4L30E Technicians Guide

4L30-EH

YD

RA

-MA

TIC

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

2

PREFACE

All information contained in this book is based on the latest data availableat the time of publication approval. The right is reserved to make product orpublication changes, at any time, without notice.

No part of any Powertrain publication may be reproduced, stored inany retrieval system or transmitted in any form or by any means,including but not limited to electronic, mechanical, photocopying, re-cording or otherwise, without the prior written permission of PowertrainDivision of General Motors Corp. This includes all text, illustrations,tables and charts.

© COPYRIGHT 1992 POWERTRAIN DIVISIONGeneral Motors Corporation

ALL RIGHTS RESERVED

The Hydra-matic 4L30-E Technician’s Guide is primarily intended forautomotive technicians that have some familiarization with an automatictransaxle or transmission. Other persons using this book may find thispublication somewhat technically complex if additional instruction is notprovided. Since the intent of this book is to explain the fundamental me-chanical, hydraulic and electrical operating principles, some of the termi-nology used is specific to the transmission industry. Therefore, wordscommonly associated with a specific transaxle or transmission functionhave been defined as needed throughout this publication.

The Hydra-matic 4L30-E Technician’s Guide is intended to assist techni-cians during the service, diagnosis and repair of this transmission. How-ever, this book is not intended to be a substitute for other service publicationsthat are normally used on the job. Since there is a wide range of repairprocedures and technical specifications specific to certain vehicles andtransmission models, the proper service publication must be referred towhen servicing the Hydra-matic 4L30-E transmission.

1

The Hydra-matic 4L30-E Technician’s Guide is an-other Hydra-matic publication from the Technician’sGuide series. These publications provide in-depthtechnical information that is useful when learning orteaching the fundamental operations of a transaxle ortransmission. This book is designed to graphicallyillustrate and explain the function of the mechanical,hydraulic, and electrical systems that make up theHydra-matic 4L30-E transmission. The informationcontained in this book was developed to be useful forboth the inexperienced and experienced technician.The inexperienced technician will find the explana-tions of the basic operating characteristics of thistransmission as valuable when learning the functionof each component used in this transmission. Theexperienced technician will find that this book is avaluable reference source when diagnosing a prob-lem with the vehicle.

In the first section of this book entitled “Principles ofOperation”, exacting explanations of the major com-ponents and their functions are presented. In everysituation possible, text describes component opera-tion during the apply and release cycle as well assituations where it has no effect at all. The descrip-tive text is then supported by numerous graphic illus-trations which further emphasize the operational theo-ries presented.

The second major section entitled “Power Flow”,blends the information presented in the “Principlesof Operation” section into the complete transmissionassembly. The transfer of torque from the engine

through the transmission is graphically displayed ona full page while a narrative description is providedon a facing half page. The opposite side of the halfpage contains the narrative description of the hydrau-lic fluid as it applies components or shifts valves inthe system. Facing this partial page is a hydraulicschematic that shows the position of valves,checkballs, etc., as they function in a specific gearrange.

The third major section of this book displays the“Complete Hydraulic Circuit” for specific gear ranges.Foldout pages containing fluid flow schematics andtwo dimensional illustrations of major componentsgraphically display hydraulic circuits. This informa-tion is extremely useful when tracing fluid circuitsfor learning or diagnosis purposes.

The “Appendix” section of this book provides addi-tional transmission information regarding lubricationcircuits, seal locations, illustrated parts lists and more.Although this information is available in currentmodel year Service Manuals, its inclusion providesfor a quick reference guide that is useful to the tech-nician.

Production of the Hydra-matic 4L30-E Technician’sGuide was made possible through the combined ef-forts of many staff areas within the General MotorsPowertrain Division. As a result, the Hydra-matic4L30-E Technician’s Guide was written to providethe user with the most current, concise and usableinformation available with regards to this product.

INTRODUCTION

3

HOW TO USE THIS BOOK

Principles of Operation section by showingspecific fluid circuits that enable the mechanicalcomponents to operate. The mechanical powerflow is graphically displayed on a full size pageand followed by a half page of descriptive text.The opposite side of the half page contains thenarrative description of the hydraulic fluid as itapplies components or moves valves in the system.Facing this partial page is a hydraulic schematicwhich 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 areference to the Complete Hydraulic Circuitsection that follows.

• The Complete Hydraulic Circuits section(beginning on page 67) details the entire hydraulicsystem. This is accomplished by using a foldoutcircuit schematic with a facing page twodimensional foldout drawing of each component.The circuit schematics and component drawingsdisplay only the fluid passages for that specificoperating range.

• Finally, the Appendix section contains a schematicof the lubrication flow through the transmission,disassembled view parts lists and transmissionspecifications. This information has been includedto provide the user with convenient referenceinformation published in the appropriate vehicleService Manuals. Since component parts lists andspecifications may change over time, thisinformation should be verified with ServiceManual information.

First time users of this book may find the page layouta little unusual or perhaps confusing. However, witha minimal amount of exposure to this format itsusefulness becomes more obvious. If you areunfamiliar with this publication, the followingguidelines are helpful in understanding the functionalintent for the various page layouts:

• Read the following section, “Understanding theGraphics” to know how the graphic illustrationsare used, particularly as they relate to themechanical power flow and hydraulic controls(see Understanding the Graphics page 6).

• Unfold the cutaway illustration of the Hydra-matic4L30-E (page 8) and refer to it as you progressthrough each major section. This cutaway providesa quick reference of component location insidethe transmission assembly and their relationshipto other components.

• The Principles of Operation section (beginning onpage 9A) presents information regarding the majorapply components and hydraulic controlcomponents used in this transmission. This sectiondescribes “how” specific components work andinterfaces with the sections that follow.

• The Power Flow section (beginning on page 41)presents the mechanical and hydraulic functionscorresponding to specific gear ranges. This sectionbuilds on the information presented in the

4

5Figure 1

UNDERSTANDING THE GRAPHICS

6

Figure 2

The flow of transmission fluid starts in the bottompan and is drawn through the filter, main case valvebody, main case, adapter case and into oil pumpassembly. This is a general route for fluid to flowthat is more easily understood by reviewing the il-lustrations provided in Figure 2. However, fluid maypass between these and other components many timesbefore reaching a valve or applying a clutch. For thisreason, the graphics are designed to show the exactlocation where fluid passes through a componentand into other passages for specific gear range op-eration.

To provide a better understanding of fluid flow in theHydra-matic 4L30-E transmission, the componentsinvolved with hydraulic control and fluid flow areillustrated in three major formats. Figure 3 providesan example of these formats which are:

• A three dimensional line drawing of thecomponent for easier part identification.

• A two dimensional line drawing of the componentto indicate fluid passages and orifices.

• A graphic schematic representation that displaysvalves, checkballs, orifices and so forth, requiredfor the proper function of transmission in a specificgear range. In the schematic drawings, fluidcircuits are represented by straight lines andorifices are represented by indentations in a circuit.All circuits are labeled and color coded to providereference points between the schematic drawingand the two dimensional line drawing of thecomponents.

• Figure 4 (page 7A) provides an illustration of atypical valve, bushing and valve train components.A brief description of valve operation is alsoprovided to support the illustration.

• Figure 5 (page 7A) provides a color coded chartthat references different fluid pressures used tooperate the hydraulic control systems. A briefdescription of how fluid pressures affect valveoperation is also provided.

➤➤ ➤➤

➤

GASKETGASKET

SPACER PLATE

UNRESTRICTED PASSAGE

ORIFICE IN TRANSFER

PLATE

TWO DIMENSIONAL

CAPILLARYRESTRICTION

THROTTLE SIGNALACCUMULATOR

ASSEMBLY(214-217)

EX

THRO

TTLE

SIG

NAL

BOOST PRESSURE REGULATOR

EX LINE

LINE

SUCT

ION

CONV

ERTE

R IN

REVE

RSE

THROTTLE SIGNAL

CONV CL CONTROL

CONV

INRE

LEAS

EEX

TO C

OOLE

RAP

PLY

LINE

EXSOLENOID SIGNAL

PUMPASSEMBLY

(10)

LINE

SUCTION

LINE

➤

SUCT

ION

2-3 SHIFT

EXEXEX4T

H CL

FD

1

SERV

O RE

L

D 3 2/1-2

D 3

2

EX

SOLENOID(307)

N.O.

EX

SOLENOID(303)

N.C.

D 3 2/1-2

1-2 & 3-4 SHIFT

EXEX

SERVO REL4TH CL FEED 1

4TH CL FEED 2

1-2

REG

3RD

CL F

D

2ND

CLUT

CHD

3 2/

1-2

MANUAL VALVE EX

EX

D 3 2D 3 2

1-2

1-2

R 3

2 1

LINE

REVE

RSE

R 3

2 1RE

VP RN 3 2 1D

LOW PRESSURE

EX

EX 1-2

1-2 REG

1-2 REG

D 3 2/1-2

PWM SOLENOIDSCREEN (324)

CONTROL 1-2 ACCUMTH

ROTT

LE S

IGNA

L

1-2

ACC

D 3 2/1-2

EXEX

1-2 ACCUM

EX

D 3 2/1-2

SERVO APPLY

BANDCONTROLSOLENOID

PWM(323)EX

EX

1-2

D 3 2 D 3 2

SERVO REL

FEED LIMIT

EX

EX

EX

LINE FEED LIMIT

FEED LIMIT

3-4 ACCUM CONTROL

EX

EX

3-4

ACCU

M

3-4

ACCU

M

LINE

THRO

TTLE

SIG

NAL

EX

SOLE

NOID

FEE

D

SOLE

NOID

SIG

NAL

CONVERTERCLUTCH

SOLENOID(416)

LINE

FORCE MOTORSCREEN (415)

FORCEMOTOR

SOLENOID(404)

FD LIMIT

THRO

TTLE

SIG

THRO

TTLE

SIG

EX

2ND CLREV

OIL PUMP ASSEMBLY (10)

ADAPTER CASE VALVE BODY ASSEMBLY (71)

MAIN CASE VALVE BODY ASSEMBLY (84)

GASKET

(88)

GASKET

(86)

TRANSFER

PLATE

(87)

CONVERTER HOUSING SIDE ADAPTER CASE SIDE

THREE DIMENSIONAL GRAPHIC SCHEMATIC REPRESENTATION

TWO DIMENSIONALTHREE DIMENSIONAL GRAPHIC SCHEMATIC REPRESENTATION



ADAPTER CASE SIDE

MAIN CASE SIDE

MAIN CASE VALVE BODY SIDE

UNDERSTANDING THE GRAPHICS

Figure 3 7FOLDOUT ➤

FLUID PRESSURES

SUCTION CONVERTER & LUBE MAINLINE SOLENOID SIGNAL ACCUMULATOR FEED LIMIT THROTTLE SIGNAL EXHAUST DIRECTION OF FLOW

➤➤➤

➤➤

A B➤

➤ ➤

➤ A B

➤

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".

UNDERSTANDING THE GRAPHICSTYPICAL BUSHING & VALVE

Figure 4

Figure 5 FOLDOUT 7A➤

➤➤

➤

➤

➤

➤➤

➤

➤

➤➤

➤

➤

SPRING

RETAINING PIN

BORE PLUG

VALVE

BUSHING

EXHAUST FROM THE APPLY COMPONENT UNSEATS THE CHECKBALL, THEREFORE CREATING A QUICK RELEASE.

TO APPLY COMPONENT APPLY FLUID SEATS THE

CHECKBALL FORCING FLUID THROUGH AN ORIFICE IN THE SPACER PLATE, WHICH CREATES A SLOWER APPLY.

WITH SIGNAL FLUID PRESSURE GREATER THAN SPRING AND SPRING ASSIST FLUID PRESSURE THE VALVE MOVES OVER.

WITH SIGNAL FLUID PRESSURE EQUAL TO OR LESS THAN SPRING AND SPRING ASSIST FLUID PRESSURE THE VALVE REMAINS IN CLOSED POSITION.

BUSHING

➤

VALVE BODY

SPACER PLATE

RESTRICTING ORIFICE

CHECK BALL

RETAINING PIN

BORE PLUG

SPRING

VALVE

BUSHING

VALVE BODY

➤

➤➤

➤

➤

➤

➤➤➤

➤➤

➤➤

➤➤

➤

SPACER PLATE

SIGNAL FLUID

APPLY FLUID

SPRING ASSIST FLUID

EX➤

➤

➤

➤ ➤ ➤

➤

➤

➤ ➤ ➤

➤

➤

➤

➤

➤

SPACER PLATE

SIGNAL FLUID

APPLY FLUID

SPRING ASSIST FLUID

EX

➤

➤

➤

➤

➤

➤➤

HYDRA-MATIC 4L30-E

8 Figure 6

CONVERTER HOUSING

(6)

CONVERTER CLUTCH ASSEMBLY

(1)TURBINE

SHAFT (506) OIL PUMP

ASSEMBLY (10)

ADAPTER CASE (20)

OVERDRIVE CLUTCH ROLLER ASSEMBLY

(516)

OVERRUN CLUTCH PLATE

ASSEMBLY (520-523)

OVERDRIVE COMPLETE CARRIER ASSEMBLY

(525)

REVERSE CLUTCH PLATE ASSEMBLY

(614-616)

2ND CLUTCH PLATE ASSEMBLY

(625-627)

MAIN CASE (36)

3RD CLUTCH PLATE ASSEMBLY

(641-643)

PRINCIPLE SPRAG CAGE ASSEMBLY

(650)

OUTPUT SHAFT (653)

EXTENSION ASSEMBLY

(43)

DRIVE FLANGE

(49)

SPEED SENSOR

ASSEMBLY (45)

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)

ADAPTER CASE VALVE BODY ASSEMBLY

(71)

SOLENOID ASSEMBLY

(416)

CONVERTER PUMP

ASSEMBLY

STATOR

TURBINE ASSEMBLY

PRESSURE PLATE

HYDRA-MATIC 4L30-ECROSS SECTIONAL DRAWING

This illustration is a typical engineering cross sec-tional drawing of the HYDRA-MATIC 4L30-E trans-mission that has been used sparingly in this publica-tion. Unless an individual is familiar with this typeof drawing, it may be difficult to use when locatingor identifying a component in the transmission. Forthis reason, the three dimensional graphic illustra-tion on page 8 has been the primary drawing usedthroughout this publication. It also may be used toassist in the interpretation of the engineering draw-ing when locating a component in the transmission.

These illustrations, and others used throughout thebook, use a consistent coloring of the components inorder to provide an easy reference to a specific com-ponent. Colors then remain the same from section tosection, thereby supporting the information containedin this book.

8A

Figure 7

The Hydra-matic 4L30-E is a fully automatic, fourspeed, front wheel drive transmission. It consists pri-marily of a four-element torque converter, two planetarygear sets, various clutches, an oil pump, and a controlvalve body.

The four-element torque converter contains a pump, aturbine, a pressure plate splined to the turbine, and astator assembly. The torque converter acts as a fluidcoupling to smoothly transmit power from the engineto the transmission. It also hydraulically provides addi-tional torque multiplication when required. The pressureplate, when applied, provides a mechanical “directdrive” coupling of the engine to the transmission.

The two planetary gear sets provide the four forwardgear ratios and reverse. Changing of the gear ratios isfully automatic and is accomplished through the use ofvarious electronic powertrain sensors that provide in-put signals to the Transmission Control Module (TCM).The TCM interprets these signals to send current to thevarious solenoids inside the transmission.

By using electronics, the TCM controls shift points,shift feel and torque converter clutch apply and re-lease, to provide proper gear ranges for maximum fueleconomy and vehicle performance.

Five multiple-disc clutches, one roller clutch, a spragclutch, and a brake band provide the friction elementsrequired to obtaain the various ratios with planetarygear sets.

A hydraulic system (the control valve body), pressur-ized by a gear type pump provides the working pressureneeded to operate the friction elements and automaticcontrols.

Several electronic solenoids and sensors in the power-train work in conjunction with the vehicle’sTransmission Control Module (TCM), to control vari-ous shift points, shift feel and converter clutch applyand release.

accomplished by depressing the accelerator or by manu-ally selecting a lower gear with the shift selector.

It is not recommended that the transmission be oper-ated in Drive range when pulling heavy loads or driv-ing on extremely hilly terrain. Typically these conditionsput an extra load on the engine, therefore the transmis-sion should be driven in a lower manual gear selectionfor maximum efficiency.

3 – Manual Third should be used when driving condi-tions dictate that it is desirable to use only three gearratios. These conditions include towing a trailer or driv-ing on hilly terrain as described above. Automatic shift-ing is the same as in Drive range for first, second andthird gears except the transmission will not shift intoFourth gear.

2 – Manual Second adds more performance for con-gested traffic or hilly terrain. It has the same startingratio (first gear) as Manual Third but the transmissionis prevented from shifting above second gear. ManualSecond can be selected at any vehicle speed therefore,it is commonly used for acceleration or engine brakingas required.

1 – Manual First can also be selected at any vehiclespeed, however if the transmission is in third or fourthgear it will immediately shift into second gear. Whenthe vehicle speed slows to below approximately 60km/h (37 mph) the transmission will then shift intofirst gear. This is particularly beneficial for maintain-ing maximum engine braking when descending steepgrades.

Figure 8

GENERAL DESCRIPTION

EXPLANATION OF GEAR RANGES

FOLDOUT ➤ 9

PR

N D 3 21

The transmission can be operated in any one of theseven different positions shown on the shift quadrant(Figure 8).

P – Park position enables the engine to be started whilepreventing the vehicle from rolling either forward orbackward. For safety reasons, the vehicle’s parkingbrake should be used in addition to the transmission“Park” position. Since the output shaft is mechanicallylocked to the case through the parking pawl and park-ing lock wheel, Park position should not be selecteduntil the vehicle has come to a complete stop.

R – Reverse enables the vehicle to be operated in arearward direction.

N – Neutral position enables the engine to start andoperate without driving the vehicle. If necessary, thisposition should be selected to restart the engine whilethe vehicle is moving.

D – Drive range should be used for all normal drivingconditions for maximum efficiency and fuel economy.Drive range allows the transmission to operate in eachof the four forward gear ratios. When operating in theDrive range, shifting to a lower or higher gear ratio is

PRINCIPLES OF OPERATION

An automatic transmission is the mechanicalcomponent of a vehicle that transfers power(torque) from the engine to the wheels. Itaccomplishes this task by providing a numberof forward gear ratios that automaticallychange as the speed of the vehicle increases.The reason for changing forward gear ratiosis to provide the performance and economyexpected from vehicles manufactured today.On the performance end, a gear ratio thatdevelops a lot of torque (through torquemultiplication) is required in order to initiallystart a vehicle moving. Once the vehicle is inmotion, less torque is required in order tomaintain the vehicle at a certain speed. Whenthe vehicle has reached a desired speed,economy becomes the important factor andthe transmission will shift into overdrive. Atthis point output speed is greater than inputspeed, and, input torque is greater than outputtorque.

Another important function of the automatictransmission is to allow the engine to be

started and run without transferring torque tothe wheels. This situation occurs wheneverPark (P) or Neutral (N) ranges have beenselected. Also, operating the vehicle in arearward direction is possible wheneverReverse (R) gear range has been selected(accomplished by the gear sets).

The variety of gear ranges in an automatictransmission are made possible through theinteraction of numerous mechanically,hydraulically and electronically controlledcomponents inside the transmission. At theappropriate time and sequence, thesecomponents are either applied or released andoperate the gear sets at a gear ratio consistentwith the driver’s needs. The following pagesdescribe the theoretical operation of themechanical, hydraulic and electricalcomponents found in the Hydra-matic 4L30-E transmission. When an understanding ofthese operating principles has been attained,understanding and diagnosis of the entiresystem is easier.

9A

OVERDRIVE SUN GEAR

(519)

3RD CLUTCH ASSEMBLY

(634-643)

INPUT SUN GEAR ASSEMBLY

(646)

SPRAG CLUTCH ASSEMBLY

(650)

OVERDRIVE INTERNAL

GEAR (528)

OVERDRIVE CARRIER

ASSEMBLY (525)

MAJOR MECHANICAL COMPONENTS

Figure 910

TURBINE SHAFT (506)

RAVIGNEAUX PLANETARY

CARRIER ASSEMBLY

(653)

BRAKE BAND ASSEMBLY

(664)

SERVO ASSEMBLY

(90-103)

REACTION SUN GEAR

(658)

REACTION SUN DRUM

(659)

PARKING LOCK WHEEL

(668)

PARKING LOCK ACTUATOR ASSEMBLY

(56)

PARKING LOCK PAWL (54)

SPEEDO WHEEL GEAR (671)

SPEEDO WHEEL

(672)SPLINED

TOGETHER

SPLINED TOGETHER

SPLINED TO RAVIGNEAUX PLANETARY

CARRIER ASSEMBLY

(653)

SOME MODELS

SPLINED TO PARKING

LOCK WHEEL

(668)

SPLINED TO SPEEDO WHEEL

(672)

OVERRUN CLUTCH

ASSEMBLY (510-524)

ADAPTER CASE (20)

4TH CLUTCH ASSEMBLY

(501-503,530-534)

2ND CLUTCH ASSEMBLY

(618-629)

MAIN CASE (36)

REVERSE CLUTCH

ASSEMBLY (608-617)

Figure 10

RANGE REFERENCE CHART

1-2 / 3-4 2-3 OVERDRIVE PRINCIPLERANGE GEAR SOL SOL ROLLER

OVERRUN FOURTH THIRD REVERSE SECONDSPRAG

BAND ENGINE

N.C. N.O. CLUTCHCLUTCH CLUTCH CLUTCH CLUTCH CLUTCH

ASSEMBLYASSEMBLY BRAKING

P-N OFF ON APPLIED NO

R REVERSE OFF ON LD APPLIED APPLIED LD NO

1st OFF ON LD APPLIED LD APPLIED NO

D2nd ON ON LD APPLIED APPLIED FW APPLIED YES

3rd ON OFF LD APPLIED APPLIED APPLIED NE YES

4th OFF OFF FW APPLIED APPLIED APPLIED NE YES

1st OFF ON LD APPLIED LD APPLIED NO

3 2nd ON ON LD APPLIED APPLIED FW APPLIED YES

3rd ON OFF LD APPLIED APPLIED APPLIED NE YES

21st OFF ON LD APPLIED APPLIED LD APPLIED YES

2nd ON ON LD APPLIED APPLIED FW APPLIED YES

1 1st OFF ON LD APPLIED APPLIED LD APPLIED YES

LD = LOCKED IN DRIVE FW = FREEWHEELING NE = NOT EFFECTIVE

11

•

••

•

•

• •

•

COLOR LEGEND

APPLY COMPONENTSThe Range Reference Chart on page 11, provides another valu-able source of information for explaining the overall function ofthe Hydra-matic 4L30-E transmission. This chart highlights themajor 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 eachmajor component that was previously discussed. If a componentis active in a specific gear range, a word describing its activitywill be listed in the column below that component. The rowwhere the activity occurs corresponds to the appropriate trans-mission range and gear operation.

An abbreviated version of this chart can also be found at the topof the half page of text located in the Power Flow section. Thisprovides for a quick reference when reviewing the mechanicalpower flow information contained in that section.

COLOR LEGEND

MAJOR MECHANICAL COMPONENTSThe foldout graphic on page 10 contains a disassembled draw-ing of the major components used in the Hydra-matic 4L30-Etransmission. This drawing, along with the cross sectional illus-trations on page 8 and 8A, show the major mechanical compo-nents and their relationship to each other as a complete assembly.Therefore, color has been used throughout this book to helpidentify parts that are splined together, rotating at engine speed,held stationary, and so forth. Color differentiation is particu-larly helpful when using the Power Flow section for under-standing the transmission operation.

The color legend below provides the “general” guidelines thatwere followed in assigning specific colors to the major compo-nents. However, due to the complexity of this transmission,some colors (such as grey) were used for artistic purposes ratherthan based on the specific function or location of that compo-nent.

Components held stationary in the case or splined tothe case. Examples: Oil Pump Assembly (10), 4thClutch Piston (532), Center Support (30) and BrakeBand Assembly (664).

Components that rotate at engine speed. Examples:Torque Converter Cover and Pump, and the Oil PumpGears.

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 speedand other components. Examples: Ravigneaux Car-rier and Output Shaft Assembly (653), Parking LockWheel (668), Speedo Wheel (672) and Drive Flange(44).

Components such as the Stator in the Torque Con-verter (1), Overrun Clutch Housing (510) and InputSun 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

10B10A

TORQUE CONVERTER

Figure 1112

CONVERTER HOUSINGCOVER ASSEMBLY

(A)

PRESSURE PLATEASSEMBLY

(C)

DAMPERASSEMBLY

(D)

TURBINETHRUSTSPACER

(B)

PRESSUREPLATE

SPRING(E)

TURBINEASSEMBLY

(F)

STATORASSEMBLY

(H)

CONVERTER PUMPASSEMBLY

(I)

THRUSTBEARING

ASSEMBLY(G)

THRUSTBEARING

ASSEMBLY(G)

➤

➤

➤

➤

➤

➤➤

➤➤

RELEASEFLUID

A

B

C

D

E

F

G

H

I

RELEASEFLUID

APPLYFLUID

APPLYFLUID

TORQUECONVERTERASSEMBLY

(1)

TURBINESHAFT(506)

STATORSHAFT(209)

TCCRELEASED

TCCAPPLIED

TORQUE CONVERTER:The torque converter (1) is the primary component fortransmittal of power between the engine and the trans-mission. It is bolted to the engine flywheel (also knownas 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 smoothconversion of torque from the engine to the me-chanical components of the transmission.

• to multiply torque from the engine whichenables the vehicle to achieve additionalperformance when required.

• to mechanically operate the transmission oilpump (4) through the converter hub.

• to provide a mechanical link, or direct drive, fromthe engine to the transmission through the use ofthe torque converter clutch (TCC), or pressureplate (C).

The torque converter assembly consists ofthe following five main sub-assemblies:

• a converter housing cover assembly(A) which is bolted to the engineflywheel and is welded to theconverter pump assembly (I).

• a converter pump assembly (I)which is the driving member.

• a turbine assembly (F) which isthe driven or output member.

• a stator assembly (H) which is thereaction member located between theconverter pump and turbine assemblies.

• a pressure plate assembly (C) splinedto the turbine assembly to provide amechanical direct drive when appropriate.

CONVERTER PUMP ASSEMBLY AND

TURBINE ASSEMBLYWhen the engine is running the converter pump as-sembly acts as a centrifugal pump by picking up fluidat its center and discharging it at its rim between theblades (see Figure 12). The force of this fluid then hitsthe turbine blades and causes the turbine to rotate. Theturbine shaft (506) is splined to the converter turbineto provide the input to the transmission. As the engineand converter pump increase in RPM, so does theturbine assembly and turbine shaft. However, with thepressure plate released, turbine speed does not equalengine speed due to the small amount of slip thatoccurs in a fluid coupling.

Figure 12

Figure 13

TORQUE CONVERTER

13

STATOR

STATOR ROTATESFREELY

STATOR HELDFLUID FLOW REDIRECTED

CONVERTER ATCOUPLING SPEED

FLUID FLOWFROM TURBINE

CONVERTERMULTIPLYING

FLUID FLOW

TURBINEASSEMBLY

(F)

CONVERTER PUMPASSEMBLY

(I)

STATORASSEMBLY

(H)

To reduce torsional shock during the apply of the pressure plate to the con-verter cover, a spring loaded damper assembly (D) is used. The damper assem-bly is splined to the turbine assembly and the damper’s pivoting mechanism isattached to the pressure plate assembly. When the pressure plate applies, thepivoting mechanism allows the pressure plate to rotate independently of thedamper assembly up to approximately 45 degrees. The cushioning effect of thedamper assembly springs aid in reducing converter clutch apply feel and ir-regular torque pulses from the engine or road surface.

PRESSURE PLATE, DAMPER AND

CONVERTER HOUSING ASSEMBLIESThe pressure plate is splined to the turbine hub and applies (engages) with theconverter cover to provide a mechanical coupling of the engine to the transmis-sion. When the pressure plate assembly is applied, the small amount of slippagethat occurs through a fluid coupling is eliminated, thereby providing a moreefficient transfer of engine torque to the transmission and drive wheels. Thebottom half of the cutaway view of the torque converter in Figure 11 shows thepressure plate in the apply position while the top half shows the releasedposition. Refer to Torque Converter Release and Apply on pages 54 and 55 foran explanation of hydraulic control of the torque converter clutch.

STATOR ASSEMBLYThe stator assembly (or assemblies, see page 14) islocated between the pump assembly and turbineassembly and is mounted on a roller clutch. Theroller clutch is a type of one-way clutch that pre-vents the stator from rotating in a counterclockwisedirection. The function of the stator is to redirectfluid returning from the turbine which assists theengine in turning the converter pump assembly,thereby multiplying torque.

At low vehicle speeds, when greater torque isneeded, fluid from the turbine hits the front side ofthe stator blades (converter multiplying torque).The roller clutch prevents the stator from rotatingin the same direction as the fluid flow, therebyredirecting the fluid and increasing the fluid forceon the pump assembly. Fluid from the converterpump then has more force to turn the turbine as-sembly and multiply engine torque.

As vehicle speed increases, centrifugal forcechanges the direction of fluid leaving the turbinesuch that it hits the back side of the stator blades(converter at coupling speed). When this occurs,the stator overruns the roller clutch and rotatesfreely. Fluid is no longer redirected and torque isno longer multiplied.

The Apply Components section is designed toexplain the function of the hydraulic andmechanical holding devices used in the Hydra-matic 4L30-E transmission. Some of these applycomponents, such as clutches and a band, arehydraulically “applied” and “released” in order toprovide automatic gear range shifting. Othercomponents, such as a roller clutch or sprag clutch,often react to a hydraulically “applied” componentby mechanically “holding” or “releasing” anothermember of the transmission. This interactionbetween the hydraulically and mechanicallyapplied components is then explained in detailand supported with a graphic illustration. Inaddition, this section shows the routing of fluidpressure to the individual components and theirinternal functions when it applies or releases.

The sequence in which the components in thissection have been discussed coincides with theirphysical arrangement inside the transmission. Thisorder closely parallels the disassembly sequenceused in the Hydra-matic 4L30-E Unit RepairSection of the appropriate Service Manual. It alsocorrelates with the components shown on theRange Reference Charts that are used throughoutthe Power Flow section of this book. Thecorrelation of information between the sections ofthis book helps the user more clearly understandthe hydraulic and mechanical operating principlesfor this transmission.

APPLY COMPONENTS

Figure 14 15

16

APPLY COMPONENTS

Figure 15

OVERRUNCLUTCH

HOUSING(510)

513 514 515 517 518 519 521 522 523 524520

SOME MODELS

OVERRUNCLUTCH

HOUSING(510)

OVERRUNCLUTCHPISTON

(513)

RELEASESPRING

(514)

RETAINER(515)

CAM(517)

SNAPRING(518)

SUNGEAR(519)

OVERRUNCLUTCH

STEEL PLATE(521)

OVERRUNCLUTCH

LINED PLATE(522)

OVERRUNCLUTCH

BACKING PLATE(523)

SNAPRING(524)

OVERRUNCLUTCHAPPLYFLUID

➤➤

➤➤

APPLIED

➤ ➤

RELEASED

EX

OVERRUN CLUTCH CHECKBALL

OVERRUN CLUTCH: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 onthe 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 inall gear ranges except Drive Range - Fourth Gear.

OVERRUN CLUTCH APPLY:To apply the overrun clutch, overrun clutch fluid is fed throughthe oil pump hub, into the turbine shaft (506) and to the inner hubof the overrun clutch housing. Feed holes in the inner hub allowfluid 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 thewaved release spring (514) which cushions the clutch apply. Asfluid pressure increases, the piston compresses the steel and fiberclutch plates together until they are held against the overrunclutch backing plate (523). The increase in fluid pressure forcesany air in the overrun clutch fluid circuit to exhaust past thecheckball, before it fully seats, to prevent excess cushion duringthe clutch apply.

When fully applied, the steel plates (521) and fiber plates (522)are locked together, thereby holding the overrun clutch housingand overdrive carrier assembly together. This forces the housing,overdrive sun gear (519) which is splined to the housing’s innerhub, and carrier to rotate at the same speed.

OVERRUN CLUTCH RELEASE:To release the overrun clutch, overrun clutch fluid exhausts fromthe 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 re-lease spring (514) moves the overrun clutch piston away fromclutch pack. This disengages the steel and fiber clutch plates fromthe backing plate (523) and disconnects the overrun clutch hous-ing (510) from the overdrive carrier (525).

During the exhaust of overrun clutch fluid, the overrun clutchcheckball unseats (see illustration). Centrifugal force, resultingfrom the overrun clutch housing rotating, forces residual overrunclutch fluid to the outside of the piston housing and past theunseated checkball. If this fluid did not completely exhaust frombehind the piston there could be enough pressure for a partialapply, or drag, of the overrun clutch plates.

Note: Some models use a waved plate (520) to help control theoverrun clutch apply feel.

17Figure 16

APPLY COMPONENTS

ROTATING

H

ELD

OVERDRIVE CARRIER

ASSEMBLY (525)


(521-522)

OVERDRIVE INTERNAL

GEAR (528)

(OUTER RACE)OVERRUN CLUTCH HOUSING AND SUN GEAR (INNER CAM)

EXAMPLE "B" OVERDRIVE

OVERDRIVE ROLLER CLUTCH

(516) OVERRUNING

➤➤

ROTATING

RO

TATING

OVERDRIVE CARRIER

ASSEMBLY (525)


(521-522)

OVERDRIVE INTERNAL

GEAR (528)

(OUTER RACE)OVERRUN CLUTCH HOUSING AND SUN GEAR (INNER CAM)

EXAMPLE "A" DIRECT DRIVE


(516) HOLDING

➤➤

OIL SEAL RING (508)


(516)

TURBINE SHAFT (506)

OVERDRIVE CARRIER

ASSEMBLY (525)

SNAP RING (526)

OVERRUN CLUTCH APPLY FLUID

LUBE PASSAGE

508 525 526

506516 504 505

OVERDRIVE ROLLER CLUTCH:The overdrive roller clutch assembly (516) is located between the overdrivecarrier assembly (525) and overrun clutch housing (510). The outer race ofthe roller clutch is pressed into the overdrive carrier while the roller clutchinner 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 theoverrun clutch housing from rotating clockwise faster than the overdrivecarrier. This assists the overrun clutch in holding the overrun clutch hous-ing and overdrive carrier together. The overdrive roller clutch is holding,and effective, during acceleration in all gear range except Drive Range -Fourth Gear, the same as the overrun clutch.

ROLLER CLUTCH HOLDING: (EXAMPLE "A") DIRECT DRIVEWhen 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 sungear (519), which is splined to the inner hub of the overrun clutch housing,and the overdrive internal gear (528). Power from the engine drives theoverdrive carrier clockwise. Vehicle load holding the overdrive internalgear causes the pinion gears to attempt to rotate counterclockwise on theirpins around the internal gear as the travel clockwise with the carrier assem-bly. Therefore, the pinion gears attempt to drive the sun gear clockwise,faster than the carrier assembly is rotating. However, this causes the rollersto ‘move up the ramp’ on the inner cam (517) and wedge between the innercam and outer race, thereby locking the overrun clutch housing (510) andoverdrive carrier together.

With the sun gear and overdrive carrier rotating at the same speed, thepinion gears do not rotate on their pins but act as wedges and drive theoverdrive internal gear. This creates a 1:1 gear ratio through the overdriveplanetary gear set. Remember that, as explained above, the roller clutch isassisting the overrun clutch which is also applied and holding the carrierand overrun clutch housing together.

ROLLER CLUTCH RELEASED: (EXAMPLE "B") OVERDRIVEThe roller clutch releases when the overdrive carrier rotates clockwisefaster than the overrun clutch housing. This causes the rollers to ‘movedown the ramp’ on the inner cam (517) and rotate freely between the innercam and outer race. This action occurs in Fourth gear when the overrunclutch is released and the 4th clutch is applied to hold the overrun clutchhousing (510) and overdrive sun gear (519) stationary to the adapter case.As torque from the engine drives the carrier clockwise, the roller clutchouter race in the carrier overruns the roller clutch. The pinion gears rotateclockwise on their pins and walk around the stationary sun gear, therebydriving the overdrive internal gear (528) in a Fourth gear overdrive gearratio of approximately .73:1.

Coast Conditions:When the throttle is released and the vehicle is decelerating, power fromvehicle speed drives the transmission’s output shaft and gear sets fasterthan engine torque is driving. In gear ranges when the overrun clutch isapplied and engine compression braking slows the vehicle during coastconditions, the overdrive roller clutch is not holding. However, the over-drive carrier does not overrun the roller clutch because the overrun clutchholds the carrier and overrun clutch housing together.

Figure 17

APPLY COMPONENTS

18

��

ADAPTERCASE(20)

4TH CLUTCHAPPLYFLUID

4TH CLUTCHRETAINER

(501)

4TH CLUTCHSTEEL PLATE

(502)

4TH CLUTCHLINED PLATEASSEMBLY

(503)

SNAPRING(530)

RETAINER& SPRING

ASSEMBLY(531)

4TH CLUTCHPISTON

(532)

SEAL(INNER)

(533)

SEAL(OUTER)

(534)

ADAPTERCASE(20)

��

532 533 534531530501 502 503

4TH CLUTCH:The 4th clutch assembly is located in the adapter case. The external teeth on thesteel clutch plates (502) are splined to the adapter case while the internal teeth onthe fiber clutch plates (503) are splined to the outside of the overrun clutchhousing (510). The 4th clutch is only applied in Drive Range - Fourth Gear toprovide an overdrive gear ratio through the overdrive planetary gear set.

4TH CLUTCH APPLY:To apply the 4th clutch, 4th clutch fluid is fedfrom the center support (30) into the adaptercase behind the 4th clutch piston (532). 4thclutch fluid pressure moves the piston to com-press the retainer and spring assembly (531)which cushions the clutch apply. As fluid pres-sure increases, the piston compresses the steeland fiber clutch plates until they are held againstthe 4th clutch retainer (501). The 4th clutchretainer is splined to the adapter case and heldin place by the oil pump assembly (10). Theretainer functions as a backing plate for theclutch pack.

When fully applied, the steel and fiber clutchplates are locked together and held stationary tothe adapter case. The internal teeth on the fiberclutch plates (503) hold the overrun clutch hous-ing (510) stationary. This prevents the overdrivesun gear (519), which is splined to the overrunclutch housing’s inner hub, from rotating.

4TH CLUTCH RELEASE:To release the 4th clutch, 4th clutch fluid ex-haust from the adapter case and back throughthe center support (30), thereby decreasing fluidpressure at the 4th clutch piston (532). Withoutfluid pressure, spring force from the pistonspring assembly (531) moves the 4th clutch pis-ton away from the clutch pack. This disengagesthe steel and fiber clutch plates from the 4thclutch retainer (501) and allows the overrunclutch housing and overdrive sun gear to rotatefreely.

19Figure 18

APPLY COMPONENTS

MAIN

CASE

(36)

30 31 12 32

617616614 615613612611610608 609

SEAL(OUTER)

(609)

SEAL(INNER)

(608)

REVERSECLUTCHPISTON

(610)

PISTONCLUTCHSPRING

(611)

SPRINGSEAT(612)

RETAININGRING(613)

REVERSE CLUTCHWAVED PLATE

(614)

REVERSE CLUTCHSTEEL PLATE

(615)

REVERSE CLUTCHLINED PLATE

(616)

REVERSE CLUTCHPRESSURE/SELECTIVE

PLATE(617)

OILSEAL

RINGS(32)

CENTERSUPPORT

ASSEMBLY(30)

MAINCASE(36)

REVERSE CLUTCH:The reverse clutch is located in the main transmission case (31) directlybehind the center support (604). The external teeth on the steel clutchplates (615) are splined to the main case while the internal teeth on thefiber 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 inthe Reverse (R) position.

REVERSE CLUTCH APPLIED:To apply the reverse clutch, reverse clutch fluid is fedfrom the center support into the cavity behind the re-verse clutch piston (610). Reverse clutch fluid pressuremoves the piston to compress the piston spring assem-bly (611) which cushions the clutch apply. As fluid pres-sure increases, the piston compresses the steel and fiberclutch plates together until they are held against theselective reverse clutch pressure plate (617). The pres-sure plate, which is selective for assembly purposes, isheld stationary by the main case and functions as abacking plate for the clutch pack. Also included in thereverse clutch assembly is a steel waved plate (614) that,in addition to the spring assembly (611), helps cushionthe reverse clutch apply.

When fully applied, the steel clutch plates (615), fiberclutch plates (616) and waved plate (614) are lockedtogether and held stationary to the main case. The inter-nal teeth on the fiber clutch plates hold the 2nd clutchdrum (618) and ring gear (630) stationary.

REVERSE CLUTCH RELEASE:To release the reverse clutch, reverse clutch fluid pres-sure exhausts from the reverse clutch piston (610) andcenter support. Without fluid pressure, spring force fromthe piston spring assembly (611) and waved plate (614)moves the reverse clutch piston away from the clutchpack. This disengages the steel plates, fiber plates andwaved plate from the pressure plate (617) and allows the2nd clutch drum and ring gear to rotate freely.

APPLY COMPONENTS

Figure 1920

2ND CLUTCHDRUM ASSEMBLY

(618)

➤➤ ➤➤➤

➤

620 621 622 611

623 613 625 626 627 628 629 629630

SEAL(INNER)

(620)

SEAL(OUTER)

(621)

2NDCLUTCHPISTON

(622)

PISTONCLUTCHSPRING

(611)

SPRINGSEAT(623)

RETAININGRING(624)

2NDCLUTCHWAVEDPLATE(625)

2NDCLUTCHSTEELPLATE(626)

2NDCLUTCHLINEDPLATE(627)

RETAININGRING(629)

RINGGEAR(630)

2NDCLUTCHSPACER

(628)

2ND CLUTCHAPPLYFLUID

2NDCLUTCHDRUM

ASSEMBLY(618)

APPLIED

EX

RELEASED

2ND CLUTCH CHECKBALLAlso included in the 2nd clutch assembly is asteel waved plate (625) that, in addition to thespring assembly (611), helps cushion the 2ndclutch apply. When fully applied, the steel clutchplates (626), fiber clutch plates (627) and wavedplate are locked together, thereby holding the 2ndclutch drum and 3rd clutch drum together. Thisforces both drums and the ring gear (630), whichis splined to the 2nd clutch drum, to rotate at thesame speed.

2ND CLUTCH RELEASE:To release the 2nd clutch, 2nd clutch fluid ex-hausts from the 2nd clutch drum (618) and backthrough the intermediate shaft and center support(604), thereby decreasing fluid pressure at the2nd clutch piston (622). Without fluid pressure,spring force from the piston spring assembly(611) and waved plate (625) moves the 2nd clutchpiston away from the clutch pack. This disen-gages the steel plates, fiber plates and waved platefrom the spacer ring (628) and disconnects the2nd and 3rd clutch drums. During the exhaust of2nd clutch fluid, the 2nd clutch checkball unseats(see illustration). Centrifugal force, resultingfrom the 2nd clutch drum rotating, forces residual2nd clutch fluid to the outside of the piston hous-ing and past the unseated checkball. If this fluiddid not completely exhaust from behind the pis-ton there could be enough pressure for a partialapply, or drag, of the 2nd clutch plates.

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 teethon the fiber clutch plates (627) are splined to the 3rd clutch drum assembly (634). The 2nd clutch is appliedwhen 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 shaftwhich is connected to the 3rd clutch drum, and to the inner hub of the 2nd clutch drum. Feed holes in theinner hub allow fluid to enter the drum behind the 2nd clutch piston (622). 2nd clutch fluid pressure seatsthe 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 fiberclutch plates together until they are held against the 2nd clutch spacer (628). The spacer is splined to the2nd clutch drum and held in place by the retainer ring (629). The spacer functions as a backing plate for theclutch pack. The increase in fluid pressure forces any air in the 2nd clutch fluid circuit to exhaust past the2nd clutch checkball, before it fully seats, to prevent excess cushion during the clutch apply.

21Figure 20

APPLY COMPONENTS

3RD CLUTCHDRUM ASSEMBLY

(634)

➤➤ ➤➤➤

➤

3RDCLUTCHPISTON

(638)

3RDCLUTCHDRUM

ASSEMBLY(634)

SEAL(INNER)

(635)

SEAL(OUTER)

(637)

PISTONCLUTCHSPRING

(611)

SPRINGSEAT(639)

RETAININGRING(640)

3RDCLUTCHSPRING

CUSHIONPLATE(641)

3RDCLUTCHSTEELPLATE(642)

3RDCLUTCHLINEDPLATE(643)

SPRAGRACE

ASSEMBLY(647)

SPRAG RACERETAINING

RING(648)

3RDCLUTCHAPPLYFLUID

LUBEPASSAGE

LUBEPASSAGE

APPLIED

EX

RELEASED

3RD CLUTCH CHECKBALL

648647643642641640639611638637635

3RD CLUTCH:The 3rd clutch assembly is located in the 3rd clutch drum (634) inside themain 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 fiberclutch plates (643) are splined to the input sun gear assembly (646). The3rd clutch is applied when the transmission is in Drive Range - Third andFourth gears. The 3rd clutch is also applied in First gear when the transmis-sion is operating in Manual Second and Manual First to provide enginecompression braking.

3RD CLUTCH APPLY:To apply the 3rd clutch, 3rd clutch fluid is fed through thecenter support (604), into the intermediate shaft which isconnected to the 3rd clutch drum, and to the inner hub ofthe 3rd clutch drum. Feed holes in the inner hub allow fluidto enter the drum behind the 3rd clutch piston (638). 3rdclutch fluid pressure seats the 3rd clutch checkball (locatedin the drum) and moves the piston to compress the pistonspring assembly (611) which cushions the clutch apply. Asfluid pressure increases, the piston compresses the steel andfiber clutch plates together until they are held against thesprag race assembly (647). The sprag race assembly issplined to the 3rd clutch drum and held in place by thesprag retainer ring (648). The sprag race functions as abacking plate for the clutch pack. The increase in fluidpressure forces any air in the 3rd clutch fluid circuit toexhaust 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 springcushion plate (641) that, in addition to the spring assembly(611), helps cushion the 3rd clutch apply. When fully ap-plied, the steel clutch plates (642), fiber clutch plates (643)and spring plate (641) are locked together, therebyholding the 3rd clutch drum and input sun gearassembly (646) together. This forces the 3rd clutchdrum and input sun gear to rotate at the same speed.

3RD CLUTCH RELEASE:To release the 3rd clutch, 3rd clutch fluid exhaustsfrom the 3rd clutch drum (634) and back through theintermediate shaft and center support (604), therebydecreasing fluid pressure at the 3rd clutch piston (638).Without fluid pressure, spring force from the piston springassembly (611) and spring plate (641) moves the 3rd clutchpiston away from the clutch pack. This disengages the steelplates, fiber plates and spring plate from the sprag raceassembly (647) and disconnects the 3rd clutch drum fromthe input sun gear assembly.

During the exhaust of 3rd clutch fluid, the 3rd clutchcheckball unseats (see illustration). Centrifugal force, re-sulting from the 3rd clutch drum rotating, forces residual3rd clutch fluid to the outside of the piston housing and pastthe unseated checkball. If this fluid did not completely ex-haust from behind the piston there could be enough pres-sure for a partial apply, or drag, of the 3rd clutch plates.

INPUTSUN GEARASSEMBLY

(646)

22

APPLY COMPONENTS

Figure 21

650 649649

INPUTSUN GEARASSEMBLY

(646)

RETAININGRING(649)

SPRAGCAGE

ASSEMBLY(650)

LUBEPASSAGE

➤

➤

➤

➤

(INNER RACE)INPUTSUNGEAR(646)

SPRAGCAGE

ASSEMBLY(650)

SPRAG CLUTCHHOLDING/DRIVING(OUTER RACE)

SPRAGRACE

ASSEMBLY(647)

(B)

(A)

(INNER RACE)INPUTSUNGEAR(646)

SPRAGCAGE

ASSEMBLY(650)

SPRAG CLUTCHOVERRUNNING(OUTER RACE)

SPRAGRACE

ASSEMBLY(647)

SPRAG CLUTCH:The sprag clutch assembly (650) is located between the input sun gear assembly (646) and sprag raceassembly (647). The input sun gear assembly functions as the inner sprag race and is splined to theshort pinions in the Ravigneaux planetary carrier (653). The sprag race assembly functions as theouter sprag race and is splined to the 3rd clutch drum (634). The sprag clutch is a type of one-wayclutch 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 3rdclutch drum clockwise such that the sprag outer race pivots the spragstoward their long diagonals. The length of the sprag’s long diagonal(distance A) is greater than the distance between the inner and outerraces. This causes the sprags to ‘lock’ between the inner and outer races,thereby allowing the 3rd clutch drum to drive the input sun gear assem-bly. The sun gear then transfers the power flow to the Ravigneauxcarrier and output shaft.

The sprag clutch is also holding in Third and Fourth gears, and Firstgear in Manual First and Manual Second. However, in these gear rangesthe 3rd clutch is applied and connects the 3rd clutch drum and input sungear assembly. In this situation the sprag clutch assists the 3rd clutch indriving the input sun gear. This locks the sprag clutch at all times,during both acceleration and deceleration to provide engine compres-sion braking.

Note: Refer to the Power Flow section for a complete description ofpower flow and operation of the sprag clutch during each gear range.

SPRAG CLUTCH RELEASED:The sprag clutch releases when the sprags pivot toward their shortdiagonals. The length of the short diagonal (distance B) is less than thedistance between the inner and outer sprag races. This action occurswhen power flow drives the input sun gear clockwise faster than the 3rdclutch drum, thereby allowing the input sun gear and inner race (646) tooverrun the sprag clutch. During acceleration the sprag clutch is onlyoverrun when the transmission is in Second gear.

Coast Conditions:The sprag clutch is also overrun during coast conditions, or decelera-tion, in Reverse, Drive Range - First Gear and Manual Third - FirstGear. This is when power from vehicle speed drives the input sun gearclockwise faster than engine torque drives the 3rd clutch drum (with the3rd clutch released). In this situation, the sprag clutch inner race on theinput sun gear assembly overruns the sprags, thereby allowing the ve-hicle to coast freely.

23Figure 22

APPLY COMPONENTS

SERV

O AP

PLY

SERV

O RE

LEAS

E

SERVO PISTONASSEMBLY

(94-103)

➤

➤ ➤

103

102

101

100

99

98

97

96

95

94

93

92

91

90

BRAKE BANDASSEMBLY

(664)

ANCHORPINS

RETURNSPRING

(103)

APPLYROD(102)

ADJUSTSLEEVE

(101)

CUSHIONSPRING

SEAT(100)

CUSHIONSPRING

(99)

RINGSEAL(98)

SERVOPISTON

(97)

SERVOPISTONSCREW

(96)

SERVOSCREW

NUT(95)

SERVOCOVER

(91)

MAINCASE(36)

MAIN CASEBOTTOM PAN

(57)

SERVO ASSEMBLY AND BRAKE BAND:The servo assembly, located in the bottom rear of the main transmission case (36), functions to apply thebrake band (664) and act as an accumulator to cushion the 3rd clutch apply. The brake band is applied whenthe transmission is in First and Second gears. The brake band is held stationary in the main case and wrapsaround the reaction sun drum (659). When compressed by the servo assembly the band holds the reactiondrum and reaction sun gear (658) stationary to the main case.

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

BRAKE BAND RELEASE:The servo assembly and brake band are held in the release position by the spring forces in Park, Neutral andReverse when servo apply fluid pressure is exhausted. In Third and Fourth gears they are held in the releaseposition by servo release fluid pressure assisting the spring forces. Servo release fluid pressure is fed betweenthe main case and servo piston. This fluid pressure assists the spring forces to move the servo piston and applyrod against servo apply fluid pressure and away from the brake band. Therefore, the brake band releases andthe reaction drum and reaction sun gear are allowed to rotate freely.

3RD CLUTCH ACCUMULATION:The servo assembly is also used as an accumulator for 3rd clutch apply. Servo release fluid pressure alsofeeds the 3rd clutch fluid circuit to apply the 3rd clutch. Therefore, as servo release fluid pressure moves theservo piston against servo apply fluid pressure, some of the initial fluid pressure that applies the 3rd clutch isabsorbed. This helps cushion the 3rd clutch apply. Refer to page 32A for a more detailed description ofaccumulator function.

Torque:When engine torque is transferred through a gear set the output torque from thegear set can either increase, decrease, or remain the same. The output torqueachieved 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 thenthe gear set is operating in overdrive (Fourth gear). When output torque equalsinput torque the gear set is operating in direct drive (Third gear) and all gear setcomponents are rotating at the same speed.

Torque vs. SpeedOne transmission operating condition directly affected by input and outputtorque through the gear sets is the relationship of torque with output speed. Asthe transmission shifts from First to Second to Third to Fourth gear, the overalloutput torque to the wheels decreases as the speed of the vehicle increases (withinput speed and input torque held constant). Higher output torque is neededwith low vehicle speed, First and Second gears, to provide the power to movethe vehicle from a standstill. However, once the vehicle is moving and the speedof the vehicle increases, Third and Fourth gears, less output torque is required tomaintain that speed.

REDUCTION

Increasing the output torque is known as operating in reduction because thereis a decrease in the speed of the output member proportional to the increase inoutput torque. Therefore, with a constant input speed, the output torqueincreases when the transmission is in a lower gear, or higher gear ratio.

PLANETARY GEAR SETSPlanetary gear sets are used in the Hydra-matic 4L30-E transmission as theprimary method of multiplying the torque, or twisting force, of the engine(known as reduction). A planetary gear set is also used to reverse the directionof input torque, function as a coupling for direct drive, and provide an overdrivegear ratio.

Planetary gears are so named because of their physical arrangement. Allplanetary 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 evenlydistributes the energy forces flowing through the gear set. Another benefit ofplanetary gears is that gear clash (a common occurrence in manualtransmissions) is eliminated because the gear teeth are always in mesh.

The Hydra-matic 4L30-E transmission consists of two planetary gear sets, theoverdrive and Ravigneaux gear sets. The graphics in Figure 23 show both ofthese gear sets and their respective components. Figure 24 graphically explainshow the planetary gear sets are used in combination to achieve each of thetransmissions five different gear ratios.

Ravigneaux Planetary Gear Set:The Ravigneaux planetary gear set is unique in that it resembles a combinationof two gear sets. This gear set consists of two sets of pinion gears (long andshort) 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 constantmesh with both the input sun gear and the long pinion gears. The long piniongears are also in constant mesh with the internal ring gear (630). Also, theoutput shaft is connected to the Ravigneaux planetary carrier assembly (653).

24 Figure 23

PLANETARY GEAR SETS


(646)


CARRIER ASSEMBLY

(653)

OVERDRIVE SUN GEAR

(519)

OVERDRIVE INTERNAL

GEAR (528)

OVERDRIVE CARRIER

ASSEMBLY (525)

ADAPTER CASE (20)

OVERRUN CLUTCH

HOUSING (510)

2ND CLUTCH DRUM ASSEMBLY

(618)

MAIN CASE (36)

REACTION SUN GEAR

(658)

REACTION SUN DRUM

(659)

OVERDRIVE SUN GEAR

(519)

OVERDRIVE INTERNAL

GEAR (528)

OVERDRIVE CARRIER

ASSEMBLY (525)


(646)


CARRIER ASSEMBLY

(653)

REACTION SUN GEAR

(658)

RING GEAR (630)

Direct drive occurs in Third gear when input torque to the Ravigneaux gear setis provided by both the input sun gear (646) and ring gear (630). This wedgesthe short and long pinion gears together, preventing them from rotating on theirpins, and causes them to rotate with the input sun gear and ring gear at the samespeed. Therefore, the Ravigneaux carrier and output shaft assembly (653) arealso driven at the same speed for a 1:1 direct drive gear ratio. This combineswith the 1:1 gear ratio through the overdrive gear set for a direct drive 1:1 gearratio through the entire transmission.

OVERDRIVEOperating the transmission in Overdrive allows the output speed of thetransmission to be greater than the input speed from the engine. This mode ofoperation allows the vehicle to maintain a given road speed with reduced enginespeed for increased fuel economy.

Overdrive is achieved through the overdrive gear set and only occurs in DriveRange - Fourth Gear. The 4th clutch holds theoverrun clutch housing (510) andoverdrive sun gear (519) stationary to the main transmission case. Therefore,when input torque drives the overdrive carrier clockwise, the overdrive carrierpinion gears walk clockwise around the stationary sun gear. These pinion gearsthen drive the overdrive internal gear (528) clockwise in an overdrive gear ratioof approximately .73:1. Power flow from the overdrive internal gear to theoutput shaft is identical to Third gear, a direct drive 1:1 gear ratio, therebyproviding an overall transmission gear ratio of approximately .73:1.

REVERSEThe Ravigneaux planetary gear set reverses the direction of power flow rotationwhen the reverse clutch is applied. In Reverse, input torque to the Ravigneauxgear set is provided by the input sun gear (646) in a clockwise direction and thering gear (630) is held stationary. The input sun gear drives the short piniongears counterclockwise. With the ring gear held, the long pinion gears travelcounterclockwise around the ring gear as they are driven clockwise on their pinsby the short pinion gears. This action drives the Ravigneaux carrier and outputshaft in a counterclockwise (reverse) direction in a reduction gear ratio ofapproximately 2.00:1.

Reduction occurs in First, Second and Reverse gears through the Ravigneauxgear set. In each of these gears, power flow through the overdrive planetary gearset is a 1:1 direct drive gear ratio. The overdrive carrier assembly provides theinput torque to the overdrive gear set. The overdrive sun gear (519) is splined tothe inner hub of the overrun clutch housing (510). Both of these components areheld to the overdrive carrier assembly (525) by the overrun clutch and overdriveroller clutch. With the sun gear and carrier rotating at the same speed, the piniongears do not rotate on their pins but act as wedges to drive the overdrive internalgear (528). Therefore, the entire overdrive planetary gear set rotates at the samespeed 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 inputsun gear (646) in a clockwise direction. The input sun gear drives the shortpinion gears in the Ravigneaux carrier counterclockwise. The short pinion gearsthen drive the long pinion gears in the Ravigneaux carrier in a clockwisedirection. The brake band is applied in First and Second gears and holds thereaction sun gear (658) and reaction sun drum (659) stationary. The long piniongears walk clockwise around the stationary reaction sun gear. This action drivesthe Ravigneaux carrier and output shaft assembly in an reduction gear ratio ofapproximately 2.40:1.

In Second gear, the torque input to the Ravigneaux gear set is provided by thering gear (630) in a clockwise direction. The ring gear drives the long piniongears clockwise. The long pinion gears walk around the stationary reaction sungear (658) which is still held by the band. This action drives the Ravigneauxcarrier and output shaft assembly in a reduction gear ratio of approximately1.48:1.

DIRECT DRIVEDirect drive in a planetary gear set is obtained when any two members of the gearset rotate in the same direction at the same speed. This forces the third member ofthe gear set to rotate at the same speed. Therefore, in direct drive the output speedof 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).

PLANETARY GEAR SETS

Figure 24 25

➤

➤➤

➤

➤

REVERSE FIRST THIRD FOURTHSECOND

OVERDRIVE PLANETARY GEARSET (DIRECT DRIVE)

OVERDRIVE PLANETARY GEARSET (OVERDRIVE)

HELD

HELD

HELD HELD

(REDUCTION) (REDUCTION) (REDUCTION) (DIRECT DRIVE)

HYDRAULIC CONTROL COMPONENTS

Figure 25 27

209 (10)

201

202

5

6

8

9

PUMPASSEMBLY

(10)

LINE➤

➤

➤

SUCTION

BOTTOM PAN (74)

FILTER (79)

➤

➤➤

➤

DRIVEN GEAR (202)

DRIVE GEAR (201)

INTAKE

OUTLET

CRESCENT

OIL PUMP ASSEMBLYThe oil pump assembly contains a positive displacement internal-exter-nal gear type pump located in the oil pump body (209). This spur geartype pump consists of a drive gear (201) that has gear teeth in constantmesh with the teeth on one side of the pump driven gear (202). Also, thenotch on the inside of the drive gear is keyed to the torque converterpump hub. Therefore, whenever the engine is cranking, or running, theconverter pump hub drives the pump drive gear at engine speed. Thedrive gear then drives the driven gear at engine speed.

On the opposite side of the mesh point between the drive and drivengears the pump gears are separated by the crescent section of the pumpbody (209). As the gears rotate toward the crescent, the volume betweenthe gear teeth increases and fluid volume is positively displaced, therebycreating a vacuum at the pump intake port. This vacuum allows thehigher atmospheric pressure acting on the fluid in the main case bottompan (74) to force fluid through the filter assembly (79) and into thesuction side of the oil pump.

Through the rotation of the gears the gear teeth carry the fluid past thecrescent to the pressure side of the oil pump. Past the crescent the gearteeth begin to mesh again and the volume between the gear teeth de-creases. Decreasing this volume pressurizes and forces the fluid throughthe pump outlet and into the line fluid circuit. This fluid is directed tothe pressure regulator valve where the fluid pressure is regulated tomaintain the required supply and pressure for the various hydrauliccircuits and apply components throughout the transmission.

As engine speed (RPM) increases, the volume of fluid being suppliedby the oil pump also increases because of the faster rotation of thepump gears. At a specified calibrated pressure (which varies with trans-mission model) the pressure regulator valve allows excess fluid to re-turn to the suction side of the pump gears (see pressure regulation onpage 28). The result is a control of the pump’s delivery rate of fluid tothe hydraulic system.

HYDRAULIC CONTROL COMPONENTSThe previous sections of this book described the operation of the majormechanical components used in the Hydra-matic 4L30-E. This sectionprovides a detailed description of the individual components used in thehydraulic system. These hydraulic control components apply and re-lease the various clutches, band and accumulators that provide for theautomatic shifting of the transmission.


Figure 2628

EX

LINE

LINE

SUCT

ION

CONV

IN

REVE

RSE

THRO

TTLE

SIG

NAL

PUMPASSEMBLY

(10)

LINE

SUCT

ION

FEED LIMIT

EX

LINE

THRO

TTLE

SIG

SUCT

ION

EXAMPLE "A": MINIMUM


FORCEMOTOR

SOLENOID(404)

➤

➤

➤

➤

➤

➤

➤

➤➤

➤➤

➤ ➤ ➤

➤➤

➤➤

➤

➤

➤➤

➤

➤

➤➤

➤➤

➤


EXLI

NE

LINE

SUCT

ION

CONV

IN

REVE

RSE

THRO

TTLE

SIG

NAL

PUMPASSEMBLY

(10)

LINE

SUCT

ION

FORCEMOTOR

SOLENOID(404)

FEED LIMIT

EX

LINE

THRO

TTLE

SIG

SUCT

ION

EXAMPLE "B": MAXIMUM

➤

➤

➤

➤

➤

➤

➤

➤➤

➤➤

➤ ➤ ➤

➤➤

➤➤

➤

➤

➤

➤

➤

➤

➤➤

➤➤

➤

➤

PRESSURE REGULATIONTo pressurize pump output there needs to be a restriction in the linepressure fluid circuit. The main restricting component that controls linepressure is the pressure regulator valve (208) which is located in the oilpump assembly (209). Line fluid from the pump is directed to themiddle of the pressure regulator valve and is also orificed to one end ofthe valve. The larger surface area at the end of the valve allows the forcefrom line pressure to move the valve against throttle signal fluid pres-sure.

EXAMPLE A: MINIMUM LINE PRESSURE (minimum throttle)As the pump continually supplies fluid and line pressure builds, thepressure regulator valve moves against the force of the pressure regula-tor valve spring (207) and throttle signal fluid pressure. This opens theline pressure circuit at the middle of the valve to enter the ‘converter in’fluid circuit. Line pressure continues to increase until the pressure regu-lator valve moves against the spring far enough to open line pressure tothe suction fluid circuit. Excess line pressure at the middle of the valvethen feeds the suction fluid circuit and flows back to the oil pump.When this occurs, pump output capacity is regulated into minimum linepressure.

EXAMPLE B: MAXIMUM LINE PRESSURE (maximum throttle)The pressure regulator valve is constantly regulating pump volume intothe line pressure required to operate the transmission properly. At higherthrottle positions greater line pressure is required to hold the clutchesand the brake band. Therefore, the Transmission Control Module (TCM)signals the variable force motor (404) to increase throttle signal fluidpressure (see page 40 for a complete description of force motor opera-tion). Throttle signal fluid pressure assists spring force and moves theboost valve (205) against the pressure regulator valve. At maximumthrottle, throttle signal fluid pressure moves the pressure regulator valveenough to block line pressure from entering either the suction or ‘con-verter in’ fluid circuits. Without a fluid circuit to direct line pressureinto at the pressure regulator valve, line pressure increases to a maxi-mum. Under normal operating conditions, line pressure is regulatedbetween these minimum and maximum points.

Pressure Regulation in ReverseLine pressure is boosted in a similar manner during Reverse (R) gearoperation. When Reverse is selected, reverse fluid is routed between thetwo lands on the boost valve (205). Because the valve land on the sideclosest to the pressure regulator valve is larger, reverse fluid pressuremoves the boost valve against the pressure regulator valve. This assistsspring force and throttle signal fluid pressure, thereby increasing linepressure.

PRESSURE REGULATOR VALVE TRAIN (203-208)Pressure Regulator Valve (208)The pressure regulator valve regulates line pressure according to vehicleoperating conditions. This line pressure is directed into: (a) the ‘con-verter in’ fluid circuit which is routed to the converter clutch controlvalve (210) and, (b) to the pump suction fluid circuit as part of thepressure regulation (see page 28). Pressure regulation is controlled bythe pressure regulator spring (207), throttle signal fluid pressure andreverse 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 movesthe pressure regulator valve to increase line pressure. Therefore, as throttleposition increases and the TCM increases throttle signal fluid pressureat the force motor solenoid, line pressure increases. Also, when Reverse(R) gear range is selected, reverse fluid pressure moves the boost valveagainst the pressure regulator valve to increase line pressure further.

Throttle Signal Accumulator Assembly (214-217)Throttle signal fluid pressure acts on the throttle signal accumulatorpiston (214) in all gear ranges. This pressure moves the piston againstthrottle signal accumulator spring (215) force, thereby dampening anypressure irregularities occurring in the throttle signal fluid circuit. How-ever, this dampening only affects irregular pulses in the fluid circuit andnot the normal changes in throttle signal fluid pressure as determined bythe TCM at the force motor solenoid (404).

TORQUE CONVERTER CLUTCH (TCC) CONTROL VALVE (210)TCC ReleasedThe converter clutch control valve (210) is held in the release positionby the converter clutch control valve spring (211) (as shown). Thisallows ‘converter in’ fluid to enter the release fluid circuit, flow to theconverter and keep the converter clutch released. Fluid exits the con-verter in the apply fluid circuit. Apply fluid flows through the converterclutch control valve and into the cooler fluid circuit.

TCC ApplyTo apply the converter clutch, solenoid signal fluid moves the controlvalve (210) against spring force. This blocks ‘converter in’ fluid fromentering the release fluid circuit and opens the release fluid circuit to anexhaust passage. At the same time, line pressure flows through the valveand feeds the apply fluid passage. Apply fluid is routed to the converterto apply the converter clutch and fill the converter with fluid.

COMPONENTS LOCATED IN THE OIL PUMP ASSEMBLY

Figure 27 29


210

211

212

213

216

217

215

214

206207206 208205204203


CONV CL CONTROL

➤



ASSEMBLY(214-217)

EX

THRO

TTLE

SIG

NAL

EX LINE

LINE

SUCT

ION

CONV

ERTE

R IN

REVE

RSE

THROTTLE SIGNAL

CONV

INRE

LEAS

EEX

TO C

OOLE

RAP

PLY

LINE

EXSOLENOID SIGNAL

PUMPASSEMBLY

(10)

LINE

SUCTION

LINE

SUCT

ION

Figure 2830

HYDRAULIC CONTROL COMPONENTSVALVES LOCATED IN THE ADAPTER CASE VALVE BODY

FEED LIMIT

3-4 ACCUM CONTROL

EX

EXEX

LINE FEED LIMIT

FEED LIMIT

EX

EX

3-4

ACCU

M

3-4

ACCU

M

LINE

THRO

TTLE

SIG

NAL

EX

SOLE

NOID

FEE

D

SOLE

NOID

SIG

NAL

CONVERTERCLUTCH

SOLENOID(416)

LINE

FORCE MOTORSCREEN (415)

FORCEMOTOR

SOLENOID(404)

FD LIMIT

THRO

TTLE

SIG

NAL

THRO

TTLE

SIG

NAL

EX

2ND CLREV

417402416

415414413

406

402 403

404

412406

411

410

409407405

406

SOME MODELS

408

30A

COMPONENTS LOCATED IN THE ADAPTER CASE VALVEBODY

Force Motor Solenoid (404)Controlled by the TCM, it uses a duty cycle operation to regulate feedlimit fluid into throttle signal fluid pressure. Throttle signal fluid pres-sure is regulated in relation to throttle position and other TCM inputsthat determine vehicle operating conditions (see the Electrical Compo-nents Section for additional information). Throttle signal fluid pressureis 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 accumu-lator control valves (318 and 409) to help regulate accumulator fluidand control shift feel.

3-4 Accumulator Valve Train (407-409)This valve train is controlled by throttle signal fluid pressure acting onthe 3-4 accumulator valve (407), spring force, and orificed 3-4 accu-mulator fluid pressure at the end of the 3-4 accumulator control valve(409). These forces control the regulation of line pressure into 3-4accumulator fluid pressure and the exhaust of 3-4 accumulator fluid.These actions help control the apply feel and release feel of the 4thclutch.

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 maximumrange of 659 kPa to 765 kPa (96 psi to 111 psi). When line pressure isbelow this range the force from the feed limit valve spring (410) keepsthe valve fully open and feed limit fluid pressure equals line pressure.When line pressure is above this range, orificed feed limit fluid pres-sure at the end of the valve moves the valve against spring force. Thisregulates line pressure entering the feed limit fluid circuit and limitsmaximum feed limit fluid pressure to the range given above. Feed limitfluid 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 iscontrolled by the TCM. When operating conditions are appropriate forconverter clutch apply the TCM energizes the TCC solenoid. This opensthe solenoid and allows solenoid feed fluid to enter the solenoid signalfluid circuit. To release the converter clutch the solenoid is de-ener-gized, thereby blocking solenoid feed fluid from entering the solenoidsignal fluid circuit. With the solenoid OFF, solenoid signal fluid pres-sure exhausts through the solenoid and the converter clutch releases.

Figure 29 31

HYDRAULIC CONTROL COMPONENTSVALVES LOCATED IN THE MAIN CASE VALVE BODY

326

302

303304 305

306

318 320

310

309SOME

MODELS

319

323321

322

325 309324

302

310 311 312

307 308 305

302306

2-3 SHIFT

1-2 & 3-4 SHIFT

MANUAL VALVE

P RN 3 2 1D

LOW PRESSURE

CONTROL 1-2 ACCUM

EXEXEX4T

H CL

FD

1

SERV

O RE

L

D 3 2/1-2

D 3

2

EX

SOLENOID(307)

N.O.

EX

SOLENOID(303)

N.C.

D 3 2/1-2

EXEX

SERVO REL4TH CL FEED 1

4TH CL FEED 2

1-2

REG

3RD

CL F

D

2ND

CLUT

CHD

3 2/

1-2

EX

EX

D 3 2D 3 2

1-2

1-2

R 3

2 1

LINE

REVE

RSE

R 3

2 1RE

V

EX

EX 1-2

1-2 REG

1-2 REG

D 3 2/1-2

PWM SOLENOIDSCREEN (324)

THRO

TTLE

SIG

NAL

1-2

ACC

D 3 2/1-2

EXEX

1-2 ACCUM

EX

D 3 2/1-2

SERVO APPLY

BANDCONTROLSOLENOID

PWM(323)EX

EX

1-2

D 3 2 D 3 2

SERVO REL

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 fluidpressure from the 1-2/3-4 shift solenoid. Also, D32/1-2 fluid pressure atthe spring end of the valve assists spring force in some gear ranges.Depending on the gear range and the shift solenoid operating state, the1-2/3-4 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 routedinto various fluid circuits to apply a clutch or band for the appropriategear 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 aclutch or band during a downshift.

1-2/3-4 Shift Solenoid Assembly (303)Controlled by the TCM, this is a normally closed shift solenoid thatcontrols 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 onthe solenoid end of the 1-2/3-4 shift valve. When energized (turnedON), the solenoid opens and D32/1-2 fluid pressure flows through thesolenoid, acts on the solenoid end of the shift valve and moves the valveagainst spring force.

2-3 Shift Valve (308)The 2-3 shift valve responds to D32/1-2 fluid pressure from the 2-3shift solenoid, spring force, and also D32 fluid pressure in some gearranges. Depending on the gear range operation and the shift solenoidoperating 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 servorelease fluid circuits respectively. 4th clutch feed 1 and servo releasefluids are also exhausted through the 2-3 shift valve during the down-shift from Third to Second gear.

2-3 Shift Solenoid Assembly (307)Controlled by the TCM, this is a normally open shift solenoid thatcontrols 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 thesolenoid end of the 2-3 shift valve. When de-energized (OFF), the sole-noid opens and D32/1-2 fluid pressure flows through the solenoid, actson 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 onthe 1-2 accumulator control valve (318), in addition to spring force andorificed 1-2 accumulator fluid pressure acting on the end of the 1-2accumulator valve (320). These forces control the regulation of D32/1-2fluid into 1-2 accumulator fluid pressure and the exhaust of 1-2 accu-mulator fluid. These actions help control the apply feel and release feelof 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 inFirst gear in Manual First and Manual Second to prevent a harsh 2-1downshift. Spring force and orificed 1-2 regulated fluid pressure regu-late 1-2 fluid into the 1-2 regulated fluid circuit. 1-2 regulated fluidpressure is approximately 50% that of 3rd clutch fluid pressure experi-enced in Third and Fourth gears. With 1-2 regulated fluid pressure usedto apply the 3rd clutch in these ranges, this regulation provides a slowerapply of the 3rd clutch than experienced in Third gear.

Manual Valve (326)The manual valve is supplied line pressure from the pressure regulatorvalve and is mechanically linked to the gear selector lever. When a gearrange is selected, the manual valve directs line pressure into variousfluid circuits by opening and closing feed passages. The circuits that arefed by the manual valve include: Reverse, R321, D32, and 1-2. Re-member that the mode switch is connected to the end of the transmis-sions selector shaft (61) and signals the TCM which gear range themanual valve is positioned.

Pulse Width Modulated (PWM) Band Apply Solenoid (323)The PWM solenoid is a normally open solenoid that controls the applyfeel of the brake band through a duty cycle operation. The solenoidregulates D32/1-2 fluid into the servo apply fluid circuit at a duty cycledetermined by the TCM. This regulation controls the rate at whichservo apply fluid pressure increases and the brake band applies. Servoapply fluid is used to apply the band in First and Second gears.

Note: Refer to the Power Flow section for a detailed description of theshift valve operation and electrical component operation in a specificgear range. Also, refer to the Electrical Component section for a de-tailed description of each electrical component.

30B

Figure 3032

HYDRAULIC CONTROL COMPONENTSVALVES LOCATED IN THE CENTER SUPPORT

REV LO

CKOUT

OVERRUN LOCKOUT

SOL SIGREVERSEREV CL

REVERSEEX

EX

EX

4TH CLUTCH

1-2

OVER

RUN

CLUT

CHLI

NE

4TH

CL F

D 2

4TH

CL F

D 2 CENTER

SUPPORTASSEMBLY

30(701)

EX

SOLENOID SIGNAL

OVERDRIVE LUBE

702

703

704

705

SOMEMODELS 702

703

707

706

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 ap-proximately 12 km/h (7 mph). Reverse Lockout is not available on allapplications.

Normal Operating ConditionsWhen the vehicle is stationary and Reverse (R) gear range is selected,reverse fluid from the manual valve (326) is routed to the end of thereverse lockout valve. This fluid pressure moves the valve against springforce, allowing reverse fluid at the middle of the valve to enter thereverse clutch fluid circuit. Reverse clutch fluid applies the reverseclutch and Reverse (R) gear range is obtained.

Reverse Locked OutWhen the vehicle is moving forward above approximately 12 km/h (7mph) and Reverse (R) gear range is selected, the TCM energizes theTCC solenoid. With the solenoid ON, solenoid feed fluid flows throughthe solenoid and fills the solenoid signal fluid circuit. Solenoid signalfluid is routed to the spring end of the reverse lockout valve, therebyassisting spring force to keep the valve closed against reverse fluidpressure. This blocks reverse fluid from entering the reverse clutchfluid circuit and prevents the transmission from shifting into Reverse.

OVERRUN LOCKOUT VALVE (705)This valve controls the apply and release of both the overrun clutch andthe 4th clutch. Note that these two clutches must not be applied at thesame time.

Overrun Clutch AppliedSpring force keeps the valve normally open, allowing orificed linepressure to feed the overrun clutch fluid circuit and apply the overrunclutch in Park, Reverse, Neutral, First, Second and Third gears. In thisposition the valve opens the 4th clutch fluid circuit to an exhaust port,thereby preventing 4th clutch apply. In Manual First and Manual Sec-ond, 1-2 fluid pressure assists spring force to prevent the overrun lock-out valve from shifting into the Fourth gear position under any condi-tion.

4th Clutch AppliedTo obtain Fourth gear, 4th clutch feed 2 fluid is routed to the end of theoverrun clutch valve. This fluid pressure moves the valve against springforce to; (1) block line pressure from entering the overrun clutch fluidcircuit and exhaust overrun clutch fluid, thereby releasing the overrunclutch, and (2) allow 4th clutch feed 2 fluid to fill the 4th clutch fluidcircuit, thereby applying the 4th clutch.

ACCUMULATORSGeneral FunctionIn the Hydra-matic 4L30-E transmission, accumulators are used tocontrol shift feel for the apply of the 2nd, 3rd and 4th clutches. Anaccumulator is a spring loaded device that absorbs a certain amount ofclutch apply fluid pressure to cushion the clutch engagement. Clutchapply fluid pressure directed to an accumulator piston opposes a springforce and an accumulator fluid pressure to create an action similar to ashock absorber.

During the apply of a clutch, clutch apply fluid pressure moves theclutch piston against the clutch piston spring and clutch plates. Afterthe clearance between the clutch plates is taken up by the clutch pistontravel and the clutch plates begin to hold, fluid pressure in the circuitbuilds up rapidly. This clutch apply fluid pressure is also directed to anaccumulator assembly. As the clutch apply fluid pressure increases, itmoves the accumulator piston against spring force and accumulatorfluid pressure. Movement of the accumulator piston delays the pressurebuildup in the circuit and allows for a more gradual apply of the clutch.Without an accumulator in the clutch apply fluid circuit the rapid buildupof fluid pressure would cause the clutch to apply very quickly andpossibly create a harsh shift.

Accumulator Valve FunctionThe force of the accumulator spring and accumulator fluid pressurecontrols the clutch apply rate. At minimum or light throttle, enginetorque is at a minimum and the clutches require less apply force and aslower apply rate. At heavy throttle, the engine develops a large amountof torque that requires a greater apply pressure to hold the clutches anda faster apply rate to prevent the clutch plates from slipping duringapply. To compensate for these various operating conditions, an accu-mulator valve regulates accumulator fluid pressure proportional tothrottle position and engine torque.

At greater throttle positions, throttle signal fluid pressure increases andthe accumulator valve regulates accumulator fluid to a higher pressure.The increase in accumulator fluid pressure decreases the distance thatclutch apply fluid pressure can move the accumulator piston. This de-creases the accumulators cushioning effect and allows clutch applyfluid pressure to increase more rapidly for a faster clutch apply. Re-member that throttle signal fluid pressure acting on the accumulatorvalves is regulated relative to throttle position and engine torque. Re-member that the TCM controls throttle signal fluid pressure throughthe 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 control-ling the apply feel of the 2nd clutch during a 1-2 upshift.

Upshift ControlDuring a 1-2 upshift (as shown in Figure 31), 2nd clutch fluid is routedto both the 1-2 accumulator assembly and the 2nd clutch. The rapidbuildup of fluid pressure in the 2nd clutch fluid circuit strokes theaccumulator piston (315) against 1-2 accumulator fluid pressure andthe force from the 1-2 accumulator spring (316). This action absorbssome of the initial 2nd clutch fluid pressure and provides a time delayto cushion the 2nd clutch apply.

As 2nd clutch fluid pressure moves the 1-2 accumulator piston some1-2 accumulator fluid is forced out of the 1-2 accumulator. This fluid isrouted back to the 1-2 accumulator valve train. The orificed 1-2 accu-mulator fluid pressure acting on the end of the 1-2 accumulator valve(320) moves the valve train against spring force and throttle signalfluid pressure. This blocks D32/1-2 fluid and regulates the excess 1-2accumulator fluid past the 1-2 accumulator valve and through an ex-haust port. This regulation provides additional control for the accumu-lation of 2nd clutch fluid pressure and the 2nd clutch apply rate.

32A

Downshift ControlDuring a 2-1 downshift, 2nd clutch fluid exhausts from the 1-2 accu-mulator assembly. As spring force and 1-2 accumulator fluid pressuremove the 1-2 accumulator piston against exhausting 2nd clutch fluid,the 1-2 accumulator valve train regulates more D32/1-2 fluid into the1-2 accumulator fluid circuit. This regulation controls the rate at which1-2 accumulator fluid fills the 1-2 accumulator. It also helps control therate at which 2nd clutch fluid exhausts and the 2nd clutch releases.Therefore, with higher throttle positions and greater throttle signal fluidpressure, the accumulator valve will regulate D32/1-2 fluid to fill the 1-2 accumulator faster. This pressure will then move the accumulatorpiston faster, thereby forcing 2nd clutch fluid to exhaust faster and the2nd 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 con-trolling the apply feel of the 4th clutch during a 3-4 upshift.

The 3-4 accumulator assembly functions exactly the same as the 1-2accumulator assembly. The only difference is the name of the fluidsused. In the 3-4 accumulator, line pressure feeds the 3-4 accumulatorfluid circuit through the 3-4 accumulator valve and 4th clutch fluidstrokes the accumulator piston during the 4th clutch apply.

Note: The accumulator control springs (319 and 408) for the 1-2 and3-4 accumulator valve trains are not used on all models. Refer to theappropriate service information for specific application information.

3RD CLUTCH ACCUMULATIONThe servo assembly (90-103) is used as an accumulator during the 2-3upshift to cushion the 3rd clutch apply. The servo assembly is locatedin the bottom rear of the main transmission case (36) and consists of apiston (97), a cushion spring (99), a return spring (103) and an applyrod (102).

Upshift ControlThe 3rd clutch is applied by 3rd clutch fluid pressure which is fed byservo release fluid. Servo release fluid is also routed to the servo as-sembly and acts on the release side of the servo piston. Servo releasefluid pressure assists the force from the servo cushion and servo returnsprings to move the servo piston against servo apply fluid pressure.This action moves the servo piston (97) and apply rod (102) away fromthe brake band, thereby releasing the band. The movement of the servopiston absorbs some of the initial 3rd clutch fluid pressure to cushionthe 3rd clutch apply - similar to the accumulation action of the 1-2 and3-4 accumulators.

As the servo piston moves to the release position, some servo applyfluid is forced out of the servo assembly. This fluid is routed backthrough the Pulse Width Modulated (PWM) band apply solenoid (323)and into the D32/1-2 fluid circuit. This excess fluid pressure is regu-lated back through the pressure regulator valve.

Downshift ControlDuring a 3-2 downshift, servo release fluid exhausts from the servoassembly. As the force from the servo cushion spring (99), servo returnspring (103), and servo apply fluid pressure move the servo piston tothe apply position, the PWM solenoid regulates more D32/1-2 fluidinto the servo apply fluid circuit. This regulation controls the rate atwhich servo apply fluid pressure fills the servo assembly and movesthe servo piston to apply the brake band. This action also helps controlthe rate at which servo release fluid exhausts and the 3rd clutch re-leases. The PWM solenoid is controlled by the TCM in relation to theoperating conditions of the vehicle.

Note: Refer to the Electronic Components Section for a detailed de-scription of the PWM solenoid operation.

THROTTLE SIGNAL ACCUMULATOR ASSEMBLY (214-217)This accumulator dampens the pressure irregularities in he throttle sig-nal fluid circuit. Refer to page 29 for “Components Located in the OilPump Assembly” for a description.

32B

➤➤

➤➤

214 215 216 217

314

313

315

316

13 14 15

16 17 18 19


EX

THRO

TTLE

SIG

NAL

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➤

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EX

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➤➤

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SERV

O AP

PLY

SERV

O RE

LEAS

E

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103

102

101

100

99

98

97

96

95

94

Figure 31 33

HYDRAULIC CONTROL COMPONENTSACCUMULATOR ASSEMBLIES

THROTTLE SIGNAL ACCUMULATOR ASSEMBLY (214-217)

3-4 ACCUMULATOR ASSEMBLY (13-19)

SERVO ASSEMBLY (94-103)1-2 ACCUMULATOR ASSEMBLY

CONTROL 1-2 ACCUM

2ND

CLUT

CH

1-2

ACCU

M

THRO

TTLE

SIG

NAL

D 3

2/1-

2

EXEX

3-4 ACCUM CONTROL

3-4 ACCUM

4TH CLUTCH

EX

EXLINE

THROTTLE SIGNAL

➤

➤

➤

➤

D32 SHUTTLE VALVELocated in the main transmission case (36), it controls the routing of fluid into theD32/1-2 fluid circuit. Depending on the position of the manual valve, either D32fluid, 1-2 fluid or both fluids feed the D32/1-2 fluid circuit. When only one ofthese fluids is present the checkball seats against the empty fluid circuit. If D32and 1-2 fluids are both present, the checkball remains in a released state as bothof these fluids feed the D32/1-2 fluid circuit.

3RD CLUTCH CHECK VALVELocated in the main case valve body (84), it controls the routing of fluid into the3rd clutch fluid circuit. Depending on the gear range the transmission is operatingin, either servo release fluid, 3rd clutch feed fluid or both fluids feed the 3rdclutch fluid circuit. When only one of these fluids is present the checkball seatsagainst the empty fluid circuit. If servo release and 3rd clutch feed fluids are bothpresent, the checkball remains in a released state as these fluids feed the 3rdclutch fluid circuit.

3RD CLUTCH QUICK DUMP VALVELocated in the main transmission case (36), it controls the exhaust rate of servorelease fluid. When the transmission downshifts from Third to Second gear, servorelease fluid pressure exhausts. Exhausting servo release fluid pressure seats thecheckball and is forced through the orifice next to the checkball. Forcing exhaust-ing servo release fluid through the orifice helps controls the release rate of the 3rdclutch and the apply of the brake band. To apply the 3rd clutch, servo release fluidunseats, and flows past the #3 checkball, thereby bypassing the orifice oppositethe checkball.

REVERSE SHUTTLE VALVE (SOME APPLICATIONS ONLY)Located in the adapter case (20), it controls the routing of fluid into the solenoidfeed fluid circuit. Depending on the position of the manual valve and the gearrange the transmission is operating in, either reverse fluid or 2nd clutch fluidfeeds the solenoid feed fluid circuit. If one of these fluids is present it seats thecheckball against the other fluid circuit, which would be empty, and fills thesolenoid feed fluid circuit in preparation for converter clutch apply (reverse fluidand 2nd clutch fluid are never present at the same time). Remember that converterclutch apply in Reverse (R) is only during a ‘Reverse Lock Out’ condition.

CONVERTER CLUTCH APPLY CHECKBALLLocated in release fluid circuit at the end of the turbine shaft (506), it controls theapply feel of the torque converter clutch (TCC). As the TCC applies, exhaustingrelease fluid seats, and is orificed around, the checkball. The orifice slows theexhaust of release fluid and controls the apply feel of the converter clutch. Whenthe TCC is released, release fluid pressure unseats the checkball and flows freelypast the ball to keep the pressure plate away from the converter cover.

SERVO RELEASE

SERV

O RE

L 3RD CLUTCHQUICK DUMPVALVE (85)

➤

➤➤➤

22d

22e

D 3 2SHUTTLE

VALVE(85)

➤

➤➤

16

d

29

f

D 3 2/1-2

1-2 D 3 2

17

HYDRAULIC CONTROL COMPONENTSCHECKBALL LOCATION AND FUNCTION

34 Figure 32

ADAPTER CASE (20)

(AUX. VALVE BODY SIDE)

REVERSE SHUTTLE

(85)

REVERSESHUTTLE

VALVE(85)

➤

➤

14l

20f

SOLE

NOID

FEE

D

2ND CL21

REVERSE➤

➤

➤3RD CL FEED

3RD CLUTCHCHECK VALVE

(85)

23c

➤

➤

22/23a

24 23b3RD CL

SERVO REL

MAIN CASE (36)

(TO VALVE BODY)

D 3 2 SHUTTLE

(85)

QUICK DUMP VALVE

(85)

VALVE BODY (84)

(MAIN CASE)

3RD CLUTCH CHECK VALVE

(85)

ELECTRICAL COMPONENTS

Figure 33 35

ETCM

E

G

D

2 5 C A143I H F

J K "CHECK TRANS"

LAMP

TCMD1C

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The Hydra-matic 4L30-E transmission incorporates electronic controls thatutilize a Transmission Control Module (TCM). The TCM gathers vehicleoperating information from the various sensors and controls listed below,sensors both internal and external to the transmission. The TCM processesthis 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.

Electronic control of these transmission operating characteristics providesconsistent and precise shift points and shift quality based on the operatingconditions of both the engine and transmission.

OPERATING MODESThe TCM controls the transmission operation in three modes: Economymode, Performance mode, and Winter mode. The driver determines thetransmission operating mode through the Performance/Economy modeswitch and Winter mode switch. Some applications have a Manual modewhere the transmission can be shifted manually, similar to a manual trans-mission. Refer to page 40 for more information on these different operat-ing modes.

FAIL-SAFE MODEIf a major electrical system failure occurs which could affect vehicle safetyor damage the transmission during normal operation, the TCM enters the

INPUTS OUTPUTS

➭ ➭

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

ELECTRONICALLY CONTROLLEDTRANSMISSION 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

ELECTRONIC CONTROLLERS

• TRANSMISSION CONTROL MODULE (TCM)

• DIAGNOSTIC 1 CONNECTOR (D1C)

• SELF DIAGNOSTIC INPUT ("CHECK TRANS"

LAMP)

‘fail-safe mode’. In fail-safe mode, the following defaults occur:

• The Force Motor solenoid is OFF and line pressure is a maximum toprevent any clutch slippage.

• The PWM Band Apply solenoid is OFF and servo apply fluid pressure isa 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 willoperate in Fourth gear when the gear selector lever is in the Drive rangeposition. However, the driver has some flexibility in gear selection duringfail-safe mode by moving the gear selector lever as follows: (see note)

Gear Selector Lever Position Transmission Gear OperationDrive Range (D) 4th gearManual Third (3) 4th gearManual Second (2) 3rd gearManual First (1) 1st gearReverse (R) ReversePark, Neutral (P,N) Park, Neutral

Note: When the system failure is not due to the TCM, and the TCM isfunctioning properly, the transmission will operate in Second gear whenthe selector lever is in the Manual First position. In this situation the TCMoperates the shift solenoids in a Second gear state. Some applicationshave different fail-safe operating states. Refer to the appropriate servicemanual for specific information.

N R

P

D3

2

1

G

C

B

A


Figure 3436

OU

TP

UT

VO

LT

S

FIGURE A: CONDITIONED SIGNAL

LOW SPEED

➤

5.0HIGH SPEED

TIME

SPEED SENSOR

MAGNETICPICKUP

ROTOR

ELECTRICALCONNECTOR

O-RING

133

-10 110TEMPERATURE (°C)

NO

RM

AL R

ES

ISTA

NC

E (

OH

MS

)

16,000

MODE SWITCH

RESISTOR

TEMPERATURE SENSOR

WIREWIRE

ELECTRICAL COMPONENTS (TCM inputs internal to thetransmission)

TRANSMISSION OUTPUT SPEED SENSOR (39)The transmission output speed sensor is a magnetic inductive pickupthat relays information relative to vehicle speed to the TCM. Thespeed sensor is mounted in the side of the transmission extensionassembly (37), opposite of the parking lock wheel (668). The parkinglock wheel is splined to the output shaft and has teeth on its outsidediameter. Therefore, the parking lock wheel rotates at transmissionoutput speed.

The speed sensor assembly consists of a permanent magnet surroundedby 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 teethon the parking lock wheel passing by the magnetic pickup. Therefore,whenever the vehicle is moving, the output speed sensor produces anAC voltage signal proportional to vehicle speed. As vehicle speedincreases and more teeth pass by the magnetic pickup on the speedsensor in a given time frame, the frequency of the AC signal in-creases. An increase in frequency of the AC signal is interpreted bythe TCM as an increase in vehicle speed (see Figure A).

MODE SWITCHThe mode switch signals the TCM which position the selector lever isin and the gear range the transmission is operating in. The modeswitch is bolted to the outside of the main transmission case (36) andsplined to the transmission selector shaft (61). Therefore, the digitallogic in the mode switch determines which position the selector shaftis in and this information is then sent to the TCM.

Note: For the mode switch to function properly, it is important tocorrectly align the mode switch with the selector shaft each time theswitch is removed and reassembled. Refer to the appropriate serviceinformation for the specific procedure to assemble the mode switch.

TRANSMISSION FLUID TEMPERATURE SENSORThis sensor is a negative temperature coefficient thermistor (tempera-ture sensitive resistor) that is bolted on the adapter case valve bodyassembly (401). The temperature sensor is submersed in the fluid inthe adapter case bottom pan (50). The internal electrical resistance ofthe sensor varies according to the operating temperature of the trans-mission fluid (see chart). The lower the fluid temperature, the higherthe resistance. The TCM interprets this resistance as another input tohelp control the converter clutch application through the TCC controlsolenoid. This information is also used to control line pressure throughthe force motor solenoid.

The TCM inhibits TCC apply until transmission fluid temperaturereaches approximately 30˚C (86˚F). For some applications if trans-mission fluid temperature becomes excessively high, above approxi-mately 140°C (284°F), the TCM will apply the converter clutch inSecond, Third and Fourth gears regardless of operating conditions.Normally the TCC is only applied in Third and Fourth gears. Applyingthe TCC serves to reduce transmission fluid temperatures created bythe fluid coupling in the torque converter when the TCC is released.

Figure 35 37


EXHAUST

PLUNGERCOIL

ASSEMBLY

CONNECTOR

FRAME

O-RINGSPRING

SOLENOIDFEEDFLUID

SOLENOIDSIGNALFLUID

TORQUE CONVERTER CLUTCH SOLENOID (416)The converter clutch solenoid is an ON/OFF solenoid connected to theadapter case valve body. The solenoid is normally closed and functionsidentical to the 1-2/3-4 shift solenoid. When de-energized (OFF), solenoidspring force keeps the plunger against the fluid inlet port. This blockssolenoid feed fluid pressure from entering the solenoid signal fluid circuit.With the plunger in this position the solenoid signal fluid circuit is opento an exhaust port through the end of the solenoid. Without solenoidsignal fluid pressure the TCC is kept released.

When energized (turned ON) by the TCM, the magnetic field created inthe coil moves the plunger against solenoid spring force, away from thefluid inlet port, and blocks the exhaust port through the solenoid. Thisallows solenoid feed fluid to flow through the solenoid and fill the solenoidsignal fluid circuit. With the exhaust port blocked, solenoid signal fluidpressure increases, thereby moving the TCC control valve into the applyposition and initiating the TCC apply.

The TCC is normally applied in Third and Fourth gears (but will applyin Second gear on some models if transmission fluid temperatures becomeexcessively high). The following conditions will cause the TCM to changethe operating state of the solenoid:

• The TCC is released prior to all upshifts and downshifts and may re-apply after the shift is complete if operating conditions are appropriate.

• The TCC is released when the brake pedal is depressed, as signaled tothe TCM by the brake switch.

• Transmission fluid must be above approximately 30˚C (86˚F) beforethe TCM will signal TCC apply.

• Engine coolant temperature must be above approximately 70˚C (158˚F)before the TCM will signal TCC apply.

• In the event of an electrical or system failure the TCC solenoid remainsOFF and the TCC released.

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 vari-able voltage signal from this sensor to calculate throttle position. TheTPS is a potentiometer that varies from approximately .48 volts at mini-mum throttle position to approximately 4.5 volts at maximum throttleposition. The TCM measures this voltage and uses the information onthrottle position to determine the appropriate shift patterns, shift feel andTCC apply and release timing. In general, with greater throttle angle andhigher TPS voltage signal, the TCM delays upshift speeds (through shiftsolenoid control) and increases line pressure (through force motor sole-noid control). Also, the TCM keeps the converter clutch released atminimum throttle positions and during heavy acceleration.

ENGINE SPEED SENSORMonitored as engine RPM by the TCM through the ignition module, thissensor is used to help determine shift patterns and TCC apply and re-lease timing.

ENGINE COOLANT TEMPERATURE SENSORThis sensor monitors engine coolant temperature and sends a variableresistance signal to the Engine Control Module (ECM). When the engineis 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. TheTCM prevents converter clutch apply when engine coolant temperatureis below approximately 70˚C (158˚F).

BRAKE SWITCHThis switch causes the TCM to command TCC release. When the brakepedal is depressed the TCM opens the path to ground for the TCCsolenoid electrical circuit. This de-energizes the solenoid and releasesthe converter clutch.

KICKDOWN SWITCHThis switch is connected to the accelerator pedal. Whereas the TPSsignals throttle position to the TCM, the kickdown switch signals theTCM when the accelerator pedal is fully depressed. The kickdown switchis activated when the accelerator pedal travel is approximately 80%.

AIR CONDITIONER INFORMATION SIGNALWhen the A/C pressure cycling switch closes, the TCM is signaled thatthe air conditioning compressor is ON and there is an extra load on theengine. The TCM then adjusts transmission line pressure and shift tim-ing to compensate for the added load on the engine.

ECONOMY/PERFORMANCE MODE PUSHBUTTON SWITCHDepressing this pushbutton changes the transmission operating modebetween the Economy and Performance driving modes. In Performancemode, the TCM delays part-throttle upshifts for greater acceleration. TheTCM also signals the force motor solenoid to increase line pressure forthe additional torque requirements in Performance mode. Higher linepressure creates firmer shifts and more holding force for the friction

clutches and the brake band. Economy mode provides better fuel economyby having the TCM initiate earlier part-throttle upshifts. Also, in Economymode line pressure is lower to provide smoother upshifts and down-shifts.

WINTER MODE PUSHBUTTON SWITCHIn Winter mode the TCM changes the shift solenoid states to start thetransmission in Third gear. By starting to move the vehicle with thetransmission in Third gear, less torque is created, thereby reducing tireslippage on ice and snow. When the driver selects Winter mode the TCMoverrides the selection of Economy or Performance modes. The TCMonly 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 130˚C (266˚F).• 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 130˚C (266˚F).• Kickdown switch is activated.

When Winter mode is cancelled by one of these conditions, the TCMreturns to operating in Economy mode, regardless of the operating modebefore selecting Winter mode.

MANUAL MODE (SOME MODELS ONLY)Some 4L30-E applications can be operated in a Manual mode. WhenManual mode is selected the transmission gear state follows the positionof the gear selector lever as follows:

Gear Selector Lever Position Transmission Gear OperationDrive Range (D) 4th gearManual Third (3) 3rd gearManual Second (2) 2nd gearManual First (1) 1st gear

This allows the driver to operate the transmission similar to a manuallyshifted transmission.


Figure 3638

1-2 & 3-4 SHIFT SOLENOID (NORMALLY CLOSED)

2-3 SHIFT SOLENOID (NORMALLY OPEN)

EXAMPLE A: FIRST GEAR

EXAMPLE B: THIRD GEAR

2-3 SHIFTEXSOLENOID

(307)

ONN.O.

EXSOLENOID

(303)

OFFN.C.

1-2 & 3-4 SHIFT

➤

➤

➤

➤

➤

EX

D 3 2/1-2

D 3

2

D 3 2/1-2

SERVO REL4TH CL FD 1

4TH CL FEED 21-2 REG D 3 2/1-2

4TH

CL F

D 1 EXEX

EX EX

SERV

O RE

L

2ND CLUTCH3RD CL FEED

EXHAUST

PLUNGERCOIL

ASSEMBLY

CONNECTOR

FRAME

O-RINGSPRING

D32/1-2FLUID

D32/1-2FLUID

EXHAUST

PLUNGERCOIL

ASSEMBLY

CONNECTOR

FRAME

O-RINGSPRING METERINGBALL

2-3 SHIFTEXSOLENOID

(307)

OFFN.O.

EXSOLENOID

(303)

ONN.C.

1-2 & 3-4 SHIFT

EX

D 3 2/1-2

D 3 2

D 3 2/1-24TH CL FD 1

4TH CL FEED 21-2 REG

2ND CLD 3 2/1-2

3RD CL FEED

4TH CL FD 1

EXEX

EX EX

SERVO REL

SERVO REL

➤

➤

➤

➤

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➤

➤

➤

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➤

➤

➤

SHIFT SOLENOIDSThe Hydra-matic 4L30-E transmission uses two electronic shift sole-noids (the 1-2/3-4 and 2-3 shift solenoids) to control upshifts and down-shifts in all forward gear ranges. These shift solenoids work together ina combination of ON and OFF sequences to control the positions of the1-2/3-4 and 2-3 shift valves. The TCM uses numerous inputs to deter-mine which solenoid state combination, and which gear range, thetransmission should be in. The following table indicates the solenoidstate combination required for each gear range:

1-2/3-4 Solenoid 2-3 SolenoidGEAR RANGE

Normally Closed Normally Open

Park, Reverse, Neutral OFF ON

First OFF ON

Second ON* ON

Third ON* OFF*

Fourth OFF OFF*

* Denotes the solenoid is open with fluid pressure flowingthrough the shift solenoid and acting on the shift valve.

The shift solenoids are de-energized (turned OFF) when the TCM opensthe path to ground for the solenoid’s electrical circuit. When the TCMprovides a path to ground for the electrical circuit, the solenoid isenergized (turned ON), current flows through the coil assembly in thesolenoid and creates a magnetic field. This magnetic field moves theplunger inside the solenoid to change the operating state of the sole-noid.

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 shiftsolenoid is normally closed and fed D32/1-2 fluid. When de-energized(OFF), solenoid spring force keeps the plunger against the fluid inletport. This blocks D32/1-2 fluid pressure from acting on the 1-2/3-4shift 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 thecavity at the end of the valve is open to an exhaust port through thesolenoid.

When energized (turned ON) by the TCM, the magnetic field createdin the coil moves the plunger against solenoid spring force, away fromthe 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 the1-2/3-4 shift valve. With the exhaust port blocked, D32/1-2 fluid pres-sure at the end of the shift valve increases, moves the valve againstspring force and into the Second and Third gear positions (as shown inExample B).

2-3 Shift Solenoid (307)Located at the end of the 2-3 shift valve (308), the 2-3 shift solenoid isnormally open and fed D32/1-2 fluid. When de-energized (OFF), D32/1-2 fluid pressure moves the solenoid checkball against solenoid springforce. This also moves the plunger in the solenoid to block the exhaustport in the solenoid. D32/1-2 fluid flows past the ball and acts on the 2-3 shift valve. With the exhaust port blocked, D32/1-2 fluid pressure atthe end of the shift valve increases. D32/1-2 fluid pressure moves theshift valve against 2-3 shift valve spring (305) force and into the Thirdand Fourth gear position (as shown in Example B).

When energized (ON - Example A) by the TCM, the magenetic fieldcreated in the coil moves the plunger against the solenoid checkball.The force from the plunger assists spring force and seats the ball againstthe fluid inlet port, thereby blocking D32/1-2 fluid. With the plunger inthis position, residual D32/1-2 fluid at the end of the shift valve is opento the exhaust passage through the solenoid. This allows shift valvespring force to move the 2-3 shift valve into the First and Second gearposition.

Figure 37 39


➤➤➤ ➤

➤

➤

➤➤ ➤

➤

➤

➤

FLOWREGULATION(EXHAUST)

CENTERPOLE

CONNECTOR

METERINGBALL

COILASSEMBLY

EXHAUSTSEAT

O-RING

SPRING

HOUSING SPOOLHOUSING

SNAPRING

PRESSURESUPPLY(D32/1-2)

PRESSURECONTROL

(SERVO APPLY)

FIGURE A: PWM SOLENOID NEGATIVE DUTY CYCLE

FIGURE B: BRAKE BAND APPLY

PULSE WIDTH MODULATED (PWM) BAND APPLY SOLENOID

TIME➤

100%

➤

80

60

40

20

0

BANDAPPLY

A

B

➤

PE

RC

EN

T D

UT

Y C

YC

LE

TIME

16141210 8 6 4 2 0

FREQUENCY: 32 HZ

1 SECOND

(32 CYCLES)

DUTY CYCLE = 70%

➤

➤

➤

VO

LT

S

70%

(ON)

TIME

VO

LT

S

➤

12

0

1 CYCLE = 1/32 SECOND

➤

➤

30%➤

➤

➤

PULSE WIDTH MODULATED (PWM) BAND APPLY SOLENOID (323)

General OperationThe PWM solenoid is a normally open solenoid that controls the brakeband apply and release. This is accomplished by the TCM varying thesolenoid’s duty cycle (percent time energized) in relation to vehicleoperating conditions and the various TCM input signals. The brakeband is always applied in First and Second gears.

Figure A shows an example of the PWM solenoid operating with a70% negative duty cycle at the constant operating frequency of 32 Hz(cycles per second). The frequency means that when the solenoid isenergized it is pulsed with current from the TCM 32 times each sec-ond. The 70% duty cycle means that during each cycle (1/32 of asecond) the solenoid is energized (ON) and closed 70% of the time(see inset in Figure A). With the solenoid being normally open, agreater duty cycle equates to the solenoid being closed more often andless fluid flowing through the solenoid (closed with respect to D32/1-2fluid entering the valve and servo apply fluid circuit).

The PWM solenoid operates on a negative duty cycle. This means thatthe ground (negative or low) side of the solenoid circuit is controlledby the TCM. The solenoid is constantly fed approximately 12 volts tothe high (positive) side and the TCM controls the length of time thepath to ground for the electrical circuit is closed (duty cycle). When theTCM closes the solenoid ground circuit, current flows through thesolenoid and the ground circuit is at a low voltage state (0 volts andsolenoid energized).

Brake Band AppliedWhen the band is applied, the electrical path to ground for the solenoidis always open and the negative duty cycle is 0%. Therefore, currentdoes not flow through the coil in the solenoid and the PWM solenoid isalways OFF (as shown in the drawing). With the solenoid OFF, sole-noid spring force holds the ball away from the D32/1-2 fluid inlet portand against the exhaust seat in the solenoid. This allows D32/1-2 fluidto flow through the inlet port, past the ball, and into the two passagesleading to the solenoid valve. This D32/1-2 fluid pressure moves thevalve completely to the right (with respect to the drawing). With thevalve in this position, D32/1-2 fluid flows through the valve and entersthe servo apply fluid circuit.

Brake Band Application RateIf the solenoid remained OFF and fully open (0% duty cycle) duringthe band apply, servo apply fluid pressure would increase too rapidlyand create a harsh shift. Therefore, to control the band apply rate, thesolenoid’s duty cycle is increased from 0%. The TCM sends an electri-cal current through the solenoid coil at the same rate as the duty cyclewhich creates a magnetic field that magnetizes the center pole (greycross hatch area). The magnetized pole repels the ball against springforce, seating the ball against the inlet port. This allows D32/1-2 fluidfrom the end of the valve to exhaust past the ball and through thesolenoid.

Without D32/1-2 fluid pressure at the end of the valve, the fluid dy-namics acting on the valve shifts it completely to the left (with respectto the drawing). This blocks D32/1-2 fluid from entering the valve andsupplying the servo apply fluid circuit. A higher percent duty cycleincreases the current flowing through the solenoid, thereby increasingthe coil's magnetic field. This keeps the checkball further toward theexhaust seat, and the valve further to the left, to provide a slowerincrease in servo apply fluid pressure and slower apply of the brakeband.

Figure B shows an example of the relation between Percent Duty Cycleand Time that controls the brake band apply rate. The TCM immedi-ately increases the solenoid duty cycle to between 0% and 80% (pointA). Once the band applies, the duty cycle immediately decreases to 0%and the solenoid is de-energized (turned OFF) to achieve maximumservo apply fluid pressure (point B). The value of the duty cycle con-trols the brake band apply rate and apply feel as determined by vehicleapplication and operating conditions.

Brake Band ReleaseThe solenoid state during the band release depends on vehicle speedand gear selector lever position. During a shift from a forward DriveRange to Park, Reverse, or Neutral, or a 2-3 upshift at speeds aboveapproximately 20 km/h (13 mph), the TCM operates the solenoid at a0% duty cycle (solenoid valve to the right - fully open). This allowsexcess servo apply fluid pressure to exhaust quickly through the sole-noid, thereby releasing the band quickly.

During a 2-3 upshift at low speed, below approximately 20 km/h (13mph), the TCM operates the solenoid at 100% duty cycle. With a 100%duty cycle the solenoid valve is positioned completely to the left, withrespect to the cutaway view of the solenoid, and blocks exhaustingservo 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 slowerband release. At low speeds a slow band release is needed to prevent aharsh release feel.

Approximately every 15 seconds the TCM pulses the band apply sole-noid to either a maximum or minimum duty cycle. These pulses func-tion to prevent possible contamination from sticking the solenoid valveor plunger in any given position.

Note: The duty cycle percentages in Figure B are only approximatevalues and do vary with vehicle application and vehicle operatingconditions.

0.0 0.1 0.2 0.3 0.4 0.60.5 0.7 0.8 0.9 1.0 1.1

INPUT CURRENT (AMP)

0

FORCE MOTOR LINE PRESSURE CONTROL

NO

MIN

AL F

LU

ID P

RE

SS

UR

E (

PS

I)

30

60

90

120

150

180

210

240

LINE (DRIVE)

THROTTLE SIGNAL (NOM)

FIGURE B: FORCE MOTOR POSITIVE DUTY CYCLE

➤TIME

VO

LT

S

12

0

1 CYCLE = 1/292.5 SECOND

➤

➤

40%60%

(ON)

➤

➤

➤

➤

➤FIGURE A: FORCE MOTOR (OFF)


Figure 3840

➤

➤

➤

➤➤

➤

➤

➤

➤➤

➤

FRAMESPRINGVALVEFEEDLIMITFLUID

THROTTLESIGNALFLUID PLUNGER

COILASSEMBLY

EXHAUST ARMATURE

DAMPERSPRING

FORCE MOTOR (404)The variable force motor solenoid, controlled by the TCM, is a preci-sion electronic pressure regulator that controls line pressure. The forcemotor operates at approximately 600 Hz (cycles per second) and regu-lates feed limit fluid pressure into the throttle signal fluid circuit. TheTCM controls the pressure that throttle signal fluid is regulated at byvarying the current at the force motor coil. The amount of current iscontrolled by the duty cycle of the force motor. A greater duty cyclecreates a higher current at the force motor. Similar to the PWM sole-noid, the duty cycle represents the percent time that current flowenergizes the coil. The high frequency of the force motor acts tosmooth the pulses created by the duty cycle energizing and de-ener-gizing the force motor.

The TCM operates the force motor on a positive duty cycle. Thismeans that the high (positive) side of the force motor electrical circuitat the TCM controls the force motor operation. Therefore, the TCMalways provides a ground path for the circuit and continually adjuststhe force motor duty cycle depending on vehicle and transmissionoperating conditions. A positive duty cycle is measured as approxi-mately 12 volts on the high (positive) side of the force motor when theforce 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 aremainly affected by throttle position. Both current flow and duty cycleare 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 thatattracts the armature, thereby moving the plunger to the right (withrespect to the drawing) against spring force. Note that the force motoris assembled with some transmission fluid inside. This fluid assists thedamper spring in cushioning the armature movement.

At minimum throttle (idle), the duty cycle is a maximum and currentflow approaches 1.1 amps (always energized - ON). This keeps thearmature forced against the plunger and compressing the spring. There-fore, throttle signal fluid pressure acting on the end of the force motorvalve moves the valve towards the armature and blocks the feed limitfluid circuit. The throttle signal fluid circuit is then open to an exhaustport and throttle signal fluid pressure is at minimum.

At maximum throttle, the duty cycle is a minimum and current flowapproaches 0.1 amps (always de-energized or OFF as shown in thedrawing). Therefore, the magnetic field is a minimum and spring forceholds the plunger, armature and valve to the left (with respect to thedrawing) against throttle signal fluid pressure acting on the end of thevalve. This closes the exhaust port and opens the throttle signal fluidcircuit to feed limit fluid, creating maximum throttle signal fluid pres-sure.

Under normal operating conditions between maximum and minimumthrottle positions, the TCM varies the duty cycle which varies currentflow to the force motor between approximately 0.1 and 1.1 amps tocontrol throttle signal fluid pressure. This regulates the valve betweenopening and closing the exhaust port to regulate throttle signal fluidpressure. Throttle signal fluid pressure then controls line pressure atthe pressure regulator valve accordingly (see chart). If the electricalsystem becomes disabled for any reason, current flow will be 0.0amps and the force motor will regulate maximum throttle signal fluidpressure. This creates maximum line pressure to prevent any applycomponents from slipping until the condition can be corrected.

Throttle signal fluid pressure also acts on the accumulator valve toincrease accumulator pressure, and apply rate of the clutches andbands, as throttle angle increases. Remember that with greater accu-mulator fluid pressure there is less cushion for clutch apply fluid.

Approximately every 20 seconds the TCM pulses the force motor ateither maximum (100% duty cycle) or minimum current flow (0%duty cycle) depending on the force motor operating conditions. Thesepulses function to prevent possible contamination from sticking theforce motor valve or plunger in any given position.

This section of the book describes how torquefrom the engine is transferred through the Hydra-matic 4L30-E transmission allowing the vehicleto move either in a forward or reverse direction.The information that follows details the specificmechanical operation, electrical, hydraulic andapply components that are required to achieve agear operating range.

The full size, left hand pages throughout thissection contain drawings of the mechanicalcomponents used in a specific gear range. Facingthis full page is a half page insert containing acolor coded range reference chart at the top. Thischart is one of the key items used to understandthe mechanical operation of the transmission ineach gear range. The text below this chart providesa detailed explanation of what is occurringmechanically in that gear range.

The full size, right hand pages contain a simplifiedversion of the Complete Hydraulic Circuit that isinvolved for each gear range. Facing this fullpage is a half page insert containing text and adetailed explanation of what is occurringhydraulically in that gear range. A page numberlocated at the bottom of the half page of textprovides a ready reference to the completeHydraulic Circuits section of this book if moredetailed information is desired.

It is the intent of this section to provide an overallsimplified explanation of the mechanical,hydraulic and electrical operation of the Hydra-matic 4L30-E transmission. If the operatingprinciple of a clutch, band or valve is unclear,refer to the previous sections of this book forindividual components descriptions.

POWER FLOW

Figure 39 41

PARKEngine Running

1-2 / 3-4 2-3 OVERDRIVE PRINCIPLESOL SOL ROLLER


BAND


ASSEMBLYASSEMBLY

OFF ON APPLIED


The Hydra-matic 4L30-E automatic transmission requires a con-stant supply of pressurized fluid to cool and lubricate the com-ponents throughout the unit. It also requires a holding force beapplied to the bands and clutches to obtain the various gearranges. The oil pump assembly (10) and valve body assembliesprovide for the pressurization and distribution of fluid through-out the transmission.

• The oil pump drive gear (201) is keyed to the torque converterhub.

• The torque converter assembly (1) is connected to the enginethrough the engine flywheel and rotates at engine speed. There-fore, the oil pump drive gear also rotates at engine speed.

• The fluid circulating inside the converter creates a fluid couplingwhich drives the converter turbine.

• The turbine shaft (506), splined to both the converter turbine andthe overdrive carrier assembly (525), drives the carrier assembly.

Overrun Clutch Applied• 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 theoverrun clutch housing inner hub.

• The overdrive carrier pinion gears are in mesh with both theoverdrive internal gear (528) and overdrive sun gear.

• With the overrun clutch housing, sun gear and carrier assemblyrotating at the same speed, the pinion gears do not rotate on theirpins. The pinion gears act as wedges to drive the overdriveinternal gear at the same speed as the overdrive carrier and sungear. Therefore, power flow through the overdrive gear set is a1:1 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 accelera-tion. This assists the overrun clutch plates in holding the overrunclutch housing and overdrive carrier assembly together.

• The overdrive internal gear drives the intermediate shaft andthird clutch drum (634) at converter turbine speed.

Sprag Clutch Holding• The sprag clutch (650), located between the 3rd clutch drum and

input sun gear assembly (646), engages and allows the 3rd clutchdrum to drive the input sun gear.

• The input sun gear drives the short pinion gears in the Rav-igneaux planetary carrier (653) counterclockwise. The short pin-ion gears then drive the long pinion gears clockwise.

• With the brake band (664) released, the long pinion gears drivethe reaction sun gear (658) and reaction sun drum (659) counter-clockwise, thereby terminating power flow.

Parking Pawl Engaged• The manual selector shaft (61) and manual valve (326) are in the

Park (P) position. The parking lock actuator assembly (56) en-gages the parking lock pawl (54) with the teeth on the parkinglock wheel (668).

• The parking lock wheel is splined to the output shaft. The park-ing pawl holds both components stationary and the vehicle can-not move.

Note: The vehicle should be completely stopped before select-ing Park range or internal damage to the transmission couldoccur. If Park range is selected while the vehicle is moving, theparking lock pawl will ratchet in and out of the teeth on theparking lock wheel (668) until the vehicle slows to approxi-mately 5 km/h (3 mph).

42A42 Figure 40

PARKEngine Running

➤➤

➤

➤

➤

➤ ➤

➤

OVERRUN CLUTCH APPLIED


(650) DRIVING


(516) HOLDING

OUTPUT SHAFT HELD

POWER FROM TORQUE

CONVERTER (1)

NO POWER TRANSMITTED TO

DIFFERENTIAL ASSEMBLY

3RD CLUTCH DRUM ASSEMBLY

(634)


(646)


(650) DRIVING


CARRIER ASSEMBLY

(653)

OUTPUT SHAFT HELD

BRAKE BAND (664)

RELEASED

PARKING LOCK

ACTUATOR ASSEMBLY

(56)

REACTION SUN GEAR

(658)

REACTION SUN DRUM

(659)


ENGAGED

PARKING LOCK

WHEEL (668) HELD

TORQUE CONVERTER

(1)

OIL PUMP

(10) STATIONARY TURBINE

SHAFT (506)


OVERDRIVE CARRIER

ASSEMBLY (525)

OVERDRIVE SUN GEAR

(519)

TURBINE SHAFT (506)

OVERDRIVE INTERNAL

GEAR (528)


(618)


(516) HOLDING

PARKEngine Running

When the engine is running, the oil pump draws fluid from themain case bottom pan (74), through the oil filter (79) and into theoil pump assembly (10). This fluid is pressurized by the oil pumpand directed into the line fluid circuit. The line circuit suppliesthe various hydraulic control components, apply components andfluid circuits throughout the transmission.

Pressure Regulation• Line pressure from the oil pump assembly is directed to the pressure

regulator valve (208). There line pressure is regulated in response tothrottle signal fluid pressure and pressure regulator valve spring(207) force.

• Excess line pressure at the pressure regulator valve is fed into thesuction circuit. This fluid is routed back to the suction side of the oilpump.

• Regulated line pressure flows through the force motor screen assem-bly (415) and to the feed limit valve (412).

• Line pressure is routed into the feed limit fluid circuit at the feedlimit valve. Feed limit fluid is routed to the variable force motorsolenoid (404).

• The force motor regulates feed limit fluid into throttle signal fluidpressure in relation to throttle position and other TCM input signals.

• In all gear ranges, throttle signal fluid from the force motor is di-rected to the following:

- boost valve (205) to help regulate line pressure at the pressureregulator valve .

- throttle signal accumulator piston (214) to dampen the pressureirregularities in the throttle signal fluid circuit.

- 1-2 accumulator control valve (318) and 3-4 accumulator controlvalve (409) to help control shift feel.

Converter Clutch Circuit• Line pressure enters the ‘converter in’ fluid circuit through the pres-

sure regulator valve and is routed to the converter clutch controlvalve (210).

• Spring force holds the converter clutch control valve in the releaseposition. ‘Converter in’ fluid is routed through the valve and into therelease fluid circuit.

• Release fluid is directed between the torque converter cover andpressure plate to keep the torque converter clutch (TCC) releasedand fill the converter with fluid. This release fluid unseats the con-verter clutch apply checkball (504) located in the turbine shaft.

Lubrication Circuits• 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 radia-tor and into the main case lube fluid circuit. This fluid cools andlubricates the components in the main case (36). Refer to page 90 fora complete drawing of the lubrication fluid circuits.

• Lubrication for the overdrive components is provided through theoverdrive lube fluid circuit. This circuit is fed by ‘converter in’ fluidthrough an orifice.

Overrun Clutch Applies• Line pressure from the pressure regulator valve also flows through

the overrun lockout valve (705) and into the overrun clutch fluidcircuit. 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 fluidcircuits at the manual valve are open to exhaust.

• The 1-2/3-4 shift solenoid is de-energized (OFF) and the 2-3 shiftsolenoid is energized (ON). However, with the manual valve block-ing line pressure, no fluid acts on the shift valves.

COMPLETE HYDRAULIC CIRCUITPage 68

42B

➤

➤

➤

➤

➤

THROTTLE SIGNALACCUMULATOREXCAPILLARY

RESTRICTION

➤

MANUAL VALVE EX

EX

D 3 2D 3 2

1-2

1-2

R 3

2 1

LINE

REVE

RSE

REVP RN 3 2 1D


EX

LINE

LINE

SUCT

ION

REV

THRO

TTLE

SIG

NAL

LINE THROTTLE SIG

FEED LIMIT

EX

EX

EX

LINE

FEED LIMITLI

NE FORCE MOTORSCREEN

FORCEMOTOR

SOLENOIDFEED LIMIT

THROTTLE SIG

EX

OVERRUN LOCKOUT

EXEX1-2

LINE

➤

➤

➤

➤

➤

➤

➤

➤

➤

OVERRUN CL

EX

SOLENOID FEED

SOL SIGNALTCCSOLENOID

➤

➤

➤

➤

➤

➤

➤

➤

➤

➤

➤

CONVERTER IN

4TH CL FD 2

4TH CL

➤

➤

➤➤

➤

➤

➤

➤

➤

THRO

TTLE

SIG

NAL

LINE

LINE

LINE

➤

➤

➤

➤

➤

➤

➤

➤

➤

➤

➤

CONV CL CONTROL

CONV IN

RELE

ASE

EXTO

COO

LER

APPL

YLI

NEEX

SOLENOID SIGNAL

➤

➤

SOL SIG

➤

➤

LINE

➤➤

➤ ➤

➤

THROTTLE SIG

➤ ➤

➤

➤


OVERRUN CLUTCHASSEMBLY

➤

APPL

YRE

LEAS

E

➤

➤➤

➤

➤

➤➤

➤

➤

➤

➤

➤

➤

➤

R 3

2 1

Engine Running

PARK

Figure 41 43

PUMP ASSEMBLY

LINE

SUCT

ION

OVER

DRIV

E LU

BEOV

ERDR

IVE

LUBE

SPIRALCAPILLARY

RESTRICTION

MAIN CASE LUBE

TO COOLER

PRESSURETAP

SUCTION

OVERRUN CL

➤

➤

➤

➤

➤

➤

➤

➤➤

➤

➤

BOTTOM PAN FILTER

➤➤

➤➤

➤

➤

➤

➤

➤

➤

➤

COOLER

➤

➤

➤

➤

CONV IN

➤

➤➤

➤➤

LINE

SUCT

ION

RELE

ASE

APPL

Y

➤➤

➤➤

➤

➤

LUBE TOOVERDRIVEASSEMBLY

LUBE TOCENTER

SUPPORT➤

N.C.

OFF

REVERSE



BAND


ASSEMBLYASSEMBLY

OFF ON LD APPLIED APPLIED LD


In Reverse (R), torque from the engine is multiplied through thetorque converter (1) and transmission gear sets to the vehicle’sdrive shaft and rear axle. The planetary gear sets operate inreduction and also reverse the direction of input torque to achievea reverse gear ratio of approximately 2.00:1.

• The manual selector shaft (61) and manual valve (326) are in theReverse (R) position.

• Engine torque is transmitted from the torque converter turbine tothe third clutch drum (634) in the same manner as Park (P) range:The overrun clutch plates (520-522) are applied and there is a 1:1direct drive gear ratio through the overdrive planetary gear set.

• Also, as in Park range, the overdrive roller clutch (516) remainslocked in drive. However, the overrun clutch plates function asthe primary holding force for transferring engine torque.

• The overdrive internal gear drives the intermediate shaft andthird clutch drum (634) at converter turbine speed.

• The sprag clutch (650), located between the 3rd clutch drum andinput sun gear assembly (646), remains engaged and allows the3rd clutch drum to drive the input sun gear.


Reverse Clutch Applied• The reverse clutch plates (614-617) are applied and hold the 2nd

clutch drum assembly (618) stationary to the main transmissioncase (36).

• The ring gear (630), splined to the long pinions, is also splined tothe 2nd clutch drum and is held stationary.

• The long pinion gears, rotating clockwise, walk counterclock-wise around the stationary ring gear. This drives the carrier as-sembly and output shaft in a reverse direction.

• The band remains released and the reaction sun gear (658) andreaction sun drum (659) freewheel as in Park.

Coast Conditions• When the throttle is released in Reverse and engine RPM de-

creases, power from vehicle speed drives the output shaft fasterthan engine torque is driving the 3rd clutch drum (634). There-fore, the short pinion gears - driven by vehicle speed - drive theinput sun gear assembly (646) faster than the 3rd clutch drum isrotating. This causes the input sun gear assembly to overrun thesprag clutch (650), thereby allowing the vehicle to coast freely.

Note: Reverse Lockout is not available on all applications. Forthese models, the reverse lockout and reverse shuttle valves arenot included and the TCC solenoid is fed by second clutch fluid.

44A44 Figure 42

REVERSE

➤➤

➤

➤

➤

➤

➤TURBINE SHAFT (506)


(618) HELD



(650) DRIVING


(516) HOLDING

POWER FROM TORQUE

CONVERTER (1)

POWER TO DIFFERENTIAL

ASSEMBLY


OVERDRIVE SUN GEAR

(519)OVERDRIVE

ROLLER CLUTCH (516)

HOLDING

OVERDRIVE CARRIER

ASSEMBLY (525)

TURBINE SHAFT (506)

OVERDRIVE INTERNAL

GEAR (528)


(634)


(646)


(650) DRIVING


CARRIER ASSEMBLY

(653)

OUTPUT SHAFT

BRAKE BAND (664)

RELEASEDREACTION SUN GEAR

(658)

REACTION SUN DRUM

(659)

RING GEAR (630) HELD

RING GEAR (630) HELD

REVERSE CLUTCH APPLIED

➤

REVERSE CLUTCH APPLIED

MAIN CASE (36)

REVERSE

When the gear selector lever is moved to the Reverse (R) posi-tion, the manual valve (326) also moves and line pressure entersthe R321 fluid circuit.

Reverse Clutch Applies• 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 the2nd clutch fluid circuit and enters the solenoid feed fluid circuit.

• With the vehicle stationary the TCM keeps the converter clutchsolenoid de-energized (OFF). This prevents solenoid feed fluid fromentering the solenoid signal fluid circuit. However, if the vehicle ismoving forward above approximately 12 km/h (7 mph) when Re-verse is selected, the reverse clutch is prevented from applying (seeReverse 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 andreverse fluid at the middle of the valve enters the reverse clutch fluidcircuit.

• Reverse clutch fluid pressure is directed to the reverse clutch piston(610) to apply the reverse clutch plates (614- 616).

Pressure Regulation• Reverse fluid is also directed to the boost valve (205) at the end of

the pressure regulator valve (208). Reverse fluid pressure movesthese valves to increase line pressure for the additional torque re-quirements in Reverse.

• Throttle signal fluid pressure also acts on the boost valve to helpdetermine line pressure in Reverse depending on throttle positionand other TCM input signals.

• The 1-2/3-4 shift solenoid is de-energized (OFF) and the 2-3 shiftsolenoid is energized (ON) - as in Park range. Also, line pressureremains blocked by the manual valve, thereby preventing fluid pres-sure from acting on the shift valves (see Note below).

Reverse Locked Out (inset in Figure 43)A ‘Reverse Lock Out’ condition is available on some applicationsto prevent the transmission from applying the reverse clutch, andpossibly damaging the transmission components, when the vehicleis moving forward. If Reverse (R) is selected with vehicle speedabove approximately 12 km/h (7 mph), the TCM will energize(turn ON) the converter clutch solenoid. Remember that the modeswitch [located on the selector shaft (61)] signals the TCM that thetransmission is in Reverse (R). This opens the normally closedsolenoid and the following events occur:

• Solenoid feed fluid enters the solenoid signal fluid circuit throughthe open converter clutch solenoid.

• Solenoid signal fluid is directed to the reverse lockout valve. Sole-noid signal fluid pressure, in addition to spring force, closes thevalve against orificed reverse fluid pressure.

• Reverse fluid is blocked from entering the reverse clutch fluid cir-cuit. Also, the reverse clutch fluid circuit is open to an exhaust portat the reverse lockout valve. Therefore, the reverse clutch cannotapply. During ‘Reverse Lock Out’, the transmission operates in aNeutral condition.

• Solenoid signal fluid pressure is also directed to the converter clutchcontrol valve and shifts the valve to the apply position. Therefore,the converter clutch is applied when the transmission is in a ‘Re-verse Lock Out’ condition.

• When vehicle speed decreases sufficiently, the TCM will de-ener-gize the TCC solenoid. This opens the solenoid and allows solenoidsignal fluid to exhaust, the reverse clutch to apply and the TCC torelease.

Note: The hydraulic system in Reverse operates in the same man-ner as Park (P) range except as described above. In each of thefollowing gear ranges, most of the hydraulic and electrical systemsexplanation is limited to what changes from the previous range.Therefore, if a component or circuit is not explained, it functionssimilar to the range on the previous page. However, some explana-tions are repeated for clarity and continuity.


44B


RESTRICTION

➤

MANUAL VALVE EX

EX

D 3 2D 3 2

1-2

1-2

R 3

2 1

LINE

REVE

RSE

REVP RN 3 2 1D


EX

LINE

LINE

SUCT

ION

REV

THRO

TTLE

SIG

NAL

LINETHROTTLE SIG

FEED LIMIT

EX

EX

EX

LINE

FEED LIMITLI


FORCEMOTOR

SOLENOIDFEED LIMIT

THROTTLE SIG

EX

LINE

REVERSESHUTTLE

VALVE

➤

2ND

CLRE

V➤

➤

➤

➤

➤

➤

➤

➤

➤

EX

SOLENOID FEED

SOL SIGNALTCC

SOLENOID

➤

➤

➤

➤

➤

➤➤

➤

➤

➤

➤

➤

➤

LINE (From Pump)

CONVERTER IN

➤

➤

➤➤

➤

➤

➤

➤

➤

THRO

TTLE

SIG

NAL

LINE

LINE

LINE

➤

➤

➤➤

➤

➤

➤

➤

➤

➤

Reverse Clutch Applied

REVERSE

Figure 43 45

REVERSE CLUTCH ASSEMBLY

REV LOCKOUT

SOL

SIG

REVE

RSE

REV

CLEX

CONV CL CONTROL

EXTO

COO

LER

LINE

EX

SOLE

NOID

SIG

NAL

➤

➤

➤

➤

➤

➤

SOL

SIG

➤

➤

➤

REVE

RSE

REV

CL

LINE

➤

➤

➤➤

➤

➤

➤

➤

➤ ➤

➤

➤➤

➤

➤

TRT SIG

➤➤

➤

➤

➤

➤

OVERRUN LOCKOUT

EX

EX1-2


OVER

RUN

CL

4TH

CL F

D 2

4TH CL

4TH

CL F

D 2

➤


➤

APPL

YRE

LEAS

E

CONV IN

RELE

ASE

APPL

Y

➤

➤

➤

➤

➤➤

➤

➤

➤

➤

➤

➤

➤

➤

➤

➤

➤➤

➤

EX

SOL FEED

SOL

SIGN

AL

TCCSOLENOID

➤

REV LOCKOUT

SOL

SIG

REVE

RSE

REV

CLEX

CONV CL CONTROL

CONV

INRE

LEAS

EEX

TO C

OOLE

RAP

PLY

LINE

EX

➤

➤

➤ ➤

➤

➤➤

➤➤

➤

➤

➤➤

➤➤

➤

➤

➤

REV

CL

REV ➤

➤

Reverse Locked Out

N.C.

ON

N.C.

OFF

NEUTRALEngine Running

Mechanical power flow in Neutral (N) is identical to Park (P)range.

• The overrun clutch plates (520-522) are applied, the overdriveroller clutch (516) is holding and there is a 1:1 direct drive gearratio through the overdrive planetary gear set.

• Engine torque is transmitted through the 3rd clutch drum assem-bly (634), sprag clutch assembly (650), input sun gear assembly(646), the short and long Ravigneaux pinion gears, the reactionsun gear (658) and reaction sun drum (659).

• As in Park range, the reaction sun gear and reaction drum are freeto rotate with the brake band released, and power flow is termi-nated.

Parking Lock Pawl Disengaged• 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 parkinglock pawl (54).

• The parking lock pawl spring (53) disengages the parking pawlfrom the teeth on the parking lock wheel (668).

• The parking lock wheel, Ravigneaux carrier assembly and outputshaft (653) are free to rotate, allowing the vehicle to roll freely.

Note: The manual linkage must be adjusted properly so theindicator quadrants in the vehicle correspond with the rangeselector lever (60) in the transmission. If not adjusted properly,an internal leak between fluid passages at the manual valve maycause a clutch or band to slip or cause the transmission not tohold in Park.

Refer to the appropriate Service Manual for the proper manuallinkage adjustment procedures.



BAND


ASSEMBLYASSEMBLY

OFF ON APPLIED


46A46 Figure 44


➤➤

➤

➤

➤

➤ ➤

➤

TORQUE CONVERTER

(1)

OIL PUMP

(10) STAIONARY TURBINE

SHAFT (506)


OVERDRIVE CARRIER

ASSEMBLY (525)

OVERDRIVE SUN GEAR

(519)

TURBINE SHAFT (506)

OVERDRIVE INTERNAL

GEAR (528)


(618)


(516) HOLDING


(634)


(646)


(650) DRIVING


CARRIER ASSEMBLY

(653)

OUTPUT SHAFT

BRAKE BAND (664)

RELEASED

PARKING LOCK

ACTUATOR ASSEMBLY

(56)

REACTION SUN GEAR

(658)

REACTION SUN DRUM

(659)


DISENGAGED

PARKING LOCK

WHEEL (668)

RELEASED



(650) DRIVING


(516) HOLDING

OUTPUT SHAFT

POWER FROM TORQUE

CONVERTER (1)

NO POWER TRANSMITTED TO

DIFFERENTIAL ASSEMBLY


When the gear selector lever is moved to the Neutral (N) posi-tion, the hydraulic and electrical systems operate identical toPark (P) range. However, the following changes occur if Neu-tral is selected when the vehicle is operating in Reverse (R):

Reverse Clutch Releases• The manual valve (326) blocks line pressure from entering the

R321 fluid circuit.

• The R321 and reverse fluid circuits are open to exhaust at themanual valve.

• Reverse fluid exhausts from the reverse lockout valve (706)and spring force moves the valve to the closed position.

• Reverse clutch fluid, which was fed by reverse fluid, exhauststhrough the reverse lockout valve (706).

• With reverse clutch fluid exhausted from the reverse clutch pis-ton (610), the reverse clutch plates (614- 616) are released.

• Solenoid feed fluid, also fed by reverse fluid, exhausts from theTCC solenoid, past the reverse shuttle valve (85), into the reversefluid circuit and past the manual valve.

• Reverse fluid also exhausts from the boost valve (205) and linepressure returns to the normal operating range.

Note: If Neutral is selected when ‘Reverse Lock Out’ is in effect(see page 44B), the TCM will de-energize (turn OFF) the TCCsolenoid. This allows solenoid signal fluid to exhaust throughthe solenoid, thereby releasing the converter clutch.

• 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.

46B


➤

➤➤

➤

➤

➤


RESTRICTION

➤

MANUAL VALVE EX

EX

D 3 2D 3 2

1-2

1-2

R 3

2 1

LINE

REVE

RSE

REVP RN 3 2 1D


EX

LINE

LINE

SUCT

ION

REV

THRO

TTLE

SIG

NAL

LINETHROTTLE SIG

FEED LIMIT

EX

EX

EX

LINE

FEED LIMITLI


FORCEMOTOR

SOLENOIDFEED LIMIT

THROTTLE SIG

EX

OVERRUN LOCKOUT

EX

EX1-2

LINE


REVERSESHUTTLE

VALVE

2ND

CLRE

VERS

E

➤

➤

➤

➤

➤

➤

➤

➤

OVER

RUN

CL

EX

SOLENOID FEED

SOL SIGNALTCC

SOLENOID

➤

➤

➤

➤

➤

➤

➤

➤

➤

➤

➤

LINE (From Pump)

CONVERTER IN

4TH

CL F

D 2

4TH CL

➤

➤

➤➤

➤

➤

➤

➤

➤

THRO

TTLE

SIG

NAL

LINE

LINE

LINE

➤

➤

➤➤

➤

➤

➤

➤

➤

➤

4TH

CL F

D 2

➤

➤

➤

REVERSE CLUTCH ASSEMBLY

REV LOCKOUT

SOL

SIG

REVE

RSE

REV

CL

REVE

RSE

EX

CONV CL CONTROL

CONV IN

RELE

ASE

EXTO

COO

LER

APPL

YLI

NEEX

SOLE

NOID

SIG

NAL

➤

➤

SOL

SIG

➤

➤

➤

REVE

RSE

REV

CL

REVE

RSE

REV CL

LINE

➤➤

➤ ➤

➤

➤

THROTTLE SIG

➤

➤ ➤ ➤

➤

➤➤➤

➤➤

➤➤

➤➤

➤

➤ ➤ ➤

➤➤

➤


➤

APPL

YRE

LEAS

E

➤ ➤

➤➤

➤

➤

➤➤

➤

➤➤

➤

➤

➤➤

➤➤➤➤➤➤➤

➤➤

➤➤➤➤➤➤

➤➤

➤➤

➤➤

➤➤

➤➤

➤➤

➤➤

➤➤

➤

➤ ➤ ➤ ➤ ➤

➤➤

➤➤

➤

➤➤

➤➤➤➤ ➤

➤

➤

➤ ➤ ➤ ➤ ➤ ➤

➤ ➤ ➤ ➤ ➤ ➤ ➤ ➤ ➤➤

➤➤

➤➤

➤➤

➤

➤

➤

Engine Running

NEUTRAL

Figure 45 47

N.C.

OFF

DRIVE RANGE - FIRST GEAR



BAND


ASSEMBLYASSEMBLY

OFF ON LD APPLIED LD APPLIED


In Drive Range (D) - First Gear, torque from the engine ismultiplied through the torque converter and transmission gearsets to the vehicle’s drive shaft. The planetary gears operate inreduction to achieve a First gear starting ratio of approximately2.40:1.

• The manual selector shaft (61) and manual valve (326) are in theDrive 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) areapplied, the overdrive roller clutch is holding and there is a 1:1direct drive ratio through the overdrive gear set.

• The sprag clutch (650), located between the 3rd clutch drum andinput sun gear assembly (646), engages and allows the 3rd clutchdrum to drive the input sun gear.


Brake Band Applied• The brake band (664) is applied 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 sundrum, is also held stationary.

• The long pinions, rotating clockwise, walk clockwise around thestationary reaction sun gear. This drives the planetary carrier andoutput shaft assembly (653) clockwise in a First gear reductionof approximately 2.40:1.

• Also, the long pinions drive the ring gear (630) and 2nd clutchdrum (618) clockwise. However, the 2nd and reverse clutchesare released and these components do not affect power flow.

Coast Conditions• As in Reverse, when the throttle is released and engine RPM

decreases, power from vehicle speed drives the output shaft fasterthan engine torque is driving the 3rd clutch drum (634). There-fore, the short pinion gears drive the input sun gear assembly(646) faster than the 3rd clutch drum is rotating. This causes theinput sun gear to overrun the sprag clutch assembly (650) andallows the vehicle to coast freely.

As vehicle speed increases, less torque multiplication is neededfor maximum efficiency. Therefore, it is desirable to shift thetransmission to a lower gear ratio, or Second gear.

48A


(618)

48 Figure 46


TURBINE SHAFT (506)



(650) DRIVING


(516) HOLDING


OVERDRIVE SUN GEAR

(519)OVERDRIVE

ROLLER CLUTCH (516)

HOLDING

OVERDRIVE CARRIER

ASSEMBLY (525)

TURBINE SHAFT (506)

OVERDRIVE INTERNAL

GEAR (528)


(634)


(646)


(650) DRIVING


CARRIER ASSEMBLY

(653)

OUTPUT SHAFT

BRAKE BAND (664)

APPLIEDREACTION SUN GEAR

(658) HELD

REACTION SUN DRUM

(659) HELD

SERVO ASSEMBLY

APPLIED

➤

BRAKE BAND (664)

APPLIED

REACTION SUN GEAR

(658) HELD

REACTION SUN DRUM

(659) HELD

POWER FROM TORQUE

CONVERTER (1)


ASSEMBLY

➤➤

➤

➤

➤

➤

➤

➤

RING GEAR (630)


When the gear selector lever is moved to the Drive Range (D)position, the manual valve (326) also moves and line pressureenters the D32 fluid circuit. Also, the mode switch located onthe selector shaft (61) signals the TCM that the transmission isin Drive Range.

Brake Band Applies• D32 fluid pressure seats the D32 shuttle valve (85) against the

empty 1-2 fluid circuit. D32 fluid enters the D32/1-2 fluid cir-cuit.

• D32/1-2 fluid flows through the Pulse Width Modulated (PWM)solenoid screen (324). This D32/1-2 fluid enters the servo applyfluid circuit through both an orifice and the PWM band applysolenoid (323).

• Servo apply fluid pressure is routed to the apply side of the servopiston (97). This fluid pressure moves the piston against the forcefrom the servo cushion (99) and servo return (103) springs, therebymoving the apply rod (102) and applying the brake band (664).

• The PWM band apply solenoid regulates servo apply fluid pres-sure depending on vehicle operating conditions as determined bythe TCM. This regulation controls the rate at which servo applyfluid pressure increases and the band assembly applies.

Note: Refer to page 39 for a complete description of the PWMband 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 1-2accumulator fluid circuit in relation to throttle signal fluid pres-sure and, on some models, 1-2 accumulator control spring (319)force.

• 1-2 accumulator fluid fills the 1-2 accumulator in preparation fora 1-2 upshift.

Shift Solenoids• D32/1-2 fluid feeds both of the shift solenoid assemblies:

- The normally closed 1-2/3-4 shift solenoid (303) remains de-energized (OFF) and blocks D32/1-2 fluid pressure from act-ing on the end of the 1-2/3-4 shift valve (304). This allowsspring force to keep the valve in the First and Fourth gearposition.

- The 2-3 shift solenoid (307), which is normally open, remainsenergized (ON) by the TCM and blocks D32/1-2 fluid pres-sure from acting on the end of the 2-3 shift valve (308). Thisallows spring force to keep the valve in the First and Secondgear position.

• D32/1-2 fluid is blocked by both the 1-2/3-4 shift valve and the2-3 shift valve in preparation for the 1-2 and 3-4 upshifts respec-tively.

• D32 fluid is also routed to and blocked by the 2-3 shift valve(308) in preparation for a 2-3 upshift.

48B



SERV

O AP

PLY

2-3 SHIFT

EX

D 3 2/1-2

D 3

2

EXSOLENOID

N.O.

ON

ON/OFF

EXSOLENOID

N.C.

OFF1-2 & 3-4 SHIFT


4TH CL FEED 2

1-2 REG

D 3 2/1-2


RESTRICTION

➤

MANUAL VALVE EX

EX

D 3 2D 3 2

1-2

1-2

R 3

2 1

LINE

REVE

RSE

R 3

2 1

REVP RN 3 2 1D

D 3 2/1-2

PWM SOLENOIDSCREEN


EX

LINE

LINE

SUCT

IONRE

V

THRO

TTLE

SIG

NAL

EX

SERV

O AP

PLY

PWMBAND

CONTROLSOLENOID

LINE

THROTTLE SIG

FEED LIMIT

EX

EXEX

LINE

FEED LIMIT

LINE FORCE MOTOR

SCREEN

FORCEMOTOR

SOLENOIDFEED LIMIT

THROTTLE SIG

EX

OVERRUN LOCKOUT

EX

EX1-2

OVERRUN CL

LINE


2ND

CLUT

CH 1-2ACCUMULATOR

ASSEMBLY

3RD

CL F

EED

D 3 2SHUTTLE

VALVE

1-2

➤

➤➤

➤

➤

➤

➤

➤

➤

➤

➤

➤

➤

➤

➤

➤

➤

➤

➤

➤

➤

➤

➤

➤

➤

LINE (From Pump)

CONVERTER IN

➤

4TH

CL F

D 2

4TH

CL

➤ ➤➤

SERV

O RE

L➤ ➤

➤

➤

➤

➤

➤➤

➤

➤

➤

➤

➤

➤

➤

➤➤

➤

➤

➤

➤

➤➤

➤

➤➤

D 3 2/1-2➤

➤

➤

➤

➤

➤D

3 2

➤

➤

➤

1-2 ACCUM

THRO

TTLE

SIG

NAL

LINE

LINE

D 3

2/1-

2

LINE4T

H CL

FD

1 ➤

➤

➤

➤

➤

➤➤

➤

➤

➤

➤

➤

➤

➤

➤

EXEX

EX EX


Figure 47 49

4TH

CL F

D 2

➤➤

➤

➤

SERV

O RE

L

➤

CONTROL 1-2 ACCUM

1-2

ACCU

MD

3 2/

1-2

EXEX

1-2

ACCU

M

➤

➤ ➤

➤

THRO

TTLE

SIG

NAL

➤ ➤ ➤

➤

➤

➤

➤

2ND CLUTCH

➤

➤

➤

➤

N.O.

DRIVE RANGE - SECOND GEAR



BAND


ASSEMBLYASSEMBLY

ON ON LD APPLIED APPLIED FW APPLIED


As vehicle speed increases, input signals from the Vehicle SpeedSensor (VSS), Throttle Position Sensor (TPS) and other vehiclesensors are continually changing and being monitored by theTransmission Control Module (TCM). The TCM processes thisinformation to determine the precise moment to shift the trans-mission. In Second gear, the planetary gear sets continue tooperate 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 DriveRange - First Gear: The overrun clutch plates (520-522) areapplied, the overdrive roller clutch is holding and there is a 1:1direct 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 holdsthe reaction sun drum (659) stationary to the main transmissioncase (36).

• The reaction sun gear (658), which is splined to the reaction sundrum, is also held stationary.

• The long pinions, driven by the ring gear, walk clockwise aroundthe stationary reaction sun gear. This drives the Ravigneaux car-rier and output shaft assembly (653) clockwise in a Second gearreduction 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) clock-wise faster than the 3rd clutch drum (634) is rotating. This causesthe input sun gear assembly to overrun the sprag clutch (650).

Coast Conditions• In Second gear, neither the overdrive roller clutch (516) nor the

sprag clutch (650) is used to transfer engine torque during accel-eration. Therefore, there are no elements to overrun and allowthe vehicle to coast freely when the throttle is released.

• Power from vehicle speed attempts to drive the transmission gearsets through the output shaft faster than engine torque is drivingas an input. However, without an element to overrun, power fromthe drive shaft is transferred through the transmission gear sets tothe engine. This causes engine compression to slow the vehiclewhen the throttle is released.

As vehicle speed increases, less torque multiplication is neededto move the vehicle efficiently. Therefore, it is desirable to shiftthe transmission to a lower gear ratio, or Third gear.

50A

2ND CLUTCH APPLIED

50 Figure 48


➤➤

➤

➤

➤

TURBINE SHAFT (506)



(650) OVERRUNNING


(516) HOLDING

POWER FROM TORQUE

CONVERTER (1)


ASSEMBLY


OVERDRIVE SUN GEAR

(519)OVERDRIVE

ROLLER CLUTCH (516)

HOLDING

OVERDRIVE CARRIER

ASSEMBLY (525)

TURBINE SHAFT (506)

OVERDRIVE INTERNAL

GEAR (528)


(634)


(646)


(650) OVERRUNNING


CARRIER ASSEMBLY

(653)

OUTPUT SHAFT

BRAKE BAND (664)


(658) HELD

REACTION SUN DRUM

(659) HELD

➤

➤

SERVO ASSEMBLY

APPLIED

➤

BRAKE BAND (664)

APPLIED

REACTION SUN GEAR

(658) HELD

REACTION SUN DRUM

(659) HELD

2ND CLUTCH APPLIED

➤

RING GEAR (630)


The Transmission Control Module (TCM) continually receivesinput signals from the transmission speed sensor, throttle posi-tion sensor (TPS) and other vehicle sensors. The TCM pro-cesses these inputs to determine the precise moment to energize,or “turn ON”, the 1-2/3-4 shift solenoid (303). The shift sole-noid is ON when the TCM provides a path to ground for thatelectrical circuit.

2nd Clutch Applies• The normally closed 1-2/3-4 shift solenoid is energized by the

TCM. This opens the solenoid and D32/1-2 fluid pressure isrouted to the end of the 1-2/3-4 shift valve (304).

• D32/1-2 fluid pressure moves the 1-2/3-4 shift valve againstspring force and D32/1-2 fluid pressure at the spring end of thevalve. This shifts the valve into the Second and Third gear posi-tion.

• D32/1-2 fluid at the spring end of the 1-2/3-4 shift valve is routedthrough 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• At the same time, 2nd clutch fluid is directed to the 1-2 accumu-

lator piston (315). 2nd clutch fluid pressure moves the pistonagainst 1-2 accumulator fluid pressure and 1-2 accumulator spring(316) force. This action absorbs some 2nd clutch fluid pressureand cushions the apply of the 2nd clutch.

• 1-2 accumulator fluid is forced out of the 1-2 accumulator fromthe movement of the 1-2 accumulator piston. This fluid is routedto the middle, and orificed to the end, of the 1-2 accumulatorvalve (320).

• Orificed 1-2 accumulator fluid pressure moves the 1-2 accumula-tor valve and 1-2 accumulator control valve (318) against throttlesignal fluid pressure (and spring force on some models). Thisaction blocks D32/1-2 fluid and regulates the exhaust of excess1-2 accumulator fluid past the valve.

Note: The arrows in the 1-2 accumulator fluid circuit show thedirection of fluid flow during the shift (when 1-2 accumulatorfluid is exhausting). Once the shift is completed, the 1-2 accu-mulator valve will again regulate D32/1-2 fluid into the 1-2accumulator fluid circuit (as shown in the other gear ranges).

• Remember that the variable force motor increases throttle signalfluid pressure as throttle position increases. With higher throttlesignal fluid pressure, less 1-2 accumulator fluid is allowed toexhaust. This increases 1-2 accumulator fluid pressure whichcreates less cushion for the 2nd clutch application.

Converter Clutch Circuit• 2nd clutch fluid is also orificed to the reverse shuttle valve (85).

2nd clutch fluid pressure seats the reverse shuttle valve againstthe empty reverse fluid circuit and enters the solenoid feed fluidcircuit.

• Solenoid feed fluid is routed to the converter clutch solenoid(416). Under normal operating conditions the normally closedTCC solenoid is OFF in Second gear. This blocks solenoid feedfluid and prevents converter clutch apply in Second gear.

Note: on models without Reverse Lockout, second clutch fluidis fed directly to the TCC solenoid.

50B


➤➤

➤


SERV

O AP

PLY

2-3 SHIFT

EX

D 3 2/1-2

D 3

2

EXSOLENOID

N.O.

ON

EXSOLENOID

N.C.

ON1-2 & 3-4 SHIFT



2ND CL

D 3 2/1-2


EXCAPILLARYRESTRICTION

➤

MANUAL VALVE EX

EX

D 3 2D 3 2

1-2

1-2

R 3

2 1

LINE

REVE

RSE

R 3

2 1

REVP RN 3 2 1D

D 3 2/1-2

PWM SOLENOIDSCREEN


EX

LINE

LINE

SUCT

IONRE

V

THRO

TTLE

SIG

NAL

EX

SERV

O AP

PLY

PWMBAND

CONTROLSOLENOID

LINE

THROTTLE SIG

FEED LIMIT

EX

EXEX

LINE

FEED LIMIT

LINE FORCE MOTOR

SCREEN

FORCEMOTOR

SOLENOIDFEED LIMIT

THROTTLE SIG

EX

OVERRUN LOCKOUT

EX

EX1-2

OVERRUN CL

LINE


Figure 49 51


SECOND CLUTCHASSEMBLY

2ND

CLUT

CH 1-2ACCUMULATOR

ASSEMBLY

3RD

CL F

EED

D 3 2SHUTTLE

VALVE

1-2

➤

➤➤

REVERSESHUTTLE

VALVE

➤

➤

2ND

CLRE

VERS

E

➤

➤

➤

➤

➤

➤

➤

➤

➤

OVER

RUN

CL

➤

EX

SOLENOID FEED

SOL SIGNALTCC

SOLENOID

➤

➤

➤

➤

➤

➤

➤

➤

➤

➤

➤

➤

➤

➤

➤

➤

LINE (From Pump)

CONVERTER IN

➤

➤

4TH

CL F

D 2

4TH

CL ➤➤

➤ ➤➤

2ND

CL

➤

SERV

O RE

L➤ ➤

➤

➤

➤➤

➤

➤

➤

➤➤

➤

➤

➤

➤

➤

➤

➤

➤➤

➤

➤

➤

➤

➤➤

➤

➤

➤➤

D 3 2/1-2➤

➤

➤

➤

➤

➤D

3 2

➤

➤

➤ 1-2 ACCUM

THRO

TTLE

SIG

NAL

LINE

LINE

D 3

2/1-

2

LINE4T

H CL

FD

1 ➤

➤

➤

➤

➤

➤➤

➤

➤

➤

➤

➤

➤

➤

➤

➤

EXEX

EX EX

4TH

CL F

D 2

➤

➤

➤

➤

➤

SERV

O RE

L

➤

CONTROL 1-2 ACCUM

1-2

ACCU

MD

3 2/

1-2

EXEX

1-2

ACCU

M

➤

➤ ➤

➤

THRO

TTLE

SIG

NAL

➤ ➤ ➤

➤

➤

➤

➤

➤

N.C.

OFFOFFN.O.

DRIVE RANGE - THIRD GEAR



BAND


ASSEMBLYASSEMBLY

ON OFF LD APPLIED APPLIED APPLIED NE


As vehicle speed increases further, the TCM processes the inputsignals from the VSS, TPS and other vehicle sensors to deter-mine the precise moment to shift the transmission into Thirdgear. In Third gear, both planetary gear sets rotate at the samespeed, thereby providing a 1:1 direct drive gear ratio betweenthe 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 andSecond Gears: The overrun clutch plates (520-522) are applied,the overdrive roller clutch (516) is holding and there is a 1:1direct drive ratio through the overdrive gear set.

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 asthe primary holding force to transfer engine torque to the inputsun gear.

• The 2nd clutch plates (625-627) remain applied as in Secondgear. Engine torque is also transferred from the 3rd clutch drumto the 2nd clutch drum (618) and ring gear (630).

• With both the input sun gear and ring gear rotating at converterturbine speed, the short and long pinions are locked together anddo not rotate on their pins. The pinion gears act as wedges androtate at converter turbine speed with the input sun gear and ringgear. This drives the Ravigneaux carrier and output shaft assem-bly (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 theconverter turbine and output shaft.

• The torque converter clutch (TCC) may be applied in Third gear.When the TCC is applied, converter turbine speed equals enginespeed (see torque converter, page 12).

Coast Conditions• With the 3rd clutch plates applied, the 3rd clutch drum and input

sun gear assembly are locked together. As a result, the input sungear assembly cannot overrun the sprag clutch (650) during coastconditions (throttle released) as in Drive Range - First Gear.Similar to Second gear, without an element to overrun duringdeceleration, engine compression provides braking to slow thevehicle when the throttle is released.

As vehicle speed increases, less torque multiplication is re-quired to operate the vehicle efficiently. Therefore, it is desir-able to shift the transmission to an overdrive gear ratio, orFourth gear.

52A

2ND CLUTCH APPLIED

52 Figure 50


➤➤

➤

➤

➤

TURBINE SHAFT (506)



(650) HOLDING


(516) HOLDING

POWER FROM TORQUE

CONVERTER (1)


ASSEMBLY


OVERDRIVE SUN GEAR

(519)OVERDRIVE

ROLLER CLUTCH (516)

HOLDING

OVERDRIVE CARRIER

ASSEMBLY (525)

TURBINE SHAFT (506)

OVERDRIVE INTERNAL

GEAR (528)

3RD CLUTCH APPLIED


(646)


(650) HOLDING


CARRIER ASSEMBLY

(653)

OUTPUT SHAFT

BRAKE BAND (664)

RELEASED

REACTION SUN GEAR

(658)

REACTION SUN DRUM

(659)

➤

SERVO ASSEMBLY RELEASED

➤

2ND CLUTCH APPLIED

➤

3RD CLUTCH APPLIED

➤

➤

RING GEAR (630)


The TCM continues to monitor the transmission speed sensor,TPS and other vehicle sensors to determine the precise momentto de-energize, or “turn OFF”, the 2-3 shift solenoid (307). Theshift solenoid is OFF when the TCM eliminates the path toground for that electrical circuit.

3rd Clutch Applies• 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 theend of the 2-3 shift valve (308).

• D32/1-2 fluid pressure moves the 2-3 shift valve against springforce and D32 fluid pressure acting on the spring end of thevalve. This shifts the valve into the Third and Fourth gear posi-tion.

• Orificed D32 fluid is routed through the 2-3 shift valve and intothe servo release fluid circuit.

• The 1-2/3-4 shift solenoid (303) remains energized (ON), therebykeeping the 1-2/3-4 shift valve (304) in the Second and Thirdgear position.

• Servo release fluid flows through the 1-2/3-4 shift valve, into the3rd clutch feed fluid circuit and to the 3rd clutch check valve(85).

• Servo release fluid is also directed past the 3rd clutch quickdump valve (85). This servo release fluid is routed to both the 3rdclutch check valve and the servo piston (81).

• Both 3rd clutch feed and servo release fluids feed the 3rd clutchfluid 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).

2-3 Shift Accumulation and Brake Band Releases• At the same time, servo release fluid pressure moves the servo

piston against servo apply fluid pressure and the force from theservo cushion and servo return springs (99 and 103). This actionhas two functions:

- act as an accumulator for 3rd clutch fluid pressure (which isfed 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 outof the servo assembly. This excess servo apply fluid is directed tothe Pulse Width Modulated (PWM) solenoid and the orifice be-tween the D32/1-2 and servo apply fluid circuits. The exhaust ofthis servo apply fluid depends on vehicle speed.

- Above 20 km/h (13 mph) the TCM de-energizes and opens thePWM solenoid (0% duty cycle). Excess servo apply fluid canthen exhaust through the solenoid and into the D32/1-2 fluidcircuit. This excess fluid is absorbed into other circuits andregulated at the pressure regulator valve.

- Below 20 km/h (13 mph) the TCM energizes the solenoid to a100% duty cycle. This closes the solenoid and forces exhaust-ing servo apply fluid through orifice #17/19e. Orificing theexhausting fluid provides a slower band release and slower 3rdclutch apply which is needed at low speeds.

Note: Figure 51 shows the hydraulic system during the upshiftwith the band apply solenoid at 0% duty cycle.

• D32/1-2 fluid is routed through the middle of the 2-3 shift valveand into the 4th clutch feed 1 fluid circuit.

• 4th clutch feed 1 fluid is blocked by the 1-2/3-4 shift valve inpreparation for an upshift to Fourth gear.

Converter Clutch Released• 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 re-leased or applied in Drive Range - Third Gear.

52B


➤


SERV

O AP

PLY

2-3 SHIFT

EX

D 3 2/1-2

D 3

2

EXSOLENOID

N.O.

OFF

EXSOLENOID

N.C.

ON1-2 & 3-4 SHIFT

SERV

O RE

L

4TH CL FD 1


2ND CL

D 3 2/1-2


RESTRICTION

➤

MANUAL VALVE EX

EX

D 3 2D 3 2

1-2

1-2

R 3

2 1

LINE

REVE

RSE

R 3

2 1

REVP RN 3 2 1D

D 3 2/1-2

PWM SOLENOIDSCREEN


EX

LINE

LINE

SUCT

IONRE

V

THRO

TTLE

SIG

NAL

EX

SERV

O AP

PLY

PWMBAND

CONTROLSOLENOID

LINE

THROTTLE SIG

FEED LIMIT

EX

EXEX

LINE

FEED LIMIT

LINE FORCE MOTOR

SCREEN

FORCEMOTOR

SOLENOIDFEED LIMIT

THROTTLE SIG

EX

OVERRUN LOCKOUT

EX

EX1-2

OVERRUN CL

LINE


Figure 51 53



THIRD CLUTCHASSEMBLY

2ND

CLUT

CH 1-2ACCUMULATOR

ASSEMBLY

3RDCLUTCHQUICKDUMPVALVE

➤

➤

3RD

CL F

EED

3RDCLUTCHCHECKVALVE ➤

3RD

CLUT

CH

D 3 2SHUTTLE

VALVE

1-2

➤

➤➤

REVERSESHUTTLE

VALVE

➤

➤

2ND

CLRE

VERS

E

➤

➤

➤

➤

➤

➤

➤

➤

➤

OVER

RUN

CL ➤

➤

➤

3RD CL

EX

SOLENOID FEED

SOL SIGNALTCC

SOLENOID

➤

➤

➤

➤

➤

➤

➤

➤

➤

➤

➤

➤

➤

➤

➤

➤

➤

LINE (From Pump)

CONVERTER IN

➤

➤

4TH

CL F

D 2

4TH

CL

➤➤

➤ ➤

➤

2ND

CL

➤

➤

SERV

O RE

L

➤➤ ➤

➤

➤

➤

➤

➤

➤

➤

➤

➤

➤➤

➤

➤

➤

➤

➤

➤

➤

➤➤

➤

➤

➤

➤

➤

➤

➤

➤

➤

➤

➤

➤

D 3 2/1-2

➤

➤

➤

➤

➤

➤D

3 2

➤

➤

➤

➤➤

➤

➤

➤

1-2 ACCUM

THRO

TTLE

SIG

NAL

LINE

LINE

D 3

2/1-

2

SERV

O RE

L

LINE4T

H CL

FD

1

➤

➤

➤

➤

➤

➤➤

➤

➤

➤

➤

➤

➤

➤

➤

➤

EXEX

EX EX

➤

➤

➤

4TH

CL F

D 2

➤

➤

➤

➤

➤

➤

➤

➤

➤

➤

CONTROL 1-2 ACCUM

1-2

ACCU

MD

3 2/

1-2

EXEX

1-2

ACCU

M

➤

➤

➤

THRO

TTLE

SIG

NAL

➤

➤

➤

➤➤ THRT SIG

➤

➤

➤

➤

➤

➤➤

➤➤

➤

N.C.

OFFOFFN.O.

DRIVE RANGE - THIRD GEAR(Torque Converter Clutch Released)

Under normal operating conditions of the vehicle in First andSecond gears the transmissions electrical and hydraulic systemskeep the torque converter clutch (TCC) in a released state. InThird and Fourth gears, the TCC may or may not be applieddepending on the various inputs to the TCM - inputs both inter-nal and external to the transmission. These inputs include:

• Throttle Position Sensor (TPS) • Kickdown Switch• Coolant Temperature Sensor (CTS) • Mode Switch• Transmission Speed Sensor* • Engine Load (A/C)• Transmission Fluid Temperature Sensor* • Brake Switch• Engine Speed Sensor • Self Diagnostics• Winter Mode Switch• Economy/Performance Mode Switch * Internal to the Transmission

When conditions are appropriate for the converter clutch to bereleased, as determined by the TCM, the converter clutch sole-noid (416) is de-energized (OFF). With the TCC solenoid OFF,the hydraulic controls function as follows:

• The normally closed converter clutch solenoid blocks solenoidfeed fluid from entering the solenoid signal fluid circuit. Thesolenoid signal fluid circuit is open to an exhaust through thesolenoid.

• Without solenoid signal fluid pressure, spring force holds theconverter clutch control valve (210) in the release position.

• Line pressure is routed into the ‘converter in’ fluid circuit at thepressure regulator valve (208).

• ‘Converter in’ fluid flows through the converter clutch controlvalve 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 theconverter cover and pressure plate. This fluid pressure keeps thepressure plate released from the converter cover and fills theconverter with fluid.

• Fluid exits the converter between the converter hub and statorshaft in the apply fluid circuit.

• Apply fluid is routed through the converter clutch control valveand into the cooler fluid circuit. The cooler fluid circuit is alsofed by ‘converter in’ fluid through an orifice.

• Cooler fluid flows through the transmission fluid cooler in theradiator and into the main case lube circuit.

• Main case lube fluid is routed to the rear of the main transmis-sion case (36) to cool and lubricate the components in the maincase. Also, ‘converter in’ fluid continues to feed the overdrivelube fluid circuit through an orifice to cool and lubricate thecomponents in the auxiliary case. Refer to page 90 for a completedrawing of the transmission lubrication circuit.

54A



Figure 5254

Torque Converter Clutch Released


➤

APPL

YRE

LEAS

E➤

➤

➤

➤

➤

CONV CL CONTROL

EXTO

COO

LER

LINE

EX

SOL

SIG

➤

➤

RELE

ASE

APPL

Y

➤

MAIN CASE LUBE

TO COOLER COOLER

EXTERNAL TOTRANSMISSION

INTERNAL TOTRANSMISSIONINPUTS

TCM

CTS TPS BRAKESWITCH

ENGINESPEED

PRND321MODE

SWITCHA/C

REQUESTKICKDOWN

SWITCHWINTERMODE

SWITCH

ECON/PERFMODE

SWITCHSPEED

SENSOR

FLUIDTEMP

SENSOR


RESTRICTION

➤


EX

LINE

LINE

SUCT

IONRE

V

THRO

TTLE

SIG

NAL

LINE

THROTTLE SIG

FEED LIMIT

EX

EX

EX

LINE

FEED LIMIT

LINE FORCE MOTOR

SCREEN

FORCEMOTOR

SOLENOIDFEED LIMIT

THROTTLE SIG

EX

➤

➤

➤

➤

➤➤

➤

➤

➤➤

➤

➤

➤

➤

LINE (From Pump)

CONVERTER IN

➤

➤

➤

THRO

TTLE

SIG

NAL

➤

➤

➤➤

➤

➤

➤

➤➤

➤

EX

SOLENOID FEED

SOL SIGNALTCC

SOLENOID

➤

EXN.O.

OFF

EXN.C.

ON

PWMBAND

CONTROLSOLENOID

➤➤

➤

➤➤

➤

➤

➤

➤

➤

➤

➤

➤ ➤

➤

➤

➤

➤

CONV IN➤

➤

➤➤

➤

➤ OVERDRIVE LUBE

OUTPUTS

N.C.

OFF

OFFN.O.

1-2/3-4SHIFT SOLENOID

2-3SHIFT SOLENOID

DRIVE RANGE - THIRD GEAR(Torque Converter Clutch Applied)

The Transmission Control Module (TCM) monitors and receivesinput signals from the various electrical devices, both internaland external to the transmission, to determine when to apply thetorque converter clutch (TCC). These inputs to the TCM in-clude the following:

• Throttle Position Sensor (TPS) • Kickdown Switch• Coolant Temperature Sensor (CTS) • Mode Switch• Transmission Speed Sensor* • Engine Load (A/C)• Transmission Fluid Temperature Sensor* • Brake Switch• Engine Speed Sensor • Self Diagnostics• Winter Mode Switch• Economy/Performance Mode Switch * Internal to the Transmission

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 hydraulicsystem functions as follows to apply the converter clutch:

• The normally closed converter clutch solenoid opens and sole-noid feed fluid enters the solenoid signal fluid circuit.

• Solenoid signal fluid pressure moves the converter clutch controlvalve (210) against spring force and into the apply position.

• Orificed line pressure is routed through the converter clutch con-trol valve and into the apply fluid circuit. At the same time, therelease fluid circuit is open to an exhaust port at the converterclutch control valve.

• Apply fluid flows between the converter hub and stator shaft andfills the converter with fluid. Apply fluid pressure in the con-verter forces the converter clutch pressure plate against the con-verter cover.

• As the converter clutch applies, fluid from the release side of thepressure plate is forced back through the turbine shaft (506).

• Exhausting release fluid seats the turbine shaft checkball, is forcedthrough an orifice around the checkball and flows through thecenter of the turbine shaft. This fluid is routed through the con-verter clutch control valve where it exhausts.

Note: The orifice at the turbine shaft checkball controls the rateat which release fluid exhausts. Also, the orifice that line pres-sure flows through before feeding the apply fluid circuit con-trols the rate at which apply fluid fills the converter. The combi-nation of these two orifices control the rate of apply (apply feel)of the converter clutch.

• ‘Converter in’ fluid feeds the cooler fluid circuit through anorifice. Cooler fluid is routed through the transmission fluid coolerin the radiator and into the main case lube circuit.

• Main case lube fluid is sent to the rear of the main transmissioncase (36) to cool and lubricate the components in the main case.Also, ‘converter in’ fluid continues to feed the overdrive lubefluid circuit through an orifice to cool and lubricate the compo-nents in the auxiliary case (20). Refer to page 90 for a completedrawing of the transmission lubrication circuit.

54B


➤➤

➤➤

➤➤

➤➤

➤➤

➤➤➤➤

➤

➤

➤➤

➤


Figure 53 55

Torque Converter Clutch Applied


➤AP

PLY

RELE

ASE

CONV CL CONTROL

EXTO

COO

LER

LINE

EX

SOL

SIG

➤

RELE

ASE

APPL

Y

➤

MAIN CASE LUBE

TO COOLER COOLER


RESTRICTION

➤


EX

LINE

LINE

SUCT

IONRE

V

THRO

TTLE

SIG

NAL

LINE

THROTTLE SIG

FEED LIMIT

EX

EX

EX

LINE

FEED LIMIT

LINE FORCE MOTOR

SCREEN

FORCEMOTOR

SOLENOIDFEED LIMIT

THROTTLE SIG

EX

➤

➤

➤

➤

➤➤

➤

➤

➤➤

➤

➤

➤

➤

LINE (From Pump)

CONVERTER IN

➤

➤

➤

THRO

TTLE

SIG

NAL

➤

➤

➤➤

➤

➤

➤

➤➤

➤

EX

SOLENOID FEED

SOL SIGNALTCC

SOLENOID

➤

EXN.0.

OFF

EXN.C.

ON

PWMBAND

CONTROLSOLENOID

➤➤

➤➤

➤

➤

➤

➤

➤

➤

➤

➤

➤ ➤

➤

CONV IN➤

➤

➤➤

➤

➤ OVERDRIVE LUBE

➤➤

➤➤

➤

➤➤➤

➤➤

➤

➤

➤

➤

➤➤➤

➤

➤

EXTERNAL TOTRANSMISSION

INTERNAL TOTRANSMISSIONINPUTS

TCM

CTS TPS BRAKESWITCH

ENGINESPEED

PRND321MODE

SWITCHA/C

REQUESTKICKDOWN

SWITCHWINTERMODE

SWITCH

ECON/PERFMODE

SWITCHSPEED

SENSOR

FLUIDTEMP

SENSOR

OUTPUTS

N.C.

ON

OFFN.O.

1-2/3-4SHIFT SOLENOID

2-3SHIFT SOLENOID

DRIVE RANGE - FOURTH GEAR(Torque Converter Clutch Applied)



BAND


ASSEMBLYASSEMBLY

OFF OFF FW APPLIED APPLIED APPLIED NE


To maximize engine performance and fuel economy, a Fourthgear (Overdrive) is used to achieve an approximate gear ratio of.73:1 through the transmission gear sets. This allows the vehicleto maintain a given road speed with less engine output speed.

• As in Third gear, converter turbine speed equals engine speedwhen the TCC is applied (see torque converter, page 12).

Overrun Clutch Released• The overrun clutch plates (520-522) are released, thereby discon-

necting the overrun clutch housing (510) from the overdrivecarrier (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 theoverrun clutch housing, is also held stationary.

• Engine torque is transferred through the turbine shaft (506) to theoverdrive carrier as in the other gear ranges.

Overdrive Roller Clutch Overruns• With the overrun clutch housing held, the overdrive carrier over-

runs the overdrive roller clutch (516).

• The overdrive carrier pinion gears are in mesh with both theoverdrive sun gear and overdrive internal gear (528).

• As the overdrive carrier rotates clockwise, the pinion gears rotateclockwise on their pins as they walk around the stationary sungear.

• The pinion gears drive the overdrive internal gear, thereby pro-viding an approximate gear ratio of .73:1 through the overdriveplanetary gear set.

• Power flow from the overdrive internal gear to the Ravigneauxcarrier and output shaft assembly (653) is the same as in DriveRange - Third Gear. The 2nd clutch plates (625-627) and 3rdclutch plates (641-643) are applied and all components are drivenat the same speed. This creates a 1:1 direct drive ratio betweenthe overdrive internal gear and the output shaft.

• With a .73:1 gear ratio through the overdrive gear set and a 1:1gear ratio through the Ravigneaux gear set, the overall transmis-sion gear ratio is approximately .73:1.

Coast Conditions• As in Second and Third gears, without an element to overrun

during deceleration, engine compression provides braking to slowthe vehicle when the throttle is released. However, due to theoverdrive gear ratio in Fourth gear, engine compression brakingis not as noticeable by the driver as in other gears.

56A

2ND CLUTCH APPLIED

56 Figure 54

DRIVE RANGE - FOURTH GEAR

➤

➤

➤

TURBINE SHAFT (506)

4TH CLUTCH APPLIED


(650) HOLDING


(516) OVERRUNNING

POWER FROM TORQUE

CONVERTER (1)


ASSEMBLY

OVERRUN CLUTCH HOUSING (510)

HELD

OVERDRIVE SUN GEAR

(519) HELDOVERDRIVE

ROLLER CLUTCH (516)

OVERRUNNING

OVERDRIVE CARRIER

ASSEMBLY (525)

TURBINE SHAFT (506)

OVERDRIVE INTERNAL

GEAR (528)

3RD CLUTCH APPLIED


(646)


(650) HOLDING


CARRIER ASSEMBLY

(653)

OUTPUT SHAFT

BRAKE BAND (664)

RELEASED

REACTION SUN GEAR

(658)

REACTION SUN DRUM

(659)

➤


➤

2ND CLUTCH APPLIED

➤

3RD CLUTCH APPLIED

➤

➤

4TH CLUTCH APPLIED

ADAPTER CASE (20)

➤


Drive Range - Fourth Gear is an overdrive gear ratio used tomaximize engine efficiency and fuel economy under most nor-mal driving conditions. To shift the transmission into Fourthgear, the TCM determines the precise moment to de-energize(turn OFF) the 1-2/3-4 shift solenoid (303). The shift solenoid isOFF when the TCM eliminates the path to ground for thatelectrical circuit.

Overrun Clutch Releases and 4th Clutch Applies• 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 endof the 1-2/3-4 shift valve (304). D32/1-2 fluid at the end of thevalve exhausts through the solenoid.

• Spring force moves the 1-2/3-4 shift valve into the First andFourth Gear position. This allows 4th clutch feed 1 fluid to enterthe 4th clutch feed 2 fluid circuit.

• 4th clutch feed 2 fluid is directed to the end of the overrunlockout valve (705). This fluid pressure moves the valve againstspring force, thereby causing the following:

- The overrun lockout valve blocks line pressure from enteringthe overrun clutch fluid circuit. Overrun clutch fluid exhaustsfrom the overrun clutch piston (513) and through an exhaustport at the overrun lockout valve, thereby releasing the over-run clutch plates (520, 521).

- Orificed 4th clutch feed 2 fluid at the middle of the overrunlockout valve enters the 4th clutch fluid circuit. 4th clutchfluid pressure is routed to the 4th clutch piston (532) to applythe 4th clutch plates (502, 503).

3-4 Shift Accumulation• At the same time, 4th clutch fluid is directed to the 3-4 accumula-

tor piston (18). 4th clutch fluid pressure moves the piston against3-4 accumulator fluid pressure and 3-4 accumulator spring (408)force. This action absorbs some 4th clutch fluid pressure andcushions the 4th clutch apply.

• 3-4 accumulator fluid is forced out of the 3-4 accumulator fromthe movement of the 3-4 accumulator piston. This fluid is routedto the middle, and orificed to the end, of the 3-4 accumulatorvalve (407).

• Orificed 3-4 accumulator fluid pressure moves the 3-4 accumula-tor valve and 3-4 accumulator control valve (409) against throttlesignal fluid pressure and, on some models, spring force. Thisaction blocks line pressure and regulates the exhaust of excess 3-4 accumulator fluid past the valve.

Note: When the shift is completed the 3-4 accumulator valvewill again regulate line pressure into the 3-4 accumulator fluidcircuit. Refer to page 32A for a complete description of theaccumulator system function.

• D32/1-2 fluid is blocked by the 1-2/3-4 shift valve from enteringthe 2nd clutch fluid circuit. However, the servo release fluidcircuit is open to feed the 2nd clutch fluid circuit and keep the2nd clutch applied.

• 3rd clutch feed fluid exhausts past the 1-2/3-4 shift valve, throughthe 1-2 regulator fluid circuit and out an exhaust port at the lowpressure control valve (312).

• With 3rd clutch feed fluid exhausted, servo release fluid pressureseats the 3rd clutch check valve (85) against the empty 3rd clutchfeed fluid circuit. In Fourth gear, only servo release fluid feedsthe 3rd clutch fluid circuit to keep the 3rd clutch applied.

Torque Converter Clutch• If the converter clutch is applied in Third gear, the TCM will de-

energize the converter clutch solenoid to release the TCC duringupshift to Fourth gear. Once in Fourth gear, the TCM will re-apply the TCC when vehicle operating conditions are appropri-ate.

• Figure 55 shows the converter clutch solenoid energized, sole-noid feed fluid entering the solenoid signal fluid circuit and theTCC applied.

56B


➤➤➤➤

➤

➤

➤➤

➤➤


SERV

O AP

PLY

2-3 SHIFT

EX

D 3 2/1-2

D 3

2

EXSOLENOID

N.O.

OFF

EXSOLENOID

N.C.

OFF1-2 & 3-4 SHIFT

SERV

O RE

L

4TH CL FD 1


2ND CL

D 3 2/1-2

3-4ACCUMULATOR

ASSEMBLY

3-4 ACCUM

4TH CLUTCH

EX


RESTRICTION

➤

MANUAL VALVE EX

EX

D 3 2D 3 2

1-2

1-2

R 3

2 1

LINE

REVE

RSE

R 3

2 1

REVP RN 3 2 1D

D 3 2/1-2

PWM SOLENOIDSCREEN


EX

LINE

LINE

SUCT

IONRE

V

THRO

TTLE

SIG

NAL

EX

SERV

O AP

PLY

PWMBAND

CONTROLSOLENOID

3-4 ACCUM CONTROL

EX

EX

3-4

ACCU

MLINE

THROTTLE SIG

FEED LIMIT

EX

EXEX

LINE

FEED LIMIT

LINE FORCE MOTOR

SCREEN

FORCEMOTOR

SOLENOIDFEED LIMIT

THROTTLE SIG

EX

OVERRUN LOCKOUT

EX

EX1-2

OVERRUN CL

LINE

FOURTH CLUTCH ASSEMBLYOVERRUN CLUTCHASSEMBLY



2ND

CLUT

CH

1-2

ACC

1-2ACCUMULATOR

ASSEMBLY

3RD CLUTCHQUICK DUMP

VALVE

➤

➤➤

➤➤

3RD

CL F

EED


3RD

CLUT

CH

D 3 2SHUTTLE

VALVE

1-2

➤

➤➤

REVERSESHUTTLE

VALVE

➤

➤

2ND

CLRE

VERS

E

➤

➤

➤

➤

➤

➤

➤

➤

➤

➤

➤

➤

3-4

ACCU

M➤

➤

➤➤➤

➤➤

➤ ➤

OVER

RUN

CL

➤➤

➤ ➤ ➤ ➤ ➤➤

➤

➤

➤

➤

➤

➤

3RD CL

EX

SOLENOID FEED

SOL SIGNALTCC

SOLENOID

➤

➤

➤

➤

➤

➤

➤

➤

➤ ➤

➤

➤

➤

➤

➤

➤

➤

➤

➤

LINE (From Pump)

CONVERTER IN

➤

➤

➤

➤

4TH

CL F

D 2

➤

4TH

CL

➤➤

➤ ➤

➤

2ND

CL

➤

➤

SERV

O RE

L

➤➤ ➤

➤

➤

➤

➤

➤

➤

➤

➤

➤

➤➤

➤

➤

➤➤

➤

➤

➤

➤

➤

➤

➤

➤

➤➤

➤

➤

➤

➤

➤

➤

➤

➤

➤

➤

➤➤

➤

➤

➤➤

D 3 2/1-2➤

➤

➤

➤

➤

➤D

3 2

➤

➤

➤

➤

➤

➤

1-2 ACCUM

➤

THRO

TTLE

SIG

NAL

LINE

LINE

D 3

2/1-

2

SERV

O RE

L

LINE4T

H CL

FD

1 ➤

➤

➤

➤

➤

➤➤

➤

➤

➤

➤

➤

➤

➤

➤

➤

EXEX

EX EX

DRIVE RANGE - FOURTH GEAR

Figure 55 57

Torque Converter Clutch Applied

➤➤

➤

➤

➤

➤

THROTTLE SIG

N.C.

ONOFFN.O.

DRIVE RANGE - 4-3 DOWNSHIFT(Torque Converter Clutch Released)

A forced 4-3 downshift in Drive Range is achieved by increas-ing the throttle valve angle (percentage of accelerator pedaltravel - throttle position) while the vehicle is operating with thetransmission in Fourth gear. A 4-3 downshift can also occurwhen the vehicle is decelerating during coast conditions or whenengine load is increased.

If the converter clutch is applied in Fourth gear the TCM willrelease the TCC during the downshift to Third gear. Undernormal operating conditions in Third gear the TCM will re-apply the converter clutch. The converter clutch also releasesunder minimum and heavy throttle conditions as measured bythe throttle position sensor (TPS). Figure 56 shows the TCCsolenoid de-energized (OFF) and the converter clutch releasing(conditions during the downshift).

A 4-3 downshift occurs when the TCM receives the appropriatesignals to energize the 1-2/3-4 shift solenoid (303). During a 4-3downshift the following changes occur to the hydraulic system:

4th Clutch Releases and Overrun Clutch Applies• 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 shiftvalve (304).

• D32/1-2 fluid pressure shifts the 1-2/3-4 shift valve against springforce and into the Third gear position.

• 4th clutch feed 1 fluid is blocked by the 1-2/3-4 shift valve and4th clutch feed 2 fluid is open to an exhaust port at the valve.

• With 4th clutch feed 2 fluid exhausted, spring force shifts theoverrun lockout valve (705) out of the Fourth gear position.

• 4th clutch fluid is open to an orificed exhaust past the overrunlockout valve. This orifice helps control the release rate of the4th 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 the3-4 accumulator fluid circuit. This fluid fills the 3-4 accumulatoras 4th clutch fluid exhausts.

• Orificed line pressure flows through the overrun lockout valveand into the overrun clutch fluid circuit. This fluid pressure isdirected to the overrun clutch piston (513) to apply the overrunclutch plates (520,521).

• With the 1-2/3-4 shift valve in the Second and Third gear posi-tion, servo release fluid feeds the 3rd clutch feed fluid circuitwhile the 2nd clutch fluid circuit is fed by D32/1-2 fluid.

Note: Remember that the variable force motor (404) controlsthrottle signal fluid pressure in relation to throttle position andother TCM input signals. Throttle signal fluid pressure helpscontrol line pressure by acting on the boost valve (205), therebyincreasing line pressure with increased throttle position. Also,throttle signal fluid pressure is used to help regulate accumula-tor fluid pressure and the amount of cushion provided duringclutch or band application.

58A


➤

➤ ➤ ➤➤

➤➤

➤

➤➤

➤➤➤➤

➤

➤

➤

➤


SERV

O AP

PLY

2-3 SHIFT

EX

D 3 2/1-2

D 3

2

EXSOLENOID

N.O.

OFF

EXSOLENOID

N.C.

ON1-2 & 3-4 SHIFT

SERV

O RE

L4TH CL FD 1


2ND CL

D 3 2/1-2

3-4ACCUMULATOR

ASSEMBLY

3-4 ACCUM

4TH CLUTCH

EX


RESTRICTION

➤

MANUAL VALVE EX

EX

D 3 2D 3 2

1-2

1-2

R 3

2 1

LINE

REVE

RSE

R 3

2 1

REVP RN 3 2 1D

D 3 2/1-2

PWM SOLENOIDSCREEN


EX

LINE

LINE

SUCT

IONRE

V

THRO

TTLE

SIG

NAL

EX

SERV

O AP

PLY

PWMBAND

CONTROLSOLENOID

3-4 ACCUM CONTROL

EX

EX

3-4

ACCU

M

LINE

THROTTLE SIG

FEED LIMIT

EX

EX

EX

LINE

FEED LIMIT

LINE FORCE MOTOR

SCREEN

FORCEMOTOR

SOLENOIDFEED LIMIT

THROTTLE SIG

EX

OVERRUN LOCKOUT

EX

EX1-2

OVERRUN CLLI

NE




2ND

CLUT

CH

1-2

ACC

1-2ACCUMULATOR

ASSEMBLY


VALVE

➤

➤➤

➤

➤

3RD

CL F

EED


3RD

CLUT

CH

D 3 2SHUTTLE

VALVE

1-2

➤

➤➤

REVERSESHUTTLE

VALVE

➤➤

2ND

CLRE

VERS

E

➤

➤

➤

➤

➤

➤

➤

➤

➤

➤

➤

➤

3-4

ACCU

M➤

➤

OVER

RUN

CL

➤

➤

➤

➤

➤

➤

➤

➤

➤

➤

3RD CL

EX

SOLENOID FEED

SOL SIGNALTCC

SOLENOID

➤

➤

➤

➤

➤

➤

➤

➤ ➤

➤

➤

➤

➤

➤

➤

➤

➤

➤

LINE (From Pump)

CONVERTER IN

➤

➤

4TH

CL F

D 2

4TH

CL

➤

➤

➤ ➤

➤

2ND

CL

➤

➤

SERV

O RE

L

➤➤ ➤

➤

➤

➤

➤

➤

➤

➤

➤

➤

➤➤

➤

➤

➤

➤

➤

➤

➤

➤

➤➤

➤

➤

➤

➤

➤

➤

➤

➤

➤

➤

➤➤

➤

➤

➤➤

D 3 2/1-2

➤

➤

➤

➤

➤

➤D

3 2

➤

➤

➤

➤➤

➤

1-2 ACCUM

THRO

TTLE

SIG

NAL

LINE

LINE

D 3

2/1-

2

SERV

O RE

L

LINE

4TH

CL F

D 1 ➤

➤

➤

➤

➤

➤➤

➤

➤

➤

➤

➤

➤

➤

➤

➤

EXEX

EX EX

DRIVE RANGE - 4-3 DOWNSHIFT

Figure 56


58

CONV CL CONTROL

EXTO

COO

LER

LINE

EX

SOL

SIG

➤

➤

CONV IN

RELE

ASE

APPL

Y

➤

➤➤

➤

➤

➤

➤ ➤➤

➤

➤➤

➤

➤

➤

➤

➤ ➤➤

➤

➤

➤

➤ ➤➤ ➤ ➤

➤

➤

➤

➤

➤

➤

THROTTLE SIG

N.C.

OFFOFFN.O.


A forced 3-2 downshift is achieved by increasing throttle valveangle (percentage of accelerator pedal travel - throttle position)while the vehicle is operating with the transmission in Thirdgear. As with a 4-3 downshift, a 3-2 downshift can also occurwhen the vehicle is decelerating during coast conditions or whenengine load increases.

If the converter clutch is applied in Third gear it will releaseduring the downshift to Second gear. Under normal operatingconditions in Second gear the TCM will not re-apply the con-verter clutch. The converter clutch also releases under minimumand heavy throttle conditions as measured by the throttle posi-tion sensor (TPS). Figure 57 shows the TCC solenoid de-ener-gized (OFF) and the converter clutch releasing (conditions dur-ing the downshift assuming the TCC was applied in Third gear).

A 3-2 downshift occurs when the TCM receives the appropriatesignals to energize the 2-3 shift solenoid (307). During a 3-2downshift the following changes occur to the hydraulic system:

3rd Clutch Releases• 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 the2-3 shift valve (308). D32/1-2 from the end of the valve exhauststhrough the solenoid.

• Spring force moves the 2-3 shift valve to the First and Secondgear position.

• D32 fluid is blocked by the 2-3 shift valve and servo release fluidis open to an exhaust port at the valve.

• 3rd clutch fluid exhausts from the 3rd clutch piston (638), therebyreleasing the 3rd clutch plates (642, 643). This fluid flows throughan orifice, past the 3rd clutch check valve, into the servo releasefluid circuit and past the 2-3 shift valve.

• 3rd clutch feed fluid exhausts past the 1-2/3-4 shift valve, throughthe servo release fluid circuit and past the 2-3 shift valve.

Brake Band Applies• Servo release fluid also exhausts from the servo piston (81).

• Servo apply fluid pressure moves the piston against the servocushion spring (99) and servo return spring (103) force. Thismoves the servo piston apply rod (102) to apply the band.

• The PWM solenoid (323), controlled by the TCM, varies servoapply fluid pressure and the apply rate of the band depending onthe operating conditions of the vehicle.

• Exhausting servo release fluid seats the 3rd clutch quick dumpvalve, is forced through an orifice and exhausts past the 2-3 shiftvalve. This orifice adds additional control to the band apply rateand 3rd clutch release rate.

• The 2-3 shift valve blocks D32/1-2 fluid from feeding the 4thclutch feed 1 fluid circuit. 4th clutch feed 1 fluid is open to anexhaust port at the valve.

58B


➤➤➤➤

➤➤

➤

➤

2-3 SHIFT

EX

D 3 2/1-2

D 3

2

EXSOLENOID

N.O.

ON

EXSOLENOID

N.C.

ON1-2 & 3-4 SHIFT

SERV

O RE

L

4TH CL FD 1


2ND CL

D 3 2/1-2


RESTRICTION

➤

MANUAL VALVE EX

EX

D 3 2D 3 2

1-2

1-2

R 3

2 1

LINE

REVE

RSE

R 3

2 1

REVP RN 3 2 1D

D 3 2/1-2

PWM SOLENOIDSCREEN


EX

LINE

LINE

SUCT

IONRE

V

THRO

TTLE

SIG

NAL

EX

SERV

O AP

PLY

PWMBAND

CONTROLSOLENOID

THROTTLE SIG

FEED LIMIT

EX

EXEX

LINE

FEED LIMIT

LINE FORCE MOTOR

SCREEN

FORCEMOTOR

SOLENOIDFEED LIMIT

THROTTLE SIG

EX

OVERRUN LOCKOUT

EX

EX1-2

OVERRUN CL

LINE




2ND

CLUT

CH

1-2

ACC

1-2ACCUMULATOR

ASSEMBLY


VALVE

3RD

CL F

EED

3RDCLUTCHCHECKVALVE

3RD

CLUT

CH

D 3 2SHUTTLE

VALVE

1-2

➤

➤➤

REVERSESHUTTLE

VALVE

➤➤

2ND

CLRE

VERS

E

➤

➤

➤

➤

➤

➤

➤

➤

➤

OVER

RUN

CL

➤

➤

3RD CL

EX

SOLENOID FEED

SOL SIGNALTCC

SOLENOID

➤

➤

➤

➤

➤

➤

➤

➤

➤

➤

➤

➤

➤

➤

➤

➤

LINE (From Pump)

CONVERTER IN

➤

➤

4TH

CL F

D 2

4TH

CL

➤➤

➤ ➤

➤

2ND

CL

➤

➤

➤➤

➤

➤

➤

➤➤

➤

➤

➤

➤

➤

➤

➤

➤

➤➤

➤

➤

➤

➤

➤➤

➤

➤

➤➤

D 3 2/1-2

➤

➤

➤

➤

➤

➤D

3 2

➤

➤

➤

➤

1-2 ACCUM

THRO

TTLE

SIG

NAL

LINE

LINE

D 3

2/1-

2

SERV

O RE

L

LINE4T

H CL

FD

1 ➤

➤

➤

➤

➤

➤➤

➤

➤

➤

➤

➤

➤

➤

➤

EXEX

EX EX


Figure 57 59

CONV CL CONTROL

EXTO

COO

LER

LINE

EX

SOL

SIG

➤

➤

CONV IN

RELE

ASE

APPL

Y

➤

➤

➤➤

➤

➤

➤

➤

➤

➤

➤

LINE

4TH

CL F

D 2

➤➤

➤➤

➤➤

➤➤

➤➤

➤

➤

➤

➤

➤

➤➤

➤➤

➤

➤

➤ ➤

➤➤

➤➤➤

➤➤➤

➤➤

➤➤

➤

➤

➤➤

➤ ➤

➤➤

➤

➤➤➤➤

➤

➤

➤➤➤

➤

SERV

O AP

PLY

SERV

O RE

L➤ ➤

➤

➤

➤

➤


➤

N.C.

OFFONN.O.



BAND


ASSEMBLYASSEMBLY



MANUAL THIRD - THIRD GEAR

Manual Third (3) gear range is available to the driver whenvehicle operating conditions make it desirable to use only threegear ratios. These conditions include city driving [where speedsare generally below 72 km/h (45 mph)], towing a trailer ordriving on hilly terrain.

Transmission operation in Manual Third (3) is identical to DriveRange (D) except the transmission is prevented from upshiftinginto Fourth gear when in Manual Third. If the transmission isoperating in Drive Range - Fourth Gear when Manual Third isselected, the transmission will immediately shift into Third gear.

Note: Remember that the power flow shown in Figure 58 is foracceleration. During deceleration the sprag clutch and rollerclutch 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 - ThirdGear. Also, the power flow in Manual Third - First and SecondGears is identical to the power flow in Drive Range - First andSecond gears.

Coast Conditions

Coast Conditions in Manual Third are also the same as in DriveRange. Engine compression slows the vehicle in Second andThird gears when the throttle is released. In First gear the inputsun gear assembly overruns the sprag clutch when the throttle isreleased, thereby allowing the vehicle to coast freely.

When driving conditions are such that only two gear ratios aredesired, or if increased engine compression braking is needed,the Manual Second (2) gear selector position should be selected.

60A

2ND CLUTCH APPLIED

60 Figure 58


TURBINE SHAFT (506)



(650) HOLDING


(516) HOLDING


ASSEMBLY


OVERDRIVE SUN GEAR

(519)OVERDRIVE

ROLLER CLUTCH (516)

HOLDING

OVERDRIVE CARRIER

ASSEMBLY (525)

TURBINE SHAFT (506)

OVERDRIVE INTERNAL

GEAR (528)

3RD CLUTCH APPLIED


(646)


(650) HOLDING


CARRIER ASSEMBLY

(653)

OUTPUT SHAFT

BRAKE BAND (664)

RELEASED

REACTION SUN GEAR

(658)

REACTION SUN DRUM

(659)


➤

2ND CLUTCH APPLIED

3RD CLUTCH APPLIED

POWER FROM TORQUE

CONVERTER (1)

➤➤

➤

➤

➤ ➤

➤

➤

➤

RING GEAR (630)

MANUAL THIRD - THIRD GEAR(from Drive Range - Fourth Gear)

Transmission operation in Manual Third (3) is identical to DriveRange except that the TCM does not allow the transmission toupshift to Fourth gear, regardless of vehicle operating condi-tions. Also, a Manual downshift from Fourth to Third gears issimilar to a forced downshift as explained on page 58A. How-ever, the TCM initiates a Manual downshift as a result of theinput signal from the mode switch. When Manual Third is se-lected, the TCM immediately initiates a downshift to Third gearregardless of vehicle operating conditions. Figure 59 and thefollowing text describe the downshift from Drive Range - FourthGear 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 manualvalve (326) to the Manual Third position.

• Line pressure is open to the R321 fluid circuit at the manualvalve. This fluid is orificed back to the manual valve where it isblocked and does not affect transmission operation.

• The mode switch, attached to the selector shaft, signals the TCMthat transmission is operating in Manual Third.

4th Clutch Releases and Overrun Clutch Applies• As a result of mode switch input, the TCM energizes the 1-2/3-4

shift solenoid.

• D32/1-2 fluid pressure flows through the open solenoid and actson the end of the 1-2/3-4 shift valve (304). D32/1-2 fluid pres-sure shifts the 1-2/3-4 shift valve against spring force and intothe Third gear position.

• 4th clutch feed 1 fluid is blocked by the 1-2/3-4 shift valve and4th clutch feed 2 fluid is open to an exhaust port at the valve.

• With 4th clutch feed 2 fluid exhausted, spring force shifts theoverrun lockout valve out of the Fourth gear position.

• 4th clutch fluid is open to an orificed exhaust past the overrunlockout valve. This orifice helps control the release rate of the4th 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 the3-4 accumulator fluid circuit to fill the 3-4 accumulator when 4thclutch fluid exhausts.

• Orificed line pressure flows through the overrun lockout valveand into the overrun clutch fluid circuit. This fluid pressure isdirected to the overrun clutch piston (513) to apply the overrunclutch plates (520, 521).

• With the 1-2/3-4 shift valve in the Third and Second gear posi-tion, servo release fluid feeds the 3rd clutch feed fluid circuitwhile the 2nd clutch fluid circuit is fed by D32/1-2 fluid.

Torque Converter Clutch• When Manual Third is selected, the TCM de-energizes the TCC

solenoid to release the converter clutch during the downshiftfrom Fourth to Third gear. Under normal operating conditionsthe converter clutch will re-apply in Manual Third - Third Gear.

• Figure 59 shows the TCC being released: the converter clutchsolenoid is de-energized (OFF), solenoid signal fluid is exhaust-ing, the TCC control valve is in the release position and releasefluid is exhausting.

60B

COMPLETE HYDRAULIC CIRCUITSIMILAR TO DRIVE RANGE - THIRD GEAR

Torque Converter Clutch AppliedPage 78

➤

➤

➤

➤ ➤ ➤➤

➤➤

➤

➤➤

➤➤➤➤

➤

➤


SERV

O AP

PLY

2-3 SHIFT

EX

D 3 2/1-2

D 3

2

EXSOLENOID

N.O.

OFF

EXSOLENOID

N.C.

ON1-2 & 3-4 SHIFT

SERV

O RE

L

4TH CL FD 1


2ND CL

D 3 2/1-2

3-4ACCUMULATOR

ASSEMBLY

3-4 ACCUM

4TH CLUTCH

EX


RESTRICTION

➤

MANUAL VALVE EX

EX

D 3 2D 3 2

1-2

1-2

R 3

2 1

LINE

REV

REVP RN 3 2 1D

D 3 2/1-2

PWM SOLENOIDSCREEN


EX

LINE

LINE

SUCT

IONRE

V

THRO

TTLE

SIG

NAL

EX

SERV

O AP

PLY

PWMBAND

CONTROLSOLENOID

3-4 ACCUM CONTROL

EX

EX

3-4

ACCU

MLINE

THROTTLE SIG

FEED LIMIT

EX

EXEX

LINE

FEED LIMIT

LINE FORCE MOTOR

SCREEN

FORCEMOTOR

SOLENOIDFEED LIMIT

THROTTLE SIG

EX

OVERRUN LOCKOUT

EX

EX1-2

OVERRUN CL

LINE




2ND

CLUT

CH

1-2

ACC

1-2ACCUMULATOR

ASSEMBLY


VALVE

➤

➤➤

➤

➤

3RD

CL F

EED


3RD

CLUT

CH

D 3 2SHUTTLE

VALVE

1-2

➤

➤➤

REVERSESHUTTLE

VALVE

➤➤

2ND

CLRE

VERS

E

➤

➤

➤

➤

➤

➤

➤

➤

➤

➤

➤

➤

3-4

ACCU

M➤

➤

OVER

RUN

CL

➤

➤

➤

➤

➤

➤

➤

➤

➤

➤

3RD CL

EX

SOLENOID FEED

SOL SIGNALTCC

SOLENOID

➤

➤

➤

➤

➤

➤

➤

➤ ➤

➤

➤

➤

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➤

➤

➤

LINE (From Pump)

CONVERTER IN

➤

➤

4TH

CL F

D 2

4TH

CL

➤➤

➤ ➤

➤

2ND

CL

➤

➤

SERV

O RE

L

➤➤ ➤

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D 3 2/1-2

➤

➤

➤

➤

➤

➤D

3 2

➤

➤

➤

➤

➤

➤

1-2 ACCUM

THRO

TTLE

SIG

NAL

LINE

LINE

D 3

2/1-

2

SERV

O RE

L

LINE4T

H CL

FD

1 ➤

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➤➤

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➤

EXEX

EX EX


Figure 59 61


CONV CL CONTROL

EXTO

COO

LER

LINE

EX

SOL

SIG

➤

➤

CONV IN

RELE

ASE

APPL

Y

➤

➤➤

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➤ ➤➤ ➤ ➤

➤

➤

➤

➤

➤

➤

R 3

2 1

➤

➤

➤

THROTTLE SIG

N.C.

OFFOFFN.O.

MANUAL SECOND - SECOND GEAR

Manual Second (2) gear range is available to the driver whenvehicle operating conditions make it desirable to use only twogear ratios. These conditions include descending a steep gradewhen increased engine compression braking is needed, or toretain Second gear when ascending a steep grade for additionalengine performance.

In Manual Second the transmission can upshift between Firstand Second gears but is prevented from shifting into Third orFourth gear under normal operating conditions. However, ifvehicle speed is above approximately 120 km/h (75 mph), thetransmission will operate in a Manual Second - Third Gearcondition. When vehicle speed decreases below this speed thetransmission will downshift into Second gear.

Manual Second - Second Gear• 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 mechanicalpower flow in Second Gear.

• Remember that engine compression provides braking to slow thevehicle 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 clutchdrum and input sun gear assembly (646) together. This preventsthe input sun gear assembly from overrunning the sprag clutch(650) when the throttle is released. Therefore, engine compres-sion provides braking to slow the vehicle.

• Power flow in Manual Second - First Gear is identical to thepower flow in Manual First - First Gear (refer to page 64).

Note: When engine compression is slowing the vehicle duringcoast conditions the direction of the power flow arrows in Fig-ure 60 will be reversed. The arrows would show power beingtransferred from the drive shaft to the engine (as shown inFigure 62 on page 64).



BAND


ASSEMBLYASSEMBLY



62A

2ND CLUTCH APPLIED

62 Figure 60


TURBINE SHAFT (506)



(650) OVERRUNNING


(516) *HOLDING


ASSEMBLY


OVERDRIVE SUN GEAR

(519)OVERDRIVE

ROLLER CLUTCH (516)

HOLDING

OVERDRIVE CARRIER

ASSEMBLY (525)

TURBINE SHAFT (506)

OVERDRIVE INTERNAL

GEAR (528)


(634)


(646)


(650) OVERRUNNING


CARRIER ASSEMBLY

(653)

OUTPUT SHAFT

BRAKE BAND (664)


(658) HELD

REACTION SUN DRUM

(659) HELD

SERVO ASSEMBLY

APPLIED

➤

BRAKE BAND (664)

APPLIED

REACTION SUN GEAR

(658) HELD

REACTION SUN DRUM

(659) HELD

2ND CLUTCH APPLIED

POWER FROM TORQUE

CONVERTER (1)

➤➤

➤

➤

➤

➤

➤

➤

RING GEAR (630)

*DURING ACCELERATION

MANUAL SECOND - SECOND GEAR(from Manual Third - Third Gear)

Manual Second (2) may be selected at any time while operatingthe vehicle in a forward gear range. If vehicle speed is aboveapproximately 120 km/h (75 mph) when Manual Second isselected, the TCM will keep the transmission in a ManualSecond - Third Gear state until vehicle speed slows sufficiently.However, the transmission is hydraulically and electronicallyprevented from operating in Fourth gear. Figure 61 and thefollowing text describe the downshift from Manual Third - ThirdGear 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 TCMthat 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 com-bines 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 1-2regulated fluid circuit.

• 1-2 regulated fluid is routed to the 1-2/3-4 shift valve where it isblocked in preparation for a downshift to First gear.

3rd Clutch Releases and Brake Band Applies• 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 thesame manner as during a forced 3-2 downshift (refer to DriveRange - 3-2 Downshift on page 58B).

4th Gear Prevented• 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 anexhaust port at the valve. Without 4th clutch feed 1 fluid the 4thclutch cannot apply and Fourth gear is prevented (refer to Fourthgear on page 56B).

• In Manual Second, as in Manual Third, the TCM electronicallyprevents the transmission from operating in Fourth gear regard-less of vehicle operating conditions. However, if an electricalfailure occurs, both shift solenoids will be de-energized (therebyin a Fourth gear state) and 4th clutch feed 2 fluid would be routedto the overrun lockout valve (705). To prevent Fourth gear in thissituation, 1-2 fluid is routed to the overrun lockout valve. 1-2fluid pressure assists spring force and prevents the overrun lock-out valve from shifting into the Fourth gear position, therebypreventing Fourth gear.

Converter Clutch Released• Figure 61 shows the TCC solenoid OFF and the converter clutch

released.

• If the TCC is applied when Manual Second is selected, the TCMwill de-energize the TCC solenoid during the downshift to Sec-ond gear. Under normal operating conditions the TCC will notre-apply in Second gear.

Note: Once downshifted into second gear, the TCM preventsthe transmission from shifting into third gear.

Manual Second - First Gear• When the transmission downshifts to Manual Second - First Gear

the 3rd clutch is applied to obtain engine compression brakingduring coast conditions. This is accomplished in the same man-ner as Manual First (see page 64B).

62B


➤➤➤➤

➤➤

➤

2-3 SHIFT

EX

D 3 2/1-2

D 3

2

EXSOLENOID

N.O.

ON

EXSOLENOID

N.C.

ON1-2 & 3-4 SHIFT

SERV

O RE

L

4TH CL FD 1


2ND CL

D 3 2/1-2


RESTRICTION

➤

MANUAL VALVE EX

EX

D 3 2D 3 2

1-2

1-2

LINE

REVP RN 3 2 1D

D 3 2/1-2

PWM SOLENOIDSCREEN


EX

LINE

LINE

SUCT

IONRE

V

THRO

TTLE

SIG

NAL

EX

SERV

O AP

PLY

PWMBAND

CONTROLSOLENOID

THROTTLE SIG

FEED LIMIT

EX

EXEX

LINE

FEED LIMIT

LINE FORCE MOTOR

SCREEN

FORCEMOTOR

SOLENOIDFEED LIMIT

THROTTLE SIG

EX

OVERRUN LOCKOUT

EX

EX1-

2

OVERRUN CL

LINE




2ND

CLUT

CH

1-2

ACC

1-2ACCUMULATOR

ASSEMBLY


VALVE

3RD

CL F

EED

3RDCLUTCHCHECKVALVE

3RD

CLUT

CH

D 3 2SHUTTLE

VALVE

1-2

➤

➤➤

REVERSESHUTTLE

VALVE

➤ 2ND CL

REV

➤

➤

➤

➤

➤

➤

➤

➤

➤

OVER

RUN

CL

➤

➤

3RD CL

EX

SOLENOID FEED

SOL SIGNALTCC

SOLENOID

➤

➤

➤

➤

➤

➤

➤

➤

➤

➤

➤

➤

➤

➤

➤

➤

LINE (From Pump)

CONVERTER IN

➤

➤

4TH

CL F

D 2

4TH

CL ➤➤

➤ ➤

➤

2ND

CL

➤

➤

➤➤

➤

➤

➤

➤➤

➤

➤

➤

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➤➤

➤

➤

➤➤

D 3 2/1-2

➤

➤

➤

➤

➤

➤D

3 2

➤

➤

➤

➤

1-2 ACCUM

THRO

TTLE

SIG

NAL

LINE

LINE

SERV

O RE

L

LINE4T

H CL

FD

1 ➤

➤

➤

➤

➤

➤➤

➤

➤

➤

➤

➤

➤

➤

➤

EXEX

EX EX


Figure 61 63

➤

➤➤

➤

➤

LINE

➤➤

➤➤

➤➤

➤➤

➤➤

➤

➤

➤

➤

➤

➤➤

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➤

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➤➤

➤➤➤

➤➤➤

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➤

➤

➤➤

➤ ➤

➤➤

➤

➤➤➤➤

➤

➤

➤➤➤

➤

SERV

O AP

PLY

SERV

O RE

L➤ ➤

➤

➤

➤

➤

REV

R 3

2 1

➤

➤

➤


LOW PRESSURE

EX

EX

1-2

1-2

REG

1-2

REG

➤

➤ ➤

➤

➤

➤

➤➤

➤

➤➤

➤

➤

➤

➤

➤

➤➤

➤

➤

D 3 2/1-2

➤

1-2

REG

1-2

➤➤

➤

N.C.

OFFONN.O.

MANUAL FIRST - FIRST GEAR

Manual First (1) is available to the driver when vehicle operat-ing conditions require maximum engine compression braking toslow the vehicle, or maintain maximum transfer of engine torqueto the vehicle drive shaft.

Under normal operating conditions in Manual First the trans-mission is prevented from upshifting past First gear. WhenManual First is selected while operating in either Second, Thirdor Fourth gears, the transmission may not immediately down-shift into First gear. Vehicle speed must be below approxi-mately 60 km/h (37 mph) before the transmission downshiftsinto First gear. Above this speed, the transmission will operatein a Manual First - Second Gear condition until vehicle speeddecreases sufficiently.

Transfer of engine torque through the transmission during ac-celeration is similar to Drive Range - First Gear to obtain anapproximate gear ratio reduction of 2.40:1. Refer to page 48Afor a complete description of First gear mechanical power flow.

3rd Clutch AppliedHowever, in Manual First the 3rd clutch plates (641-643) areapplied and transfer torque from the 3rd clutch drum (634) tothe input sun gear assembly (646) during acceleration. There-fore, when the throttle is released and vehicle speed drives theoutput shaft and carrier assembly (653), the input sun gear can-not overrun the sprag clutch. This creates a direct mechanicallink through the transmission, and engine compression providesbraking to slow the vehicle when the throttle is released.

Note: Figure 62 shows the transfer of power through the com-ponents during deceleration with the throttle released, and en-gine compression braking slowing the vehicle. Power is trans-ferred from the vehicle’s drive shaft, through the transmissioncomponents and to the engine.



BAND


ASSEMBLYASSEMBLY

OFF ON LD APPLIED APPLIED LD APPLIED


64A


(618)

64 Figure 62


TURBINE SHAFT (506)



(650) *HOLDING


(516) *HOLDING

POWER FROM DIFFERENTIAL

ASSEMBLY


OVERDRIVE SUN GEAR

(519)OVERDRIVE

ROLLER CLUTCH (516)

HOLDING

OVERDRIVE CARRIER

ASSEMBLY (525)

TURBINE SHAFT (506)

OVERDRIVE INTERNAL

GEAR (528)

3RD CLUTCH APPLIED


(646)


(650) HOLDING


CARRIER ASSEMBLY

(653)

OUTPUT SHAFT

BRAKE BAND (664)


(658) HELD

REACTION SUN DRUM

(659) HELD

SERVO ASSEMBLY

APPLIED

➤

BRAKE BAND (664)

APPLIED

REACTION SUN GEAR

(658) HELD

REACTION SUN DRUM

(659) HELD

➤

➤➤

➤

➤ ➤➤

➤

➤

POWER TO TORQUE

CONVERTER (1)

FOR ENGINE BRAKING

3RD CLUTCH APPLIED

*DURING ACCELERATION

MANUAL FIRST - FIRST GEAR(from Manual Second - Second Gear)

Manual First (1) may be selected at any time while operating thevehicle in a forward gear range. However, the downshift to Firstgear is controlled electronically by the TCM. The TCM will not de-energize the 1-2/3-4 shift solenoid for the downshift until vehiclespeed is below approximately 60 km/h (37 mph). Above this speed,the transmission will operate in a Manual First - Second Gearcondition until vehicle speed slows sufficiently. In Manual First,the transmission is prevented from operating in Third or Fourthgears. Also, once in First gear, the TCM prevents the transmissionfrom shifting into Second gear. Figure 63 and the text below de-scribe 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 thatthe transmission is in Manual First.

• The manual valve blocks line pressure from entering the D32 fluidcircuit. D32 fluid exhausts at the manual valve.

• Line pressure at the manual valve feeds the 1-2 fluid circuit. 1-2 fluidis directed to the overrun lockout valve, D32 shuttle valve, and lowpressure 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 positionunder any conditions, thereby hydraulically preventing 4th clutchapply.

Note: Fourth gear is also prevented electronically by the TCM inthe Manual Gear Ranges.

Third Gear Prevented• With D32 and servo release fluids exhausted, Third gear is also

hydraulically prevented. Therefore, at speeds above approximately60 km/h (37 mph) the transmission will immediately shift into aManual First - Second Gear condition.

• With D32 fluid pressure exhausted, 1-2 fluid pressure seats the D32shuttle valve against the D32 fluid circuit and feeds the D32/1-2 fluidcircuit.

• 1-2 fluid is also regulated through the low pressure control valve andinto the 1-2 regulated fluid circuit. 1-2 regulated fluid is directed tothe 1-2/3-4 shift valve (304).

• When vehicle speed slows sufficiently, the TCM de-energizes the 1-2/3-4 shift solenoid (303). This closes the solenoid and preventsD32/1-2 fluid pressure from acting on the end of the 1-2/3-4 shiftvalve. D32/1-2 fluid at the end of the valve exhausts through the endof the solenoid.

• Spring force moves the 1-2/3-4 shift valve to the First and Fourthgear 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), 1-2accumulator piston (315), reverse shuttle valve (85) and solenoidfeed fluid circuit. This releases the 2nd clutch plates (626, 627) andprevents the TCC from applying.

• Line pressure is regulated into the 1-2 accumulator fluid circuit bythe 1-2 accumulator valve (320). This fluid fills the 1-2 accumulatoras 2nd clutch fluid pressure exhausts.

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.

• 3rd clutch feed fluid pressure seats the 3rd clutch check valve (85)against the empty servo release fluid circuit. This fluid is then orificedinto the 3rd clutch fluid circuit.

• 3rd clutch fluid pressure is routed to the 3rd clutch piston (638) toapply the 3rd clutch plates (642, 643). The 3rd clutch provides en-gine compression braking in Manual First - First Gear.

64B


➤➤➤➤

➤

➤

2-3 SHIFT

EX

D 3 2/1-2

D 3

2

EXSOLENOID

N.O.

ON

EXSOLENOID

N.C.

OFF1-2 & 3-4 SHIFT

SERV

O RE

L

4TH CL FD 1


2ND CL

D 3 2/1-2


RESTRICTION

➤

MANUAL VALVE EX

EX

D 3 2D 3 2

1-2

1-2

LINE

REVP RN 3 2 1D

D 3 2/1-2

PWM SOLENOIDSCREEN


EX

LINE

LINE

SUCT

IONRE

V

THRO

TTLE

SIG

NAL

EX

SERV

O AP

PLY

PWMBAND

CONTROLSOLENOID

THROTTLE SIG

FEED LIMIT

EX

EXEX

LINE

FEED LIMIT

LINE FORCE MOTOR

SCREEN

FORCEMOTOR

SOLENOIDFEED LIMIT

THROTTLE SIG

EX

OVERRUN LOCKOUT

EX

EX1-

2

OVERRUN CL

LINE




2ND

CLUT

CH 1-2ACCUMULATOR

ASSEMBLY

3RD

CL F

EED

3RDCLUTCHCHECKVALVE

3RD

CLUT

CH

D 3 2SHUTTLE

VALVE

1-2

➤

➤

REVERSESHUTTLE

VALVE

2ND CL

REV

➤

➤

➤

➤➤

➤

➤

➤

OVER

RUN

CL

3RD CL

EX

SOLENOID FEED

SOL SIGNALTCC

SOLENOID

➤

➤

➤

➤

➤➤

➤

➤

➤

➤

➤

➤

LINE (From Pump)

CONVERTER IN

➤

4TH

CL F

D 2

4TH

CL2N

D CL

➤

➤

➤

➤➤

➤

➤

➤

➤

➤

➤

➤

➤➤

➤

➤

➤

➤

➤➤

➤

➤➤

D 3 2/1-2

➤

➤

D 3

2

➤

➤

➤

➤

1-2 ACCUM

THRO

TTLE

SIG

NAL

LINE

LINE

SERVO REL

LINE4T

H CL

FD

1 ➤

➤

➤

➤

➤➤

➤

➤

➤

➤

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OFFOFFN.O.

FOLDOUT ➤ 67

COMPLETE HYDRAULIC CIRCUITS

The hydraulic circuitry of the Hydra-matic 4L30-E transmission is better understood when fluidflow can be related to the specific components inwhich the fluid travels. In the Power Flow section,a simplified hydraulic schematic was given toshow what hydraulically occurs in a specific gearrange. The purpose was to isolate the hydraulicsused in each gear range in order to provide the userwith a basic understanding of the hydraulic system.

In contrast, this section shows a completehydraulic schematic with fluid passages active inthe appropriate component for each gear range.This is accomplished using two opposing foldoutpages that are separated by a half page ofsupporting information.

The left side foldout contains the complete colorcoded hydraulic circuit used in that gear rangealong with the relative location of valves,

checkballs and orifices within specificcomponents. A broken line is also used to separatecomponents such as the converter housing, pump,valve bodies, adapter case and main case to assistthe user when following the hydraulic circuits asthey pass between them. The half page ofinformation facing this foldout identifies thecomponents involved in this gear range and adescription of how they function.

The right side foldout shows a two-dimensionalline drawing of the fluid passages within eachcomponent. The active fluid passages for eachgear range are appropriately colored to correspondwith the hydraulic schematic used for that range.The half page of information facing this foldoutidentifies the various fluid circuits with numbersthat correspond to the circuit numbers used onthe foldout page.

Figure 64

PASSAGE A IS LOCATED IN THE CONVERTER HOUSING (WHITE AREA)PASSAGE B IS LOCATED ON THE PUMP WEAR PLATE (DASHED LINE-ALSO REFERENCE NUMBERS TO RIGHT HAND PAGE)PASSAGE C IS LOCATED IN THE PUMP ASSEMBLY (LIGHT GREY AREA)PASSAGE D IS LOCATED IN THE ADAPTER CASE VALVE BODY (LIGHT GREY AREA)PASSAGE E IS LOCATED ON THE A.C. TRANSFER PLATE (DASHED LINE-ALSO REFERENCE NUMBERS TO RIGHT HAND PAGE)PASSAGE F IS LOCATED IN THE ADAPTER CASE (WHITE AREA)PASSAGE G IS LOCATED ON THE A.C./M.C.TRANSFER PLATE (DASHED LINE-ALSO REFERENCE NUMBERS TO RIGHT HAND PAGE)PASSAGE H IS LOCATED IN THE CENTER SUPPORT (LIGHT GREY AREA)PASSAGE I IS LOCATED IN THE MAIN CASE VALVE BODY (LARGE LIGHT GREY AREA)PASSAGE J IS LOCATED ON THE M.C. TRANSFER PLATE (DASHED LINE-ALSO REFERENCE NUMBERS TO RIGHT HAND PAGE)PASSAGE K IS LOCATED IN THE MAIN CASE (WHITE AREA)

PARKEngine Running

With the gear selector lever in the Park (P) position and the enginerunning, line pressure from the oil pump assembly is directed to thefollowing:

Pressure Regulator Valve (208): Regulates pump output into linepressure in response to throttle signal fluid pressure, orificed linepressure 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 releaseposition by spring force, it directs ‘converter in’ fluid into the releasefluid circuit. Also, fluid returning from the converter through theapply fluid circuit is routed through the valve and into the cooler fluidcircuit.

TCC Apply Checkball (504): Located in the turbine shaft, this ballis unseated by release fluid flowing to the torque converter. Releasefluid quickly fills the converter and keeps the pressure plate in areleased position.

Cooler and Lubrication Circuits (see page 90): Cooler fluid fromthe TCC control valve is routed through the transmission fluid coolerand into the main case lube circuit. The overdrive lube circuit is fed by‘converter in’ fluid through an orifice (#3c/6) and provides lubricationfor the components in the adapter case.

Spiral Capillary Restriction: Located in the adapter case, itreduces overdrive lube at very low temperatures. Reducing over-drive lube increases the fluid flow to the converter, cooler andmain case lube circuits.

OVERRUN CLUTCH APPLIEDOverrun Lockout Valve (705): Held in the open position by springforce, this valve directs orificed line pressure into the overrun clutchfluid circuit. The orifice in the line pressure circuit (#2h) helps controlthe apply feel of the overrun clutch.

Overrun Clutch Piston (513): Overrun clutch fluid pressure movesthe 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 thePark (P) position and blocks line pressure from entering any otherfluid circuits.

Mode Switch: Located on the selector shaft (61), it signals the TCMthat 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 shiftsolenoid in ON. However, with the manual valve in the Park positionand line pressure blocked by the valve, fluid is not fed to the shiftsolenoids 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 motorsolenoid.

Feed Limit Valve (412): Limits feed limit fluid pressure to a maxi-mum range of 659 kPa to 765 kPa (96 psi to 111 psi). When linepressure is below this limiting value, feed limit fluid pressure equalsline pressure.

Force Motor Solenoid (404): Controlled by the TCM, it regulatesfeed limit fluid into throttle signal fluid pressure in relation to throttleposition and other vehicle operating conditions.

Throttle Signal Accumulator Piston (214): Controlled by springforce, it dampens any pressure irregularities in the throttle signal fluidcircuit.

3-4 Accumulator Valve Train (405-409): Regulates line pressureinto the 3-4 accumulator fluid circuit in relation to throttle signal fluidpressure, orificed 3-4 accumulator fluid pressure and, on some mod-els, a 3-4 accumulator valve spring (408).

3-4 Accumulator Piston (18): 3-4 Accumulator fluid pressure fillsthe accumulator assembly and assists spring force in preparation for a3-4 upshift.

SUMMARY

PARKEngine Running

PASSAGES

1 SUCTION 2 LINE 3 CONVERTER IN 4 TO COOLER 5 MAIN CASE LUBE 6 OVERDRIVE LUBE 7 RELEASE 8 APPLY 9 FEED LIMIT 10 THROTTLE SIGNAL 11 3-4 ACCUMULATOR 12 OVERRUN CLUTCH 13 R 3 2 1 14 REVERSE 15 REVERSE CLUTCH 16 D 3 2 17 D 3 2/1-2 18 1-2 ACCUMULATOR 19 SERVO APPLY 20 2ND CLUTCH 21 SOLENOID FEED 22 SERVO RELEASE 23 3RD CLUTCH FEED 24 3RD CLUTCH 25 SOLENOID SIGNAL 26 4TH CLUTCH FEED 1 27 4TH CLUTCH FEED 2 28 4TH CLUTCH 29 1-2 30 1-2 REG 31 EXHAUST 32 VOID

COMPONENTS ( )

(7) LINE PRESSURE TAP (27) SPIRAL CAPILLARY RESTRICTION (34) COOLER FITTING (35) COOLER FITTING ASSEMBLY (85) CHECK BALL - REVERSE SHUTTLE

- D 3 2 SHUTTLE- 3RD CLUTCH CHECK VALVE- QUICK DUMP VALVE

(306) VALVE RETAINER(317) PLUG BALL(324) PWM SOLENOID SCREEN ASSEMBLY(415) FORCE MOTOR SCREEN ASSEMBLY

68B68A



BAND


ASSEMBLYASSEMBLY

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PARK Engine Running

FOLDOUT ➤ 69Figure 66

GASKET (72)

Transfer Plate/ A. C. Valve Body

NOTE: - INDICATES BOLT HOLES - NON-FUNCTIONAL HOLES HAVE BEEN REMOVED FROM GASKETS TO SIMPLIFY TRACING FLUID FLOW. - EXHAUST FLUID NOT SHOWN - CONFIGURATION OF SOME COMPONENTS MAY BE DIFFERENT FOR VARIOUS APPLICATIONS. REFER TO APPROPRIATE SERVICE INFORMATION FOR SPECIFIC APPLICATION INFORMATION.

MAIN CASE (36) Main Case Valve Body Side

MAIN CASE VALVE BODY (84)

ADAPTER CASE (20) A. C. Valve Body Side

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3-4 ACCUMULATOR

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REVERSE

When the gear selector lever is moved to the Reverse (R) position(from the Park position), the following changes occur in the trans-missions hydraulic and electrical systems:

Manual Valve (326): Moves to the Reverse (R) position and linepressure enters the R321 fluid circuit. R321 fluid is orificed backthrough 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 theTCM that the selector lever and manual valve are in the Reverseposition.

REVERSE CLUTCH APPLIESReverse Lockout Valve (706): Reverse fluid pressure moves thevalve against spring force and into the reverse position. In the thisposition the valve directs reverse fluid into the reverse clutch fluidcircuit (under certain conditions the transmission may not shiftinto Reverse - see ‘Reverse Locked Out’ below).

Reverse Clutch Piston (610): Reverse clutch fluid pressure movesthe piston to apply the reverse clutch plates.

Reverse Shuttle Valve (85): Located in the adapter case, it isseated against the 2nd clutch fluid circuit by reverse fluid pres-sure. Reverse fluid fills the solenoid feed fluid circuit.

Torque Converter Clutch Solenoid (416): Under normal oper-ating conditions in Reverse the normally closed TCC solenoid isOFF. This blocks solenoid feed fluid from entering the solenoidsignal fluid circuit, thereby preventing TCC apply.

Boost Valve (205): As in Park range, throttle signal fluid pressureacts on the boost valve and moves it against the pressure regulatorvalve. This increases line pressure in relation to vehicle operatingconditions. In Reverse, reverse fluid pressure also acts on theboost valve. Reverse fluid pressure increases the operating rangeof line pressure for the additional torque requirements in Reverse.

Shift Solenoids: The 1-2/3-4 shift solenoid remains OFF and the2-3 shift solenoid remains ON. Also, the manual valve continuesto block fluid from feeding the solenoids and the solenoids remainineffective.

REVERSE LOCKED OUT (SOME MODELS ONLY)If the vehicle is moving forward above approximately 12 km/h (7mph) when Reverse range is selected, a ‘Reverse Lockout Condi-tion’ will occur. During Reverse Lock Out the reverse clutch doesnot apply and the transmission shifts into a Neutral condition. Thefollowing changes occur when Reverse Lockout is in effect:

TCC Solenoid (416): Energized by the TCM, the solenoid opensand solenoid feed fluid fills the solenoid signal fluid circuit.

Reverse Lockout Valve (706): Solenoid signal fluid pressureassists spring force and moves the valve against orificed reversefluid pressure. This blocks reverse fluid from entering the reverseclutch fluid circuit and keeps the reverse clutch fluid circuit opento an exhaust port. Therefore, the reverse clutch is prevented fromapplying.

TCC Control Valve (210): Solenoid signal fluid pressure movesthe valve against spring force and into the apply position. Thisopens release fluid to an exhaust port and line pressure fills theapply fluid circuit. Therefore, the converter clutch is applied dur-ing ‘Reverse Lockout’.

Note: Refer to “Reverse” on page 44B in the Power Flow sectionfor a schematic showing the hydraulics during Reverse Lockout.Also, as in the Power Flow section, the explanation in each gearrange is, for the most part, limited to what changes from the rangeon the previous page. However, some component descriptions arerepeated for clarity and continuity.

SUMMARY1-2 / 3-4 2-3 OVERDRIVE PRINCIPLE

SOL SOL ROLLEROVERRUN FOURTH THIRD REVERSE SECOND

SPRAGBAND


ASSEMBLYASSEMBLY

OFF ON LD APPLIED APPLIED LD


REVERSE

PASSAGES


COMPONENTS ( )




70B70A

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3-4 ACCUMULATOR

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2431

25

14

15

31

31

31

31

20

6

24

14

25

14

2027

28272

29

29

12

20

14

4

21

10

31

14

12

256

31

31

31

31

25

14

3131

25

25

31

31

31

2

20

20

20

20

28

28

28

24

31

29

27

27

25

1415

31

14

31j

31k31l

31m31n

31o

31p

31q

31r 31s

31t

25f

25g25h

25i

6a

31u

1c

2h

4h

10d

12c

14c

14d

14e

14f

14g

20a

20b

20c

20d

24a

24b

27a

27b27c

28a

28b

28c

28d

29a

29b

2g

4

21

10

31

14

12

256

31

31

31

31

25

14

143131

31

25

25

31

31

31

2

20

20

20

20

28

28

28

24

31

29

27

27

31

3-4 ACCUMULATOR

BORE

11

4

10

31

14

12

25

6

31

31

31

31

14

31

31

31

31

31

31

31

31

31

1420

20

20

29

28

27

28

31

(27)

31

31

25

6

28

27

1424

12

24

20

14

14

25

12

9

9

31

10

(415)

FRONT➤

9

10

10

21

2

11 2 11

FRONT

➤

20f/21

20e

21a14l/21

25k

2i

2j

1d

9a9b

10e14k

11a11b

2k

9c

10f

10g

20

21

25

2

2

1

99

10142

11

11

9

10

FRONT

➤

20

25

21

2

2

2

1

99

1014

10

9

11

11

1420

FRONT

➤

D 3 2 SHUTTLE

(85)

QUICK DUMP VALVE

(85)

31

31

22

1 1

31

31

31

31

242422

1414

1010

2929

2727

3131

29

18

20

20

17

1723

20

30

14 31

29

13

22

22

31

17

19

31

32

31

31

FRONT➤

20

17

20

17

30

30

23

22

14

31

16

16

17

19

(317)

(317) 4

2

6

12

1 10

25

31

7

14

31

31

31

31

3131

31

12

12

25

6

10

1b

2c1a

3a

3b

2d8a

10b

10a 3c/6

2a

2b

4a

4b 4c

4d 4e

4f

12a

12b

14a

14b

25a 25b

25c

25d

25e

31a

31b

31c

31d

31e

31f

31g

31h

31i

4g/3

10c

2e/3

2f

2

2

2

43

3

4

8

4

12

1

1

10

31

31

31

31

31

31

31

31

31

31

31

31

31

14

31

(7)

32

25

25

31

24

4

12

25

3 4

8

(317) 31

31

3131

31

31

31

31

31

31

31

31

4

4

442

6

1

14

25

12

101

1

1

2

2

2

2

6 2

10

25

31

25

7

7

12

3

1014

7

25

4

12

➤

REVERSE SHUTTLE

(85)

31 31

31

31

31

11

22

2

2020

2125

25

9

1010

14 14

31

10

1

2

FRONT➤

11

28

31

3-4 ACCUMULATOR

BORE

2

14

109


When the gear selector lever is moved to the Neutral (N) posi-tion (from the Reverse (R) position) the following changes oc-cur to the transmissions hydraulic and electrical systems:

Manual Valve (326): Blocks line pressure from entering theR321 fluid circuit and opens the R321 and reverse fluid circuitsto an exhaust port. As in Park, the manual valve also blocks linepressure from entering any other fluid circuits.

Mode Switch: Signals the TCM that the selector lever andmanual valve are in the Neutral (N) position.

REVERSE CLUTCH RELEASESReverse Lockout Valve (706): With reverse fluid exhausted,spring force moves the valve out of the Reverse position. Thisopens the reverse clutch fluid circuit to an exhaust port throughthe valve.

Reverse Clutch Piston (610): Reverse clutch fluid exhaustsfrom the piston, thereby releasing the reverse clutch plates andshifting the transmission into Neutral.

Torque Converter Clutch Solenoid (416): Solenoid feed fluidexhausts from the solenoid. If Reverse Lockout is in effect whenNeutral is selected, the TCM will de-energize the solenoid, ex-haust solenoid signal fluid and release the converter clutch.

Reverse Shuttle Valve (85): Solenoid feed fluid exhausts pastthe checkball and through the reverse fluid circuit.

Boost Valve (205): Reverse fluid exhausts from the boostvalve, thereby returning line pressure to the normal operatingrange as during Park and Drive ranges.

Shift Solenoids: The 1-2/3-4 shift solenoid remains OFF andthe 2-3 shift solenoid remains ON. Also, with the manual valvecontinuing to block fluid from feeding the solenoids, the sole-noids remain ineffective.

SUMMARY



BAND


ASSEMBLYASSEMBLY

OFF ON APPLIED



PASSAGES


COMPONENTS ( )




72A 72B

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4

21

10

31

14

12

25

6

31

25

31

31

31

31

31

31

31

31

11

3-4 ACCUMULATOR

BORE

2o

31w

31v

31x

30b

30a

30c

31y1e

20g

22a

23a/22 14o14p

22c

23c

23b/2410h

27d

20h

20i

20j17a

17b

17c

23d

31aa

17d

17e

22d

22e

16e

18a17f 17g

18b

29e

22b31z

30d

31cc

31bb

19b

16d/17

17h

29c 29d

16c

29f/17

14m 14n

13a 13b

31dd16a

16b

32a

19c

30g

19a/17

FRONT

➤

2

20

20

1

31

31

31

31 31

3124

24

14

22

29

29 29

10

27

17

2020

20

30

2923

1717

17

2922

2323

23

22

31

14

20

17

18

18

17 17

16

3030

3031 31 19

31

1717

22

29

19

32

22

16

16

1313

16

16

22

16

19

22

3130

14

30

1414

2931 31

1313

17

FRONT

➤

2

1

20

20

22

14

23

2010

20

20

20

31

27

27

31

17

1731

17

23

31

30 20

20

18

1722

16

31

18 18

17 17

19

19

16

22

22

10

14

23

3131

29

30

2231

30

3031

30

31

31 30

292

14 14

13

3116

16

13

13

16

29

16

29

16

17

17

1717

16

29

FRONT

➤

17

22

(317)

(317)


(85)

20

20

1

23

27

31

1031

31

18

22

31

31

18

17

31

31

17

162929

29

31

3031

30

31

14

31

14

14

3131

2

13

(306)

(324)FRONT

➤

27

3117

1023

14

20

30

30

16 2

2

13

16

29

17

19

17

18

17

31

16

22

1720

22

23

30

17

26

4

21 10

31

14

12

25

6

31

31

31

31

31

25

4

21

1014

27

31 31

4

29

24

20

(34)

31

5

5

(35)

31

6

31

3131

31

31

25

31

31

31

220

28

2431

25

14

15

31

31

31

31

20

6

24

14

25

14

2027

28272

29

29

12

20

14

4

21

10

31

14

12

256

31

31

31

31

25

14

3131

25

25

31

31

31

2

20

20

20

20

28

28

28

24

31

29

27

27

25

1415

31

14

31j

31k31l

31m31n

31o

31p

31q

31r 31s

31t

25f

25g25h

25i

6a

31u

1c

2h

4h

10d

12c

14c

14d

14e

14f

14g

20a

20b

20c

20d

24a

24b

27a

27b27c

28a

28b

28c

28d

29a

29b

2g

4

21

10

31

14

12

256

31

31

31

31

25

14

143131

31

25

25

31

31

31

2

20

20

20

20

28

28

28

24

31

29

27

27

31

3-4 ACCUMULATOR

BORE

11

4

10

31

14

12

25

6

31

31

31

31

14

31

31

31

31

31

31

31

31

31

1420

20

20

29

28

27

28

31

(27)

31

31

25

6

28

27

1424

12

24

20

14

14

25

12

9

9

31

10

(415)

FRONT➤

9

10

10

21

2

11 2 11

FRONT

➤

20f/21

20e

21a14l/21

25k

2i

2j

1d

9a9b

10e14k

11a11b

2k

9c

10f

10g

20

21

25

2

2

1

99

10142

11

11

9

10

FRONT

➤

20

25

21

2

2

2

1

99

1014

10

9

11

11

1420

FRONT

➤

D 3 2 SHUTTLE

(85)

QUICK DUMP VALVE

(85)

31

31

22

1 1

31

31

31

31

242422

1414

1010

2929

2727

3131

29

18

20

20

17

1723

20

30

14 31

29

13

22

22

31

17

19

31

32

31

31

FRONT➤

20

17

20

17

30

30

23

22

14

31

16

16

17

19

(317)

(317) 4

2

6

12

1 10

25

31

7

14

31

31

31

31

3131

31

12

12

25

6

10

REVERSE SHUTTLE

(85)

31 31

31

31

31

11

22

2

2020

2125

25

9

1010

14 14

31

10

1

2

FRONT➤

11

28

31

3-4 ACCUMULATOR

BORE

2

14

109

1b

2c1a

3a

3b

2d8a

10b

10a 3c/6

2a

2b

4a

4b 4c

4d 4e

4f

12a

12b

14a

14b

25a 25b

25c

25d

25e

31a

31b

31c

31d

31e

31f

31g

31h

31i

4g/3

10c

2e/3

2f

2

2

2

43

3

4

8

4

12

1

1

10

31

31

31

31

31

31

31

31

31

31

31

31

31

14

31

(7)

32

25

25

31

24

4

12

25

3 4

8

(317) 31

31

3131

31

31

31

31

31

31

31

31

4

4

442

6

1

14

25

12

101

1

1

2

2

2

2

6 2

10

25

31

25

7

7

12

3

1014

7

25

4

12

DRIVE RANGE - FIRST GEARWhen the gear selector lever is moved to the Drive range position(D), from either Park or Neutral, the following changes occur tothe transmissions hydraulic and electrical systems:

Manual Valve (326): In the Drive range position line pressureenters the D32 fluid circuit. D32 fluid is routed to the end of themanual valve where it is blocked by a valve land.

Mode Switch: Signals the TCM that the selector lever and manualvalve are in the Drive range (D) position.

D32 Shuttle Valve (85): Located in the main case, it is seatedagainst the empty 1-2 fluid circuit by D32 fluid pressure from themanual valve. D32 fluid fills the D32/1-2 fluid circuit.

BRAKE BAND APPLIESPulse Width Modulated (PWM) Solenoid Screen (324): Lo-cated in the main case valve body, it filters D32/1-2 fluid thatfeeds the PWM band apply solenoid.

PWM Band Apply Solenoid (323): The TCM energizes thesolenoid and controls the solenoid’s duty cycle depending on ve-hicle application and operating conditions. The duty cycle deter-mines the rate at which the solenoid regulates D32/1-2 fluid intothe servo apply fluid circuit.

Orifice #17 (Between D32/1-2 and Servo Apply): D32/1-2 fluidalso feeds the servo apply fluid circuit through this orifice. Theorifice allows servo apply fluid to exhaust during a shift fromDrive Range (D) to Park, Reverse or Neutral. During this shift thePWM solenoid is at 100% duty cycle (closed). Therefore, exhaust-ing servo apply fluid is blocked at the closed solenoid and mustexhaust through this orifice, into the D32/1-2 fluid circuit and pastthe 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 pistonovercomes the force of both the servo cushion (99) and servoreturn (103) springs. This moves the piston and apply pin (102) toapply the brake band and obtain First gear. These spring forceshelp 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 D32/1-2fluid pressure from acting on the solenoid end of the valve.

1-2/3-4 Shift Valve (304): Spring force and D32/1-2 fluid pres-sure acting on the spring end of the valve keep the valve in theFirst and Fourth gear position.

2-3 Shift Solenoid (307): Energized (ON) as in Park, Reverseand Neutral, the solenoid is closed and blocks D32/1-2 fluid pres-sure from acting on the solenoid end of the valve.

2-3 Shift Valve (308): Spring force and D32 fluid pressure keepthe valve in the First and Second gear position. In this position thevalve blocks the D32/1-2 fluid circuit at the middle land of thevalve.

1-2 Accumulator Valve Train (318-320): D32/1-2 fluid is regu-lated through the 1-2 accumulator valve (320) and into the 1-2accumulator fluid circuit. This fluid regulation is controlled bythrottle signal fluid pressure, spring force and orificed 1-2 accu-mulator fluid pressure. Note: The 1-2 accumulator control valvespring (319) is not used on all models.

1-2 Accumulator Piston (315): 1-2 accumulator fluid pressureassists 1-2 accumulator piston spring (316) force acting on thepiston. This keeps the piston in the First gear position in prepara-tion for a 1-2 upshift.

Force Motor Solenoid (404): As in Park, Reverse, Neutral andall other gear ranges, the TCM controls the solenoid to regulatefeed limit fluid into throttle signal fluid pressure in relation tovehicle operating conditions.

SUMMARY


PASSAGES


COMPONENTS ( )




74B74A



BAND


ASSEMBLYASSEMBLY

OFF ON LD APPLIED LD APPLIED


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21

10

31

14

12

25

6

31

25

31

31

31

31

31

31

31

31

11

3-4 ACCUMULATOR

BORE

2o

31w

31v

31x

30b

30a

30c

31y1e

20g

22a

23a/22 14o14p

22c

23c

23b/2410h

27d

20h

20i

20j17a

17b

17c

23d

31aa

17d

17e

22d

22e

16e

18a17f 17g

18b

29e

22b31z

30d

31cc

31bb

19b

16d/17

17h

29c 29d

16c

29f/17

14m 14n

13a 13b

31dd16a

16b

32a

19c

30g

19a/17

FRONT

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2

20

20

1

31

31

31

31 31

3124

24

14

22

29

29 29

10

27

17

2020

20

30

2923

1717

17

2922

2323

23

22

31

14

20

17

18

18

17 17

16

3030

3031 31 19

31

1717

22

29

19

32

22

16

16

1313

16

16

22

16

19

22

3130

14

30

1414

2931 31

1313

17

FRONT

➤

2

1

20

20

22

14

23

2010

20

20

20

31

27

27

31

17

1731

17

23

31

30 20

20

18

1722

16

31

18 18

17 17

19

19

16

22

22

10

14

23

3131

29

30

2231

30

3031

30

31

31 30

292

14 14

13

3116

16

13

13

16

29

16

29

16

17

17

1717

16

29

FRONT

➤

17

22

(317)

(317)


(85)

20

20

1

23

27

31

1031

31

18

22

31

31

18

17

31

31

17

162929

29

31

3031

30

31

14

31

14

14

3131

2

13

(306)

(324)FRONT

➤

27

3117

1023

14

20

30

30

16 2

2

13

16

29

17

19

17

18

17

31

16

22

1720

22

23

30

17

26

4

21 10

31

14

12

25

6

31

31

31

31

31

25

4

21

1014

27

31 31

4

29

24

20

(34)

31

5

5

(35)

31

6

31

3131

31

31

25

31

31

31

220

28

2431

25

14

15

31

31

31

31

20

6

24

14

25

14

2027

28272

29

29

12

20

14

4

21

10

31

14

12

256

31

31

31

31

25

14

3131

25

25

31

31

31

2

20

20

20

20

28

28

28

24

31

29

27

27

25

1415

31

14

31j

31k31l

31m31n

31o

31p

31q

31r 31s

31t

25f

25g25h

25i

6a

31u

1c

2h

4h

10d

12c

14c

14d

14e

14f

14g

20a

20b

20c

20d

24a

24b

27a

27b27c

28a

28b

28c

28d

29a

29b

2g

4

21

10

31

14

12

256

31

31

31

31

25

14

143131

31

25

25

31

31

31

2

20

20

20

20

28

28

28

24

31

29

27

27

31

3-4 ACCUMULATOR

BORE

11

4

10

31

14

12

25

6

31

31

31

31

14

31

31

31

31

31

31

31

31

31

1420

20

20

29

28

27

28

31

(27)

31

31

25

6

28

27

1424

12

24

20

14

14

25

12

9

9

31

10

(415)

FRONT➤

9

10

10

21

2

11 2 11

FRONT

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20f/21

20e

21a14l/21

25k

2i

2j

1d

9a9b

10e14k

11a11b

2k

9c

10f

10g

20

21

25

2

2

1

99

10142

11

11

9

10

FRONT

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20

25

21

2

2

2

1

99

1014

10

9

11

11

1420

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28

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3-4 ACCUMULATOR

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(85)

QUICK DUMP VALVE

(85)

31

31

22

1 1

31

31

31

31

242422

1414

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2929

2727

3131

29

18

20

20

17

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13

22

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20

17

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30

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23

22

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31

16

16

17

19

DRIVE RANGE – SECOND GEAR

As vehicle speed increases, and when other input signals to theTransmission Control Module (TCM) are appropriate, the TCMenergizes the 1-2/3-4 shift solenoid to shift the transmission intoSecond gear.

1-2/3-4 Shift Solenoid (303): Energized (turned ON) by theTCM, the solenoid opens and D32/1-2 fluid pressure flowsthrough the solenoid. D32/1-2 fluid pressure acts on the end ofthe 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 intothe Second and Third gear position. In this position orificedD32/1-2 fluid at the spring end of the valve is routed into the2nd clutch fluid circuit.

2ND CLUTCH APPLIES2nd Clutch Piston (622): 2nd clutch fluid flows through an-other orifice (#20i) and is routed to the 2nd clutch piston. Thisfluid pressure moves the piston to apply the 2nd clutch platesand obtain Second gear.

1-2 Accumulator Piston (315): As fluid pressure builds in the2nd clutch fluid circuit it moves the 1-2 accumulator pistonagainst spring force and 1-2 accumulator fluid pressure. Thisaction absorbs initial 2nd clutch fluid pressure to cushion the2nd clutch apply. Also, the movement of the accumulator pistonforces some 1-2 accumulator fluid out of the accumulator as-sembly.

1-2 Accumulator Valve Train (318-320): Regulates the ex-haust rate of excess 1-2 accumulator fluid past the 1-2 accumu-lator valve (320) and through an exhaust port. This fluid regula-tion is controlled by orificed accumulator fluid pressure movingthe valve train against throttle signal fluid pressure acting on the1-2 accumulator control valve (318). Refer to page 32A for acomplete description of accumulator control.

Reverse Shuttle Valve (85): 2nd clutch fluid pressure seats thecheckball against the empty reverse fluid circuit and fills thesolenoid feed fluid circuit. The reverse shuttle valve is locatedin the transmission adapter case.

Torque Converter Clutch (TCC) Solenoid (416): Under nor-mal operating conditions the TCM keeps the normally closedsolenoid de-energized (OFF) in Second gear. This blocks sole-noid feed fluid and keeps the solenoid signal fluid circuit opento an exhaust through the solenoid, thereby preventing TCCapply.

Note: On some applications the TCC is applied in Second Gearif transmission fluid temperatures become excessively high.

2-3 Shift Solenoid (307): Energized (ON) as in First Gear, thesolenoid is closed and blocks D32/1-2 fluid pressure from act-ing on the 2-3 shift valve.

2-3 Shift Valve (308): As in First gear, spring force and D32fluid pressure hold the valve in the First and Second gear posi-tion. D32/1-2 fluid remains blocked by the middle land of thevalve.

SUMMARY


PASSAGES


COMPONENTS ( )




76A 76B



BAND


ASSEMBLYASSEMBLY



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10

31

14

12

25

6

31

25

31

31

31

31

31

31

31

31

11

3-4 ACCUMULATOR

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2o

31w

31v

31x

30b

30a

30c

31y1e

20g

22a

23a/22 14o14p

22c

23c

23b/2410h

27d

20h

20i

20j17a

17b

17c

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20

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31

31

31

31 31

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29 29

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3-4 ACCUMULATOR

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11

4

10

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12

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7

25

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(85)

QUICK DUMP VALVE

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31

31

22

1 1

31

31

31

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18

20

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20

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14 31

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13

22

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17

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20

17

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30

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23

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16

16

17

19


As vehicle speed increases further, and when other input signals tothe TCM are appropriate, the TCM de-energizes the 2-3 shift sole-noid 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 sole-noid 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 shiftsolenoid moves the valve against spring force and into the Thirdand Fourth gear position. With the valve in this position, D32/1-2fluid at the middle of the valve fills the 4th clutch feed 1 fluidcircuit. Also, orificed D32 fluid is routed into the servo release fluidcircuit.

BRAKE BAND RELEASES3rd Clutch Quick Dump Valve (85): Servo release fluid pressureunseats and flows past the checkball, thereby bypassing orifice#22d.

Servo Piston (97): Servo release fluid pressure assists servo cush-ion and servo return spring forces acting on the servo piston. Theseforces overcome servo apply fluid pressure and move the pistonand apply pin into the released position, thereby releasing the brakeband. As the piston moves, some servo apply fluid is forced out ofthe 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 dutycycle (100%). This blocks D32/1-2 fluid from feeding the servoapply fluid circuit through the solenoid. In this position the solenoidalso blocks exhausting excess servo apply fluid pressure. This ex-cess servo apply fluid pressure exhausts through orifice #17, intothe D32/1-2 fluid circuit and regulated at the pressure regulatorvalve.

High Speed Upshift (Above approximately 20 km/h, 13 mph):The TCM keeps the solenoid de-energized and at 0% duty cycle. Inthe position the solenoid is open and exhausting excess servo applyfluid pressure flows through the solenoid and into the D32/1-2 fluidcircuit. Exhausting through the solenoid and bypassing orifice #17creates a faster release of the band as needed at higher speeds.

Note: When the band is released and the transmission is operatingin 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 solenoidend of the 1-2/3-4 shift valve.

1-2/3-4 Shift Valve (304): As in Second gear, D32/1-2 fluid pres-sure from the 1-2/3-4 shift solenoid holds the valve against springforce and in the Second and Third gear position. In this position thefollowing 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 clutchfeed fluid circuit.

• D32/1-2 fluid at the spring end of the valve continues to feed the 2ndclutch fluid circuit.

3RD CLUTCH APPLIES3rd Clutch Check Valve (85): Both servo release fluid and 3rdclutch feed fluid are routed to the checkball. The ball remainsunseated as both of these fluids feed the 3rd clutch fluid circuit.

3rd Clutch Piston (638): Orificed 3rd clutch fluid pressure movesthe piston to apply the 3rd clutch plates. The 3rd clutch fluid circuitorifice (#23b) helps control the apply feel of the 3rd clutch. Also,remember that the servo assembly acts as an accumulator to helpcushion 3rd clutch apply by absorbing initial servo release fluidpressure (see accumulator control on page 32A).

CONVERTER CLUTCH APPLIESTCC Solenoid (416): Under normal operating conditions the TCCcan either be applied or released in Third gear. To apply the TCCthe TCM energizes the normally closed TCC solenoid, therebyopening the solenoid. This allows solenoid feed fluid to fill thesolenoid signal fluid circuit.

(Continued from page 78A)

TCC Control Valve (210): Solenoid signal fluid pressure movesthe valve against spring force and into the apply position. In thisposition release fluid is open to an exhaust port and line pressurefeeds the apply fluid circuit.

Torque Converter (1): Apply fluid flows between the converterhub and stator shaft and fills the converter with fluid. This fluidpressure in the converter forces the converter clutch pressure plateagainst the converter cover. As the pressure plate applies, fluidfrom the release side of the pressure plate is forced back throughthe turbine shaft (506).

TCC Apply Checkball (504): Located in the end of the turbineshaft, this checkball is seated by exhausting release fluid pressure.This forces release fluid to exhaust through the orifice around thecheckball. Orificing exhausting release fluid controls the apply feelof the converter clutch.

Cooler and Main Case Lubrication Fluid Circuits: With theTCC control valve in the apply position, these fluid circuits are fedby ‘converter in’ fluid through orifice #3.



SPRAGBAND


ASSEMBLYASSEMBLY



78B(Continued on page 78B) 78A


PASSAGES


COMPONENTS ( )




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3-4 ACCUMULATOR

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9

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11

28

31

3-4 ACCUMULATOR

BORE

2

14

109

1b

2c1a

3a

3b

2d8a

10b

10a 3c/6

2a

2b

4a

4b 4c

4d 4e

4f

12a

12b

14a

14b

25a 25b

25c

25d

25e

31a

31b

31c

31d

31e

31f

31g

31h

31i

4g/3

10c

2e/3

2f

3 4

8

(317) 31

31

3131

31

31

31

31

31

31

31

31

4

4

442

6

1

14

25

12

101

1

1

2

2

2

2

6 2

10

25

31

25

7

7

12

3

1014

7

25

4

12

D 3 2 SHUTTLE

(85)

QUICK DUMP VALVE

(85)

31

31

22

1 1

31

31

31

31

242422

1414

1010

2929

2727

3131

29

18

20

20

17

1723

20

30

14 31

29

13

22

22

31

17

19

31

32

31

31

FRONT

➤

20

17

20

17

30

30

23

22

14

31

16

16

17

19

2

2

2

43

3

4

8

4

12

1

1

10

31

31

31

31

31

31

31

31

31

31

31

31

31

14

31

(7)

32

25

25

31

24

4

12

25


PASSAGES


COMPONENTS ( )




80B


As vehicle speed increases further, and when other input signals to theTCM are appropriate, the TCM de-energizes the 1-2/3-4 shift solenoid toshift the transmission into Fourth gear.

2-3 Shift Solenoid (307): De-energized (OFF) as in Third gear, thesolenoid is open. D32/1-2 fluid flows through the solenoid and acts onthe end of the 2-3 shift valve.

2-3 Shift Valve (308): D32/1-2 fluid pressure from the 2-3 shift sole-noid keeps the 2-3 shift valve shifted against spring force and in theThird and Fourth gear position. D32/1-2 fluid continues to fill the 4thclutch feed 1 fluid circuit and orificed D32 fluid continues to fill theservo 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 passingthrough the solenoid and acting on the 1-2/3-4 shift valve. D32/1-2 fluidat the solenoid end of the 1-2/3-4 shift valve exhausts through the end ofthe solenoid.

1-2/3-4 Shift Valve (304): With D32/1-2 fluid pressure from the shiftsolenoid exhausted, spring force moves the valve toward the solenoidand into the First and Fourth gear position. In this position the followingchanges 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 blockedfrom feeding the 2nd clutch fluid circuit and assists spring force on thevalve.

• Servo release fluid is blocked from feeding the 3rd clutch feed fluidcircuit. 3rd clutch feed fluid exhausts through the valve, into the 1-2regulated fluid circuit and past the low pressure control valve.

• Servo release fluid is routed into the 2nd clutch fluid circuit to keep the2nd clutch and TCC applied in Fourth gear.

OVERRUN CLUTCH RELEASES AND 4TH CLUTCH APPLIESOverrun Lockout Valve (705): 4th clutch feed 2 fluid pressure shiftsthe valve against spring force and into the Fourth gear position. In thisposition the following changes occur:

• Line pressure is blocked from entering the overrun clutch fluid circuitand 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 4thclutch fluid circuit.

Overrun Clutch Piston (513): Overrun clutch fluid exhausts from thepiston, thereby releasing the overrun clutch plates.

4th Clutch Piston (532): 4th clutch fluid pressure moves the piston toapply the 4th clutch plates and obtain Fourth gear.

3-4 Accumulator Piston (18): 4th clutch fluid pressure moves thepiston against spring force and 3-4 accumulator fluid pressure. Thisaction absorbs initial 4th clutch fluid pressure to cushion the 4th clutchapply. Also, the movement of the accumulator piston forces some 3-4accumulator fluid out of the accumulator assembly.

3-4 Accumulator Valve Train (405-409): Regulates the exhaust rate ofexcess 3-4 accumulator fluid past the 3-4 accumulator valve (407). Thisfluid regulation is controlled by orificed accumulator fluid pressure mov-ing the valve train against throttle signal fluid pressure acting on the 3-4accumulator control valve (409). Refer to page 32A for a completedescription of accumulator control during a 3-4 upshift.

3rd Clutch Check Valve (85): With 3rd clutch fluid exhausted, servorelease fluid pressure seats the ball against the 3rd clutch feed fluidcircuit. Only servo release fluid feeds the 3rd clutch fluid circuit inFourth gear.

CONVERTER CLUTCHTCC Solenoid (416): Figure 77 shows the TCC solenoid ON and theconverter clutch applied. Under normal operating conditions the TCCwill be applied in Fourth gear.

Note: Remember that the TCC releases during all upshifts and down-shifts, re-applying after the shift is complete if operating conditions areappropriate.



SPRAGBAND


ASSEMBLYASSEMBLY

OFF OFF FW APPLIED APPLIED APPLIED NE


80A

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GASKET (72)






4

21

10

31

14

12

25

6

31

25

31

31

31

31

31

31

31

31

11

3-4 ACCUMULATOR

BORE

2o

31w

31v

31x

30b

30a

30c

31y1e

20g

22a

23a/22 14o14p

22c

23c

23b/2410h

27d

20h

20i

20j17a

17b

17c

23d

31aa

17d

17e

22d

22e

16e

18a17f 17g

18b

29e

22b31z

30d

31cc

31bb

19b

16d/17

17h

29c 29d

16c

29f/17

14m 14n

13a 13b

31dd16a

16b

32a

19c

30g

19a/17

FRONT

➤

2

20

20

1

31

31

31

31 31

3124

24

14

22

29

29 29

10

27

17

2020

20

30

2923

1717

17

2922

2323

23

22

31

14

20

17

18

18

17 17

16

3030

3031 31 19

31

1717

22

29

19

32

22

16

16

1313

16

16

22

16

19

22

3130

14

30

1414

2931 31

1313

17

FRONT

➤

2

1

20

20

22

14

23

2010

20

20

20

31

27

27

31

17

1731

17

23

31

30 20

20

18

1722

16

31

18 18

17 17

19

19

16

22

22

10

14

23

3131

29

30

2231

30

3031

30

31

31 30

292

14 14

13

3116

16

13

13

16

29

16

29

16

17

17

1717

16

29

FRONT

➤

17

22

(317)

(317)


(85)

20

20

1

23

27

31

1031

31

18

22

31

31

18

17

31

31

17

162929

29

31

3031

30

31

14

31

14

14

3131

2

13

(306)

(324)FRONT

➤

27

3117

1023

14

20

30

30

16 2

2

13

16

29

17

19

17

18

17

31

16

22

1720

22

23

30

17

26

4

21 10

31

14

12

25

6

31

31

31

31

31

25

4

21

1014

27

31 31

4

29

24

20

(34)

31

5

5

(35)

31

6

31

3131

31

31

25

31

31

31

220

28

2431

25

14

15

31

31

31

31

206

24

14

25

14

2027

28272

29

29

12

20

14

4

21

10

31

14

12

256

31

31

31

31

25

14

3131

25

25

31

31

31

2

20

20

20

20

28

28

28

24

31

29

27

27

25

1415

31

14

31j

31k31l

31m31n

31o

31p

31q

31r 31s

31t

25f

25g25h

25i

6a

31u

1c

2h

4h

10d

12c

14c

14d

14e

14f

14g

20a

20b

20c

20d

24a

24b

27a

27b27c

28a

28b

28c

28d

29a

29b

2g

4

21

10

31

14

12

256

31

31

31

31

25

14

143131

31

25

25

31

31

31

2

20

20

20

20

28

28

28

24

31

29

27

27

31

3-4 ACCUMULATOR

BORE

11

4

10

31

14

12

25

6

31

31

31

31

14

31

31

31

31

31

31

31

31

31

1420

20

20

29

28

27

28

31

(27)

31

31

25

6

28

27

1424

12

24

20

14

14

25

12

9

9

31

10

(415)

FRONT➤

9

10

10

21

2

11 2 11

FRONT

➤

20f/21

20e

21a14l/21

25k

2i

2j

1d

9a9b

10e14k

11a11b

2k

9c

10f

10g

20

21

25

2

2

1

99

10142

11

11

9

10

FRONT

➤

20

25

21

2

2

2

1

99

1014

10

9

11

11

1420

FRONT

➤

(317)

(317) 4

2

6

12

1 10

25

31

7

14

31

31

31

31

3131

31

12

12

25

6

10

REVERSE SHUTTLE

(85)

31 31

31

31

31

11

22

2

2020

2125

25

9

1010

14 14

31

10

1

2

FRONT➤

11

28

31

3-4 ACCUMULATOR

BORE

2

14

109

1b

2c1a

3a

3b

2d8a

10b

10a 3c/6

2a

2b

4a

4b 4c

4d 4e

4f

12a

12b

14a

14b

25a 25b

25c

25d

25e

31a

31b

31c

31d

31e

31f

31g

31h

31i

4g/3

10c

2e/3

2f

3 4

8

(317) 31

31

3131

31

31

31

31

31

31

31

31

4

4

442

6

1

14

25

12

101

1

1

2

2

2

2

6 2

10

25

31

25

7

7

12

3

1014

7

25

4

12

D 3 2 SHUTTLE

(85)

QUICK DUMP VALVE

(85)

31

31

22

1 1

31

31

31

31

242422

1414

1010

2929

2727

3131

29

18

20

20

17

1723

20

30

14 31

29

13

22

22

31

17

19

31

32

31

31

FRONT➤

20

17

20

17

30

30

23

22

14

31

16

16

17

19

2

2

2

43

3

4

8

4

12

1

1

10

31

31

31

31

31

31

31

31

31

31

31

31

31

14

31

(7)

32

25

25

31

24

4

12

25


PASSAGES


COMPONENTS ( )






BAND


ASSEMBLYASSEMBLY



82B82A


With the transmission operating in Fourth gear, a 4-3 downshift canoccur due to coastdown or heavy throttle conditions. Also, increasedengine load will cause a 4-3 downshift. Figure 79 shows the transmis-sion during a 4-3 downshift. During a 4-3 downshift the followingchanges occur to the transmissions hydraulic and electrical systems:

4TH CLUTCH RELEASES & OVERRUN CLUTCH APPLIES1-2/3-4 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 solenoidmoves the valve against spring force and into the Second and Thirdgear position, thereby causing the following:

• 4th clutch feed 1 fluid is blocked by the valve and the 4th clutchfeed 2 fluid circuit is open to an exhaust port.

• Servo release fluid is blocked from entering the 2nd clutch fluidcircuit and fills the 3rd clutch feed fluid circuit.

• Orificed D32/1-2 fluid at the spring end of the valve feeds the 2ndclutch fluid circuit.

Overrun Lockout Valve (705): With 4th clutch feed 2 fluid ex-hausted, spring force moves the valve out of the Fourth gear position.This opens the 4th clutch fluid circuit to an orificed exhaust circuitand line pressure fills the overrun clutch fluid circuit. The orificedexhaust of 4th clutch fluid helps control the release of the 4th clutch.

4th Clutch Piston (532): 4th clutch fluid pressure exhausts from thepiston, thereby releasing the 4th clutch plates.

3-4 Accumulator Piston (18): With 4th clutch fluid exhausting, 3-4accumulator fluid pressure and spring force move the piston to a Thirdgear position.

3-4 Accumulator Valve Train: Regulates line pressure into the 3-4accumulator fluid circuit in relation to throttle signal fluid pressure.Refer to page 32A for a complete description of the 3-4 accumulatorsystem during a 4-3 downshift.

Overrun Clutch Piston (513): Overrun clutch fluid pressure movesthe piston to apply the overrun clutch and obtain Third gear.

3rd Clutch Check Valve (85): 3rd clutch feed fluid pressure unseatsthe checkball and, in addition to servo release fluid, feeds the 3rdclutch fluid circuit.

Force Motor Solenoid (404): Remember that the force motor sole-noid continually adjusts throttle signal fluid pressure, and line pres-sure, in relation to TCM input signals.

CONVERTER CLUTCHTorque Converter Clutch (TCC) Solenoid (416): During the down-shifting from Fourth gear to Third gear the TCM releases the con-verter clutch by de-energizing the TCC solenoid. When de-energized,the solenoid blocks solenoid feed fluid from entering the solenoidsignal fluid circuit. The solenoid signal fluid circuit is open to anexhaust through the solenoid.

TCC Control Valve (210): With solenoid signal fluid pressure ex-hausted, spring force moves the valve into the release position. Thisblocks line pressure from entering the apply fluid circuit and applyfluid returning from the converter enters the cooler fluid circuit. Also,‘converter in’ fluid fills the release fluid circuit with the valve in therelease position.

TCC Apply Checkball (504): This retainer & ball assembly, locatedin the turbine shaft, is unseated by release fluid pressure. This allowsrelease fluid to quickly fill the converter.

Torque Converter (1): Release fluid is routed between the convertercover and pressure plate to keep the converter clutch released and fillthe converter with fluid. Fluid exits the converter in the apply fluidcircuit, flows through the TCC control valve and into the cooler fluidcircuit.

Note: The converter clutch will re-apply in Third gear under normaloperating conditions.

SUMMARY

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GASKET (72)






4

21

10

31

14

12

25

6

31

25

31

31

31

31

31

31

31

31

11

3-4 ACCUMULATOR

BORE

2o

31w

31v

31x

30b

30a

30c

31y1e

20g

22a

23a/22 14o14p

22c

23c

23b/2410h

27d

20h

20i

20j17a

17b

17c

23d

31aa

17d

17e

22d

22e

16e

18a17f 17g

18b

29e

22b31z

30d

31cc

31bb

19b

16d/17

17h

29c 29d

16c

29f/17

14m 14n

13a 13b

31dd16a

16b

32a

19c

30g

19a/17

FRONT

➤

2

20

20

1

31

31

31

31 31

3124

24

14

22

29

29 29

10

27

17

2020

20

30

2923

1717

17

2922

2323

23

22

31

14

20

17

18

18

17 17

16

3030

3031 31 19

31

1717

22

29

19

32

22

16

16

1313

16

16

22

16

19

22

3130

14

30

1414

2931 31

1313

17

FRONT

➤

2

1

20

20

22

14

23

2010

20

20

20

31

27

27

31

17

1731

17

23

31

30 20

20

18

1722

16

31

18 18

17 17

19

19

16

22

22

10

14

23

3131

29

30

2231

30

3031

30

31

31 30

292

14 14

13

3116

16

13

13

16

29

16

29

16

17

17

1717

16

29

FRONT

➤

17

22

(317)

(317)


(85)

20

20

1

23

27

31

1031

31

18

22

31

31

18

17

31

31

17

162929

29

31

3031

30

31

14

31

14

14

3131

2

13

(306)

(324)FRONT

➤

27

3117

1023

14

20

30

30

16 2

2

13

16

29

17

19

17

18

17

31

16

22

1720

22

23

30

17

26

4

21 10

31

14

12

25

6

31

31

31

31

31

25

4

21

1014

27

31 31

4

29

24

20

(34)

31

5

5

(35)

31

6

31

3131

31

31

25

31

31

31

220

28

2431

25

14

15

31

31

31

31

206

24

14

25

14

2027

28272

29

29

12

20

14

4

21

10

31

14

12

256

31

31

31

31

25

14

3131

25

25

31

31

31

2

20

20

20

20

28

28

28

24

31

29

27

27

25

1415

31

14

31j

31k31l

31m31n

31o

31p

31q

31r 31s

31t

25f

25g25h

25i

6a

31u

1c

2h

4h

10d

12c

14c

14d

14e

14f

14g

20a

20b

20c

20d

24a

24b

27a

27b27c

28a

28b

28c

28d

29a

29b

2g

4

21

10

31

14

12

256

31

31

31

31

25

14

143131

31

25

25

31

31

31

2

20

20

20

20

28

28

28

24

31

29

27

27

31

3-4 ACCUMULATOR

BORE

11

4

10

31

14

12

25

6

31

31

31

31

14

31

31

31

31

31

31

31

31

31

1420

20

20

29

28

27

28

31

(27)

31

31

25

6

28

27

1424

12

24

20

14

14

25

12

9

9

31

10

(415)

FRONT➤

9

10

10

21

2

11 2 11

FRONT

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20f/21

20e

21a14l/21

25k

2i

2j

1d

9a9b

10e14k

11a11b

2k

9c

10f

10g

20

21

25

2

2

1

99

10142

11

11

9

10

FRONT

➤

20

25

21

2

2

2

1

99

1014

10

9

11

11

1420

FRONT

➤

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(317) 4

2

6

12

1 10

25

31

7

14

31

31

31

31

3131

31

12

12

25

6

10

REVERSE SHUTTLE

(85)

31 31

31

31

31

11

22

2

2020

2125

25

9

1010

14 14

31

10

1

2

FRONT➤

11

28

31

3-4 ACCUMULATOR

BORE

2

14

109

1b

2c1a

3a

3b

2d8a

10b

10a 3c/6

2a

2b

4a

4b 4c

4d 4e

4f

12a

12b

14a

14b

25a 25b

25c

25d

25e

31a

31b

31c

31d

31e

31f

31g

31h

31i

4g/3

10c

2e/3

2f

2

2

2

43

3

4

8

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Similar to a 4-3 downshift, if the transmission is operating inThird gear a 3-2 downshift can occur due to coastdown, heavythrottle, or increased engine load conditions. A 3-2 downshiftoccurs when the TCM receives the appropriate input signals toenergize (turn ON) the 2-3 shift solenoid. Figure 81 shows thetransmission during a 3-2 downshift. During the downshift thefollowing changes occur:

2-3 Shift Solenoid (307): Energized by the TCM, the solenoidcloses and blocks D32/1-2 fluid from acting on the end of the 2-3 shift valve. D32/1-2 fluid at the end of the valve is open to anexhaust passage through the solenoid.

2-3 Shift Valve (308): Without D32/1-2 fluid pressure from theshift solenoid, spring force moves the valve into the First andSecond gear position. In this position the following changesoccur:• 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 clutchfluid circuit.

3RD CLUTCH RELEASES3rd Clutch Piston (638): 3rd clutch fluid pressure exhaustsfrom the piston, thereby releasing the 3rd clutch plates.

3rd Clutch Check Valve (85): Exhausting 3rd clutch fluid isorificed (#24) to the 3rd clutch checkvalve, located in the maincase valve body. This exhausting fluid keeps the ball unseatedand flows through both the servo release and 3rd clutch feedfluid circuits.

Servo Piston (97): Servo release fluid pressure exhausts fromthe piston. Servo apply fluid pressure overcomes the force fromboth the servo cushion (99) and servo return (103) springs. Thismoves the servo piston and apply pin (102 to apply the brakeband.

3rd Clutch Quick Dump Valve (85): Exhausting servo releasefluid seats the ball and is forced through orifice #22d. Thisorifice helps control the exhaust of servo release fluid whichhelps control the 3rd clutch release rate. The orifice also helpscontrol the apply rate of the brake band.

BRAKE BAND APPLIESPulse Width Modulated (PWM) Band Apply Solenoid (323):The TCM controls the solenoid’s duty cycle depending on ve-hicle application and operating conditions. The duty cycle de-termines the rate at which the solenoid regulates D32/1-2 fluidinto the servo apply fluid circuit. Refer to the Electronic Com-ponents Section for a detailed description of the PWM solenoidoperation.

CONVERTER CLUTCHTorque Converter Clutch (TCC): As explained on page 82A(4-3 Downshift), the converter clutch releases prior to all down-shifts. However, in Second gear the converter clutch will not re-apply under normal operating conditions. Refer to page 82A (4-3 Downshift) for a complete explanation of the converter clutchhydraulic circuits during TCC release.



SPRAGBAND


ASSEMBLYASSEMBLY



DRIVE RANGE - 3-2 DOWN SHIFT

PASSAGES


COMPONENTS ( )




84B84A

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2o

31w

31v

31x

30b

30a

30c

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22a

23a/22 14o14p

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23b/2410h

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20

20

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28

28

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31

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31

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Note: The complete hydraulic circuit for Manual Third gearrange has been omitted. This is because Manual Third opera-tion is identical to Drive Range. However, in Manual Third theTCM prevents the transmission from upshifting into Fourth gearregardless of operating conditions. Also, in Manual Third theR321 fluid circuit at the manual valve is fed by line pressure butdoes not affect the transmission operation.

A manual 3-2 downshift can be accomplished by moving thegear selector lever into the Manual Second (2) position whenthe transmission is operating in Third gear. Figure 83 shows thetransmission during a Manual 3-2 downshift. If vehicle speed isbelow approximately 120 km/h (75 mph) the TCM will down-shift the transmission into Second gear. Above this speed theTCM will keep the shift solenoids in a Third gear state and thetransmission in Manual Second - Third Gear until vehicle speeddecreases appropriately. Also, once in second gear, the TCMprevents the transmission from upshifting to third gear. In ManualSecond the transmission upshifts and downshifts normally be-tween 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 explainswhat is different during a manual 3-2 downshift (from DriveRange - Third Gear to Manual Second - Second Gear) as op-posed to a forced 3-2 downshift in Drive Range.

Manual Valve (326): D32 fluid at the manual valve feeds the1-2 fluid circuit.

Mode Switch: Located on the selector shaft (61), it signals theTCM that the selector lever and manual valve are in the ManualSecond (2) position.

Overrun Lockout Valve (705): 1-2 fluid pressure assists springforce and hydraulically prevents the valve from shifting into theFourth gear position, thereby preventing Fourth gear.

D32 Shuttle Valve (85): 1-2 fluid pressure unseats the balland, 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 movesthe valve against spring force and orificed 1-2 regulated fluid.This action regulates 1-2 fluid into the 1-2 regulated fluid cir-cuit. 1-2 regulated fluid pressure is approximately one half thatof 1-2 fluid pressure and line pressure. This provides for a softerapply of the 3rd clutch when the transmission downshifts toFirst gear (remember that the 3rd clutch is applied in ManualSecond - First Gear).

1-2/3-4 Shift Solenoid (303): The TCM keeps the solenoidenergized (ON) as in Third gear. This keeps the solenoid openand D32/1-2 fluid pressure acting on the end of the 1-2/3-4 shiftvalve.

1-2/3-4 Shift Valve (304): In the Second and Third gear posi-tion the valve blocks 1-2 regulated fluid. This fluid is for use inFirst gear in Manual Second and Manual First. Otherwise thevalve operates the same as in Third gear.

SUMMARY


PASSAGES


COMPONENTS ( )




86B86A



BAND


ASSEMBLYASSEMBLY



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28

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3-4 ACCUMULATOR

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4

10

31

14

12

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QUICK DUMP VALVE

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31

31

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20

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A manual 2-1 downshift can be accomplished by moving the gearselector lever into the Manual First (1) position when the transmissionis operating in Second gear. Figure 85 shows the transmission during aManual 2-1 downshift. If vehicle speed is below approximately 60 km/h (37 mph) the transmission will shift into First gear. Above this speedthe TCM will keep the shift solenoids in a Second gear state and thetransmission in Manual First - Second Gear until vehicle speed slowssufficiently. Also, once in first gear, the TCM prevents the transmissionfrom upshifting into second gear. The following text describes thedownshift from Manual Second - Second Gear to Manual First - FirstGear:

Manual Valve (326): Line pressure is blocked from entering the D32fluid circuit and D32 fluid exhausts past the valve. The line pressurefluid circuit is open to feed the 1-2 fluid circuit.

Mode Switch: Located on the selector shaft (61), it signals the TCMthat 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 theempty 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 solenoidblocks 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 anexhaust through the solenoid.

1-2/3-4 Shift Valve (304): Without D32/1-2 fluid pressure from thesolenoid, spring force moves the valve into the First and Fourth gearposition. This blocks D32/1-2 fluid from feeding the 2nd clutch fluidcircuit and allows 1-2 regulated fluid to enter the 3rd clutch feed fluidcircuit. 2nd clutch fluid exhausts past the valve and through the servorelease fluid circuit.

2ND CLUTCH RELEASES2nd 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 thepiston. Spring force and 1-2 accumulator fluid pressure move the pistonto the First gear position.

1-2 Accumulator Valve Train: Regulates line pressure into the 1-2accumulator fluid circuit. Refer to page 32A for a complete descriptionof 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 fluidcircuit. This prevents the converter clutch from applying under anyconditions.

3RD CLUTCH APPLIES3rd Clutch Check Valve (85): 3rd clutch feed fluid pressure seats theball against the servo release fluid circuit and is orificed into the 3rdclutch fluid circuit. This orifice helps control the apply rate of the 3rdclutch.

3rd Clutch Piston (638): 3rd clutch fluid pressure moves the piston toapply the 3rd clutch plates. The 3rd clutch is applied to provide enginecompression braking during coast conditions in Manual First - FirstGear.

Low Pressure Control Valve (312): The regulation of 1-2 fluid into1-2 regulated fluid pressure helps control the 3rd clutch apply rate. 1-2regulated fluid pressure is approximately one half that of line pressureto provide a slower apply of the 3rd clutch, as compared to the 3rdclutch apply during a 2-3 upshift where the 3rd clutch fluid circuit is fedby servo release fluid. A slower apply is needed in a manual 2-1downshift because the apply feel of the 3rd clutch is more noticeablethan in a 2-3 upshift. This is due to the brake band being applied duringa 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 1-2fluid to the overrun lockout valve. 1-2 fluid pressure prevents the over-run lockout valve from shifting into the Fourth gear position under anyconditions.

SUMMARY


PASSAGES


COMPONENTS ( )




88B88A



BAND


ASSEMBLYASSEMBLY

OFF ON LD APPLIED APPLIED LD APPLIED


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4

21

10

31

14

12

25

6

31

25

31

31

31

31

31

31

31

31

11

3-4 ACCUMULATOR

BORE

2o

31w

31v

31x

30b

30a

30c

31y1e

20g

22a

23a/22 14o14p

22c

23c

23b/2410h

27d

20h

20i

20j17a

17b

17c

23d

31aa

17d

17e

22d

22e

16e

18a17f 17g

18b

29e

22b31z

30d

31cc

31bb

19b

16d/17

17h

29c 29d

16c

29f/17

14m 14n

13a 13b

31dd16a

16b

32a

19c

30g

19a/17

FRONT

➤

2

20

20

1

31

31

31

31 31

3124

24

14

22

29

29 29

10

27

17

2020

20

30

2923

1717

17

2922

2323

23

22

31

14

20

17

18

18

17 17

16

3030

3031 31 19

31

1717

22

29

19

32

22

16

16

1313

16

16

22

16

19

22

3130

14

30

1414

2931 31

1313

17

FRONT

➤

2

1

20

20

22

14

23

2010

20

20

20

31

27

27

31

17

1731

17

23

31

30 20

20

18

1722

16

31

18 18

17 17

19

19

16

22

22

10

14

23

3131

29

30

2231

30

3031

30

31

31 30

292

14 14

13

3116

16

13

13

16

29

16

29

16

17

17

1717

16

29

FRONT

➤

17

22

(317)

(317)


(85)

20

20

1

23

27

31

1031

31

18

22

31

31

18

17

31

31

17

162929

29

31

3031

30

31

14

31

14

14

3131

2

13

(306)

(324)FRONT

➤

27

3117

1023

14

20

30

30

16 2

2

13

16

29

17

19

17

18

17

31

16

22

1720

22

23

30

17

26

4

21 10

31

14

12

25

6

31

31

31

31

31

25

4

21

1014

27

31 31

4

29

24

20

(34)

31

5

5

(35)

31

6

31

3131

31

31

25

31

31

31

220

28

2431

25

14

15

31

31

31

31

20

624

14

25

14

2027

28272

29

29

12

20

14

4

21

10

31

14

12

256

31

31

31

31

25

14

3131

25

25

31

31

31

2

20

20

20

20

28

28

28

24

31

29

27

27

25

1415

31

14

31j

31k31l

31m31n

31o

31p

31q

31r 31s

31t

25f

25g25h

25i

6a

31u

1c

2h

4h

10d

12c

14c

14d

14e

14f

14g

20a

20b

20c

20d

24a

24b

27a

27b27c

28a

28b

28c

28d

29a

29b

2g

4

21

10

31

14

12

256

31

31

31

31

25

14

143131

31

25

25

31

31

31

2

20

20

20

20

28

28

28

24

31

29

27

27

31

3-4 ACCUMULATOR

BORE

11

4

10

31

14

12

25

6

31

31

31

31

14

31

31

31

31

31

31

31

31

31

1420

20

20

29

28

27

28

31

(27)

31

31

25

6

28

27

1424

12

24

20

14

14

25

12

9

9

31

10

(415)

FRONT➤

9

10

10

21

2

11 2 11

FRONT

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20f/21

20e

21a14l/21

25k

2i

2j

1d

9a9b

10e14k

11a11b

2k

9c

10f

10g

20

21

25

2

2

1

99

10142

11

11

9

10

FRONT

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20

25

21

2

2

2

1

99

1014

10

9

11

11

1420

FRONT

➤

(317)

(317) 4

2

6

12

1 10

25

31

7

14

31

31

31

31

3131

31

12

12

25

6

10

REVERSE SHUTTLE

(85)

31 31

31

31

31

11

22

2

2020

2125

25

9

1010

14 14

31

10

1

2

FRONT➤

11

28

31

3-4 ACCUMULATOR

BORE

2

14

109

1b

2c1a

3a

3b

2d8a

10b

10a 3c/6

2a

2b

4a

4b 4c

4d 4e

4f

12a

12b

14a

14b

25a 25b

25c

25d

25e

31a

31b

31c

31d

31e

31f

31g

31h

31i

4g/3

10c

2e/3

2f

2

2

2

43

3

4

8

4

12

1

1

10

31

31

31

31

31

31

31

31

31

31

31

31

31

14

31

(7)

32

25

25

31

24

4

12

25

3 4

8

(317) 31

31

3131

31

31

31

31

31

31

31

31

4

4

442

6

1

14

25

12

101

1

1

2

2

2

2

6 2

10

25

31

25

7

7

12

3

1014

7

25

4

12

D 3 2 SHUTTLE

(85)

QUICK DUMP VALVE

(85)

31

31

22

1 1

31

31

31

31

242422

1414

1010

2929

2727

3131

29

18

20

20

17

1723

20

30

14 31

29

13

22

22

31

17

19

31

32

31

31

FRONT➤

20

17

20

17

30

30

23

22

14

31

16

16

17

19

LUBRICATION POINTS

Figure 8790

91Figure 88

BUSHING, BEARING & WASHER LOCATIONS

634 DRUM ASSEMBLY, 3RD CLUTCH644 WASHER, THRUST/INPUT SUN645 BEARING, INPUT SHAFT/GEAR ASSEMBLY651 BEARING, OUTPUT SHAFT/INPUT SUN652 WASHER, OUTPUT SHAFT/INPUT SUN653 CARRIER ASSEMBLY, PLANETARY654 WASHER, THRUST/OUTPUT SHAFT/INPUT SHAFT655 BEARING, GEAR/REACTION/SUN656 BEARING, NEEDLE/REACTION SUN659 DRUM, REACTION SUN701 SUPPORT ASSEMBLY, CENTER

1 CLUTCH ASSEMBLY, CONVERTER 12 WASHER, THRUST SELECTIVE 36 CASE, MAIN 51 BEARING, NEEDLE/EXTENSION209 PUMP ASSEMBLY, OIL510 HOUSING, OVERRUN CLUTCH525 CARRIER ASSEMBLY, OVERDRIVE COMPLETE527 BEARING ASEMBLY, THRUST529 WASHER, THRUST/INTERNAL GEAR/SUPPORT631 WASHER, THRUST/2ND CLUTCH/3RD CLUTCH632 RETAINER, CLUTCH HUB

92

SEAL LOCATIONS

Figure 89

3 SEAL RING ASSEMBLY, CONVERTER HOUSING 8 SEAL, O-RING 15 SEAL, O-RING 3-4 ACCUMULATOR 19 RING, 3-4 ACCUMULATOR PISTON 32 RING, OIL SEAL 38 SEAL, O-RING/BREATHER ASSEMBLY 44 SEAL, O-RING/SPEED SENSOR 48 SEAL, O-RING/DRIVE FLANGE 50 SEAL, EXTENSION ASSEMBLY 98 SEAL, RING/SERVO PISTON314 RING, 1-2 ACCUMULATOR PISTON505 SEAL, O-RING/TURBINE SHAFT

508 RING, OIL SEAL/TURBINE SHAFT513 PISTON, OVERRUN CLUTCH533 SEAL, 4TH CLUTCH PISTON (INNER)534 SEAL, 4TH CLUTCH PISTON (OUTER)608 SEAL, REVERSE CLUTCH PISTON (INNER)609 SEAL, REVERSE CLUTCH PISTON (OUTER)620 SEAL, 2ND CLUTCH PISTON (INNER)621 SEAL, 2ND CLUTCH PISTON (OUTER)635 SEAL, 3RD CLUTCH PISTON (INNER)637 SEAL, 3RD CLUTCH PISTON (OUTER)667 SEAL, RING/GOVERNOR HUB

93

ILLUSTRATED PARTS LIST

Figure 90

CASE AND ASSOCIATED PARTS

94

201 GEAR, OIL PUMP DRIVE 202 GEAR, OIL PUMP DRIVEN 203 PIN, BOOST VALVE SLEEVE 204 SLEEVE, BOOST VALVE 205 VALVE, BOOST 206 SEAT, SPRING/PRESSURE REGULATOR VALVE 207 SPRING, PRESSURE REGULATOR VALVE 208 VALVE, PRESSURE REGULATOR 209 PUMP ASSEMBLY, OIL

210 VALVE, CONVERTER CLUTCH CONTROL 211 SPRING, CONVERTER CLUTCH CONTROL VALVE 212 PLUG, CONVERTER CLUTCH CONTROL VALVE 213 PIN, SPRING 214 PISTON, THROTTLE SIGNAL ACCUMULATOR 215 SPRING, THROTTLE SIGNAL ACCUMULATOR 216 SEAT, SPRING/ THROTTLE SIGNAL ACCUMULATOR 217 RING, SNAP/THROTTLE SIGNAL ACCUMULATOR

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

206207

206

208

205

204203

209

201202

210

211

212213

214

215216

217

Figure 92

PUMP ASSEMBLY

95

Figure 91

CASE AND ASSOCIATED PARTS

301 BODY, VALVE MAIN CASE 302 PIN, SPRING 303 SOLENOID ASSEMBLY, ON/OFF N.C. 304 VALVE, 1-2 & 3-4 SHIFT 305 SPRING, 1-2 & 3-4 (2-3) SHIFT 306 RETAINER, VALVE 307 SOLENOID ASSEMBLY, ON/OFF N.O. 308 VALVE, 2-3 SHIFT 309 PIN, SPRING 310 PLUG, VALVE BORE 311 SPRING, VALVE LOW PRESSURE CONTROL 312 VALVE, LOW PRESSURE CONTROL

317 BALL, CHECK 318 VALVE, 1-2 ACCUMULATOR CONTROL 319 SPRING, 1-2 ACCUMULATOR CONTROL (OPTIONAL) 320 VALVE, 1-2 ACCUMULATOR 321 WASHER, WAVED PWM SOLENOID 322 PIN, SOLENOID PWM 323 SOLENOID ASSEMBLY, BAND CONTROL PWM 324 SCREEN ASSEMBLY, PWM SOLENOID 325 PLUG, SCREEN 326 VALVE, MANUAL

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

VALVE BODY ASSEMBLIES

Figure 9496

Figure 93

412

317401

417402

416

415

414413

406

411410

409

407

405

406

402403

404

408

302

302

303

304

305

307

308

305

317

310311

312

317

306

317

318

320

310

309

309

323321

322

324

325

326

319

301

501

502

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503

OVERDRIVE INTERNAL COMPONENTS

Figure 95 97

513

514515

516517

518519

520

SOME MODELS

SOME MODELS

521

522

522

523

524525

526527

528

529

530

531

532

533

534

➤➤

510 511512

506

505504

508

501 RETAINER, 4TH CLUTCH 502 PLATE, 4TH CLUTCH (STEEL) 503 PLATE ASSEMBLY, 4TH CLUTCH (LINED) 504 RETAINER & BALL ASSEMBLY, CHECK VALVE 505 SEAL, O-RING/TURBINE SHAFT 506 SHAFT, TURBINE 508 RING, OIL SEAL/TURBINE SHAFT 510 HOUSING, OVERRUN CLUTCH 511 SEAL, OVERRUN CLUTCH (INNER) 512 SEAL, OVERRUN CLUTCH (OUTER) 513 PISTON, OVERRUN CLUTCH 514 SPRING, OVERRUN CLUTCH RELEASE 515 RETAINER, RELEASE SPRING/OVERRUN CLUTCH 516 ROLLER ASSEMBLY, OVERDRIVE CLUTCH 517 CAM, OVERDRIVE ROLLER CLUTCH 518 RING, SNAP/OVERRUN CLUTCH HUB

519 GEAR, OVERDRIVE SUN 520 PLATE, WAVED/OVERRUN CLUTCH 521 PLATE , OVERRUN CLUTCH (STEEL) 522 PLATE ASM., OVERRUN CLUTCH (LINED) 523 PLATE, BACKING/OVERRUN CLUTCH 524 RING, SNAP/OVERRUN CLUTCH HOUSING 525 CARRIER ASSEMBLY, OVERDRIVE COMPLETE 526 RING, SNAP/TURBINE SHAFT/CARRIER 527 BEARING ASSEMBLY, THRUST 528 GEAR, OVERDRIVE INTERNAL 529 WASHER, THRUST/INTERNAL GEAR/SUPPORT 530 RING, SNAP/ADAPTER/4TH CLUTCH SPRING 531 RETAINER & SPRING ASSEMBLY, 4TH CLUTCH 532 PISTON, 4TH CLUTCH 533 SEAL, 4TH CLUTCH PISTON (INNER) 534 SEAL, 4TH CLUTCH PISTON (OUTER)

➤➤

503

SOME MODELS

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513NEW

OLD

675

636

INTERNAL COMPONENTS

Figure 9698

673672

671668

667

SOME MODELS

SOME MODELS

664

659

658

653

653SOME

MODELS

651

652

648647

649650

649

646

645644

641640

639611638

637635

634

632631

620

621

622

611623

613625

626627

628629

629

630

618

617

616615

614

612613

611

610

609

608

SOME MODELS

625

643642

SOME MODELS

674

701 CENTER SUPPORT

702 RETAINER PLATE

703 PLUG, LOCKOUT

704 SPRING, OVERRUN LOCKOUT

705 VALVE, OVERRUN LOCKOUT

706 VALVE, REVERSE LOCKOUT CONTROL

707 SPRING, REVERSE LOCKOUT

SOME

MODELS

608 SEAL, REVERSE CLUTCH PISTON (INNER)

609 SEAL, REVERSE CLUTCH PISTON (OUTER)

610 PISTON, REVERSE CLUTCH

611 SPRING, PISTON CLUTCH

612 SEAT, SPRING/REVERSE CLUTCH

613 RING, RETAINING

614 PLATE, WAVED/REVERSE CLUTCH

615 PLATE, REVERSE CLUTCH (STEEL)

616 PLATE ASSEMBLY, REVERSE CLUTCH (LINED)

617 PLATE, REVERSE CLUTCH PRESSURE/SELECTIVE

618 DRUM ASSEMBLY, 2ND CLUTCH

620 SEAL, 2ND CLUTCH PISTON (INNER)

621 SEAL, 2ND CLUTCH PISTON (OUTER)

622 PISTON, 2ND CLUTCH

623 SEAT, SPRING/2ND CLUTCH

625 PLATE, WAVED/2ND CLUTCH

626 PLATE, 2ND CLUTCH (STEEL)

627 PLATE ASSEMBLY, 2ND CLUTCH (LINED)

628 SPACER, 2ND CLUTCH

629 RING, RETAINING

630 GEAR, RING

631 WASHER, THRUST/2ND CLUTCH/3RD CLUTCH

623 THRUST WASHER, CLUTCH HUB

634 DRUM ASSEMBLY, 3RD CLUTCH

635 SEAL, 3RD CLUTCH PISTON (INNER)

636 WASHER, RETAINING

637 SEAL, 3RD CLUTCH PISTON (OUTER)

638 PISTON, 3RD CLUTCH

639 SEAT, SPRING/3RD CLUTCH

640 RING, RETAINING

641 PLATE, SPRING CUSHION/3RD CLUTCH

642 PLATE, 3RD CLUTCH (STEEL)

643 PLATE ASSEMBLY, 3RD CLUTCH (LINED)

644 WASHER, THRUST/INPUT SUN

645 BEARING, INPUT SHAFT/GEAR ASSEMBLY

646 GEAR ASSEMBLY, INPUT SUN

647 RACE ASSEMBLY, SPRAG

648 RING, RETAINING/SPRAG

649 RING, RETAINING

650 CAGE ASSEMBLY, SPRAG

651 BEARING, OUTPUT SHAFT/INPUT SUN

652 WASHER, OUTPUT SHAFT/INPUT SUN

653 CARRIER ASSEMBLY, PLANETARY

658 GEAR, REACTION SUN

659 DRUM, REACTION SUN

664 BAND ASSEMBLY, BRAKE

667 SEAL, RING/WHEEL PARKING LOCK

668 WHEEL, PARKING LOCK

671 GEAR, SPEEDO WHEEL

672 WHEEL, SPEEDO

673 RING, RETAINING

674 PLATE ASSEMBLY, 3RD CLUTCH (LINED)

675 BEARING, THRUST ASSEMBLY

INTERNAL COMPONENTS

99Figure 98

Figure 97

CENTER SUPPORT ASSEMBLY

701

702

703

707

706

702

703

704

705

100

Transmission DriveRear Wheel Drive

Transmission Type4L30-E = 4: Four Speed L: Longitudinal Mount 30: Product Series E: Electronically Controlled

Automatic Overdrive withTorque Converter Clutch Assembly

Current Engine Range1.6L to 4.3L Gasoline

Control SystemsShift Pattern –

(2) 3-Way On/Off SolenoidsShift 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.

Gear Ratios Base Optional1st 2.400 2.8602nd 1.479 1.6203rd 1.000 1.0004th 0.723 0.723Rev 2.000 2.000

Maximum Engine Torque350 Nm (258 LB-FT, 36 Kg-M)

Maximum Gearbox Torque597 Nm (440 LB-FT, 61 Kg-M)

The maximum torque limits are only to be used as a guide and may not beapplicable under certain conditions.

Maximum Shift Speed 245mm 260mmConverter Converter

1-2 6,500 RPM 7,000 RPM2-3 6,500 RPM 7,000RPM3-4 6,500 RPM 7,000RPM

The maximum shift speed allowed in each engine application must becalculated.

Maximum Gross Vehicle Weight (Estimate)3,500 Kg (7,716 LB)

Transmission Fluid TypeDexron® IIE

Converter Sizes Available245 mm and 260 mm (Reference)

Converter Bolt Circle DiametersFor 245 mm Converter – 228.0 mm

to 247.7 mmFor 260 mm Converter – 227.0 mm

to 247.7 mm

Converter Stall Torque Ratio RangeFor 245 mm Converter – 1.63 to 2.70For 260 mm Converter – 1.70 to 2.57

Converter “K” Factor RangeFor 245 mm Converter – 122 to 240For 260 mm Converter – 129 to 187

Not all “K” Factors are applicable across the entire range of Converter StallTorque Ratios.

Transmission Fluid Capacities (Approximate)Dry: 6.4L (7 QT) with 245 mm ConverterDry: 7.8L (8 QT) with 260 mm Converter

Transmission WeightFor 245 mm Converter For 260 mm ConverterDry: 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 Housing142.75 mm minimum with 245 mm Converter152.0 mm minimum with 260 mm Converter

Extension Housing**219.6 mm minimum with Slip Yoke Design115.0 mm minimum with Fixed Yoke Design 70.0 mm minimum with 4-wheel Drive

* All dimensions shown are nominal.

** Determined by customer requirements.

7 Position Quadrant(P, R, N, D, 3, 2, 1)

Pressure Taps AvailableLine Pressure

Manufacturing LocationStrasbourg, France

Information may vary with application. All information, illustrationsand specifications contained in this brochure are based on the latestproduct information available at the time of publication approval. Theright is reserved to make changes at any time without notice.

BASIC SPECIFICATIONS

The product designation system used for all Hydra-matictransaxles and transmissions consists of a series of numbersand letters that correspond with the special features incorpo-rated in that product line. The first character is a number thatdesignates the number of forward gear ranges available in thatunit. For example: 4 = four forward gear ranges.

The second character is a letter that designates how the unit ismounted in the vehicle. When the letter “T” is used, itdesignates that the unit is transversely mounted and is usedprimarily for front wheel drive vehicles. The letter “L”designates that it is longitudinally mounted in the vehicle andit is used primarily for rear wheel drive vehicles. The letter“M” designates that the unit is a manual transaxle or transmis-sion but not specific to a front or rear wheel drive vehicleapplication.

HYDRA-MATIC 4L30-E

HYDRA-MATIC 4 L 30 E

Number of Type: Series: Major Features:

Speeds: T - Transverse Based on E - Electronic Controls

3 L - Longitudinal Relative A - All Wheel Drive

4 M - Manual Torque HD - Heavy Duty

5 Capacity

V (CVT)

HYDRA-MATIC PRODUCT DESIGNATION SYSTEM

The third and fourth characters consists of a set of numbers,(i.e. “30”), that designate the transaxle or transmission “Se-ries” number. This number signifies the relative torquecapacity of the unit.

The fifth character designates the major features incorporatedinto this unit. For example, the letter “E” designates that theunit has electronic controls.

By using this method of classification, the HYDRA-MATIC4L30-E is a 4-speed, longitudinally mounted, 30 series unit.

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4L30E Technicians Guide

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