CONTENTS rae CRE TOU ee TEU Seas ge ee Cea a Cems cemea ty e MAJOR MECHANICAL COMPONENTS (FOLDOUT) ... CY ea taata aa ae Te ed APPLY COMPONENTS: PLANETARY GEAR SETS. OU c LLM se Loe Pia eee oe ork ae COMPLETE HYDRAULIC CIRCUITS ... Pee eee EU ems Cee MICA eRe oy Baan ele TS CL COS eater 0) Se Cen USSPREFACE The Hydra-matic 41.30-E Technician’s Guide is primarily intended for automotive technicians that have some familiarization with an automati transaxle or transmission, Other persons using this book may find this publication somewhat technically complex if additional instruction is not provided. Since the intent of this book is to explain the fundamental me- chanical, hydraulic and electrical operating principles, some of the termi- nology used is specific to the transmission industry. Therefore, words commonly associated with a specific transaxle or transmission function have been defined as needed throughout this publication. ‘The Hydra-matic 4L30-E Technician’s Guide is intended to assist techni- cians during the service, diagnosis and repair of this transmi ever, this hank ig not intended to he a snhstitte for athar service that are normally used on the job. Since there is a wide range of repair procedures and technical specifications specific to certain vehicles and tranamission models, the proper scrvice publication must be referred to when servicing the Iydra-matic 4L30-E transmission. © COPYRIGHT 1992 POWERTRAIN DIVISION General Motors Corporation ALL RIGHTS RESERVED All information contained in this hook is based on the latest data available at the time of publication approval. The right is reserved to make product or publication changes, at any time, without notice. No part of any Powertrain publication may be reproduced, stored in any retrieval system or transmitted in any form or by any means, including but not limited to cleetronie, mechanical, photocopying, re- cording or otherwise, without the prior written permission of Powertrain Division of General Motors Corp. This includes all teat, illustations, tables and charts.INTRODUCTION The Hydra-matic 4L30-E Technician’s Guide is an- other Hydra-matic publication from the Technician’s Guide Series. These publications provide in-depth technical information that is useful when learning or teaching the fundamental operations of a transaxle or transmission. This book is designed to graphically illustrate and explain the function of the mechanical, hydraulic, and electrical systems that make up the Hydra-matie 4L30-E transmission. The information contained in this book was developed to be useful for both the inexperienced and experienced technician. The inexperienced technician will find the explana- tions of the basic operating chatactetistics of this tansmission as valuable when learning the function of each component used in this transmission. The experienced technician will find that this book is a valuable reference source when diagnosing a prob- Jem with the vehicle, In the first section of this book entitled “Principles of Operation”, exacting explanations of the major com- ponents and their functions are presented. In every situation possible, text describes component opera tion during the apply and release cycle as well as situations where it has no effect at all. The deseri live text Is then supported by numerous graphic illus- trations which further emphasize the operational theo- Ties presented, The second maior section entitled “Power Flow”. blends the information presented in the “Principles af Operation” section into the camplete transmission assembly. The transfer of torque from the engine through the transmission is graphically displayed on a full page while a narrative description is provided ‘on a facing half page. The opposite side of the half page contains the namative description of the hydra ic fluid as it applies components or shifts valves in the system. Facing this partial page is a hydraulic schematic that shows the position of valves checkhalls, ete., as they function in a specific gear range, The third major section of this book displays the “Complete [ydraulic Cireuit” for specific gear ranges Foldout pages containing fluid flow schematics and, two dimensional Illustrations of major components graphically display hydraulic circuits. This informa- tion is extremely useful when tracing fluid circuits for learning or diagnosis purposes. The “Appendix” section of this book provides ad tional transmission information regarding lubrication circuits, seal lo: Although this information is available in current model year Service Manuals, its inch for a quick reference guide that is useful to the tech~ nician. Production of the Hydra-matic 4L30-E Technician’s Guide was made possible through the combined et- forts of many staff areas within the General Motors Powertrain Division, As a result. the Hydra-matic 4L30-E Technician’s Guide was written to provide the user with the most current, concise and usable information available with regards to this product,HOW TO USE THIS BOOK First time users of this book may find the page layout a little unusual or perhaps confusing. However, with a minimal amount of exposure to this format its usefulness becomes more obvious. If you are unfamiliar with this publication, the following guidelines are helpful in understanding the functional, intent for the various page layants + Read the following section, “Understanding the Graphies” to know how the graphic illustrations are used, particularly as they relate to the mechanical power flow and hydraulic controls (see Understanding the Graphics page 6). + Unfold the cutaway illustration of the Hydra-matic 4L.30-E (page 8) and refer to it as you progress through each major section. This cutaway provides a quick reference of component location inside the transmission assembly and their relationship to other components, + The Principles of Operation scetion (beginning on page 9A) presents information regarding the wrajor apply components and hydraulic control components used in this transmission. This section describes “how” specitic components work and interfaces with the sections that follow. + The Power Flow section (beginning on page 41) presents the mechanical and hydranlic. fimetions corresponding to specific gear ranges. This section builds on the information presented in the Principles of Operation section by showing specific fluid circuits that enable the mechanical components to operate. The mechanical power flow is graphically displayed on a full size page and followed by a half page of descriptive text. ‘The opposite side of the half page contains the narrative description af the hydraulic Aid as it applies components or moves valves in the system. Facing this partial page ic a hydraulic schematic which shows the position of valves, checkballs, ctc., as they function in a specific gear range. Also, located at the bottom of each half page is a reference to the Complete Hydraulic Circuit section that follows. The Complete Hydraulic Circuits section (beginning on page 67) details the entire hydraulic system. This is accomplished hy using a foldont circuit schematic with a facing page two dimensional foldout drawing of each component. The cireuit achematics and component drawings display only the fluid passages for that specific operating range Finally, the Appendix section contains a schematic of the lubrication flow through the transmission, disassembled view parts lists and transmission specifications. This information has been included to provide the user with convenient reference information published in the appropriate vehicle Service Manuals. Since component parts lists and specifications may change over time, thie information should be verified with Service Manual information.LARGE CUTAWAY VIEW ‘RANGE REFERENCE CHART OF TRANSMISSION. (FOLDOUT) PAGE NUMBER HALE PAGE TEXT FoR Easy. FOR REFERENCE TO REFERENCE TO BOTH PAGES FLUID FLOW SCHEMATIC FLUID FLOW SCHEMATIC - FLUID FLOW THROUGH (FOLDOUT) ‘COMPONENTS FOLDOUT) courier tustRareD WALFPAGE TEXT AND LEGenNo—— cei Figure 1UNDERSTANDING THE GRAPHICS MAIN man SERVO nsTON aunvien SSARKETS \ conventen an, ASUS oxrue one / . wean ASEM Hh / Plate 10) | C a \ | Oye Lehto Lp ee Pe) vonseen OHI celing Tansten i ) NED BRS on, PATE, \ Te (06-88) accumutaron, // b pe ‘assemety > SERVO STON SEY a OG ‘cover S oF es sain case 3 VANE BBY a asm Ges oan Gane torour CONVERTER on ‘ASSEMBLY o ‘ADAPTER CASE " VALVE BODY "ASSEMBLY, 7 anapter case / BOTTOM PAN mamcase ~~ en sorrom pan 7 Figure 2 ‘The flow of transmission fluid starts in the bottom + A graphic schematic representation that displays an and is drawn through the filter, main case valve _valves, checkballs, orifices and so forth, required ody, main case, adapter case and into oil pump —_for the proper function of transmission in'a specific assembly. This is a general route for fluid to flow gear range. In the schematic drawings, fluid that is more easily understood hy reviewing the il- circuits. are represented hy straight lines. and lustrations provided in Figure 2. However, fluid may orifices are represented by indentations in a circuit, pass between these and other components many times _ll circuits are labeled and color coded to provide before reaching a valve or applying clutch. Forthis _ reference points between the schematic drawing reason, the graphics are designed to show the exact and the two dimensional line drawing of the location where fluid passes Urough a component components, and into other passages for specific gear range op- eration. + Figure 4 (page 7A) provides an illustration of a ‘ypial valve, bushing and valve tran components ‘To provide a better understanding of fluid flow in the brief description of valve operation is also Hydra-matie 41.30-E transmission, the components _ provided to support the illustration. involved with hydraulic control and fluid flow are illustrated in three major formats, Figure 3 provides + Figure S (page 7A) pravides a color coved chart an example of these formats which are: that references different fluid pressures used to operate the hydraulic control systems. A brief + A three dimensional line drawing of the description of how fluid pressures affect valve component for easier part identification. operation is also provided, +A nwo dimensional line drawing of the component to indicate fluid passages and orifices.UNDERSTANDING THE GRAPHICS OIL PUMP ASSEMBLY (10) ‘CONVERTER HOUSING SIDE ADAPTER CASE SIDE THREE DIMENSIONAL, TWO DIMENSIONAL GRAPHIC SCHEMATIC REPRESENTATION ‘ADAPTER CASE VALVE BODY ASSEMBLY (71) ADAPTER CASE SIOC THREE DIMENSIONAL, TWO DIMENSIONAL GRAPHIC SCHEMATIC REPRESENTATION MAIN CASE VALVE BODY ASSEMBLY (#4) THEE DIMENSIONAL ‘Two pimenisionat (ebabHIC SCHEMATIC BEDDESENTATION GASKET “LATE” GASKET MANGASCVAWE DooY side ungesriereD (88) en (68) *\ spacer pate: os GASKET- QO > L onic iw vianeees are" | ES) SS — Figure 9 Fo.vour > 7senay soy o7ass ‘Saroue anaiciead na OLN TS dae 3-0€1p DILVW-VWeCAH —GENERAL DESCRIPTION The Hydra-matic 4L.30-E is a fully automatic, four speed, front wheel drive transmission. It consists pri- marily ofa four-element torque converter, two planetary gear Sets, various clutches, an ail pump, and a control valve body. The four-element torque converter contains a pump, a turbine, a pressure plate splined to the turbine, and a stator assembly, The torque converter acts as a fluid coupling to smoothly transmit power trom the engine to the transmission. It also hydraulically provides addi- tonal torque multiplication when required, The pressure plate, when applied, provides a mechanical “direct Grive” coupling of the engine to the transmission, The two planetary gear sets provide the four forward gear ratios and reverse Changing of the gear ratios is fully automatic and is accomplished through the use of various electronic powertrain sensors that provide in- put signals ta the Transmission Control Module (TCM). ‘The TCM interprets these signals to send current to the various solenoids inside the transmission By using electronics. the TCM controls shift points, shift feel and torque converter clutch apply and re- lease, to provide proper gear ranges for maximum fuel economy and vehicle performance. Five multiple-disc clutches, one roller clutch, a spray, ‘clutch, and a brake band provide the friction elements required to obtaain the various ratios with planetary gear sets. A hydraulic system (the control valve body), pressur- ized by a gear type pimp provides the working pressnre needed to operate the friction elements and automatic controls, Several electronic solenoids and sensors in the power train work in conjunction with the vehicle's Transmission Control Module (TCM), to control vai ous shift points, shift feel and converter clutch apply and release. — EXPLANATION OF GEAR RANGES Figure @ The transmission can be operated in any one of the seven different positions shown on the shift quadrant (Figure 8), P—Park pusitivn enables the engine tu be staited while preventing the vehicle from rolling either forward or backward. Fur safety reasons, the veliicle’s parking brake should be used in addition (o the transmission “Park” position, Since the output shaft is mechanically Tucked (u the vase thivugh the parking pawl aud path ing lock wheel, Park position should not be selected Until the vehiclé has come to a complete stop. R—Reverse enables the vehicle to be operated in a rearward direction. N—Ncutral position enables the engine to start and operate without driving the vehicle. If necessary, this position should be scleeted to restart the engine while the vehicle is moving. D - Drive range should be used for all normal driving conditions for maximum efficiency and fuel economy. Drive range allows the transmission to operate in each of the four forward gear ratios, When operating in the Drive range, shifting to a lower or higher gear ratio is accomplished by depressing the accelerator or by manu- ally selecting a lower gear with the shutt selector. It ig not recommended that the transmission be oper= ated in Drive range when pulling heavy loads or dri ing on extremely hilly terrain. Typically these conditions put an extra load on the engine, therefore the transmis- sion should be driven in a lower manual gear selection for maximum efficiency 3 — Manual Third should be used when driving condi- tons dictate that 1t 1s desirable to use only three gear ratios. These conditions include towing a trailer or driv- ing on hilly terrain as described above. Automatic shift- ng 1s the same as In Drive range for Mist, second and. third gears except the transmission will not shift into rourth gear. 2—Manual Second adds more performance for con- gested traffic or hilly terrain. It has the same starting ratio (first gear) as Manual Third but the transmission ig prevented from shifting above second gear Manual Second can be selected at any vehicle speed therefore, itis commonly used for acceleration or engine braking, as required 1—Manual First can also be selected at any vehicle speed, however if the transmission is in third or fourth, gear it will immediately shift into second gear. When the vehicle speed slows to below approximately 60 knvh (37 mph) the transmission will then shift into first gear. This is particularly beneficial for maintain- ing maximum engine braking when descending steep grades. FoInauT > 9— Oza din owdas ‘SININOdN09 TWOINWHOSIN YOFWINovo paw] a jana] [ama a [no] a0 L ww fora] onan JUVH9 3ON3NIIaY IONVY QN3931 40109 aN3931 Yo10912 TORQUE CONVERTER TURBINE SPACER ®) PRESSURE PLAT o CONVERTER HOUSING or TORQUE CONVERTER: ‘The orgie constr (1) the primary component for 4s the lexplte) so hit wl oe engine spe The mor futons ofthe tongue comers ae + 10 provide a Mid coupling for a. smooth omtesion of org fom the engine to he m= ‘Shama components the trasnsicn, + 10 mumply tome som me engine wach tcnsbler the vshisle to. achieve. addtional +10 mockanieally operate the teansmision ci rump (through the constr huh. + toprovidea mechanical link. o diet dive from the engine to the trinsmisoa throegh the se of the forgue converter euch (ICC), ot presse pec The torque comener assembly consis of the flloing five main subassemblies: + a contr housing cover assembly pump ascinbly (0. +s contonse pump assembly (D) whic the deine member +s tubinn acemhly (which the ven or ouout membet sate asembly (which isthe ‘easton member local Between the ‘converter pump an turbine asses pressure plate asembly (C) spine rometuine assembly to provide a CONVERTER PUMP ASSEMBLY AND TURBINE ASSEMBLY When the engin is runing the converter pamp as sembly ets a8 comafgal pump by picking up fk ‘las (4 igure 12). The free of th fi th his th turbine bids and canes the arbine to ate. The turbine shaft (306) 1s spline othe soaverter turbine fl cnester pump incense in RPM, 0 dows the ‘res ple release, urine speed does nt eal ‘gine speed dus 40 the small amount of sp that ‘occurs in lid coupling, PRESSURE SPRING i} \ ~ panier ASSEMBLY ©) { c TURBINE a Hogue, ‘CONVERTER ‘ASSEMBLY — RELEASE FLUID THRUST BEARING ASSEMBLY ‘s) THRUST BEARING ASSEMBLY ‘G \ STATOR CONVERTE an o ‘SHAFT TURBINE SHAFT (606) R PUMP RELEASED RELEASE FLUID Figure 14TORQUE CONVERTER PRESSURE PLATE, DAMPER AND CONVERTER HOUSING ASSEMBLIES The presse plate spina to he tre hand apples (gages) vat he ‘ave vanes poise the cn he tue When the pees plataareambly Se apied, the cll move of ceppege that occurs trough 4 Mui coupling is eliminated, thorey providing a mote sflcent translr of engine torque tothe triasmission and dave see. tastom ba ofthe euaway view of the tongue convert in Figur shows the presure pate in the appty poston wks the Top nat shows the TeAs88 poston Retr Ty stand 55 for «) ‘ASSEMBLY 0 a staror, ASSEMBLY to reduce torsional shock during the apply ofthe pressure plate tothe com sett sone aping kok damp sel (D) i wt. The damp as attached to the pressure plate assembly. When the pressure plate applies, th Prvoting mechanism lows the presse plate to rae independently of th ttamper assembly upto approximataly 45 degsss The cushioning ett ofthe ‘umper assem sping ain romeang converter ute App Tet so ‘gular tongue pues fom the engine or red ease, ASSEMBLY o Figure 12 SIAIOR STATOR HELD FLUID FLOW REDIRECTED STATOR ROTATES ‘STATOR ASSEMBLY The stator assembly (or assmbles, se page HM) is located between te pump assembly and turbine feller citch ene of one lot that pe ‘onthe itr fom ating ina eountrctockvie thretion, The function of the sate ist rect, hud etuming fom the Tubine which assists the Aharcby motipiyingtonpe the stator blades (converter mufilying tora). The rll clutch prevents the stator fom rating {inthe same diction as the Mui How, thereby testing the Mo in teasing the Hal ence primp then has more force to turn the turbine a sen and multiply engine torque, As vehicle speed increases, centrifugal force ‘anges the drtion of fluid leaving the tune Such thai isthe hack side ofthe stator blades {convener at coupling peal). When ths occurs the oator vere the roller cltch sol itr FREELY rol Fluid 6 mo Longer eoeetn aa tome i so longer multiplied Figure 13, 13This page intentionally left blankAPPLY COMPONENTS ‘The Apply Components section is designed to explain the function of the hydraulic and mechanical holding devices used in the Hydra- matic 4L30-E transmission, Some of these apply components, such as clutches and a band, are hydraulically “applied” and “released” order to. provide automatic gear range shifting, Other components, such as a roller clutch or sprag clutch, often react to a hydraulically “applied” component by mechanically “holding” or “rclcasing” another member of the transmission. This interaction between the hydraulically and mechanically applied componems is dien explained in detail and supported with a graphic illustration. In addition, this section shows the routing of fluid pressure to the individual components and their internal functions when it applies or releases. FUNCTIONAL DESCRIPTION BRIEF DESCRIPTION | The sequence in which the components in this section have been discussed coincides with their physical arrangement inside the transmission. This, order closely parallels the disassembly sequence used in the Hydra-matic 4L30-E Unit Repair Section of the appropriate Service Manual. It also correlates with the components shown on the Range Reference Charts that are used throughout the Power Flow section of this book. The correlation of information between the sections of this book helps the user more clearly understand the hydraulic and mechanical operating principles for this transmission. MATING OR RELATED. COMPONENTS, DISASSEMBLED. VIEW CUTAWAY, VIEW Figure 14 1516 APPLY COMPONENTS OVERRUN CLUTCH: ‘Tho oven slut ascmbly is located the ovcrum clutch housing ($10) ire perros overs ‘hae gases cs hua i mt ee aura the ber th plas (532) a pinot tothe rersve cage eeonly GI) {S25}. The oven ct applied as son a the engine tao at ‘go anges eave Dave Range = Pe Ge, OVERRUN CLUTCH CHECKBALL ‘APPLIED RELEASED ‘OVERRUN CLUTCH APPLY: ‘Tosapply the overran clutch, overrun eltch Mud is fo though ‘eo pp ha, nto bone sl (506 tl othe same ab uid to eter the housing Behind the cverum clutch pston (S13) ‘Oveerun clutch fd pressure seats the overrun clutch checkball ‘OVERRUN (ocaed in the housing) and moves the piston Yo compress the CLUTCH ‘waved ease spring (S14) which cusbons the cut apply. As PISTON Tid pressure ncaa the pson compress the test and fiber 13) atch pics tert tl they se Kell pint he rer luc backing plat (523). The inerease i fad pressure frees ‘OVERRUN ‘any ai in the overrun clutch tid eget to exbaust past the CLUTCH ‘hookhal of iflly seats, to prevent excess cushion during HOUSING fe late apy 10), 7 TER ‘When filly appli the soo patos (521) and fhe lates (522) RELEASE. i cam a fckat together, threhy holding the vemun euch housing ‘SPRING 1) and ovedsive carer assembly together. This fores the housing isi) ‘verarne sun gett (O19) Wie 1s spline To the ROWSE S mnt wb, and care to ott tthe seme ape ‘OVERRUN CLUTCH RELEASE: OVERRUN Torelease the overun cuch,overun clutch id exhauss from cLuTcH th hosing an back rough th tine sa andl pump buy ‘APPLY ‘mereny accessing NUE PSSU a Re oveEUR cle Sid FLUID (G13). Without fad prscura, apna force fom the waved = Tease sping (S14) env th oneein clutch pion away frome clutch pack This disengages the soo and for clutch plats from the ching plate (528) and dsconnoes the overun cut heus- ng (310) am the over camer (925) Doring the oxhanet of onsen clit fi, the over cttsh GEAR checkball unseat (sce ition). Cental ere, resin 19) fiom the overtan latch housing rating, ores residual overun ‘SNAP fufeh id to the eutside ofthe pston housing and post the RING. tusea eecktal, 1 his Hid didnot completly exis Gora X61) ‘hind he pon thas could he onowgh pra for pr i N apply. oc dap of the overrun clutch ates, ne cures’ “cute lute ‘Note: Some models use a waved plate (520) to help contol the TEELPLATE Ul rE ING PLAT ‘overran iin ap sos STEELPLATE. LINEDPLATE BACKING PLATEAPPLY COMPONENTS OVERDRIVE OVERDRIVE 516 504 505, 506 ‘608) (908) \ 18), ey, Lupe. PASSAGE ‘OVERRUN CLUTCH ‘ABPLY 1 508536 526 FLUID OveanpivE aot FR cLuITeH: ‘The ventive roller cltch assembly (516) is lead between the overdtive zn 2ND PISO. SPRING KELAINING — KING CLUTCH cLUTcH CLUTCH “SEAT” “RING” GEAR DRUM PISTON SPRING (623) (628) (630) AsseMeLY (622) (ett) 629 Figure 19APPLY COMPONENTS sao eturen DRUM ASSEMBLY 34) 3RD CLUTCH APPLY: “To apply the Sed chtch, 3 clutch Mid is fd hough the ‘cent suppot (604) nio the intermediate shaft which ts onnecte fo he 3 cle drum, and othe nner hu of the Be clutch drm Feed holes inthe inch allow fad tron hed biel the ol each pcan 688) ed ‘uth Hail press seats the Se latch chelated in the drum) and moves the piston to compress the piston Spring assembly (611) winch cushions the cuch Phy. AS {hn psu nrc, he pston cones the sel nd for chtch patos togatbor va thy so held gaia the sme rice aonb (647). The spa race astembly Spline tothe St lush drum and hell in place by the Shrag retainer ring (648). The sprag rae functions as a teng piste for tae cfch pack The ietease In 10 poste foros ay ci in the 3d catch fd cir to {Mint pt thet htc checl fet lly sale, Topeevent excess cushion daring the lth appl. Also scludad inthe Sn clutch assembly 1 tet sprang Sasi plate (641 ha i lo Wo de si sels (GID), belpe cushion the 3ed clutch apply. Whew ally Plo tho Stoo lutch plates (642), fiber elutch pats (643) nd sping plat (641) are locked together, thereby Boling the 3 cltc drum abd tpt sn gear assembly (646) ogee. This frees the Se luck SRD CLUTCH RELEASE: To lease the 3 ltc, 34d clutch Hid exhasts nom he Si huh drum (634) and tek tro0gh he imermotiate shaft and center support (604) they verating Maid provsue a the Ted sath piston (638) Without Mud pressure, sping fore from the piston sping assembly (611) and sping plate (641) moves the Se clutch piston avay fom th clutch pack. This diengapes the steel Pes, oer pte and spemng plate om the sprag race sembly (647) and disccnnests the Sed cltch drums fom During the exhaust of Sot clutch Mid, the Sd elutch ‘cheekall unseat (se allusion). Cental fore, re Sl clutch fad Yo the oats ofthe pat hong and past ‘tho unssatechockhal. IF his uid id ot compltay ex. aust from behind the pision thar could be enough pres: sure for pana apply, or dag, ofthe ed lurch plates. anp cLuTeH: ‘The 3d clutch assembly is locate inthe 3 clutch drum (634 inside the ‘aig transmission ease (31). Th extemal teh onthe sta! lich plates {G2 are splined tothe Se clutch drum wh the intemal tat on the ide ‘tc plates (643) are splined to the np sun gear assy (00). The Sn chteh sapped when the transmission iim Drive Range Third and avah gore Th Se cts alan apgtio in Binet gr whom ho rane sion is operating in Manust Socond and Manual First to provide engine ‘compression braking. LURE aRD CLUTCH CHECKBALL SPRAG RACE ASSEMBLY ean SPRAG RACE RETAINING RING (oa) cal sat AINNER) (OUTER) (ws) 63) ricton CLUTCH SPRING SPRING (633) LUBE. PASSAGE 30. ccuto DRUM ‘ASSEMBLY (634) seu sxu— sev sku RE LAlING CLUTCH CLUTCH CLUTCH CLUTCH "RING PISTON SPRING STEEL LINED. (40), (638) CUSHION PLATE PLATE PLATE) (042) (083) en) Figure 20 a22 APPLY COMPONENTS (OUTER RACE) ‘SPRAG RACE ASSEMBLY en (OULER RACE) ‘SPRAC. RACE ‘ASSEMBLY oan, CAGE ‘ASSEMBLY (20) sppac cLuTcH, ‘The sorag clutch assembly ( (680) oct between te input sun ear assembly (646) and sprag race INPUT assembly (647). Th input sun gear asombly futons 38 tho inner sprag ce and is spline tothe peace Short pions inthe Ravigneaux planetary eamer (653. The speag race assembly unetions a the can ‘ater sprag rice and is splined tothe Sr lurch dram (634. The sprig cuch sa type of oneway “ ‘hitch that proven the Bel cttch dram from evan clolonse faster tha he put ua oat prac cuuront HOLDING/DRIVING (INNER RACE) INPUT Sun EAR (646) ‘SPRAG CLUTCH ‘SvERRUNNING annicr nace) INPUT SUN GEAR (ae) 'SPRAG CLUTCH HOLDING: In Pak, Reverse, Neutral and Fist gears power flow dives the 3d clutch dum clockwise sch that the sprig ute ace pies he spe toward ther fong diagonals. The fengih ofthe sprag’s long diagonal {Gian A) i pater then Ue tse Unter teier xe rove Thiceare the sprigs to ook feewon the inne and tors, thereby allowing the 3d clutch drum to dive the input sun sear asson- bj. The sam gear then transfers tho powor flow tothe Ravighesix cater and output shal. zat in Manual Fist and Manual Second. However. in these gear ranges the 3nl utc s applied ani connets the 3 luc drum and input zac asembly. inthis situation the spag clutch ass the 3 elt ‘ving the Ynput sun gant Th Toeks the spa cltc at all times, hcg both aesloraion and deosstation to prov Note: Refer tothe Power Flow section fora complete desrition of [power flow and operation of the spa elite daring ech gear rage ‘SPRAG CLUTCH RELEASED: ‘hr sprig etch ralaeoe whom the eprae pol tea tho cht iggoals. The lng ofthe sho diagonal (distance B sles than the distance between the inet and outer sprig raves. This ation oveurs ‘when power tow dices the input sun gear eoekwise laste ha ths St uth deny herby allowing eit sun gen aa inne ace (46) to ‘serum the apg cltch, During acceleration the speag cht i only ‘vertu when the tansmisio sn Second wea, Coast Conditions: Ine speag elle i also overun dung coast onations, or decelers tion a Revere, Deve Range ~ Firat Goat and Manual Tied ~ Piet Gone This when posce fn whirl on ios the ap sm gon clockwise faster than engine torque devs the 3 clutch drum (with the Sri eluch released), In this situation, the spa ct inner race 0 the put sun gear assombly overruns the sags, there allowing the ve Incte was ety. Lupe pasgace RETAINING ieur RING SUN GEAR (649) ASSEMBLY (49) Figure 21APPLY COMPONENTS ‘SERVO ASSCMDLY AND DRAKE DAND. The servo arembly, Inst inthe hotom rear ofthe main tranmssion cate (36, fanctione to apply the Iwas hand (668) and ac asa accumulator fo eashion he Set cath als The bake ai arp when the tasmission isin Fist and Sond gears The brake band is held stationary nthe main eae and Wraps sound the reaction sun deum (683). Whea compreso by the serv assembly the ban bok the reaction frum and Teaton sun gear (8) staonary tthe am 336. BRAKE RAND APPLY: To apaly the servo assemblv an rake band, servo soo Mid sf between the servo caver (91) and servo pasion (97) Servo apply Maid presi Frees the piston lo eompress bath the servo eshin (9) ad ser return (108 springs This ation mows the servo apy et (102) toward the hand. The apply el compresses the rake bt aroun he reaction smd stat he drm and reason sm goa tatioay othe conta the apply fel of the bak and BRAKE BAND RELEASE: The servo assembly and bake band ar eld in he rlease postion bythe spring Forces ia Park, Neu and eves wen ou¥0 apply fk! pessine exaust In Til a Pout ges they aves in the eee the main cas and servo piston This uid pressure asses the sping ores to moe he savo piston and apy fod against servo apply Mui presse and away from the brake band. Therefore, the brake band releases and the eacton drum and eaction sun gear ae allowed to rtate Hel 3RD CLUTCH ACCUMULATION: fais the In latch uid iret o apply the ed catch, Therefor, a servo release Haid presse moves the va piston aganet servo apply fil presse, some ofthe tal fad press hat apples the Sed clutch is shoot. Ths helps cushion the Sed clutch apply. Refer to page 32A ‘or a more dela desenption of scum fonction. BRAKE BAND =a) “ANCHOR PINS MAIN ADJUS! Case ‘SLEEVE e-em SL, CUSHION “SEAT _tt08) areuy SpRING ROD (9) PISTON en RETURN SSPRIN servo rt cover en ins seavoseRvo MAIN CASE ‘SERVO PISTON Sent Senew —evon BOTTOM PAN op ‘ASSEMBLY (98)/ NUT SCREW 6 ‘puto 93) 5) Figure 22 2324 PLANETARY GEAR SETS PLANETARY GEAR SETS Planetary scar sts are used in the Hyda-matic 4L30-E transmission asthe primary method of many the tus, a bwising fore, of the engine ‘own as reduction. planetary gear set is also us to reverse the direction fr inpu org, neti 4-4 oupting for aost av, ana provide a veearNe sar mto Planetary gears are so named because of their physical arrangement. All Planetary gear sos contain at least hse main components + cane assembly with planet pinion gears tha rtte around the sum gear so, +a inera ring ger tha encompasses teenie gars ‘hie arrangement provides both srengh and efficiency and also exealy planetary gears is that gear clash (a common occurrence in manual Tramvmissons) i climinse bocuse the gst tout are always in mesh, ‘te Hyuremae 4.904 transmission consists of two planetary gear Sls, tne overdrive and Ravigneaux gear acs. The graphics in Figure 23 show bah of ‘ce gor ete an thoirxpotivo comgestnt Big 24 graphically plone how the plnctary gear sts are usad in combination to achieve each ofthe transmissions five differnt ger ai, Ravigneaux Planetary Gear Sec: The Ravignsousplantay gees unique i tht stress a combination nf tan get ene Te grat sot ranie nf tn ete nf ion pare (ome an short) in one planetary case (653), tWo sum gears» inpat (646) and ation (658) amd one intemal ing gear (60). The shor pinion gears aren constant ‘mesh sth both the pt sun gest and the Tong paion gear. The long peso fess te abo cnn i othe Scat wear (68D) Abu, ce ‘utp shal connote to the Ravignoutx planlay arace assembly (683), Torque: ‘When engine frau is transfered throuoh a ecar st the output toaue fom the sear sel ean ether increas, decrease or emai the same. The utp Longue achieve depen on (2) which mombor ofthe goarast provi tho inp toga the oar st (0) which mombor of ho Borst any) 8 ld sao. ani, {G) which member ofthe gear sot provides the ouput toque (inst Second and Ravers gears) [opt ore ses tha pt torque then ‘the gear se is operating in ovedeve (Fourth gear. When op torave eats input tongue the gent et is opeaing in ditet deve (Thied get) an all gar st ‘components are feating at the same spe Torque vo. Gpeed Ope trnsmssnn sperting condition dist flected by ipa and sp torque hugh the pear sets ste elaioship of touque with cul spec. As ‘he transmission his fom First o Second to Thiel to Fourth gex, the overall ‘uipattorgue the whossdaceases as the spoed he weil ineteses (ith om pap ng nd ons Hi pl eng ‘he whic oma stands. Hower once the vehicle is moving and the speed ‘ofthe vehicle ncteases, Thnl and Fourth gears, less orp ore equred 0 sian hat poo. REDUCTION Increasing the ouput forue is known as operating in reduction because there iva dosreaso i the spool ofthe oujpa member proportional fo the merase in ‘tpt tongue, Therefore, with a coastal pul spood, the output torque incfesc non the tanomision le a cra ge Sti, aoperes CARRIER, ee asset B a 7 ° s ae ca ra venga Neat — eo ji Sottero REACTION (690) | Singenr . a eyeronve aug oy GN a _— wwrur oust Si wou eee oma ASSENELY ‘ets r ia f sa ae hes ; eee ‘wu c= sh San - (6t8) ans ae es noe 0) Figure 23PLANETARY GEAR SETS Reduction oocur in Firs Second and Reverse soars hroush the Raviansux scar sc. Inch of these gam, power flow through the overdrive planclary gest elisa Ll dict dive gear rato. The ovendnve camer assembly provides the {apa tongue to ie overve gs se. Tae overanve stn gear (S19) splines to the inner hb ofthe ovemun latch housing (S10), Both of thors components ars ‘ald tothe ovendnve eator assembly (825) bythe oven uch and ovetdavs roller latch, With the sm ger and cate ating he same spe, the pinion sears do not rotate on tae pins ut at a wedges to dive th verde nara 2a (328), Thtoor, the entire overdave platy gar St rasa the same Speer Ll gett st the Raven ge 1 Fist gear, tongue ing tothe Ravigneaux gor so is provide y the ipa sn gea (645) a clockwise direction, The input sin gene dives the sort then dive the long pin gears in the Ravignennecarior im nclocwae diction. The brake band i aplicd in First and Second gears and holds the ‘ection sun gear (688) and reaction sn dum (689) stationary. The long pinion {gears walk lockse around he satonary reaction sun gear This atom dees {he Ravigncan ance jt lal soc a a sellin os ta 1m Second ges, the torgue tut tothe Kavigneabx ge sels povided bythe ne pou (030) in a senhnnedieons Tsing ge dive the hog pion {ae clockwise. The long pion gars wall around the tatonary action ‘ear (OSK) which esl el by the band This action drives the Ravianat faee and output shaft asembly in a redueton gear rato of approximately TR DIRECT DRIVE Dirt dv ina plantar ger sts obtained when any members of th gar Set ratte in the same diction athe same speed This forces the hil mesh of the gear ett wee athe same spew. Therefore, et dnve the utp sped we au a te gt ped oe te corer tb ‘Out spe wl eu engine see when he org convener seh appa (coe Tore Convener =a 12), Direct deve occurs in Thi ger when nou torave othe Revianeaux ese set 's proved by both the inet sun gear (646) and rng gear (630). This wedges the shor and long pinion gears together, preveating them from rating o he pis, an eausce emo tate wih te pu sin ger ana rng ge a he same pce Thorlo, the Ravignenx care and out shal accmbly (683) are abo diven tthe same spood fora :1 diet drive goar le. This combines ‘nth the rl geur ratio thigh the overve peu et foe a drt dre Il gear ‘aio through the etre transmission, ovrrneive Operating the transmission in Ovendeive allows the output speed of the transmission tobe greater has the input spoed fom the engine, This meds of ‘operation alows the velice to mala a give oad spec wah dco cogine| Spool fin insacinal Ae vom. Oven is achieved through the overdrive gear stand only occurs in Dave ‘ange = Fourth Geat. he th lute holds toe elute housing (910) and swentnve sun gear (519) sainary tothe min trannmsson cae. Therefore ‘she ape toane ios the aoeteve cen louie, the omer ari pinion sears walk clockwise around th atonar sun ese. These inion sears then dive the ovensve sternal gear (528) clockwise in an vende ear rio of approximately 73:1, Power low from the aversive iateral gear to the ‘ouput seas Waal wo Tad gear wrest ve 11 BeAr ral, ery pring an oval ensmninion gar aio of approximately 7:1 REVERSE Tne Ravigneaux panoary goa et eerss me aircon of power slow retin ‘whoa the reve sts i aplad In Rovers np orgs to the Ravina {aro ic rw hy tha it em gar (in lakes deetions ths fing gear (630) is hol stationary: The input sun gear drives the shot inion gears counetlockss, With the sng gear held, the long pinion gears travel ounfercoekise around the ng gear as they are ven clocks on the ans shaft in a comterclockewse (over) divetion ia 4 ruction pourri of ‘coronal 200: OVERDRIVE PLANETARY GARSET (oiwect Deve) ‘OVERORIVE PLANETARY GEARSET ToveRDave) (REDUCTION) (REDUCTION, (REDUCTION, (OIRECT ORIVE) Figure 24This page intentionally left blankHYDRAULIC CONTROL COMPONENTS BUI 1OM PAN, ay OL PUMP ASSEMBLY ‘Tie ei pum sveattysensins a pst plaecment intent sae a ln ei pp ly (0), Thi type pm comms of ve gar (21) hat has ser th constant ‘nes vith he eth on ones ofthe pum vet gee 302). Als, the th un tina dave ees a eyed de toga vomre mph Theor, honest the engine fe sanking ov rng the fonvertr pume i des te pump ire eat at esi soa. The Seashore the den gear engine soak (On the opposite sie of the mth point hetwccn the drive and driven ‘Bers the pump gears are separate hy the enescent section of the pum Fy (209), As the gears rotate wae the crescent, the volume hetween the gear tush increases and fluid volun is postive displaced, thereby ‘feaing a vacuum at the pump Intake por. This vacuum allows me ihr atmoephorie pressure acting on tho Fuld inthe main ease bottoms pan (74) to foree uid dough the filer assembly (79) and into the Suction side ofthe oil pup. FILTER (9) HYDRAULIC CONTROL COMPONENTS. ‘The previous sections of this book deserted the operation of the major iwchical capone sal in dhe Hyretc SLE. This st frovidaeadateiled davoription of the individual componente wo Fiydraulic system. These hvdraulie contol components apply andr Tease the various clues, band and accumulators that provide Tor the sllomate shifting of the Wansmnision Through the rotation ofthe geared omy the Maid pact the «resent tothe pressure side of the ol pump. Past the eescent the seat teeth besin to mesh auain and the volume between the geae teeth de sreaes, Decreasing this volume presses and forces th uk Utough the pomp eet end nt the ine Maid iret This Mid in diectod to the prestune regulator valve awhore the fuidpresome is reputed to maintain the required supply and pressure forthe various hydraulic reuis and appy components throughout the trasmision ‘As ongine speed (RPM) incrosov, the volume of id buing suppiod by the oil pump also increases because of the faster rotation of the pump gears Ata specified calibrated pressure (which vanes with rans Inission model) the pressure regulator valve allows exeess Hud 10 to {0 tle section side of the pup ors (oce pesoure regulative vn rage 28) The noel is contol af the pm dlivry rate of id Yo the hydraulic system Figure 25 2728 HYDRAULIC CONTROL COMPONENTS PRESSURE REGULATION To prevsmize poup ouput ier wooly wv Ue a .coithn im i Tne promurefhid Get. The main retsicting component that contol Hine bresure isthe pressure regulator valve (208) which is loeated inthe el Pump assembly (209) Cine fluid from the pump is directed to the Inde ofthe pressure repulstor valve and i also orifice toon the valve, Th larger surface ava atthe end ofthe valve allows the foros From lie presoefor maw the valk apni! thle signal id pros EXAMPLE A: MINIMUM LINE PRESSURE (1 AAs the pump. continally supplice uid and line pressure egulstor valve moves agains the for valve spring (207) and throttle signal flail presse, This opens the Tine presore cic a te middle of fhe valve te eater the “converte Mud circu. Line pressure continues to inersase until the pressure re the suction Hid eit. Fxces line pressure atthe mile ofthe valve then fos the suction fh cicut and Thows back to the oil pump, ‘When this occurs, pump ouput capacity is roguatt ito minim Tie PUMP. ‘ASSEMBLY SLCTION MoToR SOLENOID (404) EXAMPLE "A": MINIMUM EXAMPLE B: MAXIMUM LINE PRESSURE (maximum throttle) The pressure regulator valve vnsaly regula puny vel: the line prosuresequied to operate the ttinendnion propel. At higher throtle positions stealer line pressure is requited to hold the clutches fant the brake hand. Therefore, the Transmission Contol Module (TCM) Snails the varable force motor 104) to increase tote sighal id primi (ce page 40 fora complete dcteription of force ole opeet= Finn) Thole signal id press aesiste sping fer ant murs the boost valve (205) agsint the pressure regulator valve. AC maximum thon el refines res ele re Severin Bid cute Without « uid circuit fo dict line prosure Jno at the pressure regulator vale, lin pre ‘operating conditions, Tine ‘unum and mau poms, pressure is regulated finn in Reverse Line pressure is boosted jn a similar manner during Reverse (R) gear ‘operation, When Reverse js selected reverse uid Towle betwen the ‘ho Tands onthe boost valve (208) Because the valve land on the side moves the boost valve against the pressure regulator valve. This assist Spring force and throte signal id pressure, thereby increasing line Pum ASSEMBLY oni os Casco THROTTLE SIGNAL! MOTOR SOLENOID FEED LIMIT EXAMPLE "B": MAXIMUM Figure 20HYDRAULIC CONTROL COMPONENTS COMPONENTS LOCATED IN THE OIL PUMP ASSEMBLY PRESSURE REGULATOR VALVE TRAIN (203-208) Pressure Regulator Valve (208) ie rs gtr lhe lis ne prs acting io ete (9) the cluch sont valve (210) and, (b) tthe pump suetion id creat a8 part of the pressure regulation (see page 28), Pressure regulation is contoled by the pressure regulator spring (207), thre signal fluid pressure and Boost Valve (208) Acted on by thre the presse regulator vale 6 inteas ine press postion increases andthe TCM ineeates thot signal fluid pressure [ihe force movorsolenot, tne pressure neTeases. As, when Reverse (0) goar range i oslected, reverse Thi preooure oven the boost valve agains the pressure eyulator valve ntease line pressure further 1 id pressure from the free motor solenoid ‘Throttle Signal Accumulator Assembly (214-217) Thole signal Thi pressure ats on the thretle signal accumulator piston (214) in ll gear ranges. This pressure moves the piston azainst thro’ signal accumulator spring 215) free, thereby dampening any pressure regularities occurring inthe thot signal iu cit. Hos ‘on this dampening only allots ivgulae pus in tho lus eet and ot the noemal changes in trot signal ud pressure as termined by the TCM atthe force motor solenoid (404). THROTTLE SIGNAL ACCUMULATOR ‘ASSEMBLY (214-217) a THRCTTLE SIGNAL THROTTLE SIGNAL x 204 TORQUE CONVERTER CLUTCH (TCC) CONTROL VALVE (210) The comee ete contol a Zi) 8 eld m the release postion ing C11) as shown) fst chet tothe a rte clutch released. Fluid exits the con Serer the appy Tua eneuic Apply Hud lows through the converter clutch contol valve and ino the cooker ud ere TCC Apply Uo mpl to converter clutch, solenoid signal fd moves he contol Sane Zio} esi sping ce Tie Bose “comoner aa Bom awa passige Ath same tine ne pesca though te vale tn foods the apply Tid passage’ Api fd sou wo the cove iDgny ine coltohercch an i comer wt A PUMP [ASSEMBLY (10) ONVERTER I LUNE: LINE: suct 201 208 Figure 27 29vor ~ ors oN as “an a1ouav05 (su) 3x0, YOLOW32N03 awn oe aw wos TuL0aHL aoa ROOM 3AIWA 3SV< B31dVOY 3HL NI GIIVIO1IS NWA ART. 35¥ BELAVOY BH NL B1¥9O SANSNONED SLNANOdINOD TONLNOD IINWHGAHzecr 260 nigea! Teta ea * go [El 2 axnstos t 677Buuuny Sub yeaos eatewaine parrdy wang e190 —ISUIATNBuruny oubuyTVHIN aNiii ok ints Lie SENNUVIO ISI JONVY SANG+ ik ook hie ef STINT eur... iFWWI GNODAS - JONVE FARTdy Woanig teuAuDg anbioy) YIN GUM - IONVY IAGpid PSST sec) DRIVE RANGE - 4-3 DOWNSHIFT (Torque Converter Clutch ReleeNomwraosui Nouvonay nseDRIVE RANGE - 3-2 DOWNSHIFTTIRSNMOG 2-€- JONVE SARIMANUAL SECOND - SECOND GEARNomwraosui Nouvonay nse WWI GNODIS - GNODIS TANYAMANUAL FIRST - FST GEARWVa9 Isuld - LSU TWHANWN000 ae ¢ A en Nowshaixa —a8¥0. v0 (NIV (oa, 38%0 manessy wildvoy anna avn fou “an anwaanc ‘S.LNIOd NOILWOINSNT98 8Inby 6. a NATARLY SNOILV901 YaHSWM F ONIW3d ‘ONIHSNaSEAL LOCATIONSILLUSTRATED PARTS LISTon CASE AND ASSOCIATED PARTS pe ‘some 0 o . @ MiSbils ~~CASE AND ASSOCIATED PARTS CLUTCH ASSEMBLY, CONVERTER Sree SS a ee SEALING ASSEMBLY CONVERTER HOUSING Schew Lonvenven iousNUNVAN enSe flousine, converte ive Conve HOUSING WEAR PLATE. ol, puMP BooY i, 1 MOMBASA ot 1 Gagner 1 Washtenaw srurcrwe 15 WING, SNA 14 Gover tr accumuLaro eiston 16 SPRING 24 ACCUMULATOR PISTON 1 int ee actOcntog ston 12 PISTON, 34 ACCUMULATOR 12 RNG 34 ACCUMULATOR PSION 2 ONE AOE 5 conmiceron tuccrneA ADAPTER CASE B Soh conta WAHL ASSENEL” 2 SEAL“O" ANG FLLER TUBE 2 SEAL Fen TURE Br estiacion ot 22 Soni naw Puateinonrre 58 PLATE fahren ADABTESICENTER slippnt 2 Suront asst, CENTER 3 Sclew cineksuroe 53 SEAL OaINC Wan case rire, Coacte 36 CASE. MAIN 3 Beenie 3 Seat ostivo 40 SCRE SPee00 DREN GEAR ASSEMBLY 1 Gen assembly Sreebo Deven 18 Betension assewaLi ff SEAL ORMNeISPEED SknsoR if Setkonatseumty sreeo 45 ScheW sbrEDSENGOR 45 RUT GutPurSHartbave rLanoe 4 SEAL omnerbave FLANGE 8 HANG Dee 5 SEAM EXTENSION asseMaty 3 Bearing, NeeoueexteNsion 5 SPRING, PARKING PAWL LOCK ‘54 PAWL, PARKING LOK 456 ACTUATOR ASSEMBLY, PARKING LOCK 5] NUT, PARKING LOCK LEVER. 2 Linde aanUAL VALE 58 PIN. SPRING. 60 LEVER PARKING LOCK & RANGE SELECTOR St SHAFT SELECTOR 82 SEAL SELECTOR SHAFT 85 MODE SWITCH ASSEMBLY (64 SCREW'@ CONICAL WASIIER ASSEMDLY 5 SHIFLD MODE SWITCH 6 BIN, SPRING. 68) PAN, BOTTOMADAPTER CASE 69 HARNESS ASSEMBLY. ADAPTER CASE fo Sckew, valve BUY 7 VALVE BODY ASSEMBLY, ADAPTER CASE 2 GASKET, ADAPTER VALVE BODY. 13 BUATE: ADAPTER VALVE BODYITRANSFER 74 PAN, SOTTOMMAIN CAC 18 GASKET, BOTTOM PANIMAIN CASE 16 GASKET. OIL DRAIN PLUG. 77 PLUG, OL DRAIN 78 MAGNET, CHIP COLLECTOR 79 FILTER, Olt ROLLER 2 SPRING ASSEMBLY, MANUAL DETENT PLATE: POSITIVE STOP VALVE BODY ASSEMLY, MAIN CASE BALL chcck GASKET MAIN V.B/TRANSFER PLATE PLATE, MAIN VB/TRANSFER GASKENTRANSIERMAIN CASE SCREW TRANSFER PLATE ON VB. SCREW SERVO COVER COVER, SERVO PISTON RING, RETAINING SERVO PISTON CUP SERVO PISTON SCREW, SERVO PISTON PISTON, SERVO SEAL, RINGISERVO PISTON. 98 SPRING, CUSHION'SERVO PISTON ‘00 SEAT. CUSHION SPRING 101 SLEEVE, SERVO PISTON ADJUST 4309 ROD. ABEL YISERUO PISTON 103 SPRING, RETURNISERVO PISTON 308 GASKET. ADAPTER CASE/TRANSFER PLATE 08 TRANSMASSION CONTROL MODULE 108 SERVO PISTON ASSEMBLY sogeegessesegeease Figure 91 PUMP ASSEMBLY 207 203 201 GEAR, OIL PUMP DRIVE 202 GEAR. OIL PUMP DRIVEN, 203 IN, BOOST VALVE SLEEVE 204 SLEEVE, 800ST VALVE fos valve, boost 508 SFR. SPRINGIPRFSSUIRF REGU ATOR VAIVE 201 SPRING, PRESSURE REGULATOR VALVE 208 VALVE, PRESSURE REGULATOR 308 PUMP ASSEMBLY, OL ‘210 VALVE, CONVERTER CLUTCH CONTROL 211 SPRING, CONVERTER CLUTCH CONTROL VALVE 22 PLUG: CONVERTER CLUTCH CONTROL VALVE 334 PISTON, THROTTIF SIGNAL ACCUMULATOR 218 SPRING, THROTTLE SIGNAL ACCUMULATOR 216 SEAT SPRING) THROTTLE SIGNAL ACCUMULATOR 217 RING, SNADITHROTTLE SIGNAL ACCUMULATOR Figure 92 95VALVE BODY ASSEMBLIES 301, BODY, VALVE MAIN CASE 502 PIN, SPRING 308 SOLENOID ASSEMOLY, ONIOTT NC. 304 VALVE, 1-2 & $4 SHIFT 405 SPRING, 128 34 (23) SHIFT ‘300 RETAINER, VALVE S07 SOLENOID ASEEMOLY, ONDOTT NO, 308 VALVE, 2-3 SHIFT 4309 PIN, SPRING 4311 SPRING, VALVE LOW PRESSURE CONTROL, 5312 VALVE, LOW PRESSURE CONTROL, 317 318 3a BALL, CHECK. VALVE, 1-2 ACCUMULATOR CONTROL SPRING, +-2 ACCUMULATOR CONTROL (OPTIONAL) VALVE, 1-2 ACCUMULATOR WASHER. WAVED PWM SOLENOID PIN, SOLENOID PWM SOLENOID ACECMDLY, DAND CONTROL PWM SCREEN ASSEMBLY, PWM SOLENOID. PLUG, SCREEN Figure 93 405 ais 217 BALL, CHECK 401 BODY, VALVE/ADAPTER CASE Oz SCREW, SOLENOID FORGE MOTOR 403 RETAINER, FORCE MOTOR 404 SOLENOID, FORCE MOTOR 405 PLUG, 3-4 ACCUMULATOR 408 PIN, SPRING 407 VALVE, 34 ACCUMULATOR 408. SPRING, 3-4 ACCUMULATOR VALVE (OPTIONAL) 409 VALVE, $4 ACCUMULATUR LONTRUL 410 SPRING, FEED LIMIT VALVE 444 bine. RETAINER 412 VALVE, FEED LIMIT 413 SEAL, O-RING PLUG HLIER 414 PLUG, ScReEN 415. SCREEN ASSEMBLY. FORCE MOTOR 416 SOLENOID, TORQUE CONV. CLUTCH ON/OFF N.C 417 WASHER, C.C, SOLENOID SCREW Figure 94OVERDRIVE INTERNAL COMPONENTS “Some mnners' Some *, si9 \" Mopets\, 518 501 RETAINER, 4TH CLUTCH 519 GEAR, OVERDRIVE SUN 502 PLATE, 4TH CLUTCH (STEEL) 520 PLATE, WAVEDIOVERRUN CLUTCH 503 PLATE ASSEMBLY, 4TH CLUTCH (LINED) S21 PLATE, OVERRUN CLUTCH (STEEL) S04 RETAINER & BALL ASSEMBLY, CHECK VALVE 522 PLATE ASM, OVERRUN CLUTCH (LINED) 505 SEAL, O-RINGITURGINE SHAFT 332 BLave, BARLINIGIOVERDLIN cLUTeH 508, SHAFT, TURBINE 524 RING, SNAPIOVERRUN CLUTCH HOUSING 4508 RING, OIL SEAL/TURBINE SHAFT 4525 CARRIER ASSEMBLY, OVERDRIVE COMPLETE 510 HOUSING, OVERRUN CLUTCH. 4526 RING, SNAP/TURBINE SHATTICARRIER B11 SFAL, QVERRIINCIUTCH (NNER) 577 REARING ASSFMAIY, THRLIST 512 SEAL! OVERRUN CLUTCH (OUTER) 528 GEAR, OVERDRIVE INTERNAL 515 PISION, OVERRUNCLUICH 529 WASHER, THRUS INTERNAL GEARISUPPORT 514 SPRING, OVERRUN CLUTCH RCLEASC 390 RING, SNATYADAPTCRIATII CLUTCH SPRING 515 RETAINER, RELEASE SPRINGIOVERRUN CLUTCH S531 RETAINER & SPRING ASSEMBLY, ATH CLUTCH 518 ROLLER ASSEMBLY, OVERDRIVE CLUTCH 532 PISTON, 4TH CLUTCH S17 CAM, OVERDRIVE ROLLER CLUTCH 535 SEAL, 4TH CLUTCH PISTON (INNER) 518 RING, SNAPIOVERRUN CLUTCH HUB 534 SEAL, 4TH GLUTGH PISTON (OUTER) Figure 95INTERNAL COMPONENTS Figure 96INTERNAL COMPONENTS OR SEAL, REVERSE CI TCH PISTON (INNER) 638 PISTON, 280 CLUTCH 609 SEAL, REVERSE CLUTCH PISTON (OUTER) 539 SEAT, SPRING/SRD CLUTCH 610 PISTON, REVERSE CLUTCH 640 RING, RETAINING B17 SPRING, STON CLUIGH 547 PLAIL, SPRING GUSHION/SHD GLUIGH G12 SEAT, SPRINGIREVERSE CLUTCH (G42 PLATE, SRD CLUTCH (STEEL) 512 RINC, RETAINING 642 PLATE ASSEMBLY, 2RD CLUTCH (LINED) 514 PLATE, WAVEDIREVERSE CLUTCH 1844 WASHER, THRUSTINPUT SUN 615 PLATE, REVERSE CLUTCH (STEEL) 1545 BEARING, INPUT SHAFTIGEAR ASSEMBLY 616 PLATE’ ASSEMBLY, REVERSE CLUTCH (LINED) 846 GEAR ASSEMBLY, INPUT SUN 017 PLATE, REVERSE CLUTCH PRESSUREISELECTIVE BAT RACE ASSEMBLY, SPRAG 510 DRUM ASSEMBLY, 2ND CLUTCIL 1649. RING, RETAININGISPRAG 20 SEAL, 2ND CLUTCH DISTON (INNEB) 849 BING, BETAINING. 621 SEAL, 2ND CLUTCH PISTON (OUTER) 50 CAGE ASSEMBLY, SPRAG 622 PISTON, 2ND CLUTCH 851 BEARING, OUTPUT SHAFTINPUT SUN 623 SEAT, SPRINGI2ND CLUTCH 1852 WASHER, OUTPUT SHAFTINPUT SUN 625 PLATE, WAVEDI2ND CLUTCH 683 CARRIER ASSEMBLY, PLANETARY 826 PLATE, 2ND CLUTCH (STEEL) 1858 CEAR, REACTION SUN 7 LATE’ ASSEMIALY, 2NN 71 LITCH (NEN REO. NRLIN, REACTION SIN, 628 SPACER, 2ND CLUTCH 564 BAND ASSEMBLY, BRAKE 629 RING, RETAINING 567 SEAL, RINGIWHEEL PARKING LOCK 530 GEAR, RING 1668 WHEEL, PARKING LOCK 631 WASHER, THRUST/2ND CLUTCH/SRD CLUTCH 671 GEAR, SPEEDO WHEEL 622 THRUST WASHER, CLUTCH HUB 872 WHEEL, SPEEDO. 34 DRUM ASSFMALY. ARD C1UTCH Tt RING, RETAINING. 635 SEAL, 3RD CLUTCH PISTON (INNER) 674 PLATE ASSEMBLY, 3RD CLUTCH (LINED) 535 WASHER, RETAINING 6515 BEARING, THRUST ASSEMBLY 37 SEAL, SHU CLUIGH PIS TUN (JUIEK) Figure 97 CENTER SUPPORT ASSEMBLY SOME, / _/ MODELS 702 RETAINER PLATE 703 PLUG, LOCKOUT 704 SPRING, OVERRUN LOCKOUT 708 VALVE, OVERRUN LOCKOUT 706 VALVE, REVERSE LOCKOUT CONTROL Figure 90 99BASIC SPECIFICATIONS ‘Transmission Drive ‘Rear Wheel Drive ‘Transmission Type 4L30-£ = 4: Four Speed Long:tudinal Mount 30: Product Series E: Electronically Controlled Automatic Overdrive with ‘Torque Converter Clutch Assembly Current Engine Range LOL to 4.3L Gasoline Control Systems Shift Pattern (2) 3-Way OwO# Solenoids Shift Quality — (1) Force Motor (1) "High Flow" Pulse Width Modulated Solenoid (for 3-2 Downshifts Only) Torque Converter Clutch (1) 2-Way On/OF Solenoid Adtonal transmission and engine sensors are provided depending on ‘eansmission powertrain aplication. Gear Ratios Base Optional Ist 2.400 2.860 2nd 1479 1,620 3rd 1.000 1.000 ath any an Rev 2.000 2.000 Maximum Engine Torque 350 Nm (258 LB-FT, 36 Ke-M) Maximum Gearbox Torque 397. Nm (440 LB-FT, 61 Kg-M) The maximum lore limits are ony tobe used as a ide and may not be applicable under ertsinconstons Maximum Shift Speed 245mm 260mm Converter Converter 12 500 RPM 7,000 RPM 2 500 RPM 7,000RPM 34 6,500 RPM 7,000RPM "The mani sa spo allo nach engine pcan mas Maxi tum Gross Vehicle Weight (F: 3,500 Kg (7,716 LB) ate) Transmission Fluid Type Dexron® IIE, Converter Sizes Available 245 mm and 260 mm (Reference) Converter Bolt Cirele Diameters For 249 mm Converter ~ 228.0 mm to 247.7 mm. For 260 mm Converter ~ 227.0 mm to 247.7 mm Converter Stall Torque Ratio Range For 245 mm Converter 1.63 to 2.70 For 260 mm Converter— 1.70 to 2.57 Converter “K Factor Range For 245 mm Converter ~ 122 to 240 For 260 mm Convertor 129 to 187 Not ll" Factors are applicable actos the etre range of Converter Sal Tongue Rati, ‘Transmission Fluid Capacities (Approximate) Dry: 64L (7 QT) with 245 mm Converter Dry: 7.8L (8 QT) with 260 mm Converter Tian Weight For 245 mm Converter For 260 mm Converter Dry: 09.1 Kg (192.33 LB) Dry: 12.4 Kg (199.00 LB) Wet: 76.0 Kg (167.95 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)** 4304 mm, Converter Housing 142.75 mm minimum with 245 mm Converter 152.0 mm minimum with 260 mm Converter Extension Honsing** 219.6 mm minimum with Slip Yoke Design 115.0 mm minimum with Fixed Yoke Design 70.0 mm minimum with wheal Drive * All dimeosons shown ar nein ++ Determined by customs requirements 7 Position Quadrant (P.R.N, D, 3,2, 1) Pressure Taps Available Line Pressure Manufacturing Location Strasbourg, France Information may vary with application, All inn and specifications contained in this brochure are hasel on the latest ‘roduc! information available atthe time of publication approval. The right is reserved to make changes at any time without notie,HYDRA-MATIC PRODUCT DESIGNATION SYSTEM The product designation system used for all Hydra-matic transaxles and transmissions consists of a series of numbers and leters that correspond with the special features incorpo- rated in that product line. The first character is a number that designates the number of forward gear ranges available in that init For example: 4= four forward gear ranges ‘The second characteris a latter that designates how the init is ‘mounted in the vehicle. When the letter “T" is used, it dlsignates that the unit is transversely mounted and is used primarily for front wheel drive vehicles. The letter “L” designates that itis longitudinally mounted in the vehicle and itis used primarily for rear wheel drive vehicles. ‘The letter “M0 designates that the unit isa manual transaxle or transmis~ sion but not specific to a front or rear wheel drive vehicle application. The third and fourth characters consists of a set of numbers, (Le. “30"), that designate the transaxle or transmission “Se~ ries” number. This number signifies the relative torque capacity of the unit. The fifth character designates the major features incorporated into this unit. For example, the letter “E” designates that the unit has electronic cantrals By using this method of classification, the HYDRA-MATIC 4AL20 Ei a 4 epeed, longitudinally mounted, 20 ceriee unit, HYDRA-MATIC 4L30-E HYDRA-MATIC 4 L Number of Type: Spoode: T Traneverco 3 L- Longitudinal 4 M- Manual 5 Vv (CVT) 30 E Series: Major Features: Based on E Electronic Controle Relative A- All Wheel Drive Torque HD - Heavy Duty Capacity 101This page intentionally left blank