). D32/1-2 fluid pressure moves the 2-3 shift valve against spring force and D32 fluid pressure acting on the spring end of the valve. This shifts the valve into the Third and Fourth gear position. Orificed D32 fluid is routed through the 2-3 shift valve and into the servo release fluid circuit. The 1-2/3-4 shift solenoid (303) remains energized (ON), thereby keeping the 1-2/3-4 shift valve (304) in the Second and Third gear position. Servo release fluid flows through the 1-2/3-4 shift valve, into the 3rd clutch feed fluid circuit and to the 3rd clutch check valve (85). Servo release fluid is also directed past the 3rd clutch quick dump valve (85). This servo release fluid is routed to both the 3rd clutch check valve and the servo piston (81). Both 3rd clutch feed and servo release fluids feed the 3rd clutch fluid circuit through the 3rd clutch check valve and orifice. 3rd clutch fluid pressure is routed to the 3rd clutch piston (638) to apply the 3rd clutch plates (642, 643).
3RD CL

OVERRUN CL
2ND CL

53

Torque Converter Clutch Released TORQUE CONVERTER ASSEMBLY

(Torque Converter Clutch Released)
Under normal operating conditions of the vehicle in First and Second gears the transmissions electrical and hydraulic systems keep the torque converter clutch (TCC) in a released state. In Third and Fourth gears, the TCC may or may not be applied depending on the various inputs to the TCM - inputs both internal and external to the transmission. These inputs include: Throttle Position Sensor (TPS) Coolant Temperature Sensor (CTS) Transmission Speed Sensor* Transmission Fluid Temperature Sensor* Engine Speed Sensor Winter Mode Switch Economy/Performance Mode Switch Kickdown Switch Mode Switch Engine Load (A/C) Brake Switch Self Diagnostics
RELEASE
APPLY
THROTTLE SIG

EX
THROTTLE SIG
N.O.
OVERDRIVE LUBE

FEED LIMIT
TO COOLER APPLY
THROTTLE SIGNAL
RELEASE
FEED LIMIT
CONV IN
LINE
EX
FEED LIMIT
EX
LINE EX
EX
EX
CONV CL CONTROL
LINE
SOL SIG
LINE
FORCE MOTOR SCREEN
THROTTLE SIGNAL
EX
N.C.
OFF
TCC SOLENOID
REV
SUCTION LINE
LINE
EX
OUTPUTS TCM
KICKDOWN SWITCH
CTS
WINTER MODE SWITCH
TPS
ECON/PERF MODE SWITCH
BRAKE SWITCH
ENGINE SPEED
A/C REQUEST
EXTERNAL TO TRANSMISSION
INPUTS
54
Figure 52
MAIN CASE LUBE
C TO
LER OO
PRND321 MODE SWITCH
COOLER
* Internal to the Transmission
When conditions are appropriate for the converter clutch to be released, as determined by the TCM, the converter clutch solenoid (416) is de-energized (OFF). With the TCC solenoid OFF, the hydraulic controls function as follows:
The normally closed converter clutch solenoid blocks solenoid feed fluid from entering the solenoid signal fluid circuit. The solenoid signal fluid circuit is open to an exhaust through the solenoid. Without solenoid signal fluid pressure, spring force holds the converter clutch control valve (210) in the release position. Line pressure is routed into the converter in fluid circuit at the pressure regulator valve (208). Converter in fluid flows through the converter clutch control valve and into the release fluid circuit. Release fluid is routed through the center of the turbine shaft, unseats the turbine shaft checkball (504) and flows between the converter cover and pressure plate. This fluid pressure keeps the pressure plate released from the converter cover and fills the converter with fluid. Fluid exits the converter between the converter hub and stator shaft in the apply fluid circuit. Apply fluid is routed through the converter clutch control valve and into the cooler fluid circuit. The cooler fluid circuit is also fed by converter in fluid through an orifice. Cooler fluid flows through the transmission fluid cooler in the radiator and into the main case lube circuit. Main case lube fluid is routed to the rear of the main transmission case (36) to cool and lubricate the components in the main case. Also, converter in fluid continues to feed the overdrive lube fluid circuit through an orifice to cool and lubricate the components in the auxiliary case. Refer to page 90 for a complete drawing of the transmission lubrication circuit.
OFF
1-2/3-4 SHIFT SOLENOID

N.C.
EX
ON
2-3 SHIFT SOLENOID

N.O.
EX
OFF
SPEED SENSOR
FLUID TEMP SENSOR
INTERNAL TO TRANSMISSION
54A

(Torque Converter Clutch Applied)
The Transmission Control Module (TCM) monitors and receives input signals from the various electrical devices, both internal and external to the transmission, to determine when to apply the torque converter clutch (TCC). These inputs to the TCM include the following: Throttle Position Sensor (TPS) Coolant Temperature Sensor (CTS) Transmission Speed Sensor* Transmission Fluid Temperature Sensor* Engine Speed Sensor Winter Mode Switch Economy/Performance Mode Switch Kickdown Switch Mode Switch Engine Load (A/C) Brake Switch Self Diagnostics

Torque Converter Clutch Applied TORQUE CONVERTER ASSEMBLY

RELEASE
* Internal to the Transmission
APPLY
When the proper vehicle/engine operating conditions are met, the TCM energizes (turns ON) the converter clutch solenoid (416). With the converter clutch solenoid ON, the hydraulic system functions as follows to apply the converter clutch:
The normally closed converter clutch solenoid opens and solenoid feed fluid enters the solenoid signal fluid circuit. Solenoid signal fluid pressure moves the converter clutch control valve (210) against spring force and into the apply position. Orificed line pressure is routed through the converter clutch control valve and into the apply fluid circuit. At the same time, the release fluid circuit is open to an exhaust port at the converter clutch control valve. Apply fluid flows between the converter hub and stator shaft and fills the converter with fluid. Apply fluid pressure in the converter forces the converter clutch pressure plate against the converter cover. As the converter clutch applies, fluid from the release side of the pressure plate is forced back through the turbine shaft (506). Exhausting release fluid seats the turbine shaft checkball, is forced through an orifice around the checkball and flows through the center of the turbine shaft. This fluid is routed through the converter clutch control valve where it exhausts.
THROTTLE SIG
EX
THROTTLE SIG
N.O.
OVERDRIVE LUBE

TO COOLER APPLY
THROTTLE SIGNAL
RELEASE
CONV IN
LINE
EX
EX
FEED LIMIT
EX
LINE EX
EX
CONV CL CONTROL
SOL SIG
LINE
LINE
FORCE MOTOR SCREEN
THROTTLE SIGNAL
Note: The orifice at the turbine shaft checkball controls the rate at which release fluid exhausts. Also, the orifice that line pressure flows through before feeding the apply fluid circuit controls the rate at which apply fluid fills the converter. The combination of these two orifices control the rate of apply (apply feel) of the converter clutch.
Converter in fluid feeds the cooler fluid circuit through an orifice. Cooler fluid is routed through the transmission fluid cooler in the radiator and into the main case lube circuit. Main case lube fluid is sent to the rear of the main transmission case (36) to cool and lubricate the components in the main case. Also, converter in fluid continues to feed the overdrive lube fluid circuit through an orifice to cool and lubricate the components in the auxiliary case (20). Refer to page 90 for a complete drawing of the transmission lubrication circuit.
EX
ON
SOL SIGNAL
TCC SOLENOID
REV
SUCTION LINE
LINE
EX
SOLENOID FEED
OUTPUTS TCM
KICKDOWN SWITCH
CTS
WINTER MODE SWITCH
TPS
ECON/PERF MODE SWITCH
N.C.
BRAKE SWITCH
ENGINE SPEED
EXTERNAL TO TRANSMISSION
Figure 53
INPUTS
54B
FEED LIMIT
FEED LIMIT
A/C REQUEST
MAIN CASE LUBE
C TO
OO
LER
PRND321 MODE SWITCH
COOLER
OFF
1-2/3-4 SHIFT SOLENOID

N.C.
EX
ON
2-3 SHIFT SOLENOID

N.0.
EX
OFF
SPEED SENSOR
FLUID TEMP SENSOR
INTERNAL TO TRANSMISSION
55
DRIVE RANGE - FOURTH GEAR

POWER FROM TORQUE CONVERTER (1) OVERDRIVE ROLLER CLUTCH (516) OVERRUNNING 4TH CLUTCH APPLIED 2ND CLUTCH APPLIED 3RD CLUTCH APPLIED SPRAG CLUTCH ASSEMBLY (650) HOLDING POWER TO DIFFERENTIAL ASSEMBLY
1-2 / 3-4 SOL N.C. OFF

2-3 SOL N.O. OFF OVERDRIVE ROLLER CLUTCH FW OVERRUN CLUTCH FOURTH CLUTCH APPLIED FW = FREEWHEELING THIRD CLUTCH APPLIED REVERSE CLUTCH SECOND CLUTCH APPLIED PRINCIPLE SPRAG ASSEMBLY NE BAND ASSEMBLY
NE = NOT EFFECTIVE
To maximize engine performance and fuel economy, a Fourth gear (Overdrive) is used to achieve an approximate gear ratio of .73:1 through the transmission gear sets. This allows the vehicle to maintain a given road speed with less engine output speed.
As in Third gear, converter turbine speed equals engine speed when the TCC is applied (see torque converter, page 12).
Overrun Clutch Released
The overrun clutch plates (520-522) are released, thereby disconnecting the overrun clutch housing (510) from the overdrive carrier (525).
4th Clutch Applied
The 4th clutch plates (502, 503) are applied and hold the overrun clutch housing stationary to the adapter case (20). The overdrive sun gear (519), splined to the inner hub of the overrun clutch housing, is also held stationary. Engine torque is transferred through the turbine shaft (506) to the overdrive carrier as in the other gear ranges.
Overdrive Roller Clutch Overruns
With the overrun clutch housing held, the overdrive carrier overruns the overdrive roller clutch (516).
The overdrive carrier pinion gears are in mesh with both the overdrive sun gear and overdrive internal gear (528). As the overdrive carrier rotates clockwise, the pinion gears rotate clockwise on their pins as they walk around the stationary sun gear. The pinion gears drive the overdrive internal gear, thereby providing an approximate gear ratio of .73:1 through the overdrive planetary gear set. Power flow from the overdrive internal gear to the Ravigneaux carrier and output shaft assembly (653) is the same as in Drive Range - Third Gear. The 2nd clutch plates (625-627) and 3rd clutch plates (641-643) are applied and all components are driven at the same speed. This creates a 1:1 direct drive ratio between the overdrive internal gear and the output shaft. With a .73:1 gear ratio through the overdrive gear set and a 1:1 gear ratio through the Ravigneaux gear set, the overall transmission gear ratio is approximately .73:1.
ADAPTER CASE (20) OVERRUN CLUTCH HOUSING (510) HELD
4TH CLUTCH APPLIED
TURBINE SHAFT (506) TURBINE SHAFT (506)
2ND CLUTCH APPLIED
OVERDRIVE ROLLER CLUTCH (516) OVERRUNNING
OVERDRIVE SUN GEAR (519) HELD
Coast Conditions
As in Second and Third gears, without an element to overrun during deceleration, engine compression provides braking to slow the vehicle when the throttle is released. However, due to the overdrive gear ratio in Fourth gear, engine compression braking is not as noticeable by the driver as in other gears.
3RD CLUTCH APPLIED
OUTPUT SHAFT
56
56A
Figure 54

Drive Range - Fourth Gear is an overdrive gear ratio used to maximize engine efficiency and fuel economy under most normal driving conditions. To shift the transmission into Fourth gear, the TCM determines the precise moment to de-energize (turn OFF) the 1-2/3-4 shift solenoid (303). The shift solenoid is OFF when the TCM eliminates the path to ground for that electrical circuit.
Overrun Clutch Releases and 4th Clutch Applies

Torque Converter Clutch Applied OVERRUN CLUTCH ASSEMBLY FOURTH CLUTCH ASSEMBLY SECOND CLUTCH ASSEMBLY THIRD CLUTCH ASSEMBLY
3RD CL

4TH CL
OVERRUN CL
2ND CLUTCH
4TH CLUTCH

EX
4TH CL FD 2
3RD CL FEED
OVERRUN LOCKOUT
1-2 EX
LINE
SERVO REL
EX
3-4 ACCUM CONTROL
EX
LINE
LINE
EX
EX
4TH CL FD 1
D32
D 3 2/1-2
EX
N.C.
EX
SOL SIGNAL

THROTTLE SIGNAL
Torque Converter Clutch
D32
D32 SHUTTLE VALVE
PWM SOLENOID SCREEN
LINE
MANUAL VALVE
REV
SUCTION LINE
LINE
EX
LINE R321 1-2
P RN D 3 2 1
REV R321 REVERSE
LINE
56B
1-2
Figure 55
If the converter clutch is applied in Third gear, the TCM will deenergize the converter clutch solenoid to release the TCC during upshift to Fourth gear. Once in Fourth gear, the TCM will reapply the TCC when vehicle operating conditions are appropriate. Figure 55 shows the converter clutch solenoid energized, solenoid feed fluid entering the solenoid signal fluid circuit and the TCC applied.
D32
1-2
D32
TCC SOLENOID
SOLENOID FEED
D 3 2/1-2
D 3 2/1-2
EX
EX
ON
D32/1-2 fluid is blocked by the 1-2/3-4 shift valve from entering the 2nd clutch fluid circuit. However, the servo release fluid circuit is open to feed the 2nd clutch fluid circuit and keep the 2nd clutch applied. 3rd clutch feed fluid exhausts past the 1-2/3-4 shift valve, through the 1-2 regulator fluid circuit and out an exhaust port at the low pressure control valve (312). With 3rd clutch feed fluid exhausted, servo release fluid pressure seats the 3rd clutch check valve (85) against the empty 3rd clutch feed fluid circuit. In Fourth gear, only servo release fluid feeds the 3rd clutch fluid circuit to keep the 3rd clutch applied.
N.O.
OFF
FORCE MOTOR SCREEN
REVERSE 2ND CL
Note: When the shift is completed the 3-4 accumulator valve will again regulate line pressure into the 3-4 accumulator fluid circuit. Refer to page 32A for a complete description of the accumulator system function.
EX
SOLENOID N.O.
LINE
2-3 SHIFT
EX EX EX
OFF
SERVO REL
D 3 2/1-2
SERVO APPLY
4TH CL FD 1
FEED LIMIT
THROTTLE SIGNAL
EX
EX
LINE
FEED LIMIT
OFF
EX
EX
SOLENOID N.C.
1-2 & 3-4 SHIFT
THROTTLE SIG
FEED LIMIT

D 3 2/1-2
At the same time, 4th clutch fluid is directed to the 3-4 accumulator piston (18). 4th clutch fluid pressure moves the piston against 3-4 accumulator fluid pressure and 3-4 accumulator spring (408) force. This action absorbs some 4th clutch fluid pressure and cushions the 4th clutch apply. 3-4 accumulator fluid is forced out of the 3-4 accumulator from the movement of the 3-4 accumulator piston. This fluid is routed to the middle, and orificed to the end, of the 3-4 accumulator valve (407). Orificed 3-4 accumulator fluid pressure moves the 3-4 accumulator valve and 3-4 accumulator control valve (409) against throttle signal fluid pressure and, on some models, spring force. This action blocks line pressure and regulates the exhaust of excess 34 accumulator fluid past the valve.
3-4 ACCUM
3-4 ACCUM
EX
THROTTLE SIG
1-2 ACCUM
THROTTLE SIG
3-4 Shift Accumulation

1-2 ACC
3-4 ACCUM
3RD CLUTCH
EX

The normally closed 1-2/3-4 shift solenoid is de-energized by the TCM and blocks D32/1-2 fluid pressure from acting on the end of the 1-2/3-4 shift valve (304). D32/1-2 fluid at the end of the valve exhausts through the solenoid. Spring force moves the 1-2/3-4 shift valve into the First and Fourth Gear position. This allows 4th clutch feed 1 fluid to enter the 4th clutch feed 2 fluid circuit. 4th clutch feed 2 fluid is directed to the end of the overrun lockout valve (705). This fluid pressure moves the valve against spring force, thereby causing the following: - The overrun lockout valve blocks line pressure from entering the overrun clutch fluid circuit. Overrun clutch fluid exhausts from the overrun clutch piston (513) and through an exhaust port at the overrun lockout valve, thereby releasing the overrun clutch plates (520, 521). - Orificed 4th clutch feed 2 fluid at the middle of the overrun lockout valve enters the 4th clutch fluid circuit. 4th clutch fluid pressure is routed to the 4th clutch piston (532) to apply the 4th clutch plates (502, 503).
OVERRUN CL
2ND CL
57
DRIVE RANGE - 4-3 DOWNSHIFT

Torque Converter Clutch Released OVERRUN CLUTCH ASSEMBLY FOURTH CLUTCH ASSEMBLY SECOND CLUTCH ASSEMBLY THIRD CLUTCH ASSEMBLY

A forced 4-3 downshift in Drive Range is achieved by increasing the throttle valve angle (percentage of accelerator pedal travel - throttle position) while the vehicle is operating with the transmission in Fourth gear. A 4-3 downshift can also occur when the vehicle is decelerating during coast conditions or when engine load is increased. If the converter clutch is applied in Fourth gear the TCM will release the TCC during the downshift to Third gear. Under normal operating conditions in Third gear the TCM will reapply the converter clutch. The converter clutch also releases under minimum and heavy throttle conditions as measured by the throttle position sensor (TPS). Figure 56 shows the TCC solenoid de-energized (OFF) and the converter clutch releasing (conditions during the downshift). A 4-3 downshift occurs when the TCM receives the appropriate signals to energize the 1-2/3-4 shift solenoid (303). During a 4-3 downshift the following changes occur to the hydraulic system:
4th Clutch Releases and Overrun Clutch Applies
3RD CL

OVERRUN CL
2ND CL
4TH CL
OVERRUN CL
2ND CLUTCH
SERVO REL
3RD CL FEED
OVERRUN LOCKOUT
1-2 EX
4TH CL FD 2
LINE
1-2 ACC
3-4 ACCUM
3-4 ACCUM
THROTTLE SIG
EX
3-4 ACCUM CONTROL
EX
SOLENOID N.C.
1-2 & 3-4 SHIFT
EX
THROTTLE SIGNAL
LINE
LINE
EX
EX
REVERSE 2ND CL
EX
SOLENOID N.O.
LINE
4TH CL FD 1
D32
D 3 2/1-2
EX
SOL SIGNAL
SOLENOID FEED
THROTTLE SIGNAL
TO COOLER APPLY
RELEASE
SIG
D32
D32 SHUTTLE VALVE 1-2

EX
PWM SOLENOID SCREEN
SOL
D32
EX
D32
LINE
D 3 2/1-2
CONV CL CONTROL
MANUAL VALVE
REV
SUCTION LINE
LINE R321 1-2
LINE
LINE
P RN D 3 2 1
CONV IN
REV R321 REVERSE
1-2
EX
EX
LINE
58
Figure 56
TCC SOLENOID
D 3 2/1-2
EX
OFF
EX
N.C.
N.O.
OFF
FORCE MOTOR SCREEN

OFF
2-3 SHIFT
EX EX EX
SERVO REL
D 3 2/1-2
SERVO APPLY
4TH CL FD 1
FEED LIMIT
EX
EX
LINE
FEED LIMIT
ON
EX

D 3 2/1-2
THROTTLE SIG
EX
1-2 ACCUM
3-4 ACCUM
EX
EX
4TH
CLUTCH

3RD CLUTCH
The TCM energizes the normally closed 1-2/3-4 shift solenoid and D32/1-2 fluid pressure flows to the end of the 1-2/3-4 shift valve (304). D32/1-2 fluid pressure shifts the 1-2/3-4 shift valve against spring force and into the Third gear position. 4th clutch feed 1 fluid is blocked by the 1-2/3-4 shift valve and 4th clutch feed 2 fluid is open to an exhaust port at the valve. With 4th clutch feed 2 fluid exhausted, spring force shifts the overrun lockout valve (705) out of the Fourth gear position. 4th clutch fluid is open to an orificed exhaust past the overrun lockout valve. This orifice helps control the release rate of the 4th clutch. 4th clutch fluid exhausts from both the 4th clutch piston (532) and 3-4 accumulator piston (18) to release the 4th clutch plates (502,503). The 3-4 accumulator valve (407) regulates line pressure into the 3-4 accumulator fluid circuit. This fluid fills the 3-4 accumulator as 4th clutch fluid exhausts. Orificed line pressure flows through the overrun lockout valve and into the overrun clutch fluid circuit. This fluid pressure is directed to the overrun clutch piston (513) to apply the overrun clutch plates (520,521). With the 1-2/3-4 shift valve in the Second and Third gear position, servo release fluid feeds the 3rd clutch feed fluid circuit while the 2nd clutch fluid circuit is fed by D32/1-2 fluid.
Note: Remember that the variable force motor (404) controls throttle signal fluid pressure in relation to throttle position and other TCM input signals. Throttle signal fluid pressure helps control line pressure by acting on the boost valve (205), thereby increasing line pressure with increased throttle position. Also, throttle signal fluid pressure is used to help regulate accumulator fluid pressure and the amount of cushion provided during clutch or band application.
58A

A forced 3-2 downshift is achieved by increasing throttle valve angle (percentage of accelerator pedal travel - throttle position) while the vehicle is operating with the transmission in Third gear. As with a 4-3 downshift, a 3-2 downshift can also occur when the vehicle is decelerating during coast conditions or when engine load increases. If the converter clutch is applied in Third gear it will release during the downshift to Second gear. Under normal operating conditions in Second gear the TCM will not re-apply the converter clutch. The converter clutch also releases under minimum and heavy throttle conditions as measured by the throttle position sensor (TPS). Figure 57 shows the TCC solenoid de-energized (OFF) and the converter clutch releasing (conditions during the downshift assuming the TCC was applied in Third gear). A 3-2 downshift occurs when the TCM receives the appropriate signals to energize the 2-3 shift solenoid (307). During a 3-2 downshift the following changes occur to the hydraulic system:
3rd Clutch Releases

3RD CL
2ND CL
OVERRUN CL
OVERRUN CL
4TH CL EX
2ND CLUTCH
3RD CL FEED
OVERRUN LOCKOUT
4TH CL FD 2
4TH CL FD 2
1-2 ACC
Servo apply fluid pressure moves the piston against the servo cushion spring (99) and servo return spring (103) force. This moves the servo piston apply rod (102) to apply the band. The PWM solenoid (323), controlled by the TCM, varies servo apply fluid pressure and the apply rate of the band depending on the operating conditions of the vehicle. Exhausting servo release fluid seats the 3rd clutch quick dump valve, is forced through an orifice and exhausts past the 2-3 shift valve. This orifice adds additional control to the band apply rate and 3rd clutch release rate. The 2-3 shift valve blocks D32/1-2 fluid from feeding the 4th clutch feed 1 fluid circuit. 4th clutch feed 1 fluid is open to an exhaust port at the valve.
LINE
EX
SOLENOID N.C.
1-2 & 3-4 SHIFT

EX EX
Servo release fluid also exhausts from the servo piston (81).
EX
LINE
LINE
EX
EX
REVERSE 2ND CL
LINE
EX 4TH CL FD 1
D32
D 3 2/1-2
EX
SOL SIGNAL
SOLENOID FEED
THROTTLE SIGNAL
TO COOLER APPLY
RELEASE
SOL SIG
D32

EX
PWM SOLENOID SCREEN
D32
EX
D32
LINE
D 3 2/1-2
CONV CL CONTROL
MANUAL VALVE
REV
SUCTION LINE
LINE R321 1-2
LINE
LINE
P RN D 3 2 1
LINE (From Pump)
LINE
58B
CONVERTER IN
CONV IN
REV R321 REVERSE
1-2
EX
EX
Figure 57
TCC SOLENOID
D 3 2/1-2
EX
OFF
EX
N.C.
N.O.
ON
FORCE MOTOR SCREEN

ON
EX
EX
EX
SOLENOID N.O.
2-3 SHIFT

SERVO REL
D 3 2/1-2
SERVO APPLY
FEED LIMIT
THROTTLE SIGNAL
4TH
CL FD 1
FEED LIMIT
Brake Band Applies
ON

3rd clutch feed fluid exhausts past the 1-2/3-4 shift valve, through the servo release fluid circuit and past the 2-3 shift valve.
D 3 2/1-2
3rd clutch fluid exhausts from the 3rd clutch piston (638), thereby releasing the 3rd clutch plates (642, 643). This fluid flows through an orifice, past the 3rd clutch check valve, into the servo release fluid circuit and past the 2-3 shift valve.
EX
THROTTLE SIG
1-2 ACCUM
D32 fluid is blocked by the 2-3 shift valve and servo release fluid is open to an exhaust port at the valve.
1-2 EX
LINE
Spring force moves the 2-3 shift valve to the First and Second gear position.
SERVO REL
The normally open 2-3 shift solenoid is energized by the TCM and blocks D32/1-2 fluid pressure from acting on the end of the 2-3 shift valve (308). D32/1-2 from the end of the valve exhausts through the solenoid.

3RD CLUTCH

59
MANUAL THIRD - THIRD GEAR

POWER FROM TORQUE CONVERTER (1) OVERDRIVE ROLLER CLUTCH (516) HOLDING OVERRUN CLUTCH APPLIED 2ND CLUTCH APPLIED 3RD CLUTCH APPLIED SPRAG CLUTCH ASSEMBLY (650) HOLDING POWER TO DIFFERENTIAL ASSEMBLY
1-2 / 3-4 SOL N.C. ON

2-3 SOL N.O. OFF OVERDRIVE ROLLER CLUTCH LD OVERRUN CLUTCH APPLIED FW = FREEWHEELING FOURTH CLUTCH THIRD CLUTCH APPLIED NE = NOT EFFECTIVE REVERSE CLUTCH SECOND CLUTCH APPLIED PRINCIPLE SPRAG ASSEMBLY NE BAND ASSEMBLY
Manual Third (3) gear range is available to the driver when vehicle operating conditions make it desirable to use only three gear ratios. These conditions include city driving [where speeds are generally below 72 km/h (45 mph)], towing a trailer or driving on hilly terrain. Transmission operation in Manual Third (3) is identical to Drive Range (D) except the transmission is prevented from upshifting into Fourth gear when in Manual Third. If the transmission is operating in Drive Range - Fourth Gear when Manual Third is selected, the transmission will immediately shift into Third gear.
OVERRUN CLUTCH APPLIED OVERDRIVE CARRIER ASSEMBLY (525) OVERDRIVE INTERNAL GEAR (528)
TURBINE SHAFT (506) 3RD CLUTCH APPLIED
Note: Remember that the power flow shown in Figure 58 is for acceleration. During deceleration the sprag clutch and roller clutch are not holding or overrunning, they are ineffective. Figure 58 shows the mechanical power flow in Manual Third Third Gear, which is identical to that for Drive Range - Third Gear. Also, the power flow in Manual Third - First and Second Gears is identical to the power flow in Drive Range - First and Second gears.
Coast Conditions
RING GEAR (630)
Coast Conditions in Manual Third are also the same as in Drive Range. Engine compression slows the vehicle in Second and Third gears when the throttle is released. In First gear the input sun gear assembly overruns the sprag clutch when the throttle is released, thereby allowing the vehicle to coast freely. When driving conditions are such that only two gear ratios are desired, or if increased engine compression braking is needed, the Manual Second (2) gear selector position should be selected.
2ND CLUTCH APPLIED TURBINE SHAFT (506) BRAKE BAND (664) RELEASED
OUTPUT SHAFT
60
60A
Figure 58

(from Drive Range - Fourth Gear)
Transmission operation in Manual Third (3) is identical to Drive Range except that the TCM does not allow the transmission to upshift to Fourth gear, regardless of vehicle operating conditions. Also, a Manual downshift from Fourth to Third gears is similar to a forced downshift as explained on page 58A. However, the TCM initiates a Manual downshift as a result of the input signal from the mode switch. When Manual Third is selected, the TCM immediately initiates a downshift to Third gear regardless of vehicle operating conditions. Figure 59 and the following text describe the downshift from Drive Range - Fourth Gear to Manual Third - Third Gear.
The gear selector lever is moved to the Manual Third position. The selector lever moves the selector shaft (61) and manual valve (326) to the Manual Third position. Line pressure is open to the R321 fluid circuit at the manual valve. This fluid is orificed back to the manual valve where it is blocked and does not affect transmission operation. The mode switch, attached to the selector shaft, signals the TCM that transmission is operating in Manual Third.
4th Clutch Releases and Overrun Clutch Applies

Torque Converter Clutch Released OVERRUN CLUTCH ASSEMBLY FOURTH CLUTCH ASSEMBLY SECOND CLUTCH ASSEMBLY THIRD CLUTCH ASSEMBLY
3RD CL

OVERRUN CL
2ND CL
4TH CL
OVERRUN CL
2ND CLUTCH
4TH CL FD 2
1-2 ACC
3-4 ACCUM
3-4 ACCUM
EX
With 4th clutch feed 2 fluid exhausted, spring force shifts the overrun lockout valve out of the Fourth gear position. 4th clutch fluid is open to an orificed exhaust past the overrun lockout valve. This orifice helps control the release rate of the 4th clutch. 4th clutch fluid exhausts from both the 4th clutch piston (532) and 3-4 accumulator piston (18) to release the 4th clutch plates (502, 503). The 3-4 accumulator valve (407) regulates line pressure into the 3-4 accumulator fluid circuit to fill the 3-4 accumulator when 4th clutch fluid exhausts. Orificed line pressure flows through the overrun lockout valve and into the overrun clutch fluid circuit. This fluid pressure is directed to the overrun clutch piston (513) to apply the overrun clutch plates (520, 521). With the 1-2/3-4 shift valve in the Third and Second gear position, servo release fluid feeds the 3rd clutch feed fluid circuit while the 2nd clutch fluid circuit is fed by D32/1-2 fluid.
Torque Converter Clutch
EX
3-4 ACCUM CONTROL
EX
SOLENOID N.C.
EX
LINE
LINE
EX
EX
REVERSE 2ND CL
EX
SOLENOID N.O.
LINE
2-3 SHIFT
EX
4TH CL FD 1
D32
D 3 2/1-2
EX
SOL SIGNAL
THROTTLE SIGNAL
TO COOLER APPLY
RELEASE
SOL
EX
LINE
EX
CONV CL CONTROL
REV
SUCTION LINE
LINE
P RN D 3 2 1
LINE (From Pump)
LINE
60B
Figure 59
COMPLETE HYDRAULIC CIRCUIT SIMILAR TO DRIVE RANGE - THIRD GEAR Torque Converter Clutch Applied Page 78
CONVERTER IN
CONV IN
LINE R321 1-2
LINE
REV
REV
1-2
EX
Figure 59 shows the TCC being released: the converter clutch solenoid is de-energized (OFF), solenoid signal fluid is exhausting, the TCC control valve is in the release position and release fluid is exhausting.
SIG
D32
PWM SOLENOID SCREEN
D32
D32
When Manual Third is selected, the TCM de-energizes the TCC solenoid to release the converter clutch during the downshift from Fourth to Third gear. Under normal operating conditions the converter clutch will re-apply in Manual Third - Third Gear.
SOLENOID FEED
D 3 2/1-2
MANUAL VALVE
EX
TCC SOLENOID
D 3 2/1-2
EX
OFF
EX
N.C.
N.O.
OFF
FORCE MOTOR SCREEN

OFF
EX EX
SERVO REL
D 3 2/1-2
SERVO APPLY
4TH CL FD 1
FEED LIMIT
THROTTLE SIGNAL
EX
EX
LINE
EX
FEED LIMIT
ON
1-2 & 3-4 SHIFT

THROTTLE SIG
D 3 2/1-2
4th clutch feed 1 fluid is blocked by the 1-2/3-4 shift valve and 4th clutch feed 2 fluid is open to an exhaust port at the valve.
1-2 ACCUM
THROTTLE SIG
3-4 ACCUM
EX
D32/1-2 fluid pressure flows through the open solenoid and acts on the end of the 1-2/3-4 shift valve (304). D32/1-2 fluid pressure shifts the 1-2/3-4 shift valve against spring force and into the Third gear position.
3RD CL FEED
OVERRUN LOCKOUT
1-2 EX
LINE
SERVO REL
As a result of mode switch input, the TCM energizes the 1-2/3-4 shift solenoid.
EX
4TH
CLUTCH

3RD CLUTCH

61
MANUAL SECOND - SECOND GEAR

POWER FROM TORQUE CONVERTER (1) OVERDRIVE ROLLER CLUTCH (516) *HOLDING OVERRUN CLUTCH APPLIED 2ND CLUTCH APPLIED SPRAG CLUTCH ASSEMBLY (650) OVERRUNNING POWER TO REACTION DIFFERENTIAL SUN DRUM ASSEMBLY (659) HELD REACTION BRAKE BAND SUN GEAR (664) (658) APPLIED HELD
ON

1-2 / 3-4 SOL N.C. 2-3 SOL N.O. ON OVERDRIVE ROLLER CLUTCH LD OVERRUN CLUTCH APPLIED FW = FREEWHEELING NE = NOT EFFECTIVE FOURTH CLUTCH THIRD CLUTCH REVERSE CLUTCH SECOND CLUTCH APPLIED PRINCIPLE SPRAG ASSEMBLY FW BAND ASSEMBLY APPLIED
Manual Second (2) gear range is available to the driver when vehicle operating conditions make it desirable to use only two gear ratios. These conditions include descending a steep grade when increased engine compression braking is needed, or to retain Second gear when ascending a steep grade for additional engine performance. In Manual Second the transmission can upshift between First and Second gears but is prevented from shifting into Third or Fourth gear under normal operating conditions. However, if vehicle speed is above approximately 120 km/h (75 mph), the transmission will operate in a Manual Second - Third Gear condition. When vehicle speed decreases below this speed the transmission will downshift into Second gear.
Manual Second - Second Gear
*DURING ACCELERATION TURBINE SHAFT (506) 3RD CLUTCH DRUM ASSEMBLY (634)
Figure 60 shows the power flow in Manual Second - Second Gear, which is identical to that for Drive Range - Second Gear. Refer to page 50A for a complete description of mechanical power flow in Second Gear. Remember that engine compression provides braking to slow the vehicle in Second gear when the throttle is released.
Manual Second - First Gear
In Manual Second - First Gear the third clutch plates (641-643) are applied. The third clutch plates are used to lock the 3rd clutch drum and input sun gear assembly (646) together. This prevents the input sun gear assembly from overrunning the sprag clutch (650) when the throttle is released. Therefore, engine compression provides braking to slow the vehicle. Power flow in Manual Second - First Gear is identical to the power flow in Manual First - First Gear (refer to page 64).
2ND CLUTCH APPLIED TURBINE SHAFT (506) BRAKE BAND (664) APPLIED
Note: When engine compression is slowing the vehicle during coast conditions the direction of the power flow arrows in Figure 60 will be reversed. The arrows would show power being transferred from the drive shaft to the engine (as shown in Figure 62 on page 64).
SPRAG CLUTCH ASSEMBLY (650) OVERRUNNING
OUTPUT SHAFT
62
Figure 60
62A

(from Manual Third - Third Gear)
Manual Second (2) may be selected at any time while operating the vehicle in a forward gear range. If vehicle speed is above approximately 120 km/h (75 mph) when Manual Second is selected, the TCM will keep the transmission in a Manual Second - Third Gear state until vehicle speed slows sufficiently. However, the transmission is hydraulically and electronically prevented from operating in Fourth gear. Figure 61 and the following text describe the downshift from Manual Third - Third Gear to Manual Second - Second Gear.
The gear selector lever, selector shaft (61) and manual valve (326) are moved to the Manual Second position. The mode switch, located on the selector shaft, signals the TCM that the transmission is in Manual Second. D32 fluid feeds the 1-2 fluid circuit at the manual valve. 1-2 fluid pressure unseats the D32 shuttle valve (85) and combines with D32 fluid to feed the D32/1-2 fluid circuit. 1-2 fluid pressure also moves the low pressure control valve (312) against spring force. This regulates 1-2 fluid into the 1-2 regulated fluid circuit. 1-2 regulated fluid is routed to the 1-2/3-4 shift valve where it is blocked in preparation for a downshift to First gear.
3rd Clutch Releases and Brake Band Applies

3RD CL
2ND CL
OVERRUN CL
OVERRUN CL
2ND CLUTCH
OVERRUN LOCKOUT

3RD CLUTCH
LINE
1-2 EX
4TH CL FD 2
1-2 ACC
4th Gear Prevented
THROTTLE SIG
FEED LIMIT
LINE
LINE
EX
EX
1-2
LINE
1-2 REG
THROTTLE SIGNAL
D32
Manual Second - First Gear
1-2 REG
1-2 REG
LINE
LOW PRESSURE
EX
EX
REV
SUCTION LINE
LINE
1-2
LINE (From Pump)
LINE
62B
Figure 61
CONVERTER IN
EX
P RN D 3 2 1
LINE R321 1-2
REV
REV
1-2
When the transmission downshifts to Manual Second - First Gear the 3rd clutch is applied to obtain engine compression braking during coast conditions. This is accomplished in the same manner as Manual First (see page 64B).
1-2
Note: Once downshifted into second gear, the TCM prevents the transmission from shifting into third gear.
D32 SHUTTLE VALVE
PWM SOLENOID SCREEN
D32
D32
MANUAL VALVE
SOLENOID FEED
D 3 2/1-2
D 3 2/1-2
EX
If the TCC is applied when Manual Second is selected, the TCM will de-energize the TCC solenoid during the downshift to Second gear. Under normal operating conditions the TCC will not re-apply in Second gear.
EX
SOL SIGNAL
TCC SOLENOID
D 3 2/1-2
EX
OFF
EX
N.C.
Figure 61 shows the TCC solenoid OFF and the converter clutch released.
D32
Converter Clutch Released
2ND CL REV
N.O.
ON
FORCE MOTOR SCREEN
EX 4TH CL FD 1
ON
EX
EX
EX
SOLENOID N.O.
2-3 SHIFT

SERVO REL
D 3 2/1-2
SERVO APPLY
FEED LIMIT
THROTTLE SIGNAL
4TH
CL FD 1
In Manual Second, as in Manual Third, the TCM electronically prevents the transmission from operating in Fourth gear regardless of vehicle operating conditions. However, if an electrical failure occurs, both shift solenoids will be de-energized (thereby in a Fourth gear state) and 4th clutch feed 2 fluid would be routed to the overrun lockout valve (705). To prevent Fourth gear in this situation, 1-2 fluid is routed to the overrun lockout valve. 1-2 fluid pressure assists spring force and prevents the overrun lockout valve from shifting into the Fourth gear position, thereby preventing Fourth gear.
LINE
EX
SOLENOID N.C.
1-2 & 3-4 SHIFT

EX EX
THROTTLE SIG
EX
FEED LIMIT
ON


D 3 2/1-2
The 2-3 shift valve blocks D32/1-2 fluid from feeding the 4th clutch feed 1 fluid circuit. 4th clutch feed 1 fluid is open to an exhaust port at the valve. Without 4th clutch feed 1 fluid the 4th clutch cannot apply and Fourth gear is prevented (refer to Fourth gear on page 56B).
EX
1-2 ACCUM
Below 120 km/h (75 mph) the TCM energizes the 2-3 shift solenoid as shown in Figure 61. Once the solenoid is energized, the 3rd clutch release and the band apply are performed in the same manner as during a forced 3-2 downshift (refer to Drive Range - 3-2 Downshift on page 58B).
3RD CL FEED
SERVO REL

4TH CL EX
63
MANUAL FIRST - FIRST GEAR

POWER TO TORQUE CONVERTER (1) FOR ENGINE BRAKING OVERDRIVE ROLLER CLUTCH (516) *HOLDING OVERRUN CLUTCH APPLIED 3RD CLUTCH APPLIED SPRAG CLUTCH ASSEMBLY (650) *HOLDING POWER FROM REACTION DIFFERENTIAL SUN DRUM ASSEMBLY (659) HELD REACTION BRAKE BAND SUN GEAR (664) (658) APPLIED HELD
1-2 / 3-4 SOL N.C. OFF

2-3 SOL N.O. ON OVERDRIVE ROLLER CLUTCH LD OVERRUN CLUTCH APPLIED FW = FREEWHEELING FOURTH CLUTCH THIRD CLUTCH APPLIED NE = NOT EFFECTIVE REVERSE CLUTCH SECOND CLUTCH PRINCIPLE SPRAG ASSEMBLY LD BAND ASSEMBLY APPLIED
Manual First (1) is available to the driver when vehicle operating conditions require maximum engine compression braking to slow the vehicle, or maintain maximum transfer of engine torque to the vehicle drive shaft. Under normal operating conditions in Manual First the transmission is prevented from upshifting past First gear. When Manual First is selected while operating in either Second, Third or Fourth gears, the transmission may not immediately downshift into First gear. Vehicle speed must be below approximately 60 km/h (37 mph) before the transmission downshifts into First gear. Above this speed, the transmission will operate in a Manual First - Second Gear condition until vehicle speed decreases sufficiently. Transfer of engine torque through the transmission during acceleration is similar to Drive Range - First Gear to obtain an approximate gear ratio reduction of 2.40:1. Refer to page 48A for a complete description of First gear mechanical power flow.
3rd Clutch Applied
*DURING ACCELERATION
TURBINE SHAFT (506) TURBINE SHAFT (506)
3RD CLUTCH APPLIED
64
Figure 62
OVERDRIVE CARRIER ASSEMBLY (525) OVERDRIVE INTERNAL GEAR (528) 2ND CLUTCH DRUM ASSEMBLY (618) REACTION SUN GEAR (658) HELD BRAKE BAND (664) APPLIED OUTPUT SHAFT REACTION SUN DRUM (659) HELD
However, in Manual First the 3rd clutch plates (641-643) are applied and transfer torque from the 3rd clutch drum (634) to the input sun gear assembly (646) during acceleration. Therefore, when the throttle is released and vehicle speed drives the output shaft and carrier assembly (653), the input sun gear cannot overrun the sprag clutch. This creates a direct mechanical link through the transmission, and engine compression provides braking to slow the vehicle when the throttle is released. Note: Figure 62 shows the transfer of power through the components during deceleration with the throttle released, and engine compression braking slowing the vehicle. Power is transferred from the vehicles drive shaft, through the transmission components and to the engine.
64A

(from Manual Second - Second Gear)
Manual First (1) may be selected at any time while operating the vehicle in a forward gear range. However, the downshift to First gear is controlled electronically by the TCM. The TCM will not deenergize the 1-2/3-4 shift solenoid for the downshift until vehicle speed is below approximately 60 km/h (37 mph). Above this speed, the transmission will operate in a Manual First - Second Gear condition until vehicle speed slows sufficiently. In Manual First, the transmission is prevented from operating in Third or Fourth gears. Also, once in First gear, the TCM prevents the transmission from shifting into Second gear. Figure 63 and the text below describe the shift from Manual Second - Second Gear to Manual First - First Gear.
The gear selector lever, selector shaft (61), and manual valve (326) are in the Manual First (1) position. The mode switch, located on the selector shaft, signals the TCM that the transmission is in Manual First. The manual valve blocks line pressure from entering the D32 fluid circuit. D32 fluid exhausts at the manual valve. Line pressure at the manual valve feeds the 1-2 fluid circuit. 1-2 fluid is directed to the overrun lockout valve, D32 shuttle valve, and low pressure control valve (312). Fourth Gear Prevented 1-2 fluid pressure at the overrun lockout valve assists spring force. This prevents the valve from shifting into the Fourth gear position under any conditions, thereby hydraulically preventing 4th clutch apply.

3RD CL

OVERRUN CL
2ND CL
2ND CLUTCH
OVERRUN CL
OVERRUN LOCKOUT
LINE
1-2 EX
3RD CL FEED

3RD CLUTCH
4TH CL EX
4TH CL FD 2
EX
THROTTLE SIGNAL
FEED LIMIT
THROTTLE SIG
LINE
SERVO APPLY
FEED LIMIT
LINE EX
THROTTLE SIGNAL
EX
SERVO REL
EX
LINE
1-2
Spring force moves the 1-2/3-4 shift valve to the First and Fourth gear position. 2nd Clutch Releases The 1-2/3-4 shift valve blocks D32/1-2 fluid from entering the 2nd clutch fluid circuit. 2nd clutch fluid exhausts from the second clutch piston (622), 1-2 accumulator piston (315), reverse shuttle valve (85) and solenoid feed fluid circuit. This releases the 2nd clutch plates (626, 627) and prevents the TCC from applying. Line pressure is regulated into the 1-2 accumulator fluid circuit by the 1-2 accumulator valve (320). This fluid fills the 1-2 accumulator as 2nd clutch fluid pressure exhausts.
EX
SOLENOID N.O.
2-3 SHIFT
4TH CL FD 1
1-2 REG
D32
2ND CL
EX
N.C.
REV
N.O.
EX
SOL SIGNAL FEED

SOLENOID
THROTTLE SIGNAL
D32
1-2 REG
REV
SUCTION LINE
LINE
1-2
EX
P RN D 3 2 1
LINE R321 1-2
REV
REV
LINE (From Pump)
LINE
64B
Figure 63
CONVERTER IN
1-2
3rd clutch fluid pressure is routed to the 3rd clutch piston (638) to apply the 3rd clutch plates (642, 643). The 3rd clutch provides engine compression braking in Manual First - First Gear.

LINE
LOW PRESSURE
EX
MANUAL VALVE
EX
3rd clutch feed fluid pressure seats the 3rd clutch check valve (85) against the empty servo release fluid circuit. This fluid is then orificed into the 3rd clutch fluid circuit.
1-2
EX
32
1-2 REG
3rd Clutch Applies 1-2 fluid is routed through the open 1-2/3-4 shift valve and into the 3rd clutch feed fluid circuit.
D32 SHUTTLE VALVE
PWM SOLENOID SCREEN D32
D 3 2/1-2
D 3 2/1-2
TCC SOLENOID
D 3 2/1-2
OFF
OFF
FORCE MOTOR SCREEN

ON
EX
EX
EX
EX
When vehicle speed slows sufficiently, the TCM de-energizes the 12/3-4 shift solenoid (303). This closes the solenoid and prevents D32/1-2 fluid pressure from acting on the end of the 1-2/3-4 shift valve. D32/1-2 fluid at the end of the valve exhausts through the end of the solenoid.
EX
EX
EX
FEED LIMIT
OFF
D 3 2/1-2
LINE
1-2 fluid is also regulated through the low pressure control valve and into the 1-2 regulated fluid circuit. 1-2 regulated fluid is directed to the 1-2/3-4 shift valve (304).
EX
SOLENOID N.C.
1-2 & 3-4 SHIFT
4TH CL FD 1
CONTROL 1-2 ACCUM
1-2 ACCUM D 3 2/1-2 1-2 ACCUM

With D32 fluid pressure exhausted, 1-2 fluid pressure seats the D32 shuttle valve against the D32 fluid circuit and feeds the D32/1-2 fluid circuit.
D 3 2/1-2
Third Gear Prevented With D32 and servo release fluids exhausted, Third gear is also hydraulically prevented. Therefore, at speeds above approximately 60 km/h (37 mph) the transmission will immediately shift into a Manual First - Second Gear condition.
Note: Fourth gear is also prevented electronically by the TCM in the Manual Gear Ranges.
SERVO REL SERVO PISTON ASSEMBLY 1-2 ACCUM
THROTTLE SIG
EX
65
COMPLETE HYDRAULIC CIRCUITS

The hydraulic circuitry of the Hydra-matic 4L30E transmission is better understood when fluid flow can be related to the specific components in which the fluid travels. In the Power Flow section, a simplified hydraulic schematic was given to show what hydraulically occurs in a specific gear range. The purpose was to isolate the hydraulics used in each gear range in order to provide the user with a basic understanding of the hydraulic system. In contrast, this section shows a complete hydraulic schematic with fluid passages active in the appropriate component for each gear range. This is accomplished using two opposing foldout pages that are separated by a half page of supporting information. The left side foldout contains the complete color coded hydraulic circuit used in that gear range along with the relative location of valves, checkballs and orifices within specific components. A broken line is also used to separate components such as the converter housing, pump, valve bodies, adapter case and main 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.
PASSAGE PASSAGE PASSAGE PASSAGE PASSAGE PASSAGE PASSAGE PASSAGE PASSAGE PASSAGE PASSAGE
A IS LOCATED IN THE CONVERTER HOUSING (WHITE AREA) B IS LOCATED ON THE PUMP WEAR PLATE (DASHED LINE-ALSO REFERENCE NUMBERS TO RIGHT HAND PAGE) C IS LOCATED IN THE PUMP ASSEMBLY (LIGHT GREY AREA) D IS LOCATED IN THE ADAPTER CASE VALVE BODY (LIGHT GREY AREA) E IS LOCATED ON THE A.C. TRANSFER PLATE (DASHED LINE-ALSO REFERENCE NUMBERS TO RIGHT HAND PAGE) F IS LOCATED IN THE ADAPTER CASE (WHITE AREA) G IS LOCATED ON THE A.C./M.C.TRANSFER PLATE (DASHED LINE-ALSO REFERENCE NUMBERS TO RIGHT HAND PAGE) H IS LOCATED IN THE CENTER SUPPORT (LIGHT GREY AREA) I IS LOCATED IN THE MAIN CASE VALVE BODY (LARGE LIGHT GREY AREA) J IS LOCATED ON THE M.C. TRANSFER PLATE (DASHED LINE-ALSO REFERENCE NUMBERS TO RIGHT HAND PAGE) K IS LOCATED IN THE MAIN CASE (WHITE AREA)
Figure 64
FOLDOUT 67
PARK
Engine Running
With the gear selector lever in the Park (P) position and the engine running, line pressure from the oil pump assembly is directed to the following: Pressure Regulator Valve (208): Regulates pump output into line pressure in response to throttle signal fluid pressure, orificed line pressure and spring force. It directs this line pressure into both the converter in and suction fluid circuits. Torque Converter Clutch Control Valve (210): Held in the release position by spring force, it directs converter in fluid into the release fluid circuit. Also, fluid returning from the converter through the apply fluid circuit is routed through the valve and into the cooler fluid circuit. TCC Apply Checkball (504): Located in the turbine shaft, this ball is unseated by release fluid flowing to the torque converter. Release fluid quickly fills the converter and keeps the pressure plate in a released position. Cooler and Lubrication Circuits (see page 90): Cooler fluid from the TCC control valve is routed through the transmission fluid cooler and into the main case lube circuit. The overdrive lube circuit is fed by converter in fluid through an orifice (#3c/6) and provides lubrication for the components in the adapter case.
PARK
Engine Running PASSAGES
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 SUCTION LINE CONVERTER IN TO COOLER MAIN CASE LUBE OVERDRIVE LUBE RELEASE APPLY FEED LIMIT THROTTLE SIGNAL 3-4 ACCUMULATOR OVERRUN CLUTCH R321 REVERSE REVERSE CLUTCH D32 D 3 2/1-2 1-2 ACCUMULATOR SERVO APPLY 2ND CLUTCH SOLENOID FEED SERVO RELEASE 3RD CLUTCH FEED 3RD CLUTCH SOLENOID SIGNAL 4TH CLUTCH FEED 1 4TH CLUTCH FEED 2 4TH CLUTCH 1-2 1-2 REG EXHAUST VOID
Spiral Capillary Restriction: Located in the adapter case, it reduces overdrive lube at very low temperatures. Reducing overdrive lube increases the fluid flow to the converter, cooler and main case lube circuits. OVERRUN CLUTCH APPLIED
Overrun Lockout Valve (705): Held in the open position by spring force, this valve directs orificed line pressure into the overrun clutch fluid circuit. The orifice in the line pressure circuit (#2h) helps control the apply feel of the overrun clutch. Overrun Clutch Piston (513): Overrun clutch fluid pressure moves the piston to apply the overrun clutch plates. Line Pressure Tap (7): Located in the side of the converter housing, it provides access to monitor line pressure. Manual Valve (326): Controlled by the selector lever, it is in the Park (P) position and blocks line pressure from entering any other fluid circuits. Mode Switch: Located on the selector shaft (61), it signals the TCM that the selector lever and manual valve are in the Park (P) position. Shift Solenoids: The 1-2/3-4 shift solenoid is OFF and the 2-3 shift solenoid in ON. However, with the manual valve in the Park position and line pressure blocked by the valve, fluid is not fed to the shift solenoids and they are ineffective. Force Motor Screen (415): Located in the adapter case valve body, it filters line pressure that feeds the feed limit valve and force motor solenoid. Feed Limit Valve (412): Limits feed limit fluid pressure to a maximum range of 659 kPa to 765 kPa (96 psi to 111 psi). When line pressure is below this limiting value, feed limit fluid pressure equals line pressure. Force Motor Solenoid (404): Controlled by the TCM, it regulates feed limit fluid into throttle signal fluid pressure in relation to throttle position and other vehicle operating conditions. Throttle Signal Accumulator Piston (214): Controlled by spring force, it dampens any pressure irregularities in the throttle signal fluid circuit. 3-4 Accumulator Valve Train (405-409): Regulates line pressure into the 3-4 accumulator fluid circuit in relation to throttle signal fluid pressure, orificed 3-4 accumulator fluid pressure and, on some models, a 3-4 accumulator valve spring (408). 3-4 Accumulator Piston (18): 3-4 Accumulator fluid pressure fills the accumulator assembly and assists spring force in preparation for a 3-4 upshift. SUMMARY
1-2 / 3-4 SOL N.C. OFF 2-3 SOL N.O. ON OVERDRIVE ROLLER CLUTCH OVERRUN CLUTCH APPLIED FW = FREEWHEELING NE = NOT EFFECTIVE FOURTH CLUTCH THIRD CLUTCH REVERSE CLUTCH SECOND CLUTCH PRINCIPLE SPRAG ASSEMBLY BAND ASSEMBLY
COMPONENTS ( )
(7) (27) (34) (35) (85) LINE PRESSURE TAP SPIRAL CAPILLARY RESTRICTION COOLER FITTING COOLER FITTING ASSEMBLY CHECK BALL - REVERSE SHUTTLE - D 3 2 SHUTTLE - 3RD CLUTCH CHECK VALVE - QUICK DUMP VALVE VALVE RETAINER PLUG BALL PWM SOLENOID SCREEN ASSEMBLY FORCE MOTOR SCREEN ASSEMBLY
(306) (317) (324) (415)
68A
68B
PARK
25 31 3 25 2 8 4 2 31 2 4 31 25 2 3
Engine Running
25 31 31 4 31 31 31 4 12 31 31 31 4 31 12 31 31c 4b 31d 10b 1 31 10 14 10c 14b 31f 1a 31e 14a 2e/3 2b 3a 2f 25e 2c 14 10 14 31 1 2 25 25 2 1 31 14 10 25d 31g 25a 31a 12a 4a 31b 12b 1b 10a 2a 3c/6 4c 31h 31 4 10 31 10 31 1 3 2 1 2 31 2 4d 3b 31i 4f 4g/3 8a 2d 31 25c 4e 31 31 25 7 12 4 2 6 31 4 7 12 31 12 31 31 10 6 31 31 2 4 31 4 31 31 31 4 31 10 14 25 2 1 31 10 14 31 31 31 31 31 25b 12 31 4 7 12 1 31 31 6 3 7 4 31 31 12 31 25 8 2 6 25 6 31 12 31 12 25 31 25 6
(317)
31
1 31 32
(317)
4
31

(27)
31 6 31 25 31 6 14 14 31 31 31 31 14 24 31 24 2 31 1 20 31 10 11 14 29 28 20 31 27 27 25 12 31 31 31 20 28 31 28 4 31
28 31
27
28 29 10 31 2 14 24 1
20 20 2
27 24a 20c 31p 2h 20d 2g 1c
28 29 10 31 2 14 24 1
20 20 2
28
29
31 31 20 5
29b 10d
31
14c 24b
3-4 ACCUMULATOR BORE
ADAPTER CASE (20) Center Support Side
FRONT
GASKET (28) Adapter Case/ Transfer Plate
TRANSFER PLATE (29) Adapter Case/Center Support & Main Case

FRONT
GASKET (28) Transfer Plate/Center Support
CENTER SUPPORT (30) Adapter Case Side
REVERSE SHUTTLE (85)

31 25 2 1 25 20 31 20 2
TRANSFER PLATE (73) Adapter Case/ A. C. Valve Body

20f/21
ADAPTER CASE VALVE BODY (71)
D32 SHUTTLE (85)

13a 31v 2o 32
17
25k 20e 21a 14l/21 2i 1d 2j

11 2 11
10
31 31 9 10 20 2 20 31 14 31 29 13 16
22
FRONT
13b 16a
16b
19c
21
FRONT
2 1
19
14m 14n 31dd 29c 29d 30a 30b 30c
19a/17 29f/17 32a 20

23 10
31 10 14 9 9
2 1
31w 31 20g 1e 23a/22 23b/24 27d 31x 22a 14o 31y
1 31 31 22 24 14 10 29 27 31 20
17
30
31 14
22
22 30 16 23 29 18 17
17 31
16c 17h 31z 22b 16d/17 31cc 22c 29e 16e 22d 22e 17c 23d 30g 17d 20j 20i 30d 31bb
(317)
19b 20 1
31 19 31
2 31 14 10
2 14
31 14 10 28
2k
9b 14k 11a
9a 10e 1 2 10f 2
14p 23c 10h 31aa 17b 17a
24 14 10 29 21 10g 14 20 27 31
18b 18a 17e 17f 17g
10 31 10
11b
31 23 17 20 30 20
11
31
FRONT
17
9c
20h
(415) 3-4 ACCUMULATOR BORE
25
31
FRONT
13
19
25 21 2 1 2
FRONT
20
25 21 2 1 2
14
20
INDICATES BOLT HOLES

2 20 20 1 24 22 14 24 29 27 29 17 20 10 17 31 31 31 31 31
14
14 29 31 16
31 30 14 30 31
19
32
- NON-FUNCTIONAL HOLES HAVE BEEN REMOVED FROM GASKETS TO SIMPLIFY TRACING FLUID FLOW.
9 9 10
22 31 22 14 22 29 16 22 17 23 29 17 29 30 20 20
17
17 31 31 31 30 18 18 17 17 17 19 30
20 1 20 23 20 31
30
9 14 11 10
9 10
FRONT
- EXHAUST FLUID NOT SHOWN - CONFIGURATION OF SOME COMPONENTS MAY BE DIFFERENT FOR VARIOUS APPLICATIONS. REFER TO APPROPRIATE SERVICE INFORMATION FOR SPECIFIC APPLICATION INFORMATION.
11 2
11 2 11
14
23 31 23
10
GASKET (72) Transfer Plate/ A. C. Valve Body
29
23
17
20
GASKET (88) Main Case/ Transfer Plate
20 20 27
Figure 66
FOLDOUT 69
ADAPTER CASE (20) A. C. Valve Body Side
20
MAIN CASE (36) Main Case Valve Body Side
NOTE:
13
13
16 13 16 16 22 16 22
FRONT
31 13 14 2 2 31 31 22 31 14 14 23 10 10 17
31
16 16 16 16
13 13 29
16
14 29
31
17 17
17 16
30 30 30 30
29 22 31 22 16 22 17 16 23 22 30 31 31 29 18
30
31
18 17 17 17
31
18 17 20 20
17 27 20
TRANSFER PLATE (87) Main Case/ Valve Body
20
31 31
4h 28b
27a
28d 31o 20b
31q
28 31
27b 27c 28c 29a
20
31 31
2 27
27
20
31
(7)
(317)
PUMP WEAR PLATE (9)
PUMP (10) - Converter Housing Side

11
25
PUMP (10) - Adapter Case Side
PUMP GASKET (11)
ADAPTER CASE (20) - Pump Side
31 25 31 31 25 31 6 31 31 12 28 27 20 14 31 12c 31 28a 31 25 31 14 25 31n 31u
31j 25f 25h 25g 31l 6a 31k 14g 31m 20a 14f 14e 14d 31r 12 31s 31t 28 27 31 31 25i 31 25
31
15
25 31 25
25 14
25 31 6 31 15
25 14
25 25 14 31
20
31
6 31
14 6
14
31
14
20 31
14 31 31
29 12 31
20 28
24
31
31
(34)
4
5 31
31
24
(35)
27 20 24 1 2 31
10 31 29
14
MAIN CASE (36) - Adapter Case Side
(306)
31 20 27 31 17
26
30 23
27
22
20
17 31
18
31
31
10 22
31 16
17
18
17
(317)
31 18 17 17 19 31 17
14
22
23 14
31
22
30
29
31
31 2
30
31
30
30
31
29 2 14
FRONT
16
29
13
17
31
31 16 2
16
29
(324)
13 14
MAIN CASE VALVE BODY (84)
29
17 19 19
GASKET (86) Transfer Plate/ Valve Body
REVERSE
When the gear selector lever is moved to the Reverse (R) position (from the Park position), the following changes occur in the transmissions hydraulic and electrical systems: Manual Valve (326): Moves to the Reverse (R) position and line pressure enters the R321 fluid circuit. R321 fluid is orificed back through the valve and into the Reverse fluid circuit. This orifice (#13a) helps control the apply rate of the reverse clutch. Mode Switch: Located on the selector shaft (61), it signals the TCM that the selector lever and manual valve are in the Reverse position. REVERSE CLUTCH APPLIES Reverse Lockout Valve (706): Reverse fluid pressure moves the valve against spring force and into the reverse position. In the this position the valve directs reverse fluid into the reverse clutch fluid circuit (under certain conditions the transmission may not shift into Reverse - see Reverse Locked Out below). Reverse Clutch Piston (610): Reverse clutch fluid pressure moves the piston to apply the reverse clutch plates. Reverse Shuttle Valve (85): Located in the adapter case, it is seated against the 2nd clutch fluid circuit by reverse fluid pressure. Reverse fluid fills the solenoid feed fluid circuit. Torque Converter Clutch Solenoid (416): Under normal operating conditions in Reverse the normally closed TCC solenoid is OFF. This blocks solenoid feed fluid from entering the solenoid signal fluid circuit, thereby preventing TCC apply. Boost Valve (205): As in Park range, throttle signal fluid pressure acts on the boost valve and moves it against the pressure regulator valve. This increases line pressure in relation to vehicle operating conditions. In Reverse, reverse fluid pressure also acts on the boost valve. Reverse fluid pressure increases the operating range of line pressure for the additional torque requirements in Reverse. Shift Solenoids: The 1-2/3-4 shift solenoid remains OFF and the 2-3 shift solenoid remains ON. Also, the manual valve continues to block fluid from feeding the solenoids and the solenoids remain ineffective. REVERSE LOCKED OUT (SOME MODELS ONLY) If the vehicle is moving forward above approximately 12 km/h (7 mph) when Reverse range is selected, a Reverse Lockout Condition will occur. During Reverse Lock Out the reverse clutch does not apply and the transmission shifts into a Neutral condition. The following changes occur when Reverse Lockout is in effect: TCC Solenoid (416): Energized by the TCM, the solenoid opens and solenoid feed fluid fills the solenoid signal fluid circuit. Reverse Lockout Valve (706): Solenoid signal fluid pressure assists spring force and moves the valve against orificed reverse fluid pressure. This blocks reverse fluid from entering the reverse clutch fluid circuit and keeps the reverse clutch fluid circuit open to an exhaust port. Therefore, the reverse clutch is prevented from applying. TCC Control Valve (210): Solenoid signal fluid pressure moves the valve against spring force and into the apply position. This opens release fluid to an exhaust port and line pressure fills the apply fluid circuit. Therefore, the converter clutch is applied during Reverse Lockout. Note: Refer to Reverse on page 44B in the Power Flow section for a schematic showing the hydraulics during Reverse Lockout. Also, as in the Power Flow section, the explanation in each gear range is, for the most part, limited to what changes from the range on the previous page. However, some component descriptions are repeated for clarity and continuity. SUMMARY
1-2 / 3-4 SOL N.C. OFF 2-3 SOL N.O. ON OVERDRIVE ROLLER CLUTCH LD OVERRUN CLUTCH APPLIED FW = FREEWHEELING FOURTH CLUTCH THIRD CLUTCH REVERSE CLUTCH APPLIED NE = NOT EFFECTIVE SECOND CLUTCH PRINCIPLE SPRAG ASSEMBLY LD BAND ASSEMBLY
REVERSE
PASSAGES
COMPONENTS ( )
(306) (317) (324) (415)
70A
70B
REVERSE
25 31 3 25 2 8 4 2 31 2 4 31 25 2 1 3 31 4 31 31
Reverse Clutch Applied

25 25a 31a 12a 31 31 31 4 31 12 31 31c 4b 31d 10b 31 10 14 10c 14b 31f 1a 31e 14a 2e/3 2b 3a 2f 25e 2c 14 10 14 31 1 2 25 25 2 1 31 14 10 25d 31g 4a 31b 12b 1b 10a 2a 3c/6 4c 31h 31 4 10 31 10 31 1 3 2 1 2 31 2 4d 3b 31i 4f 31 4 31 12 4g/3 8a 2d 31 25c 4e 31 31 25 7 12 4 2 6 31 4 7 12 31 12 31 31 10 6 31 31 2 4 31 4 31 31 31 4 31 10 14 25 2 1 31 10 14 31 31 31 31 31 25b 12 31 4 7 12 1 31 31 6 3 7 4 31 31 12 31 25 8 2 6 25 6 31 12 31 12 25 31 25 6
(317)
31
1 31 32
(317)
4
31

(27)
31 6 31 25 31 6 14 14 31 31 31 31 14 24 31 24 2 31 1 20 31 10 11 14 29 28 20 31 27 27 25 12 31 31 31 20 28 31 28 4 31
28 31
27
28 29 10 31 2 14 24 1
20 20 2
27 24a 20c 31p 2h 20d 2g 1c
28 29 10 31 2 14 24 1
20 20 2
28
29
31 31 20 5
29b 10d
31
14c 24b
FRONT

FRONT

31 25 2 1 25 20 31 20 2

20f/21
D32 SHUTTLE (85)

13a 31v 2o 32
17
25k 20e 21a 14l/21 2i 1d 2j

11 2 11
10
31 31 9 10 20 2 20 31 14 31 29 13 16
22
FRONT
13b 16a
16b
19c
21
FRONT
2 1
19
14m 14n 31dd 29c 29d 30a 30b 30c
19a/17 29f/17 32a 20

23 10
31 10 14 9 9
2 1
31w 31 20g 1e 23a/22 23b/24 27d 31x 22a 14o 31y
1 31 31 22 24 14 10 29 27 31 20
17
30
31 14
22
22 30 16 23 29 18 17
17 31
(317)
19b 20 1
31 19 31
2 31 14 10
2 14
31 14 10 28
2k
9b 14k 11a
9a 10e 2 10f 1 2
14p 23c 10h 31aa 17b 17a
10 31 10
11b
10 29
11
31
FRONT
9c
10g
14 20
17 30 20
25
31
20h
31
FRONT
13
19
25 21 2 1 2
FRONT
20
25 21 2 1 2
14
20

2 20 20 1 24 22 14 24 29 27 29 17 20 10 17 31 31 31 31 31
14
14 29 31 16
31 30 14 30 31
19
32
9 9 10
22 31 22 14 22 29 16 22 17 23 29 17 29 30 20 20
17
17 31 31 31 30 18 18 17 17 17 19 30
20 1 20 23 20 31
30
9 14 11 10
9 10
FRONT
11 2
11 2 11
14
23 31 23
10
29
23
17
20
20 20 27
Figure 68
FOLDOUT 71
20
NOTE:
13
13
16 13 16 16 22 16 22
FRONT
31 13 14 2 2 31 31 22 31 14 14 23 10 10 17
31
16 16 16 16
13 13 29
16
14 29
31
17 17
17 16
30 30 30 30
29 22 31 22 16 22 17 16 23 22 30 31 31 29 18
30
31
18 17 17 17
31
18 17 20 20
17 27 20
21
27
24 14
18b 18a 17e 17f 17g
31 23 17 20
20
31 31
4h 28b
27a
28d 31o 20b
31q
28 31
27b 27c 28c 29a
20
31 31
2 27
27
20
31
(7)
(317)
PUMP WEAR PLATE (9)

11
25
PUMP GASKET (11)
31 25 31 31 25 31 6 31 31 12 28 27 20 14 31 12c 31 28a 31 25 31 14 25 31n 31u
31
15
25 31 25
25 14
25 31 6 31 15
25 14
25 25 14 31
20
31
6 31
14 6
14
31
14
20 31
14 31 31
29 12 31
20 28
24
31
31
(34)
4
5 31
31
24
(35)
27 20 24 1 2 31
10 31 29
14
(306)
31 20 27 31 17
26
30 23
27
22
20
17 31
18
31
31
10 22
31 16
17
18
17
(317)
31 18 17 17 19 31 17
14
22
23 14
31
22
30
29
31
31 2
30
31
30
30
31
29 2 14
FRONT
16
29 17
13 16
31
31 16 2
29
(324)
13 14
29
17 19 19
NEUTRAL
Engine Running
When the gear selector lever is moved to the Neutral (N) position (from the Reverse (R) position) the following changes occur to the transmissions hydraulic and electrical systems: Manual Valve (326): Blocks line pressure from entering the R321 fluid circuit and opens the R321 and reverse fluid circuits to an exhaust port. As in Park, the manual valve also blocks line pressure from entering any other fluid circuits. Mode Switch: Signals the TCM that the selector lever and manual valve are in the Neutral (N) position. REVERSE CLUTCH RELEASES Reverse Lockout Valve (706): With reverse fluid exhausted, spring force moves the valve out of the Reverse position. This opens the reverse clutch fluid circuit to an exhaust port through the valve. Reverse Clutch Piston (610): Reverse clutch fluid exhausts from the piston, thereby releasing the reverse clutch plates and shifting the transmission into Neutral. Torque Converter Clutch Solenoid (416): Solenoid feed fluid exhausts from the solenoid. If Reverse Lockout is in effect when Neutral is selected, the TCM will de-energize the solenoid, exhaust solenoid signal fluid and release the converter clutch. Reverse Shuttle Valve (85): Solenoid feed fluid exhausts past the checkball and through the reverse fluid circuit. Boost Valve (205): Reverse fluid exhausts from the boost valve, thereby returning line pressure to the normal operating range as during Park and Drive ranges. Shift Solenoids: The 1-2/3-4 shift solenoid remains OFF and the 2-3 shift solenoid remains ON. Also, with the manual valve continuing to block fluid from feeding the solenoids, the solenoids remain ineffective. SUMMARY
1-2 / 3-4 SOL N.C. OFF 2-3 SOL N.O. ON OVERDRIVE ROLLER CLUTCH OVERRUN CLUTCH APPLIED FW = FREEWHEELING NE = NOT EFFECTIVE FOURTH CLUTCH THIRD CLUTCH REVERSE CLUTCH SECOND CLUTCH PRINCIPLE SPRAG ASSEMBLY BAND ASSEMBLY
NEUTRAL
Engine Running PASSAGES
COMPONENTS ( )
(306) (317) (324) (415)
72A
72B
NEUTRAL
25 31 3 25 2 8 4 2 31 2 4 31 25 2 1 3 31 4 31 31
Engine Running
25 25a 31a 12a 31 31 31 4 31 12 31 31c 4b 31d 10b 31 10 14 10c 14b 31f 1a 31e 14a 2e/3 2b 3a 2f 25e 2c 14 10 14 31 1 2 25 25 2 1 31 14 10 25d 31g 4a 31b 12b 1b 10a 2a 3c/6 4c 31h 31 4 10 31 10 31 1 3 2 1 2 31 2 4d 3b 31i 4f 31 4 31 12 4g/3 8a 2d 31 25c 4e 31 31 25 7 12 4 2 6 31 4 7 12 31 12 31 31 10 6 31 31 2 4 31 4 31 31 31 4 31 10 14 25 2 1 31 10 14 31 31 31 31 31 25b 12 31 4 7 12 1 31 31 6 3 7 4 31 31 12 31 25 8 2 6 25 6 31 12 31 12 25 31 25 6
(317)
31
1 31 32
(317)
4
31

(27)
31 6 31 25 31 6 14 14 31 31 31 31 14 24 31 24 2 31 1 20 31 10 11 14 29 28 20 31 27 27 25 12 31 31 31 20 28 31 28 4 31
28 31
27
28 29 10 31 2 14 24 1
20 20 2
27 24a 20c 31p 2h 20d 2g 1c
28 29 10 31 2 14 24 1
20 20 2
28
29
31 31 20 5
29b 10d
31
14c 24b
FRONT

FRONT

31 25 2 1 25 20 31 20 2

20f/21
D32 SHUTTLE (85)

13a 31v 2o 32
17
25k 20e 21a 14l/21 2i 1d 2j

11 2 11
10
31 31 9 10 20 2 20 31 14 31 29 13 16
22
FRONT
13b 16a
16b
19c
21
FRONT
2 1
19
14m 14n 31dd 29c 29d 30a 30b 30c
19a/17 29f/17 32a 20

23 10
31 10 14 9 9
2 1
31w 31 20g 1e 23a/22 23b/24 27d 31x 22a 14o 31y
1 31 31 22 24 14 10 29 27 31 20
17
30
31 14
22
22 30 16 23 29 18 17
17 31
(317)
19b 20 1
31 19 31
2 31 14 10
2 14
31 14 10 28
2k
9b 14k 11a
9a 10e 1 2 10f 2
14p 23c 10h 31aa 17b 17a
24 14 10 29 21 10g 14 20 27 31
18b 18a 17e 17f 17g
10 31 10
11b
31 23 17 20 30 20
11
31
FRONT
17
9c
20h
25
31
FRONT
13
19
25 21 2 1 2
FRONT
20
25 21 2 1 2
14
20

2 20 20 1 24 22 14 24 29 27 29 17 20 10 17 31 31 31 31 31
14
14 29 31 16
31 30 14 30 31
19
32
9 9 10
22 31 22 14 22 29 16 22 17 23 29 17 29 30 20 20
17
17 31 31 31 30 18 18 17 17 17 19 30
20 1 20 23 20 31
30
9 14 11 10
9 10
FRONT
11 2
11 2 11
14
23 31 23
10
29
23
17
20
20 20 27
Figure 70
FOLDOUT 73
20
NOTE:
13
13
16 13 16 16 22 16 22
FRONT
31 13 14 2 2 31 31 22 31 14 14 23 10 10 17
31
16 16 16 16
13 13 29
16
14 29
31
17 17
17 16
30 30 30 30
29 22 31 22 16 22 17 16 23 22 30 31 31 29 18
30
31
18 17 17 17
31
18 17 20 20
17 27 20
20
31 31
4h 28b
27a
28d 31o 20b
31q
28 31
27b 27c 28c 29a
20
31 31
2 27
27
20
31
(7)
(317)
PUMP WEAR PLATE (9)

11
25
PUMP GASKET (11)
31 25 31 31 25 31 6 31 31 12 28 27 20 14 31 12c 31 28a 31 25 31 14 25 31n 31u
31
15
25 31 25
25 14
25 31 6 31 15
25 14
25 25 14 31
20
31
6 31
14 6
14
31
14
20 31
14 31 31
29 12 31
20 28
24
31
31
(34)
4
5 31
31
24
(35)
27 20 24 1 2 31
10 31 29
14
(306)
31 20 27 31 17
26
30 23
27
22
20
17 31
18
31
31
10 22
31 16
17
18
17
(317)
31 18 17 17 19 31 17
14
22
23 14
31
22
30
29
31
31 2
30
31
30
30
31
29 2 14
FRONT
16
29
13
17
31
31 16 2
16
29
(324)
13 14
29
17 19 19

When the gear selector lever is moved to the Drive range position (D), from either Park or Neutral, the following changes occur to the transmissions hydraulic and electrical systems: Manual Valve (326): In the Drive range position line pressure enters the D32 fluid circuit. D32 fluid is routed to the end of the manual valve where it is blocked by a valve land. Mode Switch: Signals the TCM that the selector lever and manual valve are in the Drive range (D) position. D32 Shuttle Valve (85): Located in the main case, it is seated against the empty 1-2 fluid circuit by D32 fluid pressure from the manual valve. D32 fluid fills the D32/1-2 fluid circuit. BRAKE BAND APPLIES Pulse Width Modulated (PWM) Solenoid Screen (324): Located in the main case valve body, it filters D32/1-2 fluid that feeds the PWM band apply solenoid. PWM Band Apply Solenoid (323): The TCM energizes the solenoid and controls the solenoids duty cycle depending on vehicle application and operating conditions. The duty cycle determines the rate at which the solenoid regulates D32/1-2 fluid into the servo apply fluid circuit. Orifice #17 (Between D32/1-2 and Servo Apply): D32/1-2 fluid also feeds the servo apply fluid circuit through this orifice. The orifice allows servo apply fluid to exhaust during a shift from Drive Range (D) to Park, Reverse or Neutral. During this shift the PWM solenoid is at 100% duty cycle (closed). Therefore, exhausting servo apply fluid is blocked at the closed solenoid and must exhaust through this orifice, into the D32/1-2 fluid circuit and past the 1-2 accumulator valve (refer to Drive Range - Third Gear, Low Speed Upshift, on page 52B for more information). Servo Piston (97): Servo apply fluid pressure acting on the piston overcomes the force of both the servo cushion (99) and servo return (103) springs. This moves the piston and apply pin (102) to apply the brake band and obtain First gear. These spring forces help control the apply rate of the brake band. 1-2/3-4 Shift Solenoid (303): De-energized (OFF) as in Park, Reverse and Neutral, the solenoid is closed and blocks D32/1-2 fluid pressure from acting on the solenoid end of the valve. 1-2/3-4 Shift Valve (304): Spring force and D32/1-2 fluid pressure acting on the spring end of the valve keep the valve in the First and Fourth gear position. 2-3 Shift Solenoid (307): Energized (ON) as in Park, Reverse and Neutral, the solenoid is closed and blocks D32/1-2 fluid pressure from acting on the solenoid end of the valve. 2-3 Shift Valve (308): Spring force and D32 fluid pressure keep the valve in the First and Second gear position. In this position the valve blocks the D32/1-2 fluid circuit at the middle land of the valve. 1-2 Accumulator Valve Train (318-320): D32/1-2 fluid is regulated through the 1-2 accumulator valve (320) and into the 1-2 accumulator fluid circuit. This fluid regulation is controlled by throttle signal fluid pressure, spring force and orificed 1-2 accumulator fluid pressure. Note: The 1-2 accumulator control valve spring (319) is not used on all models. 1-2 Accumulator Piston (315): 1-2 accumulator fluid pressure assists 1-2 accumulator piston spring (316) force acting on the piston. This keeps the piston in the First gear position in preparation for a 1-2 upshift. Force Motor Solenoid (404): As in Park, Reverse, Neutral and all other gear ranges, the TCM controls the solenoid to regulate feed limit fluid into throttle signal fluid pressure in relation to vehicle operating conditions. SUMMARY
1-2 / 3-4 SOL N.C. OFF 2-3 SOL N.O. ON OVERDRIVE ROLLER CLUTCH LD OVERRUN CLUTCH APPLIED FW = FREEWHEELING NE = NOT EFFECTIVE FOURTH CLUTCH THIRD CLUTCH REVERSE CLUTCH SECOND CLUTCH PRINCIPLE SPRAG ASSEMBLY LD BAND ASSEMBLY APPLIED

PASSAGES
COMPONENTS ( )
(306) (317) (324) (415)
74A
74B

25 25 31 3 25 2 8 4 2 31 2 4 31 25 2 1 31 10 14 10c 3 31 4 31 31 31 4 12 31 31 31 4 31 12 31 31c 4b 31d 10b 14b 31f 1a 31e 14a 2e/3 2b 3a 2f 25e 2c 14 10 14 31 1 2 25 25 2 1 31 14 10 25d 31g 31 25a 31a 12a 4a 31b 12b 1b 10a 2a 3c/6 4c 31h 31 4 10 31 10 31 1 3 2 1 2 31 2 4d 3b 31i 4f 4g/3 8a 2d 31 25c 4e 31 31 25 7 12 4 2 6 31 4 7 12 31 12 31 31 10 6 31 31 2 4 31 4 31 31 31 4 31 10 14 25 2 1 31 10 14 31 31 31 31 31 25b 12 31 4 7 12 1 31 31 6 3 7 4 31 31 12 31 25 8 2 6 25 6 31 12 31 12 25 31 25 6
(317)
31
1 31 32
(317)
4
31

(27)
31 6 31 25 31 6 14 14 31 31 31 31 14 24 31 24 2 31 1 20 31 10 11 14 29 28 20 31 27 27 25 12 31 31 31 20 28 31 28 4 31
28 31
27
28 29 10 31 2 14 24 1
20 20 2
27 24a 20c 31p 2h 20d 2g 1c
28 29 10 31 2 14 24 1
20 20 2
28
29
31 31 20 5
29b 10d
31
14c 24b
FRONT

FRONT

31 25 2 1 25 20 31 20 2

20f/21
D32 SHUTTLE (85)

13a 31v 2o 32
17
25k 20e 21a 14l/21 2i 1d 2j

11 2 11
10
31 31 9 10 20 2 20 31 14 31 29 13 16 19
FRONT
13b 16a
16b
19c
2 1
31 10 14 9 9
2 1
1 31 31 22 24 14 10 29 27 31 20
17
30
31 14
22
22 30 31 16 23 29 18 17
17
31 19 31
2 31 14 10
2 14
31 14 10 28
2k
9b 14k 11a
9a 10e 1 2 10f 2
24 14 10 29 21 10g 14 20 27 31
10 31 10
11b
31 23 17 20 30 20 27d
11
31
FRONT
17
9c
20h
25
30g
20i
31
FRONT
13
19
25 21 2 1 2
FRONT
20
25 21 2 1 2
14
20

2 20 20 1 24 22 14 24 29 27 29 17 20 10 17 31 31 31 31 31
14
14 29 31 16
31 30 14 30 31
19
32
9 9 10
22 31 22 14 22 29 16 22 17 23 29 17 29 30 20 20
17
17 31 31 31 30 18 18 17 17 17 19 30
20 1 20 23 20 31
30
9 14 11 10
9 10
FRONT
11 2
11 2 11
14
23 31 23
10
29
23
17
20
20 20 27
Figure 72
FOLDOUT 75
20
NOTE:
13
13
16 13 16 16 22 16 22
FRONT
31 13 14 2 2 31 31 22 31 14 14 23 10 10 17
31
16 16 16 16
13 13 29
16
14 29
31
17 17
17 16
30 30 30 30
29 22 31 22 16 22 17 16 23 22 30 31 31 29 18
30
31
18 17 17 17
31
18 17 20 20
17 27 20
21
FRONT
19a/17 29f/17 32a 20

23 10
17
26
31
31
10 22
31 16
17
18
17
31w 31 20g 1e 23a/22 23b/24 31x
30b 30c
16c 17h 31z 22b 16d/17 31cc 22c 29e 16e 22d 22e 17c 23d 17d 20j 30d 31bb
(317)
19b 20 1
14
22
23 14
31
22
30
22a 14o
31y 14p 23c
29 19 31 17
18b 18a 17e 17f 17g
31
31 2
30
31
30
30
10h
31aa 17b
31
29 2 14
FRONT
16
29 17
13 16
17a
31
31 16 2
13 14
29
17 19 19
22
14m 14n 31dd 29c 29d 30a
20
31 31
4h 28b
27a
28d 31o 20b
31q
28 31
27b 27c 28c 29a
20
31 31
2 27
27
20
31
(7)
(317)
PUMP WEAR PLATE (9)

11
25
PUMP GASKET (11)
31 25 31 31 25 31 6 31 31 12 28 27 20 14 31 12c 31 28a 31 25 31 14 25 31n 31u
31
15
25 31 25
25 14
25 31 6 31 15
25 14
25 25 14 31
20
31
6 31
14 6
14
31
14
20 31
14 31 31
29 12 31
20 28
24
31
31
(34)
4
5 31
31
24
(35)
27 20 24 1 2 31
10 31 29
14
(306)
31 20 27 31 27
30 23
22
20
17 31
18
(317)
31 18 17 17
29
(324)
DRIVE RANGE SECOND GEAR

As vehicle speed increases, and when other input signals to the Transmission Control Module (TCM) are appropriate, the TCM energizes the 1-2/3-4 shift solenoid to shift the transmission into Second gear. 1-2/3-4 Shift Solenoid (303): Energized (turned ON) by the TCM, the solenoid opens and D32/1-2 fluid pressure flows through the solenoid. D32/1-2 fluid pressure acts on the end of the 1-2/3-4 shift valve. 1-2/3-4 Shift Valve (304): D32/1-2 fluid pressure from the 1-2/ 3-4 shift solenoid moves the valve against spring force and into the Second and Third gear position. In this position orificed D32/1-2 fluid at the spring end of the valve is routed into the 2nd clutch fluid circuit. 2ND CLUTCH APPLIES 2nd Clutch Piston (622): 2nd clutch fluid flows through another orifice (#20i) and is routed to the 2nd clutch piston. This fluid pressure moves the piston to apply the 2nd clutch plates and obtain Second gear. 1-2 Accumulator Piston (315): As fluid pressure builds in the 2nd clutch fluid circuit it moves the 1-2 accumulator piston against spring force and 1-2 accumulator fluid pressure. This action absorbs initial 2nd clutch fluid pressure to cushion the 2nd clutch apply. Also, the movement of the accumulator piston forces some 1-2 accumulator fluid out of the accumulator assembly. 1-2 Accumulator Valve Train (318-320): Regulates the exhaust rate of excess 1-2 accumulator fluid past the 1-2 accumulator valve (320) and through an exhaust port. This fluid regulation is controlled by orificed accumulator fluid pressure moving the valve train against throttle signal fluid pressure acting on the 1-2 accumulator control valve (318). Refer to page 32A for a complete description of accumulator control. Reverse Shuttle Valve (85): 2nd clutch fluid pressure seats the checkball against the empty reverse fluid circuit and fills the solenoid feed fluid circuit. The reverse shuttle valve is located in the transmission adapter case. Torque Converter Clutch (TCC) Solenoid (416): Under normal operating conditions the TCM keeps the normally closed solenoid de-energized (OFF) in Second gear. This blocks solenoid feed fluid and keeps the solenoid signal fluid circuit open to an exhaust through the solenoid, thereby preventing TCC apply. Note: On some applications the TCC is applied in Second Gear if transmission fluid temperatures become excessively high. 2-3 Shift Solenoid (307): Energized (ON) as in First Gear, the solenoid is closed and blocks D32/1-2 fluid pressure from acting on the 2-3 shift valve. 2-3 Shift Valve (308): As in First gear, spring force and D32 fluid pressure hold the valve in the First and Second gear position. D32/1-2 fluid remains blocked by the middle land of the valve. SUMMARY
1-2 / 3-4 SOL N.C. ON 2-3 SOL N.O. ON OVERDRIVE ROLLER CLUTCH LD OVERRUN CLUTCH APPLIED FW = FREEWHEELING NE = NOT EFFECTIVE FOURTH CLUTCH THIRD CLUTCH REVERSE CLUTCH SECOND CLUTCH APPLIED PRINCIPLE SPRAG ASSEMBLY FW BAND ASSEMBLY APPLIED

PASSAGES
COMPONENTS ( )
(306) (317) (324) (415)
76A
76B

(317)
31
1 31 32
(317)
4
31

(27)
31 6 31 25 31 6 14 14 31 31 31 31 14 24 31 24 2 31 1 20 31 10 11 14 29 28 20 31 27 27 25 12 31 31 31 20 28 31 28 4 31
12 28 4 27 28 27
20
14 31 28 31 20 31 2 20 2 1 20 31 31 12c 31 28a 4h 28b
20a
14d 31r 12 31s 31t 4 27 28 20c 31p 2h 20d 2g 1c 28 27
20 31 28 31 20 31
14 31 31 20 28 20 2 1 31
20
29 12 31 20 28
27a
28d 31o 24a 20b
31q
2 27
27
20
31 4 5
FRONT

31 20 2 1 25 2 1 25
21

20f/21
20 2
25k 20e 21a 14l/21 2i 1d 2j

11 2 11
10
31 31 9 10 20 2 10 1 9 24 14 2 20 31 31 29
17
13
16 19 32
31 14 9
1 31 31 24 14 10 29 27 31 20
17
30
31 14
22
22 30 16 23 29 18 17
17 31
31 19 31
2 31 14 10
2 14
31 14 10 28
2k
9b 14k 11a
9a 10e 1 2 10f 2
22
10 31 10
11b
14 10 29
31 23 17 20 30 20 27d
11
31
FRONT
9c
10g
14 20
17
25
31
20h
30g
20i
31
FRONT
13
19
25 21 2 1 2
FRONT
20
25 21 2 1 2
14
20

2 20 20 1 24 22 14 24 29 27 29 17 20 10 17 31 31 31 31 31
14
14 29 31 16
31 30 14 30 31
19
32
9 9 10
22 31 22 14 22 29 16 22 17 23 29 17 29 30 20 20
17
17 31 31 31 30 18 18 17 17 17 19 30
20 1 20 23 20 31
30
9 14 11 10
9 10
FRONT
11 2
11 2 11
14
23 31 23
10
29
23
17
20
20 20 27
Figure 74
FOLDOUT 77
20
NOTE:
13
13
16 13 16 16 22 16 22
FRONT
31 13 14 2 2 31 31 22 31 14 14 23 10 10 17
31
16 16 16 16
13 13 29
16
14 29
31
17 17
17 16
30 30 30 30
29 22 31 22 16 22 17 16 23 22 30 31 31 29 18
30
31
18 17 17 17
31
18 17 20 20
17 27 20
21
27
FRONT
31v 2o 31w 31 20g 1e 23a/22 23b/24
19a/17 29f/17 32a 20

23 10
17
26
31
31
10 22
31 16
17
18
17
30b 30c
31x 22a 14o 23c 10h 31aa 17b 17a 31y 14p
(317)
19b 20 1
14
22
23 14
31
22
30
29 19 31 17
18b 18a 17e 17f 17g
31
31 2
30
31
30
30
31
29 2 14
FRONT
16
29
13
31
31 16 2
13 14
29
17 19 19
22
31
(7)
(317)
PUMP WEAR PLATE (9)

11
25
PUMP GASKET (11)
31 25 31 31 25 31 6 31 31 31 25 31 14 25 31n 31u
31j 25f 25h 25g 31l 6a 31k 14g 31m 14f 14e 31 31 25i 31 25
31
15
25 31 25
25 14
25 31 6 31 15
25 14
25 25 14 31 31
6 31
14 6
14
31
14
24
31
31
(34)
4
5 31
27b 27c 28c 29a 29b 10d
31
29
24 31 31 20
(35)
27 20 24 1 2 31
29 10
14
24
14c 24b
29 10
31 2 14 24 31
10 31 29
14

FRONT
D32 SHUTTLE (85)

13a 14m 14n 31dd 29c 29d 30a 13b 16a 16b 19c 20 27 31
(306)
31
30 23
FRONT
27
22
20
17 31
18
(317)
31 18 17 17
17
16
29
(324)

As vehicle speed increases further, and when other input signals to the TCM are appropriate, the TCM de-energizes the 2-3 shift solenoid to shift the transmission into Third gear. 2-3 Shift Solenoid (307): De-energized (turned OFF) by the TCM, the solenoid opens. D32/1-2 fluid pressure flows through the solenoid and acts on the end of the 2-3 shift valve. 2-3 Shift Valve (308): D32/1-2 fluid pressure from the 2-3 shift solenoid moves the valve against spring force and into the Third and Fourth gear position. With the valve in this position, D32/1-2 fluid at the middle of the valve fills the 4th clutch feed 1 fluid circuit. Also, orificed D32 fluid is routed into the servo release fluid circuit. BRAKE BAND RELEASES 3rd Clutch Quick Dump Valve (85): Servo release fluid pressure unseats and flows past the checkball, thereby bypassing orifice #22d. Servo Piston (97): Servo release fluid pressure assists servo cushion and servo return spring forces acting on the servo piston. These forces overcome servo apply fluid pressure and move the piston and apply pin into the released position, thereby releasing the brake band. As the piston moves, some servo apply fluid is forced out of the servo. PWM BAND APPLY SOLENOID (323): Low Speed Upshift (Below approximately 20 km/h, 13 mph): The TCM energizes the normally open solenoid to a maximum duty cycle (100%). This blocks D32/1-2 fluid from feeding the servo apply fluid circuit through the solenoid. In this position the solenoid also blocks exhausting excess servo apply fluid pressure. This excess servo apply fluid pressure exhausts through orifice #17, into the D32/1-2 fluid circuit and regulated at the pressure regulator valve. High Speed Upshift (Above approximately 20 km/h, 13 mph): The TCM keeps the solenoid de-energized and at 0% duty cycle. In the position the solenoid is open and exhausting excess servo apply fluid pressure flows through the solenoid and into the D32/1-2 fluid circuit. Exhausting through the solenoid and bypassing orifice #17 creates a faster release of the band as needed at higher speeds. Note: When the band is released and the transmission is operating in Third gear, the PWM solenoid is de-energized (normally open) and D32/1-2 fluid pressure passes through the solenoid. 1-2/3-4 Shift Solenoid (303): Energized (ON) as in Second gear, the solenoid is open and D32/1-2 fluid pressure acts on the solenoid end of the 1-2/3-4 shift valve. 1-2/3-4 Shift Valve (304): As in Second gear, D32/1-2 fluid pressure from the 1-2/3-4 shift solenoid holds the valve against spring force and in the Second and Third gear position. In this position the following occurs:
4th clutch feed 1 fluid is blocked in preparation for a 3-4 upshift. Servo release fluid flows through the valve and feeds the 3rd clutch feed fluid circuit. D32/1-2 fluid at the spring end of the valve continues to feed the 2nd clutch fluid circuit.
(Continued from page 78A) TCC Control Valve (210): Solenoid signal fluid pressure moves the valve against spring force and into the apply position. In this position release fluid is open to an exhaust port and line pressure feeds the apply fluid circuit. Torque Converter (1): Apply fluid flows between the converter hub and stator shaft and fills the converter with fluid. This fluid pressure in the converter forces the converter clutch pressure plate against the converter cover. As the pressure plate applies, fluid from the release side of the pressure plate is forced back through the turbine shaft (506). TCC Apply Checkball (504): Located in the end of the turbine shaft, this checkball is seated by exhausting release fluid pressure. This forces release fluid to exhaust through the orifice around the checkball. Orificing exhausting release fluid controls the apply feel of the converter clutch. Cooler and Main Case Lubrication Fluid Circuits: With the TCC control valve in the apply position, these fluid circuits are fed by converter in fluid through orifice #3. SUMMARY
1-2 / 3-4 SOL N.C. ON 2-3 SOL N.O. OFF OVERDRIVE ROLLER CLUTCH LD OVERRUN CLUTCH APPLIED FW = FREEWHEELING FOURTH CLUTCH THIRD CLUTCH APPLIED NE = NOT EFFECTIVE REVERSE CLUTCH SECOND CLUTCH APPLIED PRINCIPLE SPRAG ASSEMBLY NE BAND ASSEMBLY

(Torque Converter Clutch Applied) PASSAGES
3RD CLUTCH APPLIES 3rd Clutch Check Valve (85): Both servo release fluid and 3rd clutch feed fluid are routed to the checkball. The ball remains unseated as both of these fluids feed the 3rd clutch fluid circuit. 3rd Clutch Piston (638): Orificed 3rd clutch fluid pressure moves the piston to apply the 3rd clutch plates. The 3rd clutch fluid circuit orifice (#23b) helps control the apply feel of the 3rd clutch. Also, remember that the servo assembly acts as an accumulator to help cushion 3rd clutch apply by absorbing initial servo release fluid pressure (see accumulator control on page 32A). CONVERTER CLUTCH APPLIES TCC Solenoid (416): Under normal operating conditions the TCC can either be applied or released in Third gear. To apply the TCC the TCM energizes the normally closed TCC solenoid, thereby opening the solenoid. This allows solenoid feed fluid to fill the solenoid signal fluid circuit.
COMPONENTS ( )
(306) (317) (324) (415)
(Continued on page 78B)
78A
78B

25 31 3 25 2 8 4 2 31 2 4 31 25 2 1 31 10 14 10c 3 31 4 31 31 31 4 12 31 31 31 4 31 12 31 31c 4b 31d 10b 14b 31e 14a 31

25 25a 3b 31i 4f 25b 12 2d 31 25c 4d 4e 31 31 7 1 12 31h 3c/6 4c 2e/3 2b 3a 2f 25e 31f 2c 1a 14 10 14 31 1 2 25 25 2 1 31 14 10 25d 31g 31 4 10 31 10 31 1 3 2 1 2 31 2 7 12 4 2 6 31 25 4 7 12 31 31 10 6 31 31 2 4 31 4 31 31 31 4 31 10 14 25 2 1 31 10 14 31 31 12 31 31 31 31 31 4 31 31 6 3 7 4 31 31 12 31 25 8 2 6 25 6 31 12 31 12 25 31 25 6
31a 12a 4a 31b 12b 1b 10a
4g/3
8a
(317)
31
(7)
31 32
(317)
2a
(317)
4
31

11
25

(27)
31 6 31 25 31 6 14 14 31 31 31 31 14 24 31 24 2 31 1 20 31 10 11 14 29 28 20 31 27 27 25 12 31 31 31 20 28 31 28 4 31
PUMP WEAR PLATE (9)
PUMP GASKET (11)
31 25 31 31 25 31 6 31 31 12 28 4 27 28 29 10 31 2 14 24 1 2 20 27 20 14 31 28 31 20 20 31 31 12c 31 28a 4h 28b 27a 28d 31o 24a 27b 27c 28c 29a 29b 10d 31 25 31 14 25 31n 31u
31j 25f 25h 25g 31l 6a 31k 14g 31m 20a 14f 14e 14d 31r 31q 20b 20c 31p 2h 14c 24b 1c 20d 2g 29 10 12 31s 31t 4 27 28 28 27 28 31 31 31 20 25i 31 25
31
15
25 31 25
25 14
25 31 6 31 15
25 14
25 25 14 31 14
20
29 20 12 31 28
31
6 31
14 6
14
31
14
31 20 31
31 31
31
24
2 27
27
20
31 4 5
31
31
(34)
4
5 31
20 31 2 14 24 1 2 20
28
29
31 31 20
31
FRONT

FRONT

31 20 2 1 25 2 1 25
21

20f/21
D32 SHUTTLE (85)

13a 31v 2o 32
17
21a 14l/21 2i 1d 2j
11 2 11
31 10 14 9 9
2 1
2 31 14 10
2 14
14 10 28
2k
14k 11a
10e 1 2 10f 2
31 10
29 21 10g 14 20 27 31 31 27
11
31
FRONT
17 20 20 30
9c
20h
25
30g
20i
31
FRONT
13
19
25 21 2 1 2
FRONT
20
25 21 2 1 2
14
20

2 20 20 1 24 22 14 24 29 27 29 17 20 10 17 31 31 31 31 31
14
14 29 31 16
31 30 14 30 31
19
32
9 9 10
22 31 22 14 22 29 16 22 17 23 29 17 29 30 20 20
17
17 31 31 31 30 18 18 17 17 17 19 30
20 1 20 23 20 31
30
9 14 11 10
9 10
FRONT
11 2
11 2 11
14
23 31 23
10
29
23
17
20
20 20 27
Figure 76
FOLDOUT 79
20
NOTE:
13
13
16 13 16 16 22 16 22
FRONT
31 13 14 2 2 31 31 22 31 14 14 23 10 10 17
31
16
13
16
14 29
16 13 29 16 16 29 17 17
17 16
31
30 30 30 30
22 31 22 16 29
30 18 31
31
18 17 17 17
31
22 17 16 23 22 30 31
18 17 20 20
17 27 20
10
11b
14 10
31
9b
9a
24
31 24
20
19 2 20 31 29
1 31 22 14 10 29
17
30
31 14
22
22 30 31 16 23 29 18 17
17
31 19 31
31 23 17 20 27d
20e
FRONT
14
31
19a/17 29f/17 32a 20

23 10
17
26
31
31
10 22
31 16
17
18
17
31w 31 20g 1e 23a/22 23b/24 31x
30b 30c
(317)
19b 20 1
14
22
23 14
31
22
30
22a 14o
31y 14p 23c
29 19 31 17
18b 18a 17e 17f 17g
31
31 2
30
31
30
30
10h
31aa 17b
31
29 2 14
FRONT
16
29 17
13 16
17a
31
31 16 2
13 14
29
17 19 19
9 10
22
20
25k
10
31 31 13 16
31
FRONT
13b 16a
16b
19c
14m 14n 31dd 29c 29d 30a
31
24
(35)
27 20 24 1 2 31
10 14
31
29
(306)
31 20 27 31 27
30 23
22
20
17 31
18
(317)
31 18 17 17
29
(324)

As vehicle speed increases further, and when other input signals to the TCM are appropriate, the TCM de-energizes the 1-2/3-4 shift solenoid to shift the transmission into Fourth gear. 2-3 Shift Solenoid (307): De-energized (OFF) as in Third gear, the solenoid is open. D32/1-2 fluid flows through the solenoid and acts on the end of the 2-3 shift valve. 2-3 Shift Valve (308): D32/1-2 fluid pressure from the 2-3 shift solenoid keeps the 2-3 shift valve shifted against spring force and in the Third and Fourth gear position. D32/1-2 fluid continues to fill the 4th clutch feed 1 fluid circuit and orificed D32 fluid continues to fill the servo release fluid circuit. 1-2/3-4 Shift Solenoid (303): De-energized (turned OFF) by the TCM, the solenoid is closed and blocks D32/1-2 fluid pressure from passing through the solenoid and acting on the 1-2/3-4 shift valve. D32/1-2 fluid at the solenoid end of the 1-2/3-4 shift valve exhausts through the end of the solenoid. 1-2/3-4 Shift Valve (304): With D32/1-2 fluid pressure from the shift solenoid exhausted, spring force moves the valve toward the solenoid and into the First and Fourth gear position. In this position the following changes occur at the shift valve:
4th clutch feed 1 fluid fills the 4th clutch feed 2 fluid circuit. Orificed D32/1-2 fluid pressure at the spring end of the valve is blocked from feeding the 2nd clutch fluid circuit and assists spring force on the valve. Servo release fluid is blocked from feeding the 3rd clutch feed fluid circuit. 3rd clutch feed fluid exhausts through the valve, into the 1-2 regulated fluid circuit and past the low pressure control valve. Servo release fluid is routed into the 2nd clutch fluid circuit to keep the 2nd clutch and TCC applied in Fourth gear.

(Torque Converter Clutch Applied) PASSAGES
OVERRUN CLUTCH RELEASES AND 4TH CLUTCH APPLIES Overrun Lockout Valve (705): 4th clutch feed 2 fluid pressure shifts the valve against spring force and into the Fourth gear position. In this position the following changes occur: Line pressure is blocked from entering the overrun clutch fluid circuit and overrun clutch fluid is open to an exhaust port at the valve. Orificed 4th clutch feed 2 fluid at the middle of the valve fills the 4th clutch fluid circuit. Overrun Clutch Piston (513): Overrun clutch fluid exhausts from the piston, thereby releasing the overrun clutch plates. 4th Clutch Piston (532): 4th clutch fluid pressure moves the piston to apply the 4th clutch plates and obtain Fourth gear. 3-4 Accumulator Piston (18): 4th clutch fluid pressure moves the piston against spring force and 3-4 accumulator fluid pressure. This action absorbs initial 4th clutch fluid pressure to cushion the 4th clutch apply. Also, the movement of the accumulator piston forces some 3-4 accumulator fluid out of the accumulator assembly. 3-4 Accumulator Valve Train (405-409): Regulates the exhaust rate of excess 3-4 accumulator fluid past the 3-4 accumulator valve (407). This fluid regulation is controlled by orificed accumulator fluid pressure moving the valve train against throttle signal fluid pressure acting on the 3-4 accumulator control valve (409). Refer to page 32A for a complete description of accumulator control during a 3-4 upshift. 3rd Clutch Check Valve (85): With 3rd clutch fluid exhausted, servo release fluid pressure seats the ball against the 3rd clutch feed fluid circuit. Only servo release fluid feeds the 3rd clutch fluid circuit in Fourth gear. CONVERTER CLUTCH TCC Solenoid (416): Figure 77 shows the TCC solenoid ON and the converter clutch applied. Under normal operating conditions the TCC will be applied in Fourth gear. Note: Remember that the TCC releases during all upshifts and downshifts, re-applying after the shift is complete if operating conditions are appropriate. SUMMARY
1-2 / 3-4 SOL N.C. OFF 2-3 SOL N.O. OFF OVERDRIVE ROLLER CLUTCH FW OVERRUN CLUTCH FOURTH CLUTCH APPLIED FW = FREEWHEELING THIRD CLUTCH APPLIED REVERSE CLUTCH SECOND CLUTCH APPLIED PRINCIPLE SPRAG ASSEMBLY NE BAND ASSEMBLY
COMPONENTS ( )
(306) (317) (324) (415)
NE = NOT EFFECTIVE
80A
80B

25 31 3 25 2 8 4 2 31 2 4 31 25 2 1 31 10 14 10c 3 31 4 31 31 31 4 12 31 31 31 4 31 12 31 31c 4b 31d 10b 14b 31f 31e 14a 31 25a 31a 12a 4a 31b 12b 1b 10a

25 3b 31i 4f 4g/3 8a 2d 31 25c 4d 2a 3c/6 4c 2e/3 2b 3a 2f 25e 2c 1a 14 10 14 31 1 2 25 25 2 1 31 14 10 25d 31g 4e 31 31 7 1 12 31h 31 4 10 31 10 31 1 3 2 1 2 31 2 7 12 4 2 6 31 25 4 7 12 31 10 6 31 31 2 1 31 10 14 4 31 4 31 31 31 4 31 10 14 25 2 31 31 12 31 31 31 31 25b 12 31 4 31 31 6 3 7 4 31 31 12 31 25 8 2 6 25 6 31 12 31 12 25 31 25 6
(317)
31
(7)
31 32
(317)
31
(317)
4
31
11
25

(27)
31 6 31 25 31 6 14 14 31 31 31 31 14 24 31 24 2 31 1 20 31 10 14 29 28 20 31 27 27 25 12 31 31 31 20 28 31 28 4 31
PUMP WEAR PLATE (9)
PUMP GASKET (11)
31 25 31 31 25 31 6 31 31 12 28 4 27 28 29 10 31 2 14 24 1 2 20 27 20 14 31 28 31 20 20 31 31 12c 31 28a 4h 28b 27a 28d 31o 24a 27b 27c 28c 29a 29b 10d 31 25 31 14 25 31n 31u
31j 25f 25h 25g 31l 6a 31k 14g 31m 20a 14f 14e 14d 31r 31q 20b 20c 31p 2h 14c 24b 1c 20d 2g 29 10 12 31s 31t 4 27 28 28 27 28 31 31 31 20 25i 31 25
31
15
25 31 25
25 14
25 31 6 31 15
25 14
25 25 14 31 14
20
29 20 12 31 28
31
6 31
14 6
14
31
14
31 20 31
31 31
31
24
2 27
27
20
31 4 5
31
31
(34)
4
5 31
31 28
29
24 31 31 20
(35)
27 20 24 1 2 31
20 31 2 14 24 1 2 20
10 31 29
14
31
11
FRONT

FRONT

31 20 2 1 25 2 1 25
21

20f/21
D32 SHUTTLE (85)
21a 14l/21 2i 1d 2j
11 2 11
31 10 14 9 9
2 1
2 31 14 10
2 14
14 10 28 31
2k
14k 11a
10e 1 2 10f 2
31 10
11
FRONT
9c
10g
14 20 31
17 20 20 30
20h
25
31
30g
20i
31
FRONT
13
19
25 21 2 1 2
FRONT
20
25 21 2 1 2
14
20

2 20 20 1 24 22 14 24 29 27 29 17 20 10 17 31 31 31 31 31
14
14 29 31 16
31 30 14 30 31
19
32
9 9 10
22 31 22 14 22 29 16 22 17 23 29 17 29 30 20 20
17
17 31 31 31 30 18 18 17 17 17 19 30
20 1 20 23 20 31
30
9 14 11 10
9 10
FRONT
11 2
11 2 11
14
23 31 23
10
29
23
17
20
20 20 27
Figure 78
FOLDOUT 81
20
NOTE:
13
13
16 13 16 16 22 16 22
FRONT
31 13 14 2 2 31 31 22 31 14 14 23 10 10 17
31
16 16 16 16
13 13 29
16
14 29
31
17 17
17 16
30 30 30 30
29 22 31 22 16 22 17 16 23 22 30 31 31 29 18
30
31
18 17 17 17
31
18 17 20 20
17 27 20
21
29 27
10
11b
14 10
31
9b
9a
24
31 24
20
19 2 20 31 29
17
32 22 31 20g 1e 23a/22 23b/24 27d 20
1 31 22 14 10 29 27
17
30
31 14
22
30 16 23 29
31
31 19 31 18 17
17
31 23 17
20e
FRONT
14
31
31v 2o 31w
19a/17 29f/17 32a 20

23 10
17
26
31
31
10 22
31 16
17
18
17
30b 30c
31x 22a 14o 23c 10h 31aa 17b 17a 31y 14p
(317)
19b 20 1
14
22
23 14
31
22
30
29 19 31 17
18b 18a 17e 17f 17g
31
31 2
30
31
30
30
31
29 2 14
FRONT
16
29
13
31
31 16 2
13 14
29
17 19 19
9 10
22
20
25k
10
31 31 13 16
31

13a 14m 14n 31dd 29c 29d 30a 13b 16a 16b 19c 20 27 31
(306)
31
30 23
FRONT
27
22
20
17 31
18
(317)
31 18 17 17
17
16
29
(324)

With the transmission operating in Fourth gear, a 4-3 downshift can occur due to coastdown or heavy throttle conditions. Also, increased engine load will cause a 4-3 downshift. Figure 79 shows the transmission during a 4-3 downshift. During a 4-3 downshift the following changes occur to the transmissions hydraulic and electrical systems: 4TH CLUTCH RELEASES & OVERRUN CLUTCH APPLIES 1-2/3-4 Shift Solenoid (303): Energized (turned ON) by the TCM, the solenoid opens and D32/1-2 fluid flows through the solenoid, acting on the 1-2/3-4 shift valve. 1-2/3-4 Shift Valve (304): D32/1-2 fluid pressure from the solenoid moves the valve against spring force and into the Second and Third gear position, thereby causing the following: 4th clutch feed 1 fluid is blocked by the valve and the 4th clutch feed 2 fluid circuit is open to an exhaust port. Servo release fluid is blocked from entering the 2nd clutch fluid circuit and fills the 3rd clutch feed fluid circuit. Orificed D32/1-2 fluid at the spring end of the valve feeds the 2nd clutch fluid circuit. Overrun Lockout Valve (705): With 4th clutch feed 2 fluid exhausted, spring force moves the valve out of the Fourth gear position. This opens the 4th clutch fluid circuit to an orificed exhaust circuit and line pressure fills the overrun clutch fluid circuit. The orificed exhaust of 4th clutch fluid helps control the release of the 4th clutch. 4th Clutch Piston (532): 4th clutch fluid pressure exhausts from the piston, thereby releasing the 4th clutch plates. 3-4 Accumulator Piston (18): With 4th clutch fluid exhausting, 3-4 accumulator fluid pressure and spring force move the piston to a Third gear position. 3-4 Accumulator Valve Train: Regulates line pressure into the 3-4 accumulator fluid circuit in relation to throttle signal fluid pressure. Refer to page 32A for a complete description of the 3-4 accumulator system during a 4-3 downshift. Overrun Clutch Piston (513): Overrun clutch fluid pressure moves the piston to apply the overrun clutch and obtain Third gear. 3rd Clutch Check Valve (85): 3rd clutch feed fluid pressure unseats the checkball and, in addition to servo release fluid, feeds the 3rd clutch fluid circuit. Force Motor Solenoid (404): Remember that the force motor solenoid continually adjusts throttle signal fluid pressure, and line pressure, in relation to TCM input signals. CONVERTER CLUTCH Torque Converter Clutch (TCC) Solenoid (416): During the downshifting from Fourth gear to Third gear the TCM releases the converter clutch by de-energizing the TCC solenoid. When de-energized, the solenoid blocks solenoid feed fluid from entering the solenoid signal fluid circuit. The solenoid signal fluid circuit is open to an exhaust through the solenoid. TCC Control Valve (210): With solenoid signal fluid pressure exhausted, spring force moves the valve into the release position. This blocks line pressure from entering the apply fluid circuit and apply fluid returning from the converter enters the cooler fluid circuit. Also, converter in fluid fills the release fluid circuit with the valve in the release position. TCC Apply Checkball (504): This retainer & ball assembly, located in the turbine shaft, is unseated by release fluid pressure. This allows release fluid to quickly fill the converter. Torque Converter (1): Release fluid is routed between the converter cover and pressure plate to keep the converter clutch released and fill the converter with fluid. Fluid exits the converter in the apply fluid circuit, flows through the TCC control valve and into the cooler fluid circuit. Note: The converter clutch will re-apply in Third gear under normal operating conditions. SUMMARY
1-2 / 3-4 SOL N.C. ON 2-3 SOL N.O. OFF OVERDRIVE ROLLER CLUTCH LD OVERRUN CLUTCH APPLIED FW = FREEWHEELING FOURTH CLUTCH THIRD CLUTCH APPLIED NE = NOT EFFECTIVE REVERSE CLUTCH SECOND CLUTCH APPLIED PRINCIPLE SPRAG ASSEMBLY NE BAND ASSEMBLY

(Torque Converter Clutch Released) PASSAGES
COMPONENTS ( )
(306) (317) (324) (415)
82A
82B

25 31 3 25 2 8 4 2 31 2 4 31 25 2 1 31 10 14 10c 3 31 4 31 31 31 4 12 31 31 31 4 31 12 31 31c 4b 31d 10b 14b 31f 31e 14a 2e/3 31 25a 31a 12a 4a 31b 12b 1b 10a

25 3b 31i 4f 4g/3 8a 2d 31 25c 4d 2a 3c/6 4c 3a 2b 2f 25e 2c 1a 14 10 14 31 1 2 25 25 2 1 31 14 10 25d 31g 4e 31 31 25 7 12 2 31 1 3 2 1 2 31 4 2 6 31 4 10 31 10 4 7 12 31 12 31 31 10 6 31 31 2 4 31 4 31 31 31 4 31 10 14 25 2 1 31 10 14 31 31 31 31 31 25b 12 31 4 7 12 31h 31 1 31 31 6 3 7 4 31 31 12 31 25 8 2 6 25 6 31 12 31 12 25 31 25 6
(317)
31
1 31 32
(317)
4
31

(27)
31 6 31 25 31 6 14 14 31 31 31 31 14 24 31 24 2 31 1 20 31 10 11 14 29 28 20 31 27 27 25 12 31 31 31 20 28 31 28 4 31
12 28 4 27 28 27
20
14 31 28 31 20 31 2 20 2 1 20 31 31 12c 31 28a 4h 28b
20a
14d 31r 12 31s 31t 4 27 28 20c 31p 2h 20d 2g 1c 28 27
20 31 28 31 20 31
14 31 31 20 28 20 2 1 31
20
29 12 31 20 28
27a
28d 31o 24a 20b
31q
2 27
27
20
31 4 5
FRONT

31 20 2 1 25 2 1 25
21

20f/21
21a 14l/21 2i 1d 2j
11 2 11
31 10 14 9 9
2 1
2 31 14 10
2 14
14 10 28
2k
14k 11a
10e 1 2 10f 2
31 10
29 21 10g 14 20 27 31 31 27
11
31
FRONT
17 20 20 30
9c
20h
25
30g
20i
31
FRONT
13
19
25 21 2 1 2
FRONT
20
25 21 2 1 2
14
20

2 20 20 1 24 22 14 24 29 27 29 17 20 10 17 31 31 31 31 31
14
14 29 31 16
31 30 14 30 31
19
32
9 9 10
22 31 22 14 22 29 16 22 17 23 29 17 29 30 20 20
17
17 31 31 31 30 18 18 17 17 17 19 30
20 1 20 23 20 31
30
9 14 11 10
9 10
FRONT
11 2
11 2 11
14
23 31 23
10
29
23
17
20
20 20 27
Figure 80
FOLDOUT 83
20
NOTE:
13
13
16 13 16 16 22 16 22
FRONT
31 13 14 2 2 31 31 22 31 14 14 23 10 10 17
31
16 16 16 16
13 13 29
16
14 29
31
17 17
17 16
30 30 30 30
29 22 31 22 16 22 17 16 23 22 30 31 31 29 18
30
31
18 17 17 17
31
18 17 20 20
17 27 20
10
11b
14 10
31
9b
9a
24
31 24
20
19 2 20 31 29
17
32 22 31 20g 1e 23a/22 23b/24 27d 20
1 31 22 14 10 29
17
30
31 14
22
30 16 23 29
31
31 19 31 18 17
17
31 23 17
20e
FRONT
14
31
31v 2o 31w
19a/17 29f/17 32a 20

23 10
17
26
31
31
10 22
31 16
17
18
17
30b 30c
31x 22a 14o 23c 10h 31aa 17b 17a 31y 14p
(317)
19b 20 1
14
22
23 14
31
22
30
29 19 31 17
18b 18a 17e 17f 17g
31
31 2
30
31
30
30
31
29 2 14
FRONT
16
29
13
31
31 16 2
13 14
29
17 19 19
9 10
22
20
25k
10
31 31 13 16
31
(7)
(317)
PUMP WEAR PLATE (9)

11
25
PUMP GASKET (11)
31 25 31 31 25 31 6 31 31 31 25 31 14 25 31n 31u
31j 25f 25h 25g 31l 6a 31k 14g 31m 14f 14e 31 31 25i 31 25
31
15
25 31 25
25 14
25 31 6 31 15
25 14
25 25 14 31 31
6 31
14 6
14
31
14
24
31
31
(34)
4
5 31
27b 27c 28c 29a 29b 10d
31
29
24 31 31 20
(35)
27 20 24 1 2 31
29 10
14
24
14c 24b
29 10
31 2 14 24 31
10 31 29
14

FRONT
D32 SHUTTLE (85)

13a 14m 14n 31dd 29c 29d 30a 13b 16a 16b 19c 20 27 31
(306)
31
30 23
FRONT
27
22
20
17 31
18
(317)
31 18 17 17
17
16
29
(324)

Similar to a 4-3 downshift, if the transmission is operating in Third gear a 3-2 downshift can occur due to coastdown, heavy throttle, or increased engine load conditions. A 3-2 downshift occurs when the TCM receives the appropriate input signals to energize (turn ON) the 2-3 shift solenoid. Figure 81 shows the transmission during a 3-2 downshift. During the downshift the following changes occur: 2-3 Shift Solenoid (307): Energized by the TCM, the solenoid closes and blocks D32/1-2 fluid from acting on the end of the 23 shift valve. D32/1-2 fluid at the end of the valve is open to an exhaust passage through the solenoid. 2-3 Shift Valve (308): Without D32/1-2 fluid pressure from the shift solenoid, spring force moves the valve into the First and Second gear position. In this position the following changes occur: D32/1-2 fluid at the middle of the valve is blocked from entering the 4th clutch feed 1 fluid circuit. 4th clutch feed 1 fluid exhausts past the valve. D32 fluid is blocked from entering the servo release fluid circuit. Servo release fluid exhausts past the valve. Remember that in Third and Fourth gear servo release fluid fed the 3rd clutch fluid circuit. 3RD CLUTCH RELEASES 3rd Clutch Piston (638): 3rd clutch fluid pressure exhausts from the piston, thereby releasing the 3rd clutch plates. 3rd Clutch Check Valve (85): Exhausting 3rd clutch fluid is orificed (#24) to the 3rd clutch checkvalve, located in the main case valve body. This exhausting fluid keeps the ball unseated and flows through both the servo release and 3rd clutch feed fluid circuits. Servo Piston (97): Servo release fluid pressure exhausts from the piston. Servo apply fluid pressure overcomes the force from both the servo cushion (99) and servo return (103) springs. This moves the servo piston and apply pin (102 to apply the brake band. 3rd Clutch Quick Dump Valve (85): Exhausting servo release fluid seats the ball and is forced through orifice #22d. This orifice helps control the exhaust of servo release fluid which helps control the 3rd clutch release rate. The orifice also helps control the apply rate of the brake band. BRAKE BAND APPLIES Pulse Width Modulated (PWM) Band Apply Solenoid (323): The TCM controls the solenoids duty cycle depending on vehicle application and operating conditions. The duty cycle determines the rate at which the solenoid regulates D32/1-2 fluid into the servo apply fluid circuit. Refer to the Electronic Components Section for a detailed description of the PWM solenoid operation. CONVERTER CLUTCH Torque Converter Clutch (TCC): As explained on page 82A (4-3 Downshift), the converter clutch releases prior to all downshifts. However, in Second gear the converter clutch will not reapply under normal operating conditions. Refer to page 82A (43 Downshift) for a complete explanation of the converter clutch hydraulic circuits during TCC release. SUMMARY
DRIVE RANGE - 3-2 DOWN SHIFT

PASSAGES
COMPONENTS ( )
(306) (317) (324) (415)
84A
84B

(317)
31
1 31 32
(317)
4
31

(27)
31 6 31 25 31 6 14 14 31 31 31 31 14 24 31 24 2 31 1 20 31 10 11 14 29 28 20 31 27 27 25 12 31 31 31 20 28 31 28 4 31
12 28 4 27 28 27
20
14 31 28 31 20 31 2 20 2 1 20 31 31 12c 31 28a 4h 28b
20a
14d 31r 12 31s 31t 4 27 28 20c 31p 2h 20d 2g 1c 28 27
20 31 28 31 20 31
14 31 31 20 28 20 2 1 31
20
29 12 31 20 28
27a
28d 31o 24a 20b
31q
2 27
27
20
31 4 5
FRONT

31 20 2 1 25 2 1 25
21

20f/21
20 2
25k 20e 21a 14l/21 2i 1d 2j

11 2 11
10
31 31 9 10 20 2 10 1 9 24 14 2 20 31 31 29
17
13
16 19 32
22
FRONT
31v 2o 31w 31 20g 1e 23a/22 23b/24 27d
19a/17 29f/17 32a 20

23 10
17
26
31
31
10 22
31 16
17
18
17
31 14 9
30b 30c
31x 22a 14o 23c 10h 31aa 17b 17a 20h 31y 14p
1 31 31 24 14 10 29 27 31 20
17
30
31 14
22
22 30 16 23 29 18 17
17 31
(317)
19b 20 1
14
22
23 14
31
22
30
31 19 31
29 19 31 17
2 31 14 10
2 14
31 14 10 28
2k
9b 14k 11a
9a 10e 1 2 10f 2
22
18b 18a 17e 17f 17g
31
31 2
30
31
30
30
10 31 10
11b
14 10 29
31
31 23 17 20 30 20
29 2 14 31
FRONT
16
29
13
11
31
FRONT
9c
10g
14 20
17
25
31
31
FRONT
13
19
25 21 2 1 2
FRONT
20
25 21 2 1 2
14
20

2 20 20 1 24 22 14 24 29 27 29 17 20 10 17 31 31 31 31 31
14
14 29 31 16
31 30 14 30 31
19
32
9 9 10
22 31 22 14 22 29 16 22 17 23 29 17 29 30 20 20
17
17 31 31 31 30 18 18 17 17 17 19 30
20 1 20 23 20 31
30
9 14 11 10
9 10
FRONT
11 2
11 2 11
14
23 31 23
10
29
23
17
20
20 20 27
Figure 82
FOLDOUT 85
20
NOTE:
13
13
16 13 16 16 22 16 22
FRONT
31 13 14 2 2 31 31 22 31 14 14 23 10 10 17
31
16 16 16 16
13 13 29
16
14 29
31
17 17
17 16
30 30 30 30
29 22 31 22 16 22 17 16 23 22 30 31 31 29 18
30
31
18 17 17 17
31
18 17 20 20
17 27 20
21
27
31 16 2
13 14
29
17 19 19
31
(7)
(317)
PUMP WEAR PLATE (9)

11
25
PUMP GASKET (11)
31 25 31 31 25 31 6 31 31 31 25 31 14 25 31n 31u
31j 25f 25h 25g 31l 6a 31k 14g 31m 14f 14e 31 31 25i 31 25
31
15
25 31 25
25 14
25 31 6 31 15
25 14
25 25 14 31 31
6 31
14 6
14
31
14
24
31
31
(34)
4
5 31
27b 27c 28c 29a 29b 10d
31
29
24 31 31 20
(35)
27 20 24 1 2 31
29 10
14
24
14c 24b
29 10
31 2 14 24 31
10 31 29
14

FRONT
D32 SHUTTLE (85)

13a 14m 14n 31dd 29c 29d 30a 13b 16a 16b 19c 20 27 31
(306)
31
30 23
FRONT
27
22
20
17 31
18
(317)
31 18 17 17
17
16
29
(324)

(from Manual Third - Third Gear)
Note: The complete hydraulic circuit for Manual Third gear range has been omitted. This is because Manual Third operation is identical to Drive Range. However, in Manual Third the TCM prevents the transmission from upshifting into Fourth gear regardless of operating conditions. Also, in Manual Third the R321 fluid circuit at the manual valve is fed by line pressure but does not affect the transmission operation. A manual 3-2 downshift can be accomplished by moving the gear selector lever into the Manual Second (2) position when the transmission is operating in Third gear. Figure 83 shows the transmission during a Manual 3-2 downshift. If vehicle speed is below approximately 120 km/h (75 mph) the TCM will downshift the transmission into Second gear. Above this speed the TCM will keep the shift solenoids in a Third gear state and the transmission in Manual Second - Third Gear until vehicle speed decreases appropriately. Also, once in second gear, the TCM prevents the transmission from upshifting to third gear. In Manual Second the transmission upshifts and downshifts normally between First and Second gears. For a complete description of a 3-2 downshift refer to page 84A (Drive Range - 3-2 Downshift). The following text explains what is different during a manual 3-2 downshift (from Drive Range - Third Gear to Manual Second - Second Gear) as opposed to a forced 3-2 downshift in Drive Range. Manual Valve (326): D32 fluid at the manual valve feeds the 1-2 fluid circuit. Mode Switch: Located on the selector shaft (61), it signals the TCM that the selector lever and manual valve are in the Manual Second (2) position. Overrun Lockout Valve (705): 1-2 fluid pressure assists spring force and hydraulically prevents the valve from shifting into the Fourth gear position, thereby preventing Fourth gear. D32 Shuttle Valve (85): 1-2 fluid pressure unseats the ball and, in addition to D32 fluid, feeds the D32/1-2 fluid circuit. The D32 shuttle valve is located in the main case. Low Pressure Control Valve (312): 1-2 fluid pressure moves the valve against spring force and orificed 1-2 regulated fluid. This action regulates 1-2 fluid into the 1-2 regulated fluid circuit. 1-2 regulated fluid pressure is approximately one half that of 1-2 fluid pressure and line pressure. This provides for a softer apply of the 3rd clutch when the transmission downshifts to First gear (remember that the 3rd clutch is applied in Manual Second - First Gear). 1-2/3-4 Shift Solenoid (303): The TCM keeps the solenoid energized (ON) as in Third gear. This keeps the solenoid open and D32/1-2 fluid pressure acting on the end of the 1-2/3-4 shift valve. 1-2/3-4 Shift Valve (304): In the Second and Third gear position the valve blocks 1-2 regulated fluid. This fluid is for use in First gear in Manual Second and Manual First. Otherwise the valve operates the same as in Third gear.

(from Manual Third - Third Gear) PASSAGES
COMPONENTS ( )
(306) (317) (324) (415)
SUMMARY
86A
86B

(317)
31
1 31 32
(317)
4
31

(27)
31 6 31 25 31 6 14 14 31 31 31 31 14 24 31 24 2 31 1 20 31 10 11 14 29 28 20 31 27 27 25 12 31 31 31 20 28 31 28 4 31
12 28 4 27 28 27
20
14 31 28 31 20 31 2 20 2 1 20 31 31 12c 31 28a 4h 28b
20a
14d 31r 12 31s 31t 4 27 28 20c 31p 2h 20d 2g 1c 28 27
20 31 28 31 20 31
14 31 31 20 28 20 2 1 31
20
29 12 31 20 28
27a
28d 31o 24a 20b
31q
2 27
27
20
31 4 5
FRONT

31 20 2 1 25 2 1 25
21

20f/21
20 2
25k 20e 21a 14l/21 2i 1d 2j

11 2 11
10
31 31 9 10 20 2 10 1 9 24 14 2 20 31 31 29
17
13
16 19 32
31 14 9
1 31 31 24 14 10 29 27 31 20
17
30
31 14
22
22 30 16 23 29 18 17
17 31
31 19 31
2 31 14 10
2 14
31 14 10 28
2k
9b 14k 11a
9a 10e 1 2 10f 2
22
10 31 10
11b
14 10 29
31 23 17 20 30 20 27d
11
31
FRONT
9c
10g
14 20
17
25
31
20h
30g
20i
31
FRONT
13
19
25 21 2 1 2
FRONT
20
25 21 2 1 2
14
20

2 20 20 1 24 22 14 24 29 27 29 17 20 10 17 31 31 31 31 31
14
14 29 31 16
31 30 14 30 31
19
32
9 9 10
22 31 22 14 22 29 16 22 17 23 29 17 29 30 20 20
17
17 31 31 31 30 18 18 17 17 17 19 30
20 1 20 23 20 31
30
9 14 11 10
9 10
FRONT
11 2
11 2 11
14
23 31 23
10
29
23
17
20
20 20 27
Figure 84
FOLDOUT 87
20
NOTE:
13
13
16 13 16 16 22 16 22
FRONT
31 13 14 2 2 31 31 22 31 14 14 23 10 10 17
31
16 16 16 16
13 13 29
16
14 29
31
17 17
17 16
30 30 30 30
29 22 31 22 16 22 17 16 23 22 30 31 31 29 18
30
31
18 17 17 17
31
18 17 20 20
17 27 20
21
27
FRONT
31v 2o 31w 31 20g 1e 23a/22 23b/24
19a/17 29f/17 32a 20

23 10
17
26
31
31
10 22
31 16
17
18
17
30b 30c
31x 22a 14o 23c 10h 31aa 17b 17a 31y 14p
(317)
19b 20 1
14
22
23 14
31
22
30
29 19 31 17
18b 18a 17e 17f 17g
31
31 2
30
31
30
30
31
29 2 14
FRONT
16
29
13
31
31 16 2
13 14
29
17 19 19
22
31
(7)
(317)
PUMP WEAR PLATE (9)

11
25
PUMP GASKET (11)
31 25 31 31 25 31 6 31 31 31 25 31 14 25 31n 31u
31j 25f 25h 25g 31l 6a 31k 14g 31m 14f 14e 31 31 25i 31 25
31
15
25 31 25
25 14
25 31 6 31 15
25 14
25 25 14 31 31
6 31
14 6
14
31
14
24
31
31
(34)
4
5 31
27b 27c 28c 29a 29b 10d
31
29
24 31 31 20
(35)
27 20 24 1 2 31
29 10
14
24
14c 24b
29 10
31 2 14 24 31
10 31 29
14

FRONT
D32 SHUTTLE (85)

13a 14m 14n 31dd 29c 29d 30a 13b 16a 16b 19c 20 27 31
(306)
31
30 23
FRONT
27
22
20
17 31
18
(317)
31 18 17 17
17
16
29
(324)

(from Manual Second - Second Gear)
A manual 2-1 downshift can be accomplished by moving the gear selector lever into the Manual First (1) position when the transmission is operating in Second gear. Figure 85 shows the transmission during a Manual 2-1 downshift. If vehicle speed is below approximately 60 km/ h (37 mph) the transmission will shift into First gear. Above this speed the TCM will keep the shift solenoids in a Second gear state and the transmission in Manual First - Second Gear until vehicle speed slows sufficiently. Also, once in first gear, the TCM prevents the transmission from upshifting into second gear. The following text describes the downshift from Manual Second - Second Gear to Manual First - First Gear: Manual Valve (326): Line pressure is blocked from entering the D32 fluid circuit and D32 fluid exhausts past the valve. The line pressure fluid circuit is open to feed the 1-2 fluid circuit. Mode Switch: Located on the selector shaft (61), it signals the TCM that the selector lever and manual valve are in the Manual First (1) position. D32 Shuttle Valve (85): 1-2 fluid pressure seats the ball against the empty D32 fluid circuit and continues to feed the D32/1-2 fluid circuit. 1-2/3-4 Shift Solenoid (303): De-energized by the TCM, the solenoid blocks D32/1-2 fluid pressure from passing through the solenoid. Also, the D32/1-2 fluid at the end of the 1-2/3-4 shift valve is open to an exhaust through the solenoid. 1-2/3-4 Shift Valve (304): Without D32/1-2 fluid pressure from the solenoid, spring force moves the valve into the First and Fourth gear position. This blocks D32/1-2 fluid from feeding the 2nd clutch fluid circuit and allows 1-2 regulated fluid to enter the 3rd clutch feed fluid circuit. 2nd clutch fluid exhausts past the valve and through the servo release fluid circuit. 2ND CLUTCH RELEASES 2nd Clutch Piston (622): 2nd clutch fluid exhausts from the piston, thereby releasing the 2nd clutch plates. 1-2 Accumulator Piston (315): 2nd clutch fluid exhausts from the piston. Spring force and 1-2 accumulator fluid pressure move the piston to the First gear position. 1-2 Accumulator Valve Train: Regulates line pressure into the 1-2 accumulator fluid circuit. Refer to page 32A for a complete description of 1-2 accumulator system during a 2-1 downshift. TCC Solenoid (416): Solenoid feed fluid exhausts from the solenoid, past the reverse shuttle valve (85) and through the 2nd clutch fluid circuit. This prevents the converter clutch from applying under any conditions. 3RD CLUTCH APPLIES 3rd Clutch Check Valve (85): 3rd clutch feed fluid pressure seats the ball against the servo release fluid circuit and is orificed into the 3rd clutch fluid circuit. This orifice helps control the apply rate of the 3rd clutch. 3rd Clutch Piston (638): 3rd clutch fluid pressure moves the piston to apply the 3rd clutch plates. The 3rd clutch is applied to provide engine compression braking during coast conditions in Manual First - First Gear. Low Pressure Control Valve (312): The regulation of 1-2 fluid into 1-2 regulated fluid pressure helps control the 3rd clutch apply rate. 1-2 regulated fluid pressure is approximately one half that of line pressure to provide a slower apply of the 3rd clutch, as compared to the 3rd clutch apply during a 2-3 upshift where the 3rd clutch fluid circuit is fed by servo release fluid. A slower apply is needed in a manual 2-1 downshift because the apply feel of the 3rd clutch is more noticeable than in a 2-3 upshift. This is due to the brake band being applied during a manual 2-1 downshift. Note: Third gear is prevented hydraulically by exhausting D32 fluid. Fourth gear is also prevented hydraulically. This is done by routing 1-2 fluid to the overrun lockout valve. 1-2 fluid pressure prevents the overrun lockout valve from shifting into the Fourth gear position under any conditions. SUMMARY
1-2 / 3-4 SOL N.C. OFF 2-3 SOL N.O. ON OVERDRIVE ROLLER CLUTCH LD OVERRUN CLUTCH APPLIED FW = FREEWHEELING FOURTH CLUTCH THIRD CLUTCH APPLIED NE = NOT EFFECTIVE REVERSE CLUTCH SECOND CLUTCH PRINCIPLE SPRAG ASSEMBLY LD BAND ASSEMBLY APPLIED

(from Manual Second - Second Gear) PASSAGES
COMPONENTS ( )
(306) (317) (324) (415)
88A
88B

25 25 31 3 25 2 8 4 2 31 2 4 31 25 2 1 31 10 14 10c 3 31 4 31 31 31 4 12 31 31 31 4 31 12 31 31c 4b 31d 10b 14b 31f 1a 31e 14a 2e/3 2b 3a 2f 25e 2c 14 10 14 31 1 2 25 25 2 1 31 14 10 25d 31g 31 25a 31a 12a 4a 31b 12b 1b 10a 2a 3c/6 4c 31h 31 4 10 31 10 31 1 3 2 1 2 31 2 4d 3b 31i 4f 4g/3 8a 2d 31 25c 4e 31 31 25 7 12 4 2 6 31 4 7 12 1 12 12 31 31 10 6 31 31 2 1 31 10 14 4 31 4 31 31 31 4 31 10 14 25 2 31 31 31 31 31 31 25b 12 31 4 7 31 31 6 3 7 4 31 31 12 31 25 8 2 6 25 6 31 12 31 12 25 31 25 6
(317)
31

(27)
31 6 31 25 31 6 14 14 31 31 31 31 14 24 31 24 2 31 1 20 31 10 11 14 29 28 20 31 27 27 25 12 31 31 31 20 28 31 28 4 31
28 31
27
28 29 10 31 2 14 24 1
20 20 2
27 24a 20c 31p 2h 20d 2g 1c
28 29 10 31 2 14 24 1
20 20 2
28
29
31 31 20 5
29b 10d
31
14c 24b
FRONT

FRONT

31 25 2 1 25 20 31 20 2

20f/21
D32 SHUTTLE (85)

13a 31v 2o 32
17
25k 20e 21a 14l/21 2i 1d 2j

11 2 11
10
31 31 9 10 20 2 20 31 14 31 29 13 16 19
22
FRONT
13b 16a
16b
19c
21
FRONT
19a/17 29f/17 32a 20

23 10
17
26
2 1
31
31
10 22
31 16
17
18
17
31 10 14 9 9
2 1
31w 31 20g 1e 23a/22 23b/24 27d 31x
30b 30c
1 31 31 24 14 10 29 27 31 20
17
30
31 14
22
22 30 16 23 29 18 17
17 31
(317)
19b 20 1
14
22
23 14
31
22
30
31 19 31
22a 14o
31y 14p 23c
29 19 31 17
2 31 14 10
2 14
14 10 28
2k
14k 11a
10e 1 2 10f 2
10 31 10
11b
14 10 29
11
31
FRONT
9c
10g
14 20
17 30 20
25
31
20h
31
FRONT
13
19
25 21 2 1 2
FRONT
20
25 21 2 1 2
14
20

2 20 20 1 24 22 14 24 29 27 29 17 20 10 17 31 31 31 31 31
14
14 29 31 16
31 30 14 30 31
19
32
9 9 10
22 31 22 14 22 29 16 22 17 23 29 17 29 30 20 20
17
17 31 31 31 30 18 18 17 17 17 19 30
20 1 20 23 20 31
30
9 14 11 10
9 10
FRONT
11 2
11 2 11
14
23 31 23
10
29
23
17
20
20 20 27
Figure 86
FOLDOUT 89
20
NOTE:
13
13
16 13 16 16 22 16 22
FRONT
31 13 14 2 2 31 31 22 31 14 14 23 10 10 17
31
16 16 16 16
13 13 29
16
14 29
31
17 17
17 16
30 30 30 30
29 22 31 22 16 22 17 16 23 22 30 31 31 29 18
30
31
18 17 17 17
31
18 17 20 20
17 27 20
21
27
31
9b
9a
24
22
18b 18a 17e 17f 17g
31
31 2
30
31
30
30
31 23 17 20
10h
31aa 17b
31
29 2 14
FRONT
16
29 17
13 16
17a
31
31 16 2
13 14
29
17 19 19
14m 14n 31dd 29c 29d 30a
20
31 31
4h 28b
27a
28d 31o 20b
31q
28 31
27b 27c 28c 29a
20
31 31
2 27
27
20
31
31 32
(7)
(317)
(317)
4
31

11
25
PUMP WEAR PLATE (9)
PUMP GASKET (11)
31 25 31 31 25 31 6 31 31 12 28 27 20 14 31 12c 31 28a 31 25 31 14 25 31n 31u
31
15
25 31 25
25 14
25 31 6 31 15
25 14
25 25 14 31
20
31
6 31
14 6
14
31
14
20 31
14 31 31
29 12 31
20 28
24
31
31
(34)
4
5 31
31
24
(35)
27 20 24 1 2 31
10 31 29
14
(306)
31 20 27 31 27
30 23
22
20
17 31
18
(317)
31 18 17 17
29
(324)
LUBRICATION POINTS
90
Figure 87
BUSHING, BEARING & WASHER LOCATIONS
1 12 36 51 209 510 525 527 529 631 632
CLUTCH ASSEMBLY, CONVERTER WASHER, THRUST SELECTIVE CASE, MAIN BEARING, NEEDLE/EXTENSION PUMP ASSEMBLY, OIL HOUSING, OVERRUN CLUTCH CARRIER ASSEMBLY, OVERDRIVE COMPLETE BEARING ASEMBLY, THRUST WASHER, THRUST/INTERNAL GEAR/SUPPORT WASHER, THRUST/2ND CLUTCH/3RD CLUTCH RETAINER, CLUTCH HUB
634 644 645 651 652 653 654 655 656 659 701
DRUM ASSEMBLY, 3RD CLUTCH WASHER, THRUST/INPUT SUN BEARING, INPUT SHAFT/GEAR ASSEMBLY BEARING, OUTPUT SHAFT/INPUT SUN WASHER, OUTPUT SHAFT/INPUT SUN CARRIER ASSEMBLY, PLANETARY WASHER, THRUST/OUTPUT SHAFT/INPUT SHAFT BEARING, GEAR/REACTION/SUN BEARING, NEEDLE/REACTION SUN DRUM, REACTION SUN SUPPORT ASSEMBLY, CENTER
Figure 88
91
SEAL LOCATIONS
3 8 15 19 32 38 44 48 50 98 314 505
SEAL RING ASSEMBLY, CONVERTER HOUSING SEAL, O-RING SEAL, O-RING 3-4 ACCUMULATOR RING, 3-4 ACCUMULATOR PISTON RING, OIL SEAL SEAL, O-RING/BREATHER ASSEMBLY SEAL, O-RING/SPEED SENSOR SEAL, O-RING/DRIVE FLANGE SEAL, EXTENSION ASSEMBLY SEAL, RING/SERVO PISTON RING, 1-2 ACCUMULATOR PISTON SEAL, O-RING/TURBINE SHAFT
508 513 533 534 608 609 620 621 635 637 667
RING, OIL SEAL/TURBINE SHAFT PISTON, OVERRUN CLUTCH SEAL, 4TH CLUTCH PISTON (INNER) SEAL, 4TH CLUTCH PISTON (OUTER) SEAL, REVERSE CLUTCH PISTON (INNER) SEAL, REVERSE CLUTCH PISTON (OUTER) SEAL, 2ND CLUTCH PISTON (INNER) SEAL, 2ND CLUTCH PISTON (OUTER) SEAL, 3RD CLUTCH PISTON (INNER) SEAL, 3RD CLUTCH PISTON (OUTER) SEAL, RING/GOVERNOR HUB
92
Figure 89
ILLUSTRATED PARTS LIST
93
CASE AND ASSOCIATED PARTS
94
Figure 90
CASE AND ASSOCIATED PARTS

1 CLUTCH ASSEMBLY, CONVERTER 2 SCREW, SEAL RING ASSEMBLY 3 SEAL RING ASSEMBLY, CONVERTER HOUSING 4 SCREW, CONVERTER HOUSING/MAIN CASE 5 SCREW, CONVERTER HOUSING/OIL PUMP 6 HOUSING, CONVERTER 7 PLUG, CONVERTER HOUSING 8 SEAL, O-RING 9 WEAR PLATE, OIL PUMP BODY 10 PUMP ASSEMBLY, OIL 11 GASKET 12 WASHER, THRUST SELECTIVE 13 RING, SNAP 14 COVER, 3-4 ACCUMULATOR PISTON 15 SEAL, O-RING 3-4 ACCUMULATOR 16 SPRING, 3-4 ACCUMULATOR PISTON 17 PIN, 3-4 ACCUMULATOR PISTON 18 PISTON, 3-4 ACCUMULATOR 19 RING, 3-4 ACCUMULATOR PISTON 20 CASE, ADAPTER 22 CONNECTOR, ELECTRICAL/ADAPTER CASE 23 SCREW & CONICAL WASHER ASSEMBLY 24 SEAL "O" RING, FILLER TUBE 25 TUBE ASSEMBLY, FLUID FILLER 26 SEAL, FILLER TUBE 27 RESTRICTOR, OIL 28 GASKET, TRANSFER PLATE/ADAPTER 29 PLATE, TRANSFER ADAPTER/CENTER SUPPORT 30 SUPPORT ASSEMBLY, CENTER 31 SCREW, CENTER SUPPORT 32 RING, OIL SEAL 33 SEAL, O-RING MAIN CASE 34 FITTING, COOLER 35 FITTING ASSEMBLY, COOLER 36 CASE, MAIN 37 BREATHER, PIPE 38 SEAL, O-RING 39 RESERVOIR 40 SCREW, SPEEDO DRIVEN GEAR ASSEMBLY 41 GEAR ASSEMBLY, SPEEDO DRIVEN 42 GASKET, EXTENSION CASE 43 EXTENSION ASSEMBLY 44 SEAL, O-RING/SPEED SENSOR 45 SENSOR ASSEMBLY, SPEED 46 SCREW, SPEED SENSOR 47 NUT, OUTPUT SHAFT/DRIVE FLANGE 48 SEAL, O-RING/DRIVE FLANGE 49 FLANGE, DRIVE 50 SEAL, EXTENSION ASSEMBLY 51 BEARING, NEEDLE/EXTENSION 52 SCREW, EXTENSION/MAIN CASE 53 SPRING, PARKING PAWL LOCK 54 PAWL, PARKING LOCK 55 CONNECTOR, ELECTRICAL/MAIN CASE 56 ACTUATOR ASSEMBLY, PARKING LOCK 57 NUT, PARKING LOCK LEVER 58 LINK, MANUAL VALVE 59 PIN, SPRING 60 LEVER, PARKING LOCK & RANGE SELECTOR 61 SHAFT, SELECTOR 62 SEAL, SELECTOR SHAFT 63 MODE SWITCH ASSEMBLY 64 SCREW & CONICAL WASHER ASSEMBLY 65 SHIELD, MODE SWITCH 66 PIN, SPRING 67 PAN, BOTTOM/ADAPTER CASE 68 GASKET, BOTTOM PAN/ADAPTER CASE 69 HARNESS ASSEMBLY, ADAPTER CASE 70 SCREW, VALVE BODY 71 VALVE BODY ASSEMBLY, ADAPTER CASE 72 GASKET, ADAPTER VALVE BODY 73 PLATE, ADAPTER VALVE BODY/TRANSFER 74 PAN, BOTTOM/MAIN CASE 75 GASKET, BOTTOM PAN/MAIN CASE 76 GASKET, OIL DRAIN PLUG 77 PLUG, OIL DRAIN 78 MAGNET, CHIP COLLECTOR 79 FILTER, OIL 80 HARNESS ASSEMBLY, MAIN CASE 82 ROLLER & SPRING ASSEMBLY, MANUAL DETENT 83 PLATE, POSITIVE STOP 84 VALVE BODY ASSEMBLY, MAIN CASE 85 BALL, CHECK 86 GASKET, MAIN V.B./TRANSFER PLATE 87 PLATE, MAIN V.B./TRANSFER 88 GASKET, TRANSFER/MAIN CASE 89 SCREW, TRANSFER PLATE ON V.B. 90 SCREW, SERVO COVER 91 COVER, SERVO PISTON 92 GASKET, COVER/SERVO PISTON 93 RING, RETAINING SERVO PISTON 94 CLIP, SERVO PISTON 95 NUT, SERVO SCREW 96 SCREW, SERVO PISTON 97 PISTON, SERVO 98 SEAL, RING/SERVO PISTON 99 SPRING, CUSHION/SERVO PISTON 100 SEAT, CUSHION SPRING 101 SLEEVE, SERVO PISTON ADJUST 102 ROD, APPLY/SERVO PISTON 103 SPRING, RETURN/SERVO PISTON 104 GASKET, ADAPTER CASE/TRANSFER PLATE 105 TRANSMISSION CONTROL MODULE 106 SERVO PISTON ASSEMBLY
Figure 91
PUMP ASSEMBLY
206 207 206 208 209
203
204 205 214 215 216
217
210 211 202 201 213 212
201 202 203 204 205 206 207 208 209
GEAR, OIL PUMP DRIVE GEAR, OIL PUMP DRIVEN PIN, BOOST VALVE SLEEVE SLEEVE, BOOST VALVE VALVE, BOOST SEAT, SPRING/PRESSURE REGULATOR VALVE SPRING, PRESSURE REGULATOR VALVE VALVE, PRESSURE REGULATOR PUMP ASSEMBLY, OIL
210 211 212 213 214 215 216 217
VALVE, CONVERTER CLUTCH CONTROL SPRING, CONVERTER CLUTCH CONTROL VALVE PLUG, CONVERTER CLUTCH CONTROL VALVE PIN, SPRING PISTON, THROTTLE SIGNAL ACCUMULATOR SPRING, THROTTLE SIGNAL ACCUMULATOR SEAT, SPRING/ THROTTLE SIGNAL ACCUMULATOR RING, SNAP/THROTTLE SIGNAL ACCUMULATOR
Figure 92
95
VALVE BODY ASSEMBLIES

309
320 319 306 318 323 317 317 321 325 324 305 304 303 308 307 311 310 302 305 317 312 326 322 309 310
301
302
301 302 303 304 305 306 307 308 309 310 311 312
BODY, VALVE MAIN CASE PIN, SPRING SOLENOID ASSEMBLY, ON/OFF N.C. VALVE, 1-2 & 3-4 SHIFT SPRING, 1-2 & 3-4 (2-3) SHIFT RETAINER, VALVE SOLENOID ASSEMBLY, ON/OFF N.O. VALVE, 2-3 SHIFT PIN, SPRING PLUG, VALVE BORE SPRING, VALVE LOW PRESSURE CONTROL VALVE, LOW PRESSURE CONTROL
317 318 319 320 321 322 323 324 325 326
BALL, CHECK VALVE, 1-2 ACCUMULATOR CONTROL SPRING, 1-2 ACCUMULATOR CONTROL (OPTIONAL) VALVE, 1-2 ACCUMULATOR WASHER, WAVED PWM SOLENOID PIN, SOLENOID PWM SOLENOID ASSEMBLY, BAND CONTROL PWM SCREEN ASSEMBLY, PWM SOLENOID PLUG, SCREEN VALVE, MANUAL
Figure 93
402
403 404 401 317

317 401 402 403 404 405 406 407 408 409 410 411 412 413 414 415 416 417 BALL, CHECK BODY, VALVE/ADAPTER CASE SCREW, SOLENOID FORCE MOTOR RETAINER, FORCE MOTOR SOLENOID, FORCE MOTOR PLUG, 3-4 ACCUMULATOR PIN, SPRING VALVE, 3-4 ACCUMULATOR SPRING, 3-4 ACCUMULATOR VALVE (OPTIONAL) VALVE, 3-4 ACCUMULATOR CONTROL SPRING, FEED LIMIT VALVE RING, RETAINER VALVE, FEED LIMIT SEAL, O-RING PLUG FILTER PLUG, SCREEN SCREEN ASSEMBLY, FORCE MOTOR SOLENOID, TORQUE CONV. CLUTCH ON/OFF N.C. WASHER, T.C.C. SOLENOID SCREW
406
407 405
408
409 412
410 406
411 415 413 414
416
402
417
96
Figure 94
OVERDRIVE INTERNAL COMPONENTS

NEW 513
SOME MODELS 503 508 506 505 503 502 501 504 510 511
OLD 512 513
514
515
516
517
518
SOME MODELS 522 525 524 523 522 519 SOME MODELS 520 521

529 526 527 528
534 533 532 531 530
501 502 503 504 505 506 508 510 511 512 513 514 515 516 517 518
RETAINER, 4TH CLUTCH PLATE, 4TH CLUTCH (STEEL) PLATE ASSEMBLY, 4TH CLUTCH (LINED) RETAINER & BALL ASSEMBLY, CHECK VALVE SEAL, O-RING/TURBINE SHAFT SHAFT, TURBINE RING, OIL SEAL/TURBINE SHAFT HOUSING, OVERRUN CLUTCH SEAL, OVERRUN CLUTCH (INNER) SEAL, OVERRUN CLUTCH (OUTER) PISTON, OVERRUN CLUTCH SPRING, OVERRUN CLUTCH RELEASE RETAINER, RELEASE SPRING/OVERRUN CLUTCH ROLLER ASSEMBLY, OVERDRIVE CLUTCH CAM, OVERDRIVE ROLLER CLUTCH RING, SNAP/OVERRUN CLUTCH HUB
519 520 521 522 523 524 525 526 527 528 529 530 531 532 533 534
GEAR, OVERDRIVE SUN PLATE, WAVED/OVERRUN CLUTCH PLATE , OVERRUN CLUTCH (STEEL) PLATE ASM., OVERRUN CLUTCH (LINED) PLATE, BACKING/OVERRUN CLUTCH RING, SNAP/OVERRUN CLUTCH HOUSING CARRIER ASSEMBLY, OVERDRIVE COMPLETE RING, SNAP/TURBINE SHAFT/CARRIER BEARING ASSEMBLY, THRUST GEAR, OVERDRIVE INTERNAL WASHER, THRUST/INTERNAL GEAR/SUPPORT RING, SNAP/ADAPTER/4TH CLUTCH SPRING RETAINER & SPRING ASSEMBLY, 4TH CLUTCH PISTON, 4TH CLUTCH SEAL, 4TH CLUTCH PISTON (INNER) SEAL, 4TH CLUTCH PISTON (OUTER)
Figure 95
97
INTERNAL COMPONENTS
618 617 616
615 614 612 611 610 609 608 613
625 629 SOME MODELS 630 629 628
626 611 622 621 620 623 613 625
627
648 649 644 645 636 646 650 649 647
640 637 634 631 632 635 638 611 639
641
642
643
674
SOME MODELS
672 668 664 659 658 653 652 651 675 SOME MODELS 667 671
673
SOME MODELS
653
SOME MODELS
98
Figure 96
INTERNAL COMPONENTS
608 609 610 611 612 613 614 615 616 617 618 620 621 622 623 625 626 627 628 629 630 631 623 634 635 636 637 SEAL, REVERSE CLUTCH PISTON (INNER) SEAL, REVERSE CLUTCH PISTON (OUTER) PISTON, REVERSE CLUTCH SPRING, PISTON CLUTCH SEAT, SPRING/REVERSE CLUTCH RING, RETAINING PLATE, WAVED/REVERSE CLUTCH PLATE, REVERSE CLUTCH (STEEL) PLATE ASSEMBLY, REVERSE CLUTCH (LINED) PLATE, REVERSE CLUTCH PRESSURE/SELECTIVE DRUM ASSEMBLY, 2ND CLUTCH SEAL, 2ND CLUTCH PISTON (INNER) SEAL, 2ND CLUTCH PISTON (OUTER) PISTON, 2ND CLUTCH SEAT, SPRING/2ND CLUTCH PLATE, WAVED/2ND CLUTCH PLATE, 2ND CLUTCH (STEEL) PLATE ASSEMBLY, 2ND CLUTCH (LINED) SPACER, 2ND CLUTCH RING, RETAINING GEAR, RING WASHER, THRUST/2ND CLUTCH/3RD CLUTCH THRUST WASHER, CLUTCH HUB DRUM ASSEMBLY, 3RD CLUTCH SEAL, 3RD CLUTCH PISTON (INNER) WASHER, RETAINING SEAL, 3RD CLUTCH PISTON (OUTER) 638 639 640 641 642 643 644 645 646 647 648 649 650 651 652 653 658 659 664 667 668 671 672 673 674 675 PISTON, 3RD CLUTCH SEAT, SPRING/3RD CLUTCH RING, RETAINING PLATE, SPRING CUSHION/3RD CLUTCH PLATE, 3RD CLUTCH (STEEL) PLATE ASSEMBLY, 3RD CLUTCH (LINED) WASHER, THRUST/INPUT SUN BEARING, INPUT SHAFT/GEAR ASSEMBLY GEAR ASSEMBLY, INPUT SUN RACE ASSEMBLY, SPRAG RING, RETAINING/SPRAG RING, RETAINING CAGE ASSEMBLY, SPRAG BEARING, OUTPUT SHAFT/INPUT SUN WASHER, OUTPUT SHAFT/INPUT SUN CARRIER ASSEMBLY, PLANETARY GEAR, REACTION SUN DRUM, REACTION SUN BAND ASSEMBLY, BRAKE SEAL, RING/WHEEL PARKING LOCK WHEEL, PARKING LOCK GEAR, SPEEDO WHEEL WHEEL, SPEEDO RING, RETAINING PLATE ASSEMBLY, 3RD CLUTCH (LINED) BEARING, THRUST ASSEMBLY
Figure 97
CENTER SUPPORT ASSEMBLY
702 SOME MODELS 707 702 703 704 705 706 703
701
701 702 703 704 705 706 707
CENTER SUPPORT RETAINER PLATE PLUG, LOCKOUT SPRING, OVERRUN LOCKOUT VALVE, OVERRUN LOCKOUT VALVE, REVERSE LOCKOUT CONTROL SPRING, REVERSE LOCKOUT
Figure 98
99
BASIC SPECIFICATIONS
Transmission Drive Rear Wheel Drive Transmission Type 4L30-E = 4: Four Speed L: Longitudinal Mount 30: Product Series E: Electronically Controlled Automatic Overdrive with Torque Converter Clutch Assembly Current Engine Range 1.6L to 4.3L Gasoline Control Systems Shift Pattern (2) 3-Way On/Off Solenoids Shift Quality (1) Force Motor (1) "High Flow" Pulse Width Modulated Solenoid (for 3-2 Downshifts Only) Torque Converter Clutch (1) 2-Way On/Off Solenoid
Additional transmission and engine sensors are provided depending on transmission/powertrain application.
Converter Bolt Circle Diameters For 245 mm Converter 228.0 mm to 247.7 mm For 260 mm Converter 227.0 mm to 247.7 mm Converter Stall Torque Ratio Range For 245 mm Converter 1.63 to 2.70 For 260 mm Converter 1.70 to 2.57 Converter K Factor Range For 245 mm Converter 122 to 240 For 260 mm Converter 129 to 187
Not all K Factors are applicable across the entire range of Converter Stall Torque Ratios.
Transmission Fluid Capacities (Approximate) Dry: 6.4L (7 QT) with 245 mm Converter Dry: 7.8L (8 QT) with 260 mm Converter Transmission Weight For 245 mm Converter For 260 mm Converter Dry: 69.1 Kg (152.33 LB) Dry: 72.4 Kg (159.06 LB) Wet: 76.0 Kg (167.55 LB) Wet: 80.5 Kg (177.47 LB) Transmission Packaging Information* Overall Length** 725.14 mm to 793.64 mm (245 mm Converter) 733.39 mm to 801.89 mm (260 mm Converter) Main Case (Reference)** 430.4 mm Converter Housing 142.75 mm minimum with 245 mm Converter 152.0 mm minimum with 260 mm Converter Extension Housing** 219.6 mm minimum with Slip Yoke Design 115.0 mm minimum with Fixed Yoke Design 70.0 mm minimum with 4-wheel Drive
* All dimensions shown are nominal. ** Determined by customer requirements.
Gear Ratios 1st 2nd 3rd 4th Rev
Base 2.400 1.479 1.000 0.723 2.000
Optional 2.860 1.620 1.000 0.723 2.000
Maximum Engine Torque 350 Nm (258 LB-FT, 36 Kg-M) Maximum Gearbox Torque 597 Nm (440 LB-FT, 61 Kg-M)
The maximum torque limits are only to be used as a guide and may not be applicable under certain conditions.
Maximum Shift Speed 245mm Converter 1-2 6,500 RPM 2-3 6,500 RPM 3-4 6,500 RPM
260mm Converter 7,000 RPM 7,000RPM 7,000RPM
7 Position Quadrant (P, R, N, D, 3, 2, 1) Pressure Taps Available Line Pressure Manufacturing Location Strasbourg, France
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.
The maximum shift speed allowed in each engine application must be calculated.
Maximum Gross Vehicle Weight (Estimate) 3,500 Kg (7,716 LB) Transmission Fluid Type Dexron IIE Converter Sizes Available 245 mm and 260 mm (Reference) 100
HYDRA-MATIC PRODUCT DESIGNATION SYSTEM

The product designation system used for all Hydra-matic transaxles and transmissions consists of a series of numbers and letters that correspond with the special features incorporated in that product line. The first character is a number that designates the number of forward gear ranges available in that unit. For example: 4 = four forward gear ranges. The second character is a letter that designates how the unit is mounted in the vehicle. When the letter T is used, it designates that the unit is transversely mounted and is used primarily for front wheel drive vehicles. The letter L designates that it is longitudinally mounted in the vehicle and it is used primarily for rear wheel drive vehicles. The letter M designates that the unit is a manual transaxle or transmission but not specific to a front or rear wheel drive vehicle application. The third and fourth characters consists of a set of numbers, (i.e. 30), that designate the transaxle or transmission Series number. This number signifies the relative torque capacity of the unit. The fifth character designates the major features incorporated into this unit. For example, the letter E designates that the unit has electronic controls. By using this method of classification, the HYDRA-MATIC 4L30-E is a 4-speed, longitudinally mounted, 30 series unit.
HYDRA-MATIC 4L30-E HYDRA-MATIC 4 Number of Speeds: 3 4 5 V (CVT) L Type: T - Transverse L - Longitudinal M - Manual 30 Series: Based on Relative Torque Capacity E Major Features: E - Electronic Controls A - All Wheel Drive HD - Heavy Duty
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HOW TO USE THIS BOOK

UNDERSTANDING THE GRAPHICS

UNDERSTANDING THE GRAPHICS

EX THROTTLE SIGNAL ACCUMULATOR ASSEMBLY (214-217) SUCTION

BOOST PRESSURE REGULATOR

GRAPHIC SCHEMATIC REPRESENTATION

ADAPTER CASE VALVE BODY ASSEMBLY (71)

3-4 ACCUM CONTROL

2ND CL REV EX SOLENOID SIGNAL SOLENOID FEED

CONVERTER CLUTCH SOLENOID (416)

GRAPHIC SCHEMATIC REPRESENTATION

MAIN CASE VALVE BODY ASSEMBLY (84)

1-2 REG 3RD CL FD

1-2 & 3-4 SHIFT

4TH CL FEED 1 D 3 2/1-2

CONTROL 1-2 ACCUM

TWO DIMENSIONAL MAIN CASE VALVE BODY SIDE

GRAPHIC SCHEMATIC REPRESENTATION UNRESTRICTED PASSAGE SPACER PLATE GASKET

TRANSFER PLATE (87)

LINE R321 1-2

ORIFICE IN TRANSFER PLATE

GRAPHIC SCHEMATIC REPRESENTATION

PUMP ASSEMBLY (10) LINE

D 3 2/1-2 1-2 ACCUM

UNDERSTANDING THE GRAPHICS

SPRING VALVE BORE PLUG BUSHING

BUSHING TO APPLY COMPONENT

SPRING ASSIST FLUID

SPRING ASSIST FLUID

CONVERTER HOUSING (6)

CONVERTER CLUTCH ASSEMBLY (1) TURBINE SHAFT (506)

PRINCIPLE SPRAG CAGE ASSEMBLY (650)

OUTPUT SHAFT (653)

EXTENSION ASSEMBLY (43)

ADAPTER CASE VALVE BODY ASSEMBLY (71)

HYDRA-MATIC 4L30-E CROSS SECTIONAL DRAWING

EXPLANATION OF GEAR RANGES

MAJOR MECHANICAL COMPONENTS

MAIN CASE (36)

REVERSE CLUTCH ASSEMBLY (608-617)

2ND CLUTCH ASSEMBLY (618-629)

3RD CLUTCH ASSEMBLY (634-643)

ADAPTER CASE (20)

4TH CLUTCH ASSEMBLY (501-503,530-534)

OVERDRIVE INTERNAL GEAR (528)

OVERDRIVE CARRIER ASSEMBLY (525)

SPEEDO WHEEL (672)

PARKING LOCK WHEEL (668)

SPEEDO WHEEL GEAR (671)

REACTION SUN GEAR (658)

SPLINED TO RAVIGNEAUX PLANETARY CARRIER ASSEMBLY (653)

PARKING LOCK ACTUATOR ASSEMBLY (56) REACTION SUN DRUM (659)

PARKING LOCK PAWL (54)

SERVO ASSEMBLY (90-103)

RANGE REFERENCE CHART

1-2 / 3-4 SOL N.C. OFF

2-3 SOL N.O. ON ON ON ON OFF OFF ON ON OFF ON ON ON

PRINCIPLE BAND ENGINE SPRAG ASSEMBLY BRAKING ASSEMBLY NO

OFF OFF ON ON OFF OFF ON ON OFF ON OFF

NO NO YES YES YES NO YES YES YES YES YES

APPLIED APPLIED APPLIED

2nd 3rd 1st 2nd 1st