4t80e PDF

HYDRA-MATIC 4T80-E
CONTENTS
INTRODUCTION ..................................................................................... 3
HOW TO USE THIS BOOK ...................................................................... 4
UNDERSTANDING THE GRAPHICS ....................................................... 6
TRANSMISSION CUTAWAY VIEW (FOLDOUT) ....................................... 8
GENERAL DESCRIPTION ....................................................................... 9
PRINCIPLES OF OPERATION ............................................................... 9A
MAJOR MECHANICAL COMPONENTS (FOLDOUT) ...................... 10
RANGE REFERENCE CHART ......................................................... 11
TORQUE CONVERTER .................................................................. 12
APPLY COMPONENTS ................................................................. 15
PLANETARY GEAR SETS ............................................................. 27
HYDRAULIC CONTROL COMPONENTS ........................................ 32
ELECTRICAL COMPONENTS ........................................................ 44
POWER FLOW ...................................................................................... 53
COMPLETE HYDRAULIC CIRCUITS ..................................................... 81
LUBRICATION POINTS ....................................................................... 104
BUSHING, BEARING AND WASHER LOCATIONS .............................. 105
SEAL LOCATIONS .............................................................................. 106
ILLUSTRATED PARTS LIST ................................................................ 107
BASIC SPECIFICATIONS .................................................................... 124
PRODUCT DESIGNATION SYSTEM ................................................... 125
GLOSSARY ........................................................................................ 126
ABBREVIATIONS ............................................................................... 128
INDEX ................................................................................................ 129
NOTES ............................................................................................... 131
2
PREFACE
The Hydra-matic 4T80-E Technician’s Guide is intended for automotive

technicians that are familiar with the operation of an automatic transaxle or
transmission. Technicians or other persons not having automatic transaxle
or transmission know-how may find this publication somewhat technically
complex if additional instruction is not provided. Since the intent of this
book is to explain the fundamental mechanical, hydraulic and electrical
operating principles, technical terms used herein are specific to the
transmission industry. However, words commonly associated with the
specific transaxle or transmission function have been defined in a Glossary
rather than within the text of this book.
The Hydra-matic 4T80-E Technician’s Guide is also intended to assist

technicians during the service, diagnosis and repair of this transaxle.
However, this book is not intended to be a substitute for other General
Motors service publications that are normally used on the job. Since there
is a wide range of repair procedures and technical specifications specific to
certain vehicles and transaxle models, the proper service publication must
be referred to when servicing the Hydra-matic 4T80-E transaxle.
© COPYRIGHT 2000 POWERTRAIN GROUP

General Motors Corporation
ALL RIGHTS RESERVED
All information contained in this book is based on the latest data available
at the time of publication approval. The right is reserved to make product or
publication changes, at any time, without notice.
No part of any GM Powertrain publication may be reproduced, stored
in any retrieval system or transmitted in any form or by any means,
including but not limited to electronic, mechanical, photocopying,
recording or otherwise, without the prior written permission of
Powertrain Group of General Motors Corporation. This includes all
text, illustrations, tables and charts.
1
INTRODUCTION
The Hydra-matic 4T80-E Technician’s Guide is hydraulic fluid as it applies components or shifts
another Powertrain publication from the Technician’s valves in the system. Facing this partial page is a
Guide series of books. The purpose of this hydraulic schematic that shows the position of valves,
publication, as is the case with other Technician’s ball check valves, etc., as they function in a specific
Guides, is to provide complete information on the gear range.
theoretical operating characteristics of this
transmission. Operational theories of the mechanical, The third major section of this book displays the
hydraulic and electrical components are presented in “Complete Hydraulic Circuit” for specific gear
a sequential and functional order to better explain ranges. Fold-out pages containing fluid flow
their operation as part of the system. schematics and two dimensional illustrations of major
components graphically display hydraulic circuits.
In the first section of this book entitled “Principles This information is extremely useful when tracing
of Operation”, exacting explanations of the major fluid circuits for learning or diagnosis purposes.
components and their functions are presented. In
every situation possible, text describes component The “Appendix” section of this book provides
operation during the apply and release cycle as well additional transmission information regarding
as situations where it has no effect at all. The lubrication circuits, seal locations, illustrated parts
descriptive text is then supported by numerous lists and more. Although this information is available
graphic illustrations to further emphasize the in current model year Service Manuals, its inclusion
operational theories presented. provides for a quick reference guide that is useful to
the technician.
The second major section entitled “Power Flow”,
blends the information presented in the “Principles Production of the Hydra-matic 4T80-E Technician’s
of Operation” section into the complete transmission Guide was made possible through the combined
assembly. The transfer of torque from the engine efforts of many staff areas within the General Motors
through the transmission is graphically displayed on Powertrain Division. As a result, the Hydra-matic
a full page while a narrative description is provided 4T80-E Technician’s Guide was written to provide
on a facing half page. The opposite side of the half the user with the most current, concise and usable
page contains the narrative description of the information available regarding this product.
3
HOW TO USE THIS BOOK
First time users of this book may find the page layout specific fluid circuits that enable the mechanical
a little unusual or perhaps confusing. However, with components to operate. The mechanical power
a minimal amount of exposure to this format its flow is graphically displayed on a full size page
usefulness becomes more obvious. If you are and is followed by a half page of descriptive text.
unfamiliar with this publication, the following The opposite side of the half page contains the
guidelines are helpful in understanding the functional narrative description of the hydraulic fluid as it
intent for the various page layouts: applies components or moves valves in the system.
Facing this partial page is a hydraulic schematic
• Read the following section, “Understanding the which shows the position of valves, ball check
Graphics” to know how the graphic illustrations valves, etc., as they function in a specific gear
are used, particularly as they relate to the range. Also, located at the bottom of each half
mechanical power flow and hydraulic controls page is a reference to the Complete Hydraulic
(see Understanding the Graphics page 6). Circuit section that follows.
• Unfold the cutaway illustration of the Hydra- • The Complete Hydraulic Circuits section
matic 4T80-E (page 8) and refer to it as you (beginning on page 81) details the entire hydraulic
progress through each major section. This system. This is accomplished by using a fold-out
cutaway provides a quick reference of component circuit schematic with a facing page two
location inside the transmission assembly and dimensional fold-out drawing of each component.
their relationship to other components. The circuit schematics and component drawings
display only the fluid passages for that specific
• The Principles of Operation section (beginning on operating range.
page 9A) presents information regarding the major
apply components and hydraulic control • Finally, the Appendix section contains a schematic
components used in this transmission. This section of the lubrication flow through the transmission,
describes “how” specific components work and disassembled view parts lists and transmission
interfaces with the sections that follow. specifications. This information has been included
to provide the user with convenient reference
• The Power Flow section (beginning on page 53) information published in the appropriate vehicle
presents the mechanical and hydraulic functions Service Manuals. Since component parts lists
corresponding to specific gear ranges. This and specifications may change over time, this
section builds on the information presented in the information should be verified with Service
Principles of Operation section by showing Manual information.
4
HOW TO USE THIS BOOK
LARGE CUTAWAY VIEW HALF PAGE TEXT FOR EASY RANGE REFERENCE CHART
OF TRANSMISSION REFERENCE TO BOTH PAGES
(FOLDOUT)
RK g
PA nnin
u
eR
gin
En
➤
(P)
Park l
the e oi
r in th
PARK leve fromwing: PARK
ctor sure follo
HYDRA-MATIC 4T80-E (Engine Running) sele pres the Reg-
the line to 8): ) (Engine Running)
1 1a 1b 1c 1d 3a 2b 2a 2 Withsition, rected Valve(21essure
di
po p is lator (line ion pr
➤
DRIVE TORQUE POWER FROM INPUT INPUT INPUT INPUT LOW/REVERSE PARKING TORQUE TO POSSIBLE PRIMARY SECONDARY
37
TORQ SIGNAL
SPROCKET CONVERTER TORQUE SUN CARRIER CARRIER INTERNAL BAND LOCK GEAR FINAL DRIVE POWER
pum Regu tput miss p
PUMP PUMP
sure mp ou transpum
BOOST VALVE
CONVERTER GEAR ASSEMBLY PINIONS GEAR AND HUB (13) (833) PINIONS TRANSMITTED
(1) (631) (700) ROTATE ROTATES APPLIED HELD FROM Preses pu to the hen mand REV
ulat rdingents. Wthe defrom
DRIVING HELD (POWER VEHICLE
TERMINATES)
accoirem ceeds, fluidr
SECONDARY LINE
SCAVENGE OUTLET
➤
LINE
requut ex sure lato
MANUAL 2ND REVERSE 3RD FORWARD COAST LOW outp e presre regu
PRESSURE REGULATOR VALVE

EX
SHAFT CLUTCH CLUTCH CLUTCH CLUTCH CLUTCH ROLLER of linpressu SCAVENGE
CLUTCH the PUMP
MAIN PUMP SUCTION
LEFT RIGHT
SCAVENGE SCAVENGE
SUCTION SUCTION 24
TORQ SIGNAL
LUBE 2
26
BOTTOM
SUMP SCAVENGE OUTLET
OUTPUT UPPER LINE
25
SPEED SUMP
23
SENSOR
BALL LINE
CHECK
LINE LINE
DIFFERENTIAL
CONV FEED CONV FEED
ASSEMBLY
TORQ SIGNAL
LINE
OUTPUT TFP
SWITCH
SHAFT
CONV FEED
DRIVE
FINAL DRIVE
REV
INPUT SUN GEAR
REACTION CARRIER SHAFT
INTERNAL ASSEMBLY (722)
CONV RELEASE
GEAR (700)
CONV APPLY
REACTION HELD
(708)
REG APPLY
HELD
TO COOLER
TCC CONTROL
CARRIER INPUT HELD 1 2 3D NR P
ASSEMBLY SUN
INPUT SHAFT
3RD CL
(623) GEAR
LINE
AND
HELD (631)
EX
DRIVE REV
TORQ SIGNAL
3RD CLUTCH 27
EX
35
HOUSING
FINAL (604) CONV CL CONTROL TCC MANUAL VALVE
DRIVE DRIVING SOL
D321
DRIVE
PRND4
D21
PRND43
REV
TCC FD LIMIT
LO
EX
29
EX
EX
ASSEMBLY
LINE
PRN
TCC FD LIMIT
SCAVENGE CC FD LIMIT
PUMP
EX
EX
LINE
LUBE 1
INPUT PLANETARY
FITTING PINIONS
PRIMARY
CST CL FD
3RD CL
(702)
4 BD FD
PUMP
D21Y
11
FORWARD LINE
EX
EX
3-4 SHIFT VALVE
SPRAG
SECONDARY CLUTCH ACT FD LMT FILTER FILTERED
(338)
PUMP DRIVEN PARKING FINAL DRIVE 28 ACTUATOR
1-2 SOLENOID
D321
EX
EX
SPROCKET LOCK SUN GEAR ACT FD ACTUATOR FD FEED
PRN
LOW/REVERSE GEAR (121)
COAST CL
(415)
EX
BAND (833) HELD PRESSURE
C CL FEED
2-3 SHIFT
3RD CL
INPUT (13)
LO FEED
HELD D21Y
UPPER
LINE
CONTROL SOLENOID
D21
REACTION APPLIED
EX
D21
10
EX
CONTROL VALVE PLANETARY CARRIER SOLENOID OFF
LO
EX
8 9
EX
GEARSET COAST SHELL
ASSEMBLY CLUTCH TORQ SIGNAL
EX
(633) 2-3 SHIFT VALVE
FORWARD HUB HELD
EX
EX
EX
SPRAG (719) 2-3 ACCUM VALVE DRIVE
INPUT OUTER RACE FILTER
EX
INTERNAL 33 2-3 SOLENOID
INPUT LOW/REVERSE GEAR INPUT (721) 38 (917) 16
INTERNAL CO LINE ACTUATOR FD FILTERED ACTUATOR FD
SPEED SERVO (708) MP SEC 2-3 ACCUM
TORQ SIG
15
GEAR
SENSOR FLANGE
LE 1-2 SOLENOID
TE LO & REV BAND APPLY LO & REV BAND APPLY
(725) HY
REV CL
2-3 SOLENOID
REACTION PARKING DR LO & REV BAND REDUCE LO & REV BAND REDUCE
PA AUL 5
EX
EX
LOCK PAWL
DRIVE
LO FEED
#6
1-2 SOL
PLANETARY GE IC
4TH BD
PRN
(22) 1-2 SHIFT
4 BD FD
82 CIR
2ND CL
1-2 / 3-4 ACC ACCM BOOST 20
SOLENOID
GEARSET ENGAGED
CU
EX
5
EX
IT 30 LOW/REVERSE ON
EX
4
EX
3RD CL
36
LOW/REVERSE
FORWARD SERVO 56 SERVO
B 1-2 SHIFT VALVE
REV BAND
42
DRIVE 2ND AND COAST ASSEMBLY
FORWARD CLUTCH CLUTCH (928-934) LINE 4
EX
EX
DRIVEN OUTPUT LINK SPRAG 3-4 4TH 1-2 FORWARD REVERSE 2
➤
SPRAG ASSEMBLY HOUSING APPLIED
REV
EX
PRIMARY ACCUM
SPROCKET SHAFT ASSEMBLY CLUTCH ACCUMULATOR SERVO ACCUMULATOR ACCUMULATOR ACCUMULATOR (716) (801)
2 3
OVERRUNNING HELD
Figure 53 Figure 54
8 Figure 6
56 57
PAGE NUMBER —
FOR REFERENCE TO
FLUID FLOW SCHEMATIC
FLUID FLOW SCHEMATIC — FLUID FLOW THROUGH

(FOLDOUT) COMPONENTS (FOLDOUT)
RK g
PA nnin
u
eR
gin
En
(P)
Park l
thethe oi
PARK (Engine Running) r inPARK
leve fromwing:
(Engine Running)
➤
ctor sure follo

INTAKE & DECREASE LUBE LUBE LUBE COOLER
sele pres the Reg-
the line to
;;
;;;
; ;;;;
;;; ;;;
;;;
;; ;;;
; ;; ;;
LUBE
CONVERTER & LUBE REVERSE CLUTCH 3RD CLUTCH FORWARD AND COAST CLUTCH FITTING
8): )
Withsition, rected Valve(21essure
TORQUE DRIVEN SPROCKET SUPPORT (418)
(3)
MAINLINE CONVERTER ASSEMBLY ASSEMBLY ASSEMBLY
2ND CLUTCH
di pr 14 13/14
; ; ;;;;
;;
11
SOLENOID SIG. ASSEMBLY ASSEMBLY r
po p is lato (line ion 56 56
56 13 12 46 40 11 13a 40s 11 13
56 40 10
pum Regu tput miss
ACCUMULATOR 56 56 56 45 10 14 13 11 45 35 12 13 40
56
56 12 15 15 10 12
(338) 45d 46
ns p 10c 15
sure mp ou tra pum
ACTUATOR FEED FORWARD/COAST 56 56 46 45 45 46
;; ;;;;
;
;;
;; ;;;; ;;;; ;;
;;;;
;; ;;
22 56 56 56 56 56 15 45 22f
CLUTCH SUPPORT 45 40 22
Preses pu to thWe hen mand
LUBE 2 56 56 45 46
34
45a
TORQUE SIGNAL (822) 56 22 21 40 56
45 45 45 45c 45 40r 45 45 46 40
52 37 22a
56 45 2
ulat rdingents. the defrom
56 2 2 40 22 45b 45
56 56 56 22 6 13 46a 40n 2 45
56 (343) 46 1352 6 52 56 42b/40m 40
;;
;;;
;;;
;; ;;;; ;; ;
;;;;;
;
COAST CL 56 56 40 22 6e 6 22
56 13
accoirem ceeds, fluidr 32 10 40 13
56 56 56 56 32d 22e 22b 22
22 32 22 22 20 27 32 22 42
10 10 10 29 3
requut ex sure lato 56 6

56 8
;;;;;;
;;; ;;;;
;;;;
;;; ;;;;;;
LINE 56 10a
PRESSURE 3RD CL 11 11 56 10 8 40 11a 6a 22
3RD CL EX
40 22 8c 8a/10b 8d 6 8 10 10
;;;
;;
8 40
outp e presre regu
56 56
TAP 56 6 31 10 8 52 56 52 22c 40k
LUBE
(40) 8 56 8 42 22d 11
LUBE REV CL 11 56 56 56 8 42 31 8b 31
40p/42 8 40
EX 56 11 22 20 52 40h 40
of linpressu
22 56 56 56 28
42a 6 42 31
56 40 6b 20a 20
56 20 11b 11 22
REV CL
56 56 56 52 CLIP 20
3RD CL 56 22 20 6c 31 6
;;;;;
; ;;;
6
SECONDARY PUMP BODY (203)
EX
th e 40
56 (216)
56
56 31
POCKET
30
6
38
30
33
20b
30d/31a 32
20
30
7 30 30
;;; ;;; ;;; ;;

1 1 56 6 30 31 1 1
CONV APPLY
RIGHT SCAVENGE SUCTION 2 30 31

11 40 52 30 11c 30a 30b 30c/31 30 6 30
11 4 56 30/6 30
SLOT
30
;;
LINE 6a LINE
SLOT
4 4 IN
4
COOLER IN SLOT
8a 6d 8/9 11
8 8 52 6 27 9 40g GASKET 40
TORQ SIGNAL 6b 6
GASKET
9 27 SLOT
IN
6f 30
FORWARD CLUTCH 52 9 6 27 GASKET 24 26 27
22 56
2ND CL
37 6 IN
6g 6/32 41 6
52 27/6 27b
BOOST VALVE
22f 4 GASKET
7 6 40 40 27a 6 27
COAST CL 6
;;
REV 22e 4TH 56
56 25
40 42
23
6h 4 4 40
56 4
22d
SCAVENGE
TUBE
SERVO 40f
4 SLOT
(54)
SECONDARY 40g 4TH BAND (350) IN
ACT FD
PUMP 40h TRANSFER PLATE GASKET

REV CL
CASE COVER (33)
SPACER PLT (327)
(956)
CONV RELEASE
SECONDARY LINE
GASKET (328)
GASKET (228)
SCAVENGE PUMP COVER (237) REV 32c

SECONDARY PUMP BODY (203) GASKET (228) UPPER CONTROL VALVE BODY (300) GASKET (326) SPACER PLATE (327) GASKET (328)
;;;;;; ;;;; ;;
;; ;;
;;;;;;; ;;;
;; ; ;;;;
;;;;;;;
EX
LUBE 2
LINE
LINE
3RD CL 40e
(Case Cover Side) (Secondary P.B./ Spacer Plate) (Case Cover Side) (V.B./ Spacer Plate) (Sec. P.B. & V.B./ Case Cover) (Spacer Plate/ Case Cover)
SCAVENGE PUMP BODY (225) PRIMARY PUMP BODY (200)
FORWARD CLUTCH 40d
38b
RIGHT SCAVENGE SUCTION 32b

TORQ SIGNAL
PRIMARY ACCUM
8c LOWER CONTROL VALVE BODY

ORIFICED 3RD CL
SLOT
LINE (41)
LINE
(903) 39
IN
3RD CL
3RD CL
RIGHT SCAVENGE SUCTION
TFP
SCAVENGE OUTLET
8b GASKET 32a
2ND CL
;
;;;
;;;;;; ;;;;;
;;;;
;;;;;;; ;;;;
; ;;
;;;;;;;;;; ;;;;
;;;;;;;
LINE SWITCH
;;;;;;
;;;
;;
;;
;;;;
REV
LINE
SLOT
IN 9
24 38a 49a DRIVEN SPROCKET SUPPORT
55
GASKET
26 SLOT 20 40
40c
5 55 (418)
CONV APPLY
UPPER 5
TO COOLER
IN 55 55
SUMP CON FD 8a 38c 3RD CL 40b
15 5
;;;;;;
;;;
;;
;;
;;;;
GASKET
11 56 5
25
(38)
REV
LINE 6g REV CL 33d 15 12

36a #8 11 13 10 56 5 5
SLOT (38)
;
;;
;;;;;; ;;;;;
;;; ;;; ;
;;; ;;
;;;;;;; ;;;;;; ;;; ;;;;;; ;
;;;
;;;;;;;
44c
BALL REV IN 6f 3-4 SHIFT VALVE 15 46 56 5 2
5
;;;;;;
;;;
;; ;;
;;
;;;;
;;;;
CHECK GASKET 41 56 56 15 2 2 5
LINE 36b 5 45 5
32d #7 32k 33e 40 56 5 5
D321 56 56 45 5
FORWARD CLUTCH
1 2 3D NR P 2
CST CL FD
D321
SEC LINE 15 56
1-2 SOLENOID
6h #11 5
SCAVENGE 40
ACT FD
23 2 SEAL (43)
D21Y
PRIMARY 4 BD FD 32h 33f 5

LINE
LEFT LUBE 2 56 5
;;;;;;
;;;;
;; ;; ;;
PUMP 11a 12 5 5 56 6 22 5
ACT FD
4TH BAND
COAST CL
PUMP 11
REVERSE
SCAVENGE 5 (Case Cover/

3RD CL
REV CL
LO
22 16
SUCTION MAIN PUMP SUCTION 11b REV ORIFICE 32g 56 10 2 2
;;;
; ;;; ;;;;;;;
; ;;;;;;;;
;; ;;;
2
;;;;;;
56
;;;
;;;;;;; ;;
LEFT SCAVENGE SUCTION 1 DRIVE BYPASS VALVE 6 8 Driven Sprocket (3)
1 5 5
42 52
;;
;;;;
;;
;;;;;; ;; ;;
CONV RELEASE 11c
32f 5 8 22 40 42 1 Support) 5 1 42
MANUAL VALVE 17 56 5 5 42 9 6
FILTER MAIN PUMP SUCTION 12 56 20 6 40
(236) REV CL 33
56 56 56 56 6 5 9
LINE
GASKET (326) 1 32 30 9 20 9
D321
40
REV
;;;;;;
DRIVE
PRND43
LO REV 56
LINE
36 PRND4 32e 56
EX
11 27 6 32 27 27 40
;;
;;;;;; ;;;;;; ;;
;;;;;;; ;;;;;;;;;;;;
;;;;;;
;; ;;;
4 #10
PRN
UPPER CONTROL VALVE BODY (300) 56 9 56 30 32 1 32

12 CONV APPLY 50 D21 REV 32m 42 1
(40) 5
6 8 40 20 9
6k 6m 20 40
15 TO COOLER REV 32 56 9 9
38g 34e FWD ORIFICE 6 32 33
LINE 6e BYPASS VALVE PRN 17 9 6 1
40 40 5
LEFT SCAVENGE SUCTION
1 4 56 39
EX
27 54 1
PRIMARY ACCUM
PRIMARY ACCUM
REG APPLY PRND43 40

ORIFICED 3RD CL
38f 34f #5 54 27 54 39
TORQ SIGNAL
34
5 33 6 20 5
CONV CL REG 18
COAST CL 49 1 32
1 6
45c CONV RELEASE 6 1 33
3RD CL
3RD CL
CON FD
11 38 40
5 5 32
LINE
54 39 27 40 5 5
50a D321 D321 47 5 5 5 5
EX
(40)
REG APPLY
20 5 5
45
PRN
50d 3RD CL 40a

46a TCC CONTROL FILTER 2-3 SHIFT SOLENOID 20 5 27 39 33
D21
CONV CL CONTROL TCC EX 50b

(917) OFF D321 47a 6 32 40 (8) 1 20 20 27 27 39 33
EX
EX
SOL
EX
EX
DRIVE
45a 23b
ACT FD
20b 20a
D321
CASE COVER (33) CASE COVER (33) SEAL (44) TRANSMISSION CASE (6)
;;
45b
TCC ENABLE 2-3 SHIFT VALVE 1-2 SOL 23a
TCC CONTROL 21
(Sec. P.B. & V.B.Side) (Case Side) (Case/Case Cover) (Case Cover Side)
EX
EX
EX
EX
EX
TCC EX ENABLE TCC FD LIMIT 10c 16 36

13 TCC EX ENABLE 27 21b 24 2-3 SOLENOID D21Y PRN 17a
13 14 ORIFICED TCC EX ENABLE 10b 8 9 50c D21 C CL FEED 37
35 LO FEED
32
35
TCC FD LIMIT TCC FD LIMIT 10 #6
LO
20 (54)
4T
29 4 DRIVE REV REV 26 33a NOTE:

H
45d REG APPLY TCC FD LIMIT TCC FD LIMIT

33
10a 35a LO FEED

2ND CL
3-
13a TCC EX ENABLE CONV FEED 8d EX 52

4
8 56 38b #6 #9
26a CC 56 49a
A
EX 56
3RD CL 53 52 LO & REV BD APPLY 56 56 - INDICATES BOLT HOLES
SPACER PLATE ASSEMBLY (935)
46 TCC CONTROL 28 U 56
36c LO LO & REV BAND REDUCE 37b M 38 56 56 24b
ACT FD 20b
56
17 32 24 52 56 32
32 49 24 52
35
CHANNEL PLATE (900)
EX
1-2 SOLENOID
EX
21a 23 LOW/ 2 56 56 56 37 23b

ACT FD 20a 26 23 23
O
1-2 SHIFT SOLENOID

COAST CL FEED
SLOT 15
REVERSE 38 49 23 26 33 17 48
PRN 37
V
RR 47c - NON- FUNCTIONAL HOLES

UPPER CONT VB (300)
56 7
17
SPACER PLATE (327)
17
EX
CC FD LIMIT IN
EX ON SERVO 26/33a
REV BAND
53 32e
EX
36
CASE COVER (33)
18
CASE COVER (33)
6
U 17 20
COAST CL FEED
GASKET 47 48 32 37 47
GASKET (326)
N 48a
GASKET (328)
33
EX
17a
56 32f 48b HAVE BEEN REMOVED FROM
D321
D321
EX
4TH BD FD
26a
SEAL (44)
FORWARD CLUTCH
EX
CASE (6)
48
EX
PRESSURE 43 52 32h/33f 49 51 17 32 48 56
FILTER 1-2 SHIFT VALVE TRANSFER PLATE (956)
37
D21Y
D21Y
CONV FEED 56 43a 26 51

(338) CONTROL 24a 56 51 43 32
33
12
32g 34a 9 10 COMPONENT DRAWINGS TO 25 49
43
O
37a 37b 32k/33e 53 32 50

EX
SOLENOID
EX
37 56 40b
V
LINE 18
EX
37a 47b
EX
#9 SIMPLIFY TRACING FLUID

ER
56 35a 8 37 35 34 40
38
56 40 53a 4 40a 50c 51a

24b 2-3 SOLENOID 2-3 SOLENOID
RU
EX
N 56 32 56 34 53 35 53 56 56 53/52 37 53 40 19
56 51
D2
43
ACT FD LMT LOWER CONTROL VALVE BODY CL 53 2 52b 11
FLOW. #7 56 53 52 52
EX
TORQ SIGNAL 22a U 56 6m 56

34d
52b
34g
(903)
TC 40 56 56 27c 43b SLOT
52
43 44 56
34a
43a
56
34c
43b
48b
53a
SPACER PLATE ASSEMBLY (935) 6 56 32m IN

47d
ACT FD 35 36c
47c
H
EX
39
44
51
34
EX
19 5 2 40 44 33g 27 35
7 50b GASKET 52 6
36d
51a
47
48
27 44a 39
48a
CHANNEL PLATE (900) 5 50d 43 36

ACT FD 22b LO DRIVE 50 39 39 44 38d 38e 34 36d/34g 50a - DUAL PURPOSE PASSAGES 44
52
40
56 33c 44b 34d 27

4TH BD FD 19 47a #4
EX
TORQ SIG 56 34 38 34 52 51 32
18 38
10
22c 32 56 36 HAVE CHANNEL PLATE SIDE
3-
38 22 21 38f/34f 34c 38a

44 33 33b 50
2
39a 2ND CL 2ND CL 2ND CL 50 47 38g/34e 21 16 36b 44 #1 39 50

SI
2-3 ACCUM VALVE ORIFICED 47 38

56 38c/20 50 PASSAGES LISTED FIRST
G
36 23 34 34
CUP PLUG
4TH BAND
N
24 21 38
1 20a 36a 36 33
A
24a
REV CL
34 38
3RD CL
21 SPACER PLATE ASSEMBLY (935)

L
(343) 15
EX
20/38
38e
44a
39 47
38d
56 23a #5 21 36
ACCUMULATOR HOUSING (944)
3-4 ACCUMULATOR 28c 56 39 33h 38 50
2-3 20 21b/24
LINE
LINE SCAVENGE
- EXHAUST FLUID NOT SHOWN 24
PRIMARY ACCUM
PRIMARY ACCUM
ORIFICED 3RD CL
33
;;
ACCUMULATOR TUBE 1-2 ACCUMULATOR 29c
40
29 20
SEC 2-3 ACCUM (54) 44 21a/23 39 23 56 36
#1 SLOT 32a
3RD CL
3RD CL
14
REV CL 32 56 56
SEC 2-3 ACCUM #4 33c
29 29c IN
(917) #8
2-3 ACCUM 22 32 40 GASKET 40c
BOTTOM 56
EX
EX
REVERSE 29b/27g
LINE 6d
SUMP
33b 40d 29
FORWARD CLUTCH ACCUMULATOR 33g
56 6 6k
40 29a/27h
1-2 / 3-4 ACC ACCM BOOST
3
4TH
6 32 56 33 33d 32b LOWER CONTROL
;;
3RD CL 40m 42b 33h 56
1-2 #2 SERVO 33 44 44 39 44c 40e VALVE BODY (903)
EX
EX
SLOT SLOT 27h 29a

ORIFICED 3RD CL
LINE
IN IN 42a ACCUMULATOR 14 BORE 6 56 #2 56

GASKET GASKET
UPPER CONTROL VALVE BODY (300) LEFT RIGHT 27g 29b 44
44 56
SCAVENGE SCAVENGE 3-4 FWD 40
20
GASKET (326)
SCREEN #3 27f 28a 32 32c
30a
27b
31a
SCREEN ACCUMULATOR ACCUMULATOR

40k
42
6 28c 28
31
38 27d
30b
42
40n
1
27a
(52) 13
40s
SPACER PLATE (327) 56

40r
40f
(51)
6c
30
30 33 32 31 28a/27f 28b/27e
27
➤
27e 28b 20
40p
30c
GASKET (328)
33 20 28 56 13 20b
27c
30d
39 20 28 27
#10 CASE COVER (33) #11 ACCUMULATOR HOUSING (944) PRIM ACCUM 27d 27
3RD CL 3RD CL SPACER PLATE GASKET ASSEMBLY (935) 39a
44b
56 39
3RD CL 3RD CL
CHANNEL PLATE (900) (8) 40 #3
LINE 2ND CL 2 33 39 27 20 1 32 6
PRIMARY ACCUM 4TH BAND 4TH BAND TRANSMISSION CASE (6) LOWER CHANNEL PLATE (900) SPACER PLATE GASKET ASSEMBLY (935) ACCUMULATOR HOUSING (944)
PRIMARY ACCUM 27c PRIMARY ACCUM
SEAL (44)
CASE (6)
(Bottom View) (Case Bottom Side) (Case Bottom to Lower Channel Plate)
Figure 80 Figure 81
82 FOLDOUT ➤ 83
➤
HALF PAGE TEXT AND LEGEND

COMPLETE ILLUSTRATED
PARTS LIST
Figure 1 5
UNDERSTANDING THE GRAPHICS
SEAL CASE TORQUE
(44) ASSEMBLY CONVERTER
CASE (6) (1)
COVER
(33)
SPACER GASKET
GASKET PLATE (328)
(228) (327)
PUMP
ASSEMBLIES
(225-203)
SEAL
(43)
4TH SERVO
ASSEMBLY
(524-534) LOWER
CONTROL
VALVE
BODY
(903)
FILTER SPACER PLATE
(236) ACCUMULATOR
GASKET HOUSING
UPPER ASSEMBLY
CONTROL (944)
(935)
VALVE
BODY TRANSFER
(300) PLATE
(956)
CHANNEL
PLATE
(900)
BOTTOM
PAN
(59) LEFT RIGHT
SCAVENGER SCAVENGER
SCREEN SCREEN
(51) (52)
Figure 2
The flow of transmission fluid starts when the • A two dimensional line drawing of the component
scavenge pump gears turn and draw fluid from the to indicate fluid passages and orifices.
bottom pan through two scavenger screens, the
scavenge tube, into the upper sump. When the fluid • A graphic schematic representation that displays
reaches the upper sump, the primary and secondary valves, ball check valves, orifices and so forth,
pumps draw fluid through a filter located behind the required for the proper function of the transmission
side cover before it is routed into the line pressure in a specific gear range. In the schematic drawings,
circuits. This general route for fluid to flow is easily fluid circuits are represented by straight lines and
understood by reviewing the illustrations provided in orifices are represented by indentations in a circuit.
Figure 2. However, fluid may pass between the control All circuits are labeled and color coded to provide
valve body, spacer plate, channel plate and other reference points between the schematic drawing
components many times before reaching a valve or and the two dimensional line drawing of the
applying a clutch. For this reason, the graphics are components.
designed to show the exact location where fluid passes
through a component and into other passages for • Figure 4 (page 7B) provides an illustration of a
specific gear range operation. typical valve, bushing and valve train components.
A brief description of valve operation is also
To provide a better understanding of fluid flow in the provided to support the illustration.
Hydra-matic 4T80-E transmission, the components
involved with hydraulic control and fluid flow are • Figure 5 (page 7B) provides a color coded chart
illustrated in three major formats. Figure 3 provides that references different fluid pressures used to
an example of these formats which are: operate the hydraulic control systems. A brief
description of how fluid pressures affect valve
• A three dimensional line drawing of the operation is also provided.
component for easier part identification.
6
LUBE
CONVERTER & LUBE
MAINLINE
TORQUE
CONVERTER
DRIVEN SPROCKET SUPPORT (418)
2ND CLUTCH
REVERSE CLUTCH
ASSEMBLY
3RD CLUTCH
ASSEMBLY
FORWARD AND COAST CLUTCH
ASSEMBLY
FITTING
(3) LOWER CHANNEL PLATE SIDE
SOLENOID SIG. ASSEMBLY ASSEMBLY
ACCUMULATOR
ACTUATOR FEED FORWARD/COAST
CLUTCH SUPPORT
TORQUE SIGNAL LUBE 2 (822)
COAST CL
LINE
3RD CL
LOWER CONTROL
PRESSURE
3RD CL EX
TAP
LUBE
LUBE (40)
EX REV CL
REV CL
3RD CL
VALVE BODY
EX
CONV APPLY
RIGHT SCAVENGE SUCTION 2
LINE 6a LINE
ASSEMBLY (903)
COOLER
TORQ SIGNAL 6b
FORWARD CLUTCH
2ND CL
37
BOOST VALVE
22f
REV 4TH COAST CL
22e
22d
SCAVENGE
TUBE
SERVO
(54)
SECONDARY 40g 4TH BAND
ACT FD
PUMP 40h TRANSFER PLATE
REV CL
CASE COVER (33)

SPACER PLT (327)
(956)
CONV RELEASE
SECONDARY LINE
GASKET (328)
GASKET (228)

EX
LUBE 2
LINE
LINE
3RD CL 40e
FORWARD CLUTCH 40d
38b
TORQ SIGNAL
PRIMARY ACCUM
ORIFICED 3RD CL
SLOT
LINE
LINE
(903) 39
IN

3RD CL
3RD CL
TFP
8b
THREE DIMENSIONAL TWO DIMENSIONAL
SCAVENGE OUTLET
GASKET 32a
2ND CL
LINE SWITCH
REV
SLOT 24 49a
38a
LINE IN 9
GASKET SLOT 40c
26 20 40
CONV APPLY
UPPER
TO COOLER
IN
SUMP CON FD 8a
GASKET 38c 3RD CL 40b
25 11
REV
REV CL
LOWER CONTROL VALVE BODY SIDE
LINE 6g 33d
36a #8 44c
BALL REV
6f 3-4 SHIFT VALVE
CHECK 36b
LINE 32d #7 32k 33e
D321
FORWARD CLUTCH
1 2 3D NR P
D321
CST CL FD
SEC LINE
1-2 SOLENOID
6h
SCAVENGE
ACT FD
23
D21Y
PRIMARY 32h 33f
4 BD FD
LINE
LEFT PUMP LUBE 2 11a 12
ACT FD
4TH BAND
COAST CL
PUMP
REVERSE
LOW
SCAVENGE
3RD CL
REV CL
SUCTION MAIN PUMP SUCTION 11b REV ORIFICE 32g
LEFT SCAVENGE SUCTION 1 DRIVE BYPASS VALVE 6
32f
CONV RELEASE 11c
FILTER MAIN PUMP SUCTION MANUAL VALVE 17

REV CL 33
LINE
(236) GASKET (326)
D321
REV
DRIVE
PRND43
LOW REV
SPACER/GASKET
LINE
36 PRND4 32e
EX
PRN
UPPER CONTROL VALVE BODY (300)
12 CONV APPLY 50 D21 REV 32m
6k 6m
15 TO COOLER REV 32
38g 34e FWD ORIFICE
LINE 6e PRN 17
PLATE ASSEMBLY
BYPASS VALVE

1
EX
PRIMARY ACCUM
PRIMARY ACCUM
REG APPLY PRND43
ORIFICED 3RD CL
38f 34f #5
TORQ SIGNAL
34
45c
CONV CL REG 18
COAST CL 49
CONV RELEASE
3RD CL
3RD CL
CON FD
11 38
LINE
50a D321 D321 47
(935)
EX
REG APPLY
45
PRN
50d 3RD CL 40a
46a TCC CONTROL FILTER 2-3 SHIFT SOLENOID
D21
(917) D321 47a
OFF
EX
EX
SOL
EX
EX
DRIVE
45a 23b
ACT FD
20b 20a
D321
45b
TCC CONTROL 21
EX
EX
EX
EX
EX
35 35 LOW FEED
LOW
TCC FD LIMIT TCC FD LIMIT 10 #6 20
29 4 DRIVE REV REV 26 33a
45d REG APPLY TCC FD LIMIT TCC FD LIMIT 10a 35a LOW FEED
2ND CL
13a TCC EX ENABLE CONV FEED 8d
8 EX
26a
3RD CL 53 52 EX LOW & REV BD APPLY

46 TCC CONTROL 28
ACT FD 20b 36c LOW LOW & REV BAND REDUCE 37b
CHANNEL PLATE (900)

EX
1-2 SOLENOID
EX
21a 23 LOW/
ACT FD 20a
1-2 SHIFT SOLENOID
COAST CL FEED
15
SLOT PRN REVERSE
UPPER CONT VB (300)

SPACER PLATE (327)
EX
CC FD LIMIT IN
EX ON
REV BAND
53 SERVO
EX
CASE COVER (33)
CASE COVER (33)
COAST CL FEED
GASKET
GASKET (326)
GASKET (328)
EX
D321
D321
EX
4TH BD FD
SEAL (44)
FORWARD CLUTCH
EX
CASE (6)
EX
43 52
FILTER PRESSURE 1-2 SHIFT VALVE
LOWER CONTROL VALVE BODY SIDE
D21Y
D21Y
CONV FEED 24a
(338) CONTROL
37a
EX
EX
LINE
EX
EX
SOLENOID #9
EX
ACT FD LMT TRANSFER LOWER
EX
LOWER CONTROL VALVE BODY
TORQ SIGNAL 22a
34d
52b
34g
(903)
34a
43a
34c
43b
48b
53a
47d
ACT FD
47c
EX
39
44
51
34
PLATE
EX
19 5 2
7
36d
51a
48
CHANNEL PLATE
48a
CHANNEL PLATE (900)
ACT FD 22b LOW DRIVE
4TH BD FD
(956)
EX
TORQ SIG 22c 10
2-3 ACCUM VALVE ORIFICED

CUP PLUG
39a 2ND CL 2ND CL 2ND CL
(900)
4TH BAND
REV CL
3RD CL

(343)
EX
38e
44a
LOWER
38d
2-3 3-4 ACCUMULATOR 28c
LINE
LINE SCAVENGE
PRIMARY ACCUM
PRIMARY ACCUM
ORIFICED 3RD CL

SEC 2-3 ACCUM (54)
#1
3RD CL
3RD CL
REV CL #4 33c
SEC 2-3 ACCUM 2-3 ACCUM
BOTTOM
22
CHANNEL PLATE
EX
EX
LINE 6d REVERSE 33b

SUMP FORWARD CLUTCH ACCUMULATOR
3 33g
3RD CL 40m 42b 33h
1-2 #2
(900)
EX
EX
SLOT SLOT 27h 29a

ORIFICED 3RD CL
LINE
IN IN 42a
ACCUMULATOR 14
GASKET GASKET
UPPER CONTROL VALVE BODY (300) LEFT RIGHT 27g 29b
SCAVENGE SCAVENGE 3-4 FWD
GASKET (326)
SCREEN #3 27f 28a
30a
27b
31a
SCREEN ACCUMULATOR
40k
42
ACCUMULATOR
31
38
30b
42
40n
(52) 13
27a
40s
SPACER PLATE (327)

40r
40f
(51)
30
6c
30 33 32 31
27e 28b
40p
30c
GASKET (328)
30d
#10 CASE COVER (33) #11 ACCUMULATOR HOUSING (944) PRIM ACCUM 27d
3RD CL 3RD CL SPACER PLATE GASKET ASSEMBLY (935)
44b
3RD CL 3RD CL
CHANNEL PLATE (900) 2ND CL
LINE
PRIMARY ACCUM 4TH BAND 4TH BAND
SEAL (44) PRIMARY ACCUM 27c PRIMARY ACCUM

CASE (6)
GRAPHIC
SCHEMATIC LOWER CHANNEL PLATE SIDE
REPRESENTATION
ACCUMULATOR
HOUSING
SCAVENGE PRIMARY SECONDARY UPPER CONTROL ASSEMBLY
PUMP PUMP PUMP VALVE BODY (944)
ASSEMBLY (225) ASSEMBLY (200) ASSEMBLY (203) ASSEMBLY (300)
UPPER CONTROL VALVE BODY SIDE
CASE
COVER
(33)
THREE DIMENSIONAL THREE DIMENSIONAL THREE DIMENSIONAL THREE DIMENSIONAL
SCAVENGE PUMP BODY (225) PRIMARY PUMP BODY (200) SECONDARY PUMP BODY (203) CASE COVER SIDE THREE DIMENSIONAL TWO DIMENSIONAL
;
SPACER UPPER CONTROL VALVE BODY SIDE
PLATE
GASKET (327) GASKET
(228) (328)
CASE COVER GASKET

(326)
SPACER PLATE
(935)
TWO DIMENSIONAL TWO DIMENSIONAL TWO DIMENSIONAL TWO DIMENSIONAL

Figure 3 FOLDOUT ➤ 7 FOLDOUT ➤ 7A

TYPICAL BUSHING AND VALVE
NOTE: NOT ALL VALVES ARE

USED WITH A BUSHING BUSHING
SPRING
VALVE
BORE
PLUG
RETAINING
BALL PIN
CHECK
RESTRICTING VALVE
SPACER ORIFICE
➤
PLATE
➤
VALVE
➤
VALVE BODY ➤
BODY
➤
➤ ➤ ➤
➤
RETAINING ➤
➤
➤
➤ ➤
PIN
➤
SPRING
➤
➤
VALVE
BORE BUSHING
PLUG
BUSHING
EXHAUST FROM THE
APPLY COMPONENT
UNSEATS THE TO APPLY
BALL CHECK VALVE, COMPONENT APPLY FLUID SEATS
THEREFORE CREATING
➤
THE BALL CHECK VALVE
➤
➤
A QUICK RELEASE. ➤
➤ FORCING FLUID THROUGH
➤
SPRING
➤
SPRING AN ORIFICE IN THE SPACER
➤
➤
➤ ➤
APPLY ASSIST APPLY ASSIST PLATE, WHICH CREATES
➤
➤
SPACER FLUID FLUID SPACER ➤ FLUID FLUID A SLOWER APPLY.

PLATE ➤ PLATE
➤ ➤
➤
➤ ➤
➤
➤
SIGNAL SIGNAL
➤
FLUID FLUID
➤
➤ ➤
➤
➤
➤
➤
➤
➤
EX EX
➤
WITH SIGNAL FLUID PRESSURE WITH SIGNAL FLUID PRESSURE

EQUAL TO OR LESS THAN GREATER THAN SPRING AND
SPRING AND SPRING ASSIST SPRING ASSIST FLUID PRESSURE
FLUID PRESSURE THE VALVE THE VALVE MOVES OVER.
REMAINS IN CLOSED POSITION.
Figure 4
FLUID PRESSURES
SUCTION
CONVERTER & LUBE
MAINLINE
SOLENOID SIGNAL
ACCUMULATOR
➤A B ➤ A B
ACTUATOR FEED LIMIT

➤
TORQUE SIGNAL
EXHAUST
WITH EQUAL SURFACE AREAS WITH THE SAME FLUID PRESSURE
DIRECTION OF FLOW ON EACH END OF THE VALVE, ACTING ON BOTH SURFACE "A"
BUT FLUID PRESSURE "A" AND SURFACE "B" THE VALVE
BEING GREATER THAN FLUID WILL MOVE TO THE LEFT. THIS
PRESSURE "B", THE VALVE IS DUE TO THE LARGER SURFACE
WILL MOVE TO THE RIGHT. AREA OF "A" THAN "B".
Figure 5 7B
HYDRA-MATIC 4T80-E
DRIVE TORQUE
SPROCKET CONVERTER
MANUAL 2ND REVERSE 3RD FORWARD COAST LOW

SHAFT CLUTCH CLUTCH CLUTCH CLUTCH CLUTCH ROLLER
CLUTCH
OUTPUT
SPEED
SENSOR
DIFFERENTIAL
ASSEMBLY
OUTPUT
SHAFT
FINAL
DRIVE
ASSEMBLY
SCAVENGE
PUMP
LUBE
FITTING
PRIMARY
PUMP
FORWARD
SPRAG
SECONDARY CLUTCH
PUMP
UPPER INPUT
CONTROL VALVE PLANETARY
ASSEMBLY GEARSET
INPUT LOW/REVERSE
SPEED SERVO
SENSOR
REACTION
PLANETARY
GEARSET
DRIVE 2ND
DRIVEN OUTPUT LINK SPRAG 3-4 4TH 1-2 FORWARD REVERSE
SPROCKET SHAFT ASSEMBLY CLUTCH ACCUMULATOR SERVO ACCUMULATOR ACCUMULATOR ACCUMULATOR
8 Figure 6
Figure 7
HYDRA-MATIC 4T80-E
CROSS SECTIONAL DRAWING
A cross sectional line drawing is typically the standard understanding the cross sectional line drawing by
method for illustrating either an individual mechanical comparing the same components from the three
component or a complete transmission assembly. dimensional perspective illustration. In this regard it
However, unless a person is familiar with all the becomes an excellent teaching instrument.
individual components of the transmission, distinguishing
components may be difficult in this type of drawing. Additionally, all the illustrations contained in this book
For this reason, a three dimensional perspective use a color scheme that is consistent throughout this
illustration (shown on page 8) is the primary drawing book. In other words, regardless of the type of
used throughout this book. illustration or drawing, all components have an assigned
color and that color is used whenever that component
The purpose for this type of illustration is to provide a is illustrated. This consistency not only helps to provide
more exacting graphic representation of each component for easy component identification but it also enhances
and to show their relationship to other components the graphic and color continuity between sections.
within the transmission assembly. It is also useful for
8A
GENERAL DESCRIPTION
The Hydra-matic 4T80-E is a fully automatic, four When the shift solenoid valves inside the transmission
speed, front wheel drive transmission. It consists are hydraulically activated they send operating gear
primarily of a four-element torque converter, two range information to the PCM. Gear range information
planetary gear sets, a hydraulic pressurization and control is then used by the PCM to apply and release the
system, friction and mechanical clutches and, a final torque converter clutch. This allows the engine to deliver
drive planetary gear set with a differential assembly. the maximum fuel efficiency without sacrificing vehicle
The four-element torque converter contains a pump, a performance.
turbine, a pressure plate splined to the turbine, and a The hydraulic system primarily consists of three gear
stator assembly. The torque converter acts as a fluid type pumps, two control valve bodies, a case cover and
coupling to smoothly transmit power from the engine a channel plate. The pumps maintain the working
to the transmission. It also hydraulically provides pressures needed to stroke the servos and clutch pistons
additional torque multiplication when required. The that apply or release the friction components. These
pressure plate, when applied, provides a mechanical friction components (when applied or released) support
“direct drive” coupling of the engine to the transmission. the automatic shifting qualities of the transmission.
The two planetary gear sets provide the four forward The friction components used in this transmission
gear ratios and reverse. Changing gear ratios is fully consist of five multiple disc clutches and two bands.
automatic and is accomplished through the use of a The multiple disc clutches combine with three
Powertrain Control Module (PCM). The PCM receives mechanical components, two sprag clutches and a roller
and monitors various electronic sensor inputs and uses clutch, to deliver five different gear ratios through gear
this information to shift the transmission at the most sets. The gear sets then transfer torque through the
optimum time. final drive differential and out to the drive axles.
EXPLANATION OF RANGES
The transmission should not be operated in Overdrive
when towing a trailer or driving on hilly terrain. Under
N D D such conditions that put an extra load on the engine,
R 2 the transmission should be driven in a lower manual
P 1 gear selection for maximum efficiency.
D – Manual Third can be used for conditions where it
may be desirable to use only three gear ratios. These
Figure 8 conditions include towing a trailer and driving on hilly
The transmission can be operated in any one of the terrain as described above. This range is also helpful for
seven different positions shown on the shift quadrant engine braking when descending slight grades. If the
(Figure 8). vehicle is in fourth gear it will immediately shift to
third. Automatic shifting is the same as in Overdrive
P – Park position enables the engine to be started while range for first, second and third gears except that the
preventing the vehicle from rolling either forward or transmission will not shift into fourth gear.
backward. For safety reasons, the vehicle’s parking
brake should be used in addition to the transmission 2 – Manual Second adds more performance for
“Park” position. Since the final drive differential and congested traffic and hilly terrain. It has the same starting
output shaft are mechanically locked to the case through ratio (first gear) as Manual Third but the transmission is
the parking pawl and final drive internal gear, Park prevented from shifting above second gear at normal
position should not be selected until the vehicle has throttle opening. Thus, Manual Second can be used to
come to a complete stop. retain second gear for acceleration and engine braking
R – Reverse enables the vehicle to be operated in a as desired. If the transmission is in third or fourth gear
rearward direction. when Manual Second is selected it will immediately
shift to second gear depending on vehicle speed.
N – Neutral position enables the engine to start and
operate without driving the vehicle. If necessary, this 1 – Manual First can be selected at any vehicle speed.
position should be selected to restart the engine while If the transmission is in second, third or fourth gear it
the vehicle is moving. will immediately shift into first gear when vehicle speed
is below approximately 56 km/h (35 mph). This is
D – Overdrive range should be used for all normal particularly beneficial for maintaining maximum engine
driving conditions for maximum efficiency and fuel braking when descending steep grades.
economy. Overdrive range allows the transmission to
operate in each of the four forward gear ratios. Downshifts
to a lower gear, or higher gear ratio, are available for safe
passing by depressing the accelerator or by manually
selecting a lower gear with the shift selector.
FOLDOUT ➤ 9
PRINCIPLES OF OPERATION
An automatic transmission is the mechanical and run without transferring torque to the
component of a vehicle that transfers power wheels. This situation occurs whenever Park
(torque) from the engine to the wheels. It (P) or Neutral (N) ranges have been selected.
accomplishes this task by providing a number Also, operating the vehicle in a rearward
of forward gear ratios that automatically change direction is possible whenever Reverse (R)
as the speed of the vehicle increases. The reason range has been selected (accomplished by the
for changing forward gear ratios is to provide gear sets).
the performance and fuel economy expected
from vehicles manufactured today. On the The variety of ranges in an automatic
performance end, a gear ratio that develops a transmission are made possible through the
lot of torque (through torque multiplication) is interaction of numerous mechanically,
required in order to initially start a vehicle hydraulically and electronically controlled
moving. Once the vehicle is in motion, less components inside the transmission. At the
torque is required in order to maintain the appropriate time and sequence, these
vehicle at a certain speed. Once the vehicle components are either applied or released and
has reached a desired speed, fuel economy operate the gear sets at a gear ratio consistent
becomes the important factor and the with the driver’s needs. The following pages
transmission will shift into overdrive. At this describe the theoretical operation of the
point output speed is greater than input speed, mechanical, hydraulic and electrical
and, input torque is greater than output torque. components found in the Hydra-matic 4T80-E
transmission. When an understanding of these
Another important function of the automatic operating principles has been attained, diagnosis
transmission is to allow the engine to be started of these transmission systems is made easier.
9A
MAJOR MECHANICAL COMPONENTS
DRIVE TURBINE
SPROCKET SHAFT SPLINED TO
DRIVE LINK REVERSE CLUTCH INPUT SHAFT AND 3RD REACTION
(407) (410) SPLINED TO CARRIER
ASSEMBLY TORQUE HOUSING 3RD CLUTCH CLUTCH
ASSEMBLY
(414) CONVERTER AND RACE HOUSING HUB (623)
ASSEMBLY ASSEMBLY (604) (617)
(1) 4TH SPLINED TO
2ND BAND (500) 3RD
SPRAG CLUTCH
TRANSMISSION (523) HUB
CLUTCH (617)
CASE SPLINED TO
ASSEMBLY DRIVEN
(6)
(517) SPROCKET
DRIVEN (415)
SPROCKET
SUPPORT
(418) REACTION
SPLINED TO CARRIER
REACTION ASSEMBLY
CARRIER
SPLINED TO SHELL
(623)
INPUT REACTION (633)
SUN SUN GEAR AND SHELL
GEAR ASSEMBLY
(631)
(620)
DRIVEN FINAL DRIVE
SPROCKET INTERNAL
(415) GEAR
FINAL DRIVE
(120)
SUN GEAR
LOW ROLLER (121)
CLUTCH ASSEMBLY
4TH
(830)
SERVO
LOW/REVERSE
ASSEMBLY
2ND BAND
(527-531)
CLUTCH SPLINED (13)
ASSEMBLY TOGETHER
SPLINED TO REACTION
INPUT SHAFT AND (431-435)
CARRIER
3RD CLUTCH SHELL
HOUSING COAST
ASSEMBLY CLUTCH (633)
(604) FORWARD HUB
INPUT SPRAG (719)
INPUT INTERNAL OUTER RACE
INTERNAL GEAR (721) PARKING SPLINED TO
GEAR FLANGE LOCK FINAL DRIVE
(708) (725) GEAR SUN GEAR
(833) SHAFT
INPUT FINAL DRIVE (722)
REACTION CARRIER SUN GEAR
INTERNAL ASSEMBLY FORWARD/COAST
SHAFT
GEAR (700) CLUTCH
(722)
INPUT (708) LOW/REVERSE SUPPORT
SUN SERVO (822)
GEAR ASSEMBLY
(631) FORWARD
AND COAST (928-934)
SPLINED TO CLUTCH
REACTION HOUSING
SPLINED TO CARRIER
INPUT (801)
FORWARD ASSEMBLY
INTERNAL (623)
CLUTCH GEAR
SPLINED TO SPLINED TO SPRAG
FINAL DRIVE FLANGE
COAST
SUN GEAR ASSEMBLY (725)
CLUTCH
(121) HUB (716)
(719)
SPLINED TO
INPUT SHAFT AND
3RD CLUTCH
HOUSING FINAL DRIVE
ASSEMBLY
(604) ASSEMBLY
SPLINED (100-119)
TOGETHER
OUTPUT
SHAFT
(57)
10 Figure 9
COLOR LEGEND COLOR LEGEND RANGE REFERENCE CHART
MAJOR MECHANICAL COMPONENTS APPLY COMPONENTS
AND SOLENOID’S STATE 4T80-E GEAR RATIOS
The foldout graphic on page 10 contains a disassembled drawing The Range Reference Chart on page 11, provides another FIRST 2.96
of the major components used in the Hydra-matic 4T80-E valuable source of information for explaining the overall function SECOND 1.63
transmission. This drawing, along with the cross sectional of the Hydra-matic 4T80-E transmission. This chart highlights THIRD 1.00
illustrations on pages 8 and 8A, shows the major mechanical the major apply components that function in a selected gear
components and their relationship to each other as a complete range, and the specific gear operation within that gear range. FOURTH 0.68
assembly. Therefore, color has been used throughout this book REVERSE 2.13
to help identify parts that are splined together, rotating at engine Included as part of this chart is the same color reference to each
speed, held stationary, and so forth. Color differentiation is major component that was previously discussed. If a component
particularly helpful when using the Power Flow section for is active in a specific gear range, a word describing its activity
understanding the transmission operation. will be listed in the column below that component. The row
where the activity occurs corresponds to the appropriate
The color legend below provides the “general” guidelines transmission range and gear operation.
that were followed in assigning specific colors to the major
components. However, due to the complexity of this An abbreviated version of this chart can also be found at the top
transmission, some colors (such as grey) were used for artistic of the half page of text located in the Power Flow section. This
purposes rather than being restricted to the specific function provides for a quick reference when reviewing the mechanical
or location of that component. power flow information contained in that section.
Components held stationary in the case or splined to

the case. Examples: Driven Sprocket Support (418),
Accumulator Housing (944), Valve Bodies.
Components that rotate at engine speed. Examples:

Torque Converter Assembly (1) and Oil Pump Drive
Shaft (2).
Components that rotate at turbine speed. Examples:

Converter Turbine, Drive Sprocket (407), Driven
Sprocket (415) and 3rd Clutch Housing Assembly
(604).
Components that rotate at transmission output speed.

Examples: Differential Carrier (110), Output Shaft
(57).
Components such as the 2nd Clutch Fiber Plates

(435), 2nd Sprag Clutch Outer Race (516). 1-2 2-3
2ND 2ND REVERSE 3RD 4TH FORWARD FORWARD COAST LOW/REV. LOW
RANGE GEAR SHIFT SHIFT
SOL SOL CLUTCH SPRAG CLUTCH CLUTCH BAND SPRAG CLUTCH CLUTCH BAND ROLLER
Components such as the Stator in the Torque
Converter (1), Reverse Clutch Housing (500). PARK N ON OFF APPLIED
REV R ON OFF APPLIED APPLIED

Components such as the Reaction Carrier (623),
Final Drive Sun Gear (722). NEU N ON OFF APPLIED
1 ON OFF HOLDING APPLIED APPLIED HOLDING
Accumulators, Servos and Bands. 2 OFF OFF APPLIED HOLDING HOLDING APPLIED
OVER-
RUNNING
D
OVER- OVER-
3 OFF ON APPLIED RUNNING APPLIED HOLDING APPLIED RUNNING
OVER- OVER-
4 ON ON APPLIED APPLIED APPLIED RUNNING APPLIED RUNNING
All bearings and bushings.
OVER-
3 2 OFF OFF APPLIED HOLDING HOLDING APPLIED RUNNING
All seals OVER- OVER-
3 OFF ON APPLIED RUNNING APPLIED HOLDING APPLIED APPLIED RUNNING
1 ON OFF HOLDING APPLIED APPLIED APPLIED HOLDING

OVER-
2 2 OFF OFF APPLIED HOLDING APPLIED HOLDING APPLIED APPLIED RUNNING
OVER- OVER-
3* OFF ON APPLIED RUNNING APPLIED HOLDING APPLIED APPLIED RUNNING

OVER-
1 2* OFF OFF APPLIED HOLDING APPLIED HOLDING APPLIED APPLIED RUNNING
OVER- OVER-
ON = SOLENOID ENERGIZED
OFF = SOLENOID DE-ENERGIZED
@ THE SOLENOID’S STATE FOLLOWS A SHIFT PATTERN WHICH DEPENDS UPON VEHICLE
SPEED AND THROTTLE POSITION. IT DOES NOT DEPEND UPON THE SELECTED GEAR.
* THESE GEARS ARE NOT NORMAL BUT AVAILABLE UNDER SEVERE CONDITIONS.
10A 10B Figure 10 11



Shaft (2).

(604).

(57).


OVER-
RUNNING
D
OVER- OVER-
OVER- OVER-
OVER-

OVER-
OVER- OVER-

OVER-
OVER- OVER-



Shaft (2).

(604).

(57).


OVER-
RUNNING
D
OVER- OVER-
OVER- OVER-
OVER-

OVER-
OVER- OVER-

OVER-
OVER- OVER-

TORQUE CONVERTER
THRUST THRUST PRESSURE TURBINE
BEARING BEARING PLATE THRUST
ASSEMBLY ASSEMBLY SPRING SPACER
(B) (B) (E) (H)
DAMPER
ASSEMBLY
(F)
CONVERTER PUMP STATOR TURBINE PRESSURE PLATE CONVERTER HOUSING
ASSEMBLY ASSEMBLY ASSEMBLY ASSEMBLY COVER ASSEMBLY
(A) (C) (D) (G) (I)
TORQUE CONVERTER: TORQUE

The torque converter (1) is the primary component for transmittal CONVERTER
ASSEMBLY
of power between the engine and the transmission. It is bolted to (1)
the engine flywheel (known as the flexplate) so that it will rotate
at engine speed, thus providing a hydraulic and mechanical
coupling between the engine and the transmission. Some of the A
major functions of the torque converter are:
• to provide for a smooth conversion of torque from the engine C
to the mechanical components of the transmission
D
• to multiply torque from the engine that enables the vehicle DRIVE
to achieve additional performance when required SPROCKET
• to mechanically operate the transmission oil pumps and SUPPORT
(400)
scavenge pumps through the pump drive shaft (2) and
driven shaft (207) E
• to provide a mechanical link, or direct drive from
H
the engine to the transmission through the
use of a Torque Converter
Clutch (TCC)
The torque converter PUMP
assembly is made SHAFT I
up of the following (2)
five main sub-assemblies:
• a converter pump assembly (A) which TURBINE
is the driving member SHAFT
(410)
• a turbine assembly (D) which is the driven F
or output member
• a stator assembly (C) which is the reaction member
located between the pump and turbine assemblies B
• a pressure plate assembly (G) splined to the turbine assembly
to enable direct mechanical drive G
• a converter housing cover assembly (I) which is welded to
the converter pump assembly
CONVERTER PUMP ASSEMBLY AND TURBINE ASSEMBLY
When the engine is running, the converter pump assembly acts as
a centrifugal pump by picking up fluid at its center and discharging Torque converter failure
it at its rim, between the blades. The force of this fluid then hits could cause loss of drive
the turbine blades and causes the turbine to rotate. As the engine and or loss of power.
and converter pump increase in RPM, so does the turbine.
PRESSURE PLATE, DAMPER AND To reduce torsional shock during the apply of the pressure plate
CONVERTER HOUSING COVER ASSEMBLIES to the converter cover, a spring loaded damper assembly (F) is
The pressure plate is splined to the turbine hub and applies (engages) used. The pressure plate is attached to the pivoting mechanism
with the converter cover to provide a mechanical coupling of the of the damper assembly which allows the pressure plate to rotate
engine to the transmission. When the pressure plate assembly is independently of the damper assembly up to approximately 45
applied, the amount of slippage that occurs through a fluid coupling degrees. During engagement, the springs in the damper assembly
is reduced (but not eliminated), thereby providing a more efficient cushion the pressure plate engagement and also reduce irregular
transfer of engine torque to the drive wheels. torque pulses from the engine or road surface.
12 Figure 11
TORQUE CONVERTER
FLUID FLOW
STATOR
ASSEMBLY
(C)
CONVERTER PUMP TURBINE
ASSEMBLY ASSEMBLY
(A) (D)
Figure 12
Stator roller clutch failure
• roller clutch freewheels in both directions can • roller clutch locks up in both directions can • Overheated fluid.
cause poor acceleration at low speed. cause poor acceleration at high speed.
STATOR ASSEMBLY
The stator assembly is located between the
pump assembly and turbine assembly, and is
STATOR mounted on a one-way roller clutch. This one-
way roller clutch allows the stator to rotate in
one direction and prevents (holds) the stator
from rotating in the other direction. The
function of the stator is to redirect fluid
returning from the turbine in order to assist the
engine in turning the converter pump assembly.
STATOR ROTATES At low vehicle speeds when greater torque is
FREELY needed, fluid from the turbine hits the front
CONVERTER AT side of the stator blades (the converter is
COUPLING SPEED
multiplying torque). At this time, the one-
way roller clutch prevents the stator from
rotating in the same direction as the fluid
FLUID FLOW flow, thereby redirecting fluid to assist the
FROM TURBINE engine in turning the converter pump. In this
mode, fluid leaving the converter pump has
more force to turn the turbine assembly and
STATOR HELD CONVERTER multiply engine torque.
FLUID FLOW REDIRECTED MULTIPLYING
As vehicle speed increases and less torque is
required, centrifugal force acting on the fluid
changes the direction of the fluid leaving the
turbine such that it hits the back side of the
stator blades (converter at coupling speed).
When this occurs, the roller clutch overruns
and allows the stator to rotate freely. Fluid is
no longer being redirected to the converter
pump and engine torque is not being multiplied.
Figure 13 13
TORQUE CONVERTER
RELEASE
When the torque converter clutch is released, fluid is fed into the TORQUE
CONVERTER
torque converter by the pump into the converter release fluid ASSEMBLY
(1)
passage. The converter release fluid passage is located between RELEASE
the pump shaft (2) and the turbine shaft (410). Fluid travels FLUID
between the shafts and enters the release side of the pressure plate DRIVE
at the end of the turbine shaft. The pressure plate is forced away SPROCKET
SUPPORT
from the converter cover and allows the torque converter turbine (400)
to rotate at speeds other than engine speed. RELEASE

FLUID
The release fluid then flows between the friction element on the
pressure plate and the converter cover to enter the apply side of the
torque converter. The fluid then exits the torque converter through
the apply passage which goes through the drive sprocket support
PUMP
(400) and into the case cover (33). This fluid now travels to the SHAFT
(2)
upper control valve body and on to the oil cooler. APPLY
FLUID
APPLY TURBINE
When the PCM determines that the vehicle is at the proper speed SHAFT
(410)
for the torque converter clutch to apply it sends a signal to the
PRESSURE
TCC solenoid. The TCC solenoid then routes line fluid from the PLATE
pump to the converter apply passage of the torque converter. The
fluid passes between the drive sprocket support and the turbine
shaft to a feed hole in the drive sprocket support. Fluid passes TCC RELEASE
through the feed hole in the support and into the torque converter
on the apply side of the pressure plate assembly. Converter release TORQUE
fluid is then exhausted out of the torque converter between the CONVERTER
ASSEMBLY
turbine shaft and the pump shaft. (1)
PRESSURE
Apply fluid pressure forces the pressure plate against the torque PLATE
converter cover to provide a mechanical link between the engine DRIVE

and the turbine. In vehicles equipped with the Electronically SPROCKET
SUPPORT
Controlled Capacity Clutch (ECCC) system, the pressure plate does (400)
not fully lock to the torque converter cover. It is instead precisely

controlled to maintain a small amount of slippage between the RELEASE
FLUID
engine and the turbine, reducing driveline torsional disturbances.
The TCC apply should occur in fourth gear (also third gear in
some applications), and should not apply until the transmission
PUMP
fluid has reached a minimum operating temperature of 8°C (46°F) SHAFT
and the engine coolant temperature reaches 50°C (122°F). (2) APPLY
FLUID
For more information on TCC apply and release, see Overdrive

TURBINE
Range – Fourth Gear TCC Released and Applied, pages 70-71. SHAFT
(410)
APPLY
FLUID
No TCC apply can be caused by:

• TCC solenoid valve assembly (336) malfunction
• Converter clutch control valve (317) stuck or binding TCC APPLY
• Converter clutch feed limit valve (312) stuck or binding
• TCC enable valve (322) stuck or binding SQUARE
• Converter clutch regulator valve (318) stuck or binding CUT
SEAL
• Spacer plate and gaskets misaligned or incorrect ➤
• Turbine shaft and or seals damaged or missing
• Turbine shaft bushing (402) worn or damaged ➤
• Pressure plate assembly friction material worn or damaged

➤
COVER
➤
VISCOUS CONVERTER CLUTCH (VCC) BODY
(Some Models)
The viscous converter clutch performs the same function as the ➤
torque converter clutch that was explained in the preceding pages.

The primary difference between the torque converter clutch and the ➤
viscous converter clutch is the silicone fluid that is sealed between ➤

the cover and body of the clutch assembly. The viscous silicone
fluid provides a smooth apply of the clutch assembly when it engages
with the converter cover and also reduces irregular torque pulses
from the engine or road surface. When the viscous clutch is applied, ROTOR
there is constant (but minimal) slippage between the rotor and the
body. Despite this slippage, (approximately 40 RPM at 97 km/h, or
60 mph) good fuel economy is attained at highway speeds.
DOUBLE LIP
(Refer to the Electrical Components section for information on VISCOUS CONVERTER CLUTCH
SEAL WITH
GARTER SPRING
VCC controls.)
14 Figure 14
APPLY COMPONENTS
The Apply Components section is designed to explain The sequence in which the components in this
the function of the hydraulic and mechanical holding section have been discussed coincides with their
devices used in the Hydra-matic 4T80-E transmission. physical arrangement inside the transmission. This
Some of these apply components, such as clutches order closely parallels the disassembly sequence
and bands, are hydraulically “applied” and “released” used in the Hydra-matic 4T80-E Unit Repair Section
in order to provide automatic gear range shifting. located in Section 7 of the appropriate Service
Other components, such as a roller clutch or sprag Manual. It also correlates with the components
clutch, often react to a hydraulically “applied” shown on the Range Reference Charts that are used
component by mechanically “holding” or “releasing” throughout the Power Flow section of this book.
another member of the transmission. This interaction The correlation of information between the sections
between the hydraulically and mechanically applied of this book helps the user to more clearly understand
components is then explained in detail and supported the hydraulic and mechanical operating principles
with a graphic illustration. In addition, this section for this transmission.
shows the routing of fluid pressure to the individual
components and their internal functions when they
apply or release.
MATING
OR
BRIEF FUNCTIONAL RELATED
DESCRIPTION DESCRIPTION COMPONENTS
APPLY COMPONENTS APPLY COMPONENTS

through the support. In the absence Clutch not releasing can cause second 2ND SPRAG CLUTCH: When the 2nd sprag clutch is mechanically locked up it h
DRIVEN fluid pressure, force from the return spr
SPROCKET gear start or no 2-1 downshift and can The 2nd sprag clutch (516-520), located between the d the reaction sun gear and shell assembly (620) through
SUPPORT
& retainer assembly causes the 2nd cl be caused by: sprocket support (418) and reverse clutch housing and reverse housing. This arrangement directs power flow to t
(418) piston to move away from the clutch pla • 1-2 shift valve A and B (919 and assembly (500), holds the reverse clutch housing whenev reaction carrier assembly in Second gear.
The piston movement causes the clu 920) stuck or binding. transaxle is operating in Second gear.
plates to lose contact with the backing • Debris in lower control valve 2ND SPRAG CLUTCH ASSEMBLY RELEASED:
thereby releasing the 2nd clutch. body (903). 2ND SPRAG CLUTCH ASSEMBLY HOLDING: The 2nd sprag clutch assembly releases whenever the 2nd cl
Clutch not applying can cause first The 2nd clutch assembly (428-435) has fiber plates with releases, or its elements “overrun” (freewheel). An overrunn
AIR BLEED gear only and can be caused by
BALL CHECK VALVE nal teeth splined to the 2nd sprag outer race (516), and condition occurs whenever the transaxle operates in Third g
(437)
damaged or malfunctioning second plates (433) that are splined to the case. The 2nd sprag (Overdrive Range or Manual Third Range) where the 2nd clu
clutch assembly. race is part of the reverse clutch housing and race ass is not used for power flow through the gear sets. While oper
APPLYING APPLIED
2ND CLUTCH: (500), which rotates in the opposite direction of engine ro ing in Third gear, the reverse clutch housing rotates in
The 2nd clutch assembly (428-43 EX
during First gear operation. When the 2nd clutch applies direction of engine rotation. When this occurs, the sprag
located between the driven sproc nal teeth on the 2nd clutch plates hold the 2nd sprag oute ments are forced to pivot in the opposite direction which dis
support (418) and the reverse clu stationary. The reverse clutch housing and race assem gages the input sprag inner race from the outer race. The sp
housing and race assembly (500) WAVED APPLY STEEL BACKING then prevented from rotating in a direction opposite to e elements freewheel when this condition occurs. This also
applied whenever the transaxle PLATE PLATE CLUTCH PLATE rotation because the sprag elements are forced to wedg curs during deceleration in Second gear (Overdrive Range
DRIVEN (431) (432) PLATE (434) tween the inner and outer sprag races. Manual Third Range).
operating in Overdrive Range Seco SPROCKET (433)
Third or Fourth gear. It is also appl SUPPORT
in Manual Second Range-Second g FIBER
(418)
CLUTCH
and Manual Third Range-Second a PLATE
Third gear. OVERDRIVE RANGE – SECOND GEAR
(435)
3RD SPRAG CLUTCH SPRAG OUTER SPRAG REVERSE CLUTCH
2ND CLUTCH APPLY: CLUTCH HOLDING CLUTCH RACE CLUTCH HOUSING
SEAL OUTER RETAINER (516) ASSEMBLY AND RACE
To apply the 2nd clutch, 2nd clutch f FLUID
RING (518) (517) ASSEMBLY
RACE
is routed into the driven sprocket supp (423) (516) (500)
(418), behind the 2nd clutch pis HELD
assembly (430). 2nd clutch fluid s OIL
the 2nd clutch air bleed checkb LUBE RING
(located in the driven sprocket supp PASSAGE (422)
which allows any residual air to esc
LD LOCKING
and fluid pressure moves the piston HE RING
compresses the return spring & retai SPRAG (519)
assembly (428). The piston continue ASSEMBLY (INNER RACE)
(517) *PREVENTED
move until the spring & retain FROM ROTATING
REVERSE CLUTCH
assembly compresses the 2nd clu HOUSING
IN CLOCKWISE DIRECTION
waved plate (431) and holds the ap AND RACE
ASSEMBLY
plate (432), fiber plates (435) and (500)
plates (433) against the backing pla
*SPRAG IS VIEWED FROM THIS DIRECTION
When fully applied, the 2nd clu
provides power through the planeta
gear sets by holding the 2nd sprag ou OVERDRIVE RANGE – THIRD GEAR
race (516) through the internal teeth REVERSE SPRAG CLUTCH
CLUTCH THRUST
the fiber clutch plates. (The exter FLUID WASHER OVERRUNNING
OUTER
teeth on the steel clutch plates are spl (436)
RACE
into the transaxle case.) T (516)
arrangement allows Second gear SNAP
RING HELD
redirecting power through the reactio
(429)
2ND CLUTCH RELEASE:
The 2nd clutch releases whenever OUTER
transaxle shifts into First gear, or w RACE
the selector lever is moved into the P 2ND SPRAG
WASHER
Reverse, or Neutral ranges. As the 2 CLUTCH (520)
RETURN SPRING ASSEMBLY (INNER RACE)
clutch releases, 2nd clutch fluid pres FLUID (517)
PISTON AND RETAINER REVERSE CLUTCH
between the 2nd clutch piston assem ASSEMBLY ASSEMBLY HOUSING 2nd sprag clutch damaged can cause no second gear or no
and driven sprocket support exhau (430) (428) AND RACE third gear.
ASSEMBLY
(500)
423 422 423 422 430 428 429 436 431 432 433 434
519 518 517 516 520 500
435
16 Figure 16 Figure 17 17
DISASSEMBLED CUTAWAY
VIEW VIEW
Figure 15 15
APPLY COMPONENTS
through the support. In the absence of fluid Clutch not releasing can cause second
DRIVEN pressure, force from the return spring and
SPROCKET gear start or no 2-1 downshift and can
SUPPORT
retainer assembly causes the 2nd clutch be caused by:
(418) piston to move away from the clutch plates. • 1-2 shift valve A and B (919 and
The piston movement causes the clutch 920) stuck or binding.
plates to lose contact with the backing plate • Debris in lower control valve
thereby releasing the 2nd clutch. body (903).
AIR BLEED
Clutch not applying can cause first
BALL CHECK VALVE gear only and can be caused by
(437) damaged or malfunctioning second
APPLYING APPLIED clutch assembly.
2ND CLUTCH:
The 2nd clutch assembly (428-435), EX
located between the driven sprocket
support (418) and the reverse clutch
housing and race assembly (500), is WAVED APPLY STEEL BACKING
applied whenever the transmission is PLATE PLATE CLUTCH PLATE
DRIVEN (431) (432) PLATE (434)
operating in Overdrive Range Second, SPROCKET (433)
Third or Fourth gear. It is also applied SUPPORT
in Manual Second Range-Second gear FIBER
(418) CLUTCH
and Manual Third Range-Second and PLATE
Third gear. (435)
3RD
2ND CLUTCH APPLY: CLUTCH
To apply the 2nd clutch, 2nd clutch fluid FLUID SEAL
is routed into the driven sprocket support RING
(423)
(418), behind the 2nd clutch piston
assembly (430). 2nd clutch fluid seats the OIL
2nd clutch air bleed ball check valve LUBE RING
(located in the driven sprocket support PASSAGE (422)
which allows any residual air to escape)
and fluid pressure moves the piston and
compresses the return spring and retainer
assembly (428). The piston continues to
move until the spring and retainer
assembly compresses the 2nd clutch waved
plate (431) and holds the apply plate (432),
fiber plates (435) and steel plates (433)
against the backing plate (434).
When fully applied, the 2nd clutch
provides power through the planetary
gear sets by holding the 2nd sprag outer
race (516) through the internal teeth on REVERSE
CLUTCH THRUST
the fiber clutch plates. (The external teeth WASHER
on the steel clutch plates are splined into FLUID
(436)
the transmission case.) This arrangement
allows Second gear by redirecting power SNAP
through the reaction carrier. RING
(429)
2ND CLUTCH RELEASE:
The 2nd clutch releases whenever the
transmission shifts into First gear, or when
the selector lever is moved into the Park, 2ND
Reverse, or Neutral ranges. As the 2nd CLUTCH
clutch releases, 2nd clutch fluid pressure FLUID RETURN SPRING
PISTON AND RETAINER
between the 2nd clutch piston assembly ASSEMBLY ASSEMBLY
and driven sprocket support exhausts (430) (428)
423 422 423 422 430 428 429 436 431 432 433 434
435
16 Figure 16
APPLY COMPONENTS
2ND SPRAG CLUTCH:
The 2nd sprag clutch (516-520), located between the driven When the 2nd sprag clutch is mechanically locked up it holds
sprocket support (418) and reverse clutch housing and race the reaction sun gear and shell assembly (620) through the
assembly (500), holds the reverse clutch housing whenever the reverse housing. This arrangement directs power flow to the
transmission is operating in Second gear. reaction carrier assembly in Second gear.
2ND SPRAG CLUTCH ASSEMBLY HOLDING: 2ND SPRAG CLUTCH ASSEMBLY RELEASED:
The 2nd clutch assembly (428-435) has fiber plates with inter- The 2nd sprag clutch assembly releases whenever the 2nd clutch
nal teeth splined to the 2nd sprag outer race (516), and steel releases, or its elements “overrun” (freewheel). An overrunning
plates (433) that are splined to the case. The 2nd sprag inner condition occurs whenever the transmission operates in Third
race is part of the reverse clutch housing and race assembly gear (Overdrive Range or Manual Third Range) where the 2nd
(500), which rotates in the opposite direction of engine rotation clutch is not used for power flow through the gear sets. While
during First gear operation. When the 2nd clutch applies inter- operating in Third gear, the reverse clutch housing rotates in the
nal teeth on the 2nd clutch plates hold the 2nd sprag outer race direction of engine rotation. When this occurs, the sprag ele-
stationary. The reverse clutch housing and race assembly is ments are forced to pivot in the opposite direction which disen-
then prevented from rotating in a direction opposite to engine gages the input sprag inner race from the outer race. The sprag
rotation because the sprag elements are forced to wedge be- elements freewheel when this condition occurs. This also oc-
tween the inner and outer sprag races. curs during deceleration in Second gear (Overdrive Range or
Manual Third Range).
OVERDRIVE RANGE – SECOND GEAR

SPRAG CLUTCH SPRAG OUTER SPRAG REVERSE CLUTCH
HOLDING CLUTCH RACE CLUTCH HOUSING
OUTER RETAINER (516) ASSEMBLY AND RACE
RACE (518) (517) ASSEMBLY
(516) (500)
HELD
LD LOCKING
HE RING
SPRAG (519)
ASSEMBLY (INNER RACE)
(517) *PREVENTED
REVERSE CLUTCH
FROM ROTATING
AND RACE
IN CLOCKWISE DIRECTION
ASSEMBLY
(500)
*SPRAG IS VIEWED FROM THIS DIRECTION
OVERDRIVE RANGE – THIRD GEAR

SPRAG CLUTCH
OVERRUNNING
OUTER
RACE
(516)
HELD
OUTER
RACE
WASHER
SPRAG
(520)
ASSEMBLY (INNER RACE)
(517) REVERSE CLUTCH
HOUSING
AND RACE 2nd sprag clutch damaged can cause no second gear or no
ASSEMBLY third gear.
(500)
519 518 517 516 520 500
Figure 17 17
APPLY COMPONENTS
As reverse clutch fluid exhausts through No reverse/slips in reverse could be
the driven sprocket support, the reverse caused by:
REVERSE
CLUTCH
clutch piston ball check valve is forced off • Porosity in the piston.
HOUSING its seat by centrifugal force (rotation of the • Excessive clutch plate travel.
(500) piston). When the ball check valve unseats, • Clutch plate snap ring out of
residual reverse clutch fluid is forced to grove.
the outer perimeter of the piston and • Return spring snap ring out of
exhausts through the ball check valve seat. groove.
(If this fluid did not completely exhaust • Waved apply plate installed in-
there could be a partial apply, or drag of correctly.
the reverse clutch plates.)
REVERSE CLUTCH: PISTON

BALL CHECK VALVE
The reverse clutch assembly (505-514),
located inside the reverse clutch housing and APPLIED RELEASED
race assembly (500), is applied only when
Reverse range is selected through the gear EX
shift selector lever. WAVED STEEL SNAP
APPLY CLUTCH RING
REVERSE CLUTCH APPLY: PLATE PLATE (515)
To apply the reverse clutch, reverse clutch fluid (514) (511)
is routed into the driven sprocket support (418) REVERSE
and follows a passage between the support and CLUTCH
support sleeve. Reverse clutch fluid exits the HOUSING
support at a feed hole located between two lands (500)
and enters the reverse clutch housing through SELECTIVE
feed holes located behind the reverse clutch LUBE BACKING
piston assembly (505). Reverse clutch fluid PASSAGE PLATE
pressure then seats the reverse clutch piston (512)
ball check valve, which allows fluid pressure to
move the piston and compress the spring and
retainer assembly (508). The piston continues FIBER
CLUTCH
to move until the spring and retainer assembly PLATE
compresses the reverse clutch waved apply plate (513)
(514), and holds the steel clutch plates (511)
and fiber clutch plates (513) against the selective
backing plate (512).
REVERSE
CLUTCH
When fully applied, the reverse clutch combines FLUID
with the low/reverse servo assembly (524-533) SNAP
and low/reverse band (13) to enable a reverse RING
direction of rotation and power through the gear (510)
sets. (See Low/Reverse Servo and Low/Reverse
Band description in this section.) RETAINER
(509)
REVERSE CLUTCH RELEASE:
The reverse clutch releases whenever the SPRING
selector lever is moved into another range and AND RETAINER
reverse clutch fluid pressure between the INNER ASSEMBLY
housing and reverse clutch piston is forced back SEAL (508)
through the feed holes into the driven sprocket (506)
support. In the absence of fluid pressure, force
from the spring and retainer assembly causes
the reverse clutch piston to move away from PISTON
the clutch plates. The piston movement causes ASSEMBLY
the clutch plates to lose contact with the backing (505) OUTER
SEAL
plate thereby releasing the reverse clutch. (507)
506 507 505 508 509 510 514 511 512 515
513
18 Figure 18
APPLY COMPONENTS
4TH REVERSE CLUTCH 4TH SERVO RELEASE: 4TH BAND:
BAND HOUSING The 4th servo releases whenever the The 4th band (523), located inside the
(523) AND RACE transmission shifts out of Fourth gear into case, is wrapped around the reverse clutch
ASSEMBLY a lower gear (excluding Manual Second housing and race assembly (500) and held
(500) Range – Second gear). The band releases in position by the 4th band anchor pin
when 4th band fluid pressure between (10). When the band is compressed by
the servo cover and servo piston is routed the 4th servo pin, it holds the reverse
up the servo pin and through the case to clutch housing and race assembly in order
exhaust from the circuit. Spring force to operate the transmission in fourth gear,
from the spring and retainer assembly or for engine compression braking in
moves the 4th servo piston away from Manual Second Range – Second gear.
the 4th band thereby releasing the band.
4TH BAND 4TH REVERSE CLUTCH

ANCHOR PIN BAND HOUSING
(10) (523) AND RACE
ASSEMBLY
(500)
4TH SERVO ASSEMBLY:

The 4th servo assembly (524-533), located
near the transmission case cover (33) at the
back of the case (6), applies the 4th band
(523) in Overdrive Range – Fourth gear or
Manual Second Range – Second gear.
4TH SERVO APPLY:

To apply the 4th servo assembly, 4th band
fluid is routed through the channel plate
(900), case (6) and through a feed hole
located in the 4th servo pin (527). 4th
band fluid passes through the center of
the servo pin and fills the cavity between
the servo cover (524) and the servo piston
(529). 4th band fluid pressure behind the
piston, forces the servo piston and pin to
move towards the 4th band. As the servo
piston moves it compresses the spring and
retainer assembly (533) until the pin
travels far enough to compress the 4th
band. The band is wrapped around the
reverse clutch housing and race assembly 4TH SERVO
and when it is compressed, it holds the BAND PISTON
housing stationary. FLUID SEAL
(532)
When the transmission is operating in
No servo apply can SERVO
Fourth gear and the 4th band is holding PISTON
cause no fourth gear/ SERVO
the reverse clutch housing, power is slips in fourth gear, PIN (529)
directed through the reaction carrier to and can be caused by (527)
the input carrier in order to provide an servo piston seal (532) SERVO
overdrive gear ratio. When the 4th band COVER
damaged or rolled. CASE (524)
is applied for engine compression braking Harsh servo apply can (6)
in Manual Second Range – Second gear, be caused by spring SNAP
the band is used to prevent the reverse and retainer assembly RING
clutch housing from rotating and (533) broken or SERVO SPRING (531)
overrunning the 2nd sprag clutch. missing. COVER AND RETAINER
SEAL ASSEMBLY
(525) (533)
533 527 533 532 529 531 525 524 534
Figure 19 19
APPLY COMPONENTS
3RD CLUTCH RELEASE:
3RD CLUTCH The 3rd clutch releases whenever the As 3rd clutch fluid exhausts through the
HOUSING transmission downshifts into Second or driven sprocket support, the 3rd clutch
(604) First gear, or when the selector lever is piston ball check valves are forced off
moved into the Park, Reverse, or Neutral their seats by centrifugal force (rotation
ranges. 3rd clutch fluid pressure of the piston). When the ball check valves
between the piston and housing exhausts unseat, residual 3rd clutch fluid is forced
through the same passages that were to the outer perimeter of the piston and
used to apply the clutch. In the absence exhausts through the ball check valve
of fluid pressure, force from the spring seats. (If this fluid did not completely
and retainer assembly causes the 3rd exhaust there could be a partial apply, or
clutch piston to move away from the drag of the 3rd clutch plates.)
3RD CLUTCH: 3rd clutch apply plate. The piston
The 3rd clutch assembly (606-613), located movement causes the clutch plates to
inside the 3rd clutch housing (604), is applied lose contact with the backing plate Clutch not releasing can cause third
whenever the transmission is operating in thereby releasing the 3rd clutch. gear only.
Overdrive Range – Third or Fourth gear and Clutch not applying can cause no
Manual Third Range – Third gear. third gear.
3RD CLUTCH APPLY: PISTON
To apply the 3rd clutch, 3rd clutch fluid BALL CHECK VALVES
is routed into the driven sprocket support (437)
(418) and follows a passage between the APPLIED RELEASED
PISTON APPLY PLATE
support and support sleeve. 3rd clutch ASSEMBLY (611)
fluid exits the support at a feed hole in EX
(606)
the sleeve, passes between the 3rd clutch
shaft and sleeve before entering the 3rd FIBER
CLUTCH PLATE
clutch housing behind the 3rd clutch (610)
piston (606). 3rd clutch fluid pressure 3RD CLUTCH
seats the 3rd clutch piston ball check HOUSING STEEL
valves which allows fluid pressure to (604) CLUTCH PLATE
move the piston and compress the spring (612)
and retainer assembly (607). The piston
BACKING PLATE
continues to move until the it contacts the (613)
SNAP RING
3rd clutch apply plate (611) and (609)
holds the 3rd clutch fiber plates SPRING AND
(610) and steel plates (612) against 3RD
CLUTCH RETAINER
the 3rd clutch backing plate (613). FLUID ASSEMBLY
(607)
When fully applied, the 3rd clutch
plates force the 3rd clutch housing SNAP RING
and 3rd clutch hub (617) to rotate at turbine (515)
speed. The 3rd clutch hub is splined into
the reaction carrier and combines with the
input sun gear (631) to power the gear
sets at a 1:1 gear ratio.
437 606 607 608 609 611 610 612 610 613 515
20 Figure 20
APPLY COMPONENTS
FORWARD SPRAG CLUTCH:
The forward sprag clutch (716-721), located between the input the sprag elements wedge between the inner and outer races.
carrier assembly (700) and the coast clutch assembly (812-815), The sprag is then mechanically locked up and either holds, or
holds, or drives the input internal gear (708) in all forward gear drives the inner race depending on gear range operation.
ranges in order to transmit power to the gear sets. The exception
is transmission operation in Overdrive Range – Fourth gear When the forward sprag clutch is mechanically locked up it
when the sprag elements overrun. holds, or drives the input internal gear in order to direct power
flow through the gear sets. The one exception is when the
FORWARD SPRAG CLUTCH ASSEMBLY HOLDING: transmission operates in Overdrive Range – Fourth gear.
The forward clutch assembly (815-821) has fiber clutch plates
with internal teeth splined to the forward sprag clutch outer race FORWARD SPRAG CLUTCH ASSEMBLY RELEASED:
(721), and steel clutch plates splined to the forward and coast The forward sprag clutch assembly releases whenever the forward
clutch housing (801). The forward sprag inner race (725) is part clutch releases, or its elements “overrun” (freewheel). An
of the input internal gear assembly which affects input carrier overrunning condition occurs only in Overdrive Range – Fourth
function whenever the forward clutch is applied. When the gear when the input internal gear (forward sprag inner race)
forward clutch applies, internal teeth on the forward clutch fiber rotates faster than the outer race. The faster rotation of the
plates and external teeth on the forward clutch steel clutch plates forward sprag inner race causes the sprag elements to pivot and
link the forward and coast clutch housing to the forward sprag disengage with the forward sprag outer race. This also occurs
outer race. If the forward sprag inner race is rotating at a slower sometimes during deceleration. (In this example the forward
speed or tries to rotate in a direction opposite of engine rotation, clutch is still applied and holding the outer race.)
OVERDRIVE RANGE – SECOND GEAR INPUT INPUT SNAP SPRAG

SPRAG CLUTCH INTERNAL INTERNAL RING ASSEMBLY
HOLDING/DRIVING GEAR GEAR (709) (716)
OUTER (708) FLANGE
RACE (725)
(721)
SPRAG (INNER RACE)

ASSEMBLY INPUT
(716) INTERNAL
GEAR
FLANGE
(725)
SPRAG IS VIEWED FROM THIS DIRECTION
OVERDRIVE RANGE – FOURTH GEAR

SPRAG CLUTCH
OUTER OVERRUNNING SNAP
RACE RING
(721) (717)
COAST
SPRAG (INNER RACE) THRUST OUTER THRUST CLUTCH
ASSEMBLY INPUT WASHER RACE WASHER HUB
(716) INTERNAL (713) (721) (720) (719)
GEAR
FLANGE If inoperative the forward sprag clutch can cause no
(725) forward in any range.
708 725 709 713 716 721 720 719 717
Figure 21 21
APPLY COMPONENTS
contact with the backing plate thereby releasing
FORWARD the forward clutch.
AND COAST
CLUTCH As forward clutch fluid exhausts through the
HOUSING forward/coast clutch support, the forward and If inoperative the forward
(801) coast clutch housing ball check valve is forced clutch can cause no forward
off its seat by centrifugal force. When the ball in any range.
check valve unseats, residual forward clutch
fluid is forced to the outer perimeter of the
piston and exhausts through the ball check
valve seat. (If this fluid did not completely
exhaust there could be a partial apply, or drag HOUSING
FORWARD CLUTCH: of the forward clutch plates.)
The forward clutch assembly (807-819), BALL CHECK VALVE
(437)
located inside the forward and coast clutch
housing (801), is applied whenever the APPLIED RELEASED
transmission is operating in any forward range.
EX
FORWARD CLUTCH APPLY:
FORWARD SNAP APPLY
To apply the forward clutch, forward clutch AND COAST RING RING
fluid is routed into the forward/coast clutch CLUTCH (818) (811)
support (822) and follows a passage between HOUSING
the support and an oil transfer sleeve (824). (801)
Forward clutch fluid then passes through the
support and a feed hole in the forward and
coast clutch housing, located behind the
forward clutch piston assembly (807). Forward
clutch fluid pressure seats the ball check valve
(437), located in the forward and coast clutch
housing (801), allowing fluid pressure to move
the forward clutch piston and forward clutch
(apply) ring (811). As the piston moves it PISTON
compresses the forward clutch release spring ASSEMBLY
(807)
assembly (820) until legs on the apply ring
contact and hold the forward and coast clutch
plates (840), belleville plate (841), fiber plates
FORWARD
(817) and steel plates (816) against the backing CLUTCH
plate (819). FLUID
When fully applied, the forward clutch
provides power to the planetary gear sets by
holding the forward sprag outer race (721) INNER
through the internal fiber clutch teeth. SEAL
(External teeth on the steel clutch plates are (808)
splined to the forward and coast clutch
housing.) This arrangement allows the forward
sprag elements to hold or overrun, depending
on gear and range operation.
FORWARD CLUTCH RELEASED:
The forward clutch releases whenever the
selector lever is moved into Park, Reverse or
Neutral ranges and forward clutch fluid
between the piston and housing exhausts BACKING FIBER STEEL FORWARD BELLEVILLE OUTER
through the forward/coast clutch support. In PLATE CLUTCH CLUTCH AND COAST PLATE SEAL
the absence of fluid pressure, force from the (819) PLATE PLATE CLUTCH (841) (809)
forward clutch release spring assembly causes (817) (816) PLATE
the forward clutch piston and apply ring to (840)
move away from the clutch plates. The piston
movement causes the clutch plates to lose
818 819 817 840 841 840 811 807 808 809
816
22 Figure 22
APPLY COMPONENTS
As coast clutch fluid exhausts through the
FORWARD housing and forward/coast clutch support, the
AND COAST piston ball check valve is forced off its seat by
CLUTCH centrifugal force. When the ball check valve
HOUSING If inoperative the coast
(801) unseats, residual coast clutch fluid is forced to
the outer perimeter of the piston and exhausts clutch can cause no engine
through the ball check valve seat. (If this fluid braking in Manual 1st,
Manual 2nd, or Manual 3rd.
did not completely exhaust there could be a
partial apply or drag of the coast clutch plates.)
COAST CLUTCH:
The coast clutch assembly (810-820), located PISTON
inside the forward and coast clutch housing BALL CHECK VALVE
(801), is applied whenever the transmission is APPLIED RELEASED
operating in a Manual Range (Refer to Range RELEASE FORWARD
Reference Chart on page 11). SPRING EX AND COAST
ASSEMBLY CLUTCH
COAST CLUTCH APPLY: (820) HOUSING
To apply the coast clutch, coast clutch fluid is (801)
routed into the forward/coast clutch support
(822) and follows a passage between the
support and an oil transfer sleeve (824). Coast
clutch fluid then passes through a feed hole in
the support and a feed hole in the forward and
coast clutch housing. As coast clutch fluid
enters the housing, between the coast clutch
piston (810) and the forward clutch piston
(807), it seats the ball check valve (located in
the coast clutch piston) and moves the piston
towards the coast clutch (apply) plate (812).
The piston moves until it contacts the coast
clutch (apply) plate and then forces the coast
clutch (fiber) plates (814) and steel plate (813)
to compress against the forward and coast COAST
clutch plates (840). CLUTCH
APPLY
When fully applied, the coast clutch combines FLUID
with the forward clutch assembly to hold the
forward sprag inner race/input internal gear
(725). This arrangement prevents the forward
sprag elements from overrunning and provides
engine compression braking in the Manual
ranges.
COAST CLUTCH RELEASED:

The coast clutch releases whenever the selector
lever is moved into Overdrive, Park, Reverse
or Neutral ranges and coast clutch fluid
pressure between the forward clutch piston
(807) and the coast clutch piston (810) exhausts
through the forward/coast clutch support. In
SNAP FORWARD STEEL FIBER APPLY PISTON
the absence of fluid pressure, force from the RING AND COAST CLUTCH CLUTCH PLATE ASSEMBLY
forward clutch release spring assembly (820) (821) CLUTCH PLATE PLATE (812) (810)
causes the coast clutch piston to move away PLATE (813) (814)
from the clutch plates. The piston movement (840)
causes the clutch plates to lose contact with
the forward and coast clutch plates thereby
releasing the clutch.
814 813 814 812 821 820 810
Figure 23 23
APPLY COMPONENTS
FORWARD LOW/REVERSE LOW/REVERSE SERVO ASSEMBLY: LOW/REVERSE SERVO APPLY:
AND COAST BAND The low/reverse servo assembly, located To apply the low/reverse servo assembly,
CLUTCH (13) in the lower control valve body (903), reverse band fluid is routed through a feed
HOUSING applies the low/reverse band in Park, hole in the channel plate (900) to the
(801) Reverse and Neutral ranges, and First bottom of the low/reverse servo piston
gear in all forward ranges. (928). Reverse band fluid pressure fills
the cavity between the servo piston and
channel plate and forces the servo piston
LOW/REVERSE BAND: and pin (931) to move towards the low/
The low/reverse band (13), located reverse band (13). As the low/reverse
inside the case, is wrapped around the servo piston moves, it compresses the
forward and coast clutch housing and return spring (901) and cushion spring
held in position by the low/reverse band (934) until the pin travels far enough to
anchor pin. When the band is compress the low/reverse band. The low/
compressed by the low/reverse servo reverse band is wrapped around the
pin, it holds the forward and coast clutch forward and coast clutch housing and when
No servo apply can cause no reverse/ housing stationary. the band compresses, it holds the forward
slips in reverse, and can be caused by and coast clutch housing stationary.
servo piston seals (929, 930) damaged Note: The band is not the primary
or rolled. holding member in First gear When the transmission is operating in Park
Harsh servo apply can be caused by acceleration operation (Refer to low or Neutral ranges, the low/reverse band is
servo cushion spring (934) broken roller clutch, page 25.) the only component holding the forward
or missing. and coast clutch housing. The reason for
applying the band is to hydraulically and
mechanically prepare the transmission for
a smooth garage shift (range selection
FORWARD LOW/REVERSE from Park or Neutral into Drive or
932 AND COAST BAND Reverse). In Manual First Range – First
CLUTCH (13) gear, the low/reverse band is applied for
HOUSING engine deceleration braking.
(801)
931 LOW/REVERSE SERVO RELEASE:
The low/reverse servo releases, allowing
the low/reverse band to release, whenever
903 the transmission shifts into Second, Third
or Fourth gears. The band releases when
reverse band fluid pressure between the
servo piston and channel plate exhausts
from the circuit. Spring force from the
return spring moves the low/reverse servo
piston away from the low/reverse band
thereby releasing the band.
901
RETAINING
RING
(932)
933 APPLY
PIN
(931)
980
CUSHION
VALVE SPRING
934
BODY WASHER
(903) (933)
929 SEAL
(929) CUSHION
SPRING
LOW & REVERSE (934)
930 BAND REDUCE
FLUID
CHANNEL
SEAL PLATE
(930) (900)
928
REVERSE
BAND SERVO CUSHION RETAINING RETURN
FLUID PISTON SLEEVE RING SPRING
902 (928) (980) (902) (901)
24 Figure 24
APPLY COMPONENTS
LOW ROLLER CLUTCH: reverse band (13) is also applied and partially assists
FORWARD/COAST
CLUTCH The low roller clutch assembly is made up of three in holding the forward and reverse clutch housing.
SUPPORT major components: a cam which is part of the If, for any reason, the low roller clutch fails to hold,
(822) forward/coast clutch support (822), the roller the low/reverse band will allow the vehicle to move.
assembly (830), and the inner race which is part of LOW ROLLER CLUTCH RELEASE:
the forward and coast clutch housing (801). The The low roller clutch releases when the low/reverse
low roller clutch (830), located inside the forward/ band releases and, power flow through the gear sets
coast clutch support, is the main component that drives the forward and reverse clutch housing in the
holds the forward and coast clutch housing whenever same direction as engine rotation. When these two
the transmission is operating in First gear (Overdrive events occur, the low roller clutch “freewheels”
or Manual ranges). because the inner race (part of the forward and
LOW ROLLER CLUTCH HOLDING: coast clutch housing) rotates towards the wide end
When the transmission is operating in First gear, of the ramps on the cam. The rollers are also
power flow through the gear sets attempts to rotate forced to the wide end of the ramps thereby allowing
the forward and coast clutch housing in the opposite the forward and coast clutch housing to rotate freely.
direction of engine rotation. When the housing starts Overrunning occurs in the low roller clutch during
COAST FORWARD to rotate, the rollers are forced to the narrow end of Second, Third or Fourth gear operation.
CLUTCH CLUTCH the cam ramps and wedge between the inner race
FLUID FLUID
and ramps. When the rollers are in this position
they hold the inner race (forward and reverse clutch COOLER COOLER CASE
housing) stationary and provide power to the gear RETURN RETURN (6)
SEAL CONNECTOR
sets. Throughout First gear operation the low/ (828) (3)
OVERDRIVE RANGE – FIRST GEAR FORWARD/COAST

CLUTCH
LOW ROLLER CLUTCH
(CAM) SUPPORT
HOLDING
FORWARD/COAST (822)
CLUTCH
SUPPORT
(822) LUBE
STATIONARY PASSAGE
OIL
SEAL
HELD RING
LOW (829)
ROLLER FORWARD
CLUTCH AND COAST
(830) CLUTCH
HOUSING
(801)
ROLLER CLUTCH IS VIEWED FROM THIS DIRECTION
OVERDRIVE RANGE – SECOND GEAR

LOW ROLLER CLUTCH
(CAM) OVERRUNNING
FORWARD/COAST
CLUTCH
SUPPORT
(822)
STATIONARY
ROLLER
CLUTCH
COAST FORWARD INNER
CLUTCH CLUTCH RACE
FLUID FLUID ON
LOW FORWARD
ROLLER FORWARD LOW ROLLER AND COAST
CLUTCH AND COAST CLUTCH CLUTCH
(830) CLUTCH ASSEMBLY HOUSING
HOUSING (830) (801)
(801)
801 835 830 829 822 828 CASE

(6)
COAST FORWARD
CLUTCH CLUTCH
FLUID FLUID
Inoperative low support roller clutch

assembly can cause slipping in 1st gear
under moderate to heavy acceleration.
Figure 25 25
This
page
intentionally
left
blank
26
PLANETARY GEAR SETS
PLANETARY GEAR SETS:
Planetary gear sets are commonly used in an automatic possible condition also exits and that is when input torque equals
transmission and they are the main mechanical devices output torque. This condition is called direct drive (3rd gear)
responsible for automatically changing gear ratios. The physical because neither reduction nor overdrive occurs through the gear
arrangement of the component parts and their rotation around set. To achieve these various operating conditions, specific
an axis (center line to the axles) is the primary reason why a components of the gear set must provide the input torque while
planetary gear set was given this name. This arrangement not other components must be held stationary. Detailed explanations
only provides for a strong and compact transmission component, of these gear set functions are provided on pages 28A and 28B.
but it also evenly distributes the energy forces flowing through Torque vs Speed:
the gear set. Another benefit gained by this arrangement is that Another transmission operating condition directly affected by
gear clash (a common occurrence with manual transmissions) input and output torque through a gear set is the relationship of
is eliminated because the gear teeth are always in mesh. torque with output speed. As an automatic transmission shifts
General Component Arrangement and Function: from 1st to 2nd to 3rd to 4th gear, the overall output torque to
All planetary gear sets contain at least three main components: the wheels decreases as the speed of the vehicle increases (when
• a sun gear input speed and input torque are held constant). Higher output
• a carrier assembly with planet pinion gears, and torque and lower output speed is used in 1st gear to provide the
• an internal gear. necessary power for moving heavy loads. However, once the
vehicle is moving and the speed of the vehicle increases, less
One of the main components, the sun gear, is located at the torque is required to maintain that speed. This arrangement
center of the planetary gear set and has planet pinion gears provides for a more efficient operation of the powertrain.
revolving around it. These planet pinion gears have gear teeth
Hydra-matic 4T80-E Gear Sets:
that are in constant mesh with the sun gear and an internal ring
The Hydra-matic 4T80-E transmission combines two gear sets
gear that encompasses the entire gear set. Torque from the
that provide five gear ratios (four forward and one reverse) for
engine (input torque) is transferred to the gear set and forces at
transferring torque to the drive axles. The five main components
least one of these components to rotate. Since all three main
used in these gear sets are:
components are in constant mesh with each other, the remaining
components are often forced to rotate as a reaction to the input • the reaction sun gear and shell assembly (620)
torque. After input torque passes through a gear set, it changes • the reaction carrier assembly (623)
to a lower or higher torque value known as output torque. • the reaction internal gear/input carrier assembly (708/700)
Output torque then becomes the force that is transmitted to the • the input sun gear (631)
vehicle’s drive axles. • the input internal gear/input internal gear flange (708/725)
As stated above, when engine torque is transferred through a Another gear set used in the Hydra-matic 4T80-E transmission
gear set, the output torque from the gear set either increases or is the final drive differential assembly (100-119). Information
decreases. If output torque is higher than input torque, then the regarding its purpose and function is discussed on page 30.
gear set is operating in reduction (1st, 2nd or Reverse gears).
On the other hand, if output torque is lower than input torque, Gear set failure can cause noise and loss of drive.
then the gear set is operating in overdrive (4th gear). A third
REACTION INPUT
CARRIER SUN
ASSEMBLY GEAR
(623) (631)
REACTION
SUN GEAR REACTION INPUT INPUT
AND SHELL INTERNAL CARRIER INTERNAL
ASSEMBLY GEAR ASSEMBLY GEAR
(620) (708) (700) (708)
Figure 26 27
FINAL DRIVE COMPONENTS
FINAL DRIVE AND DIFFERENTIAL ASSEMBLIES
The Hydra-matic 4T80-E transmission delivers torque from the
engine to the drive axles by using a final drive assembly and
differential components. These components, located at the output
end of the gear train, perform the same function as the rear axle
assembly found in all rear wheel drive vehicles.
57
722 833 121 100-109 120 118 110-117
119
OUTPUT FINAL DRIVE PARKING FINAL DRIVE

SHAFT SUN GEAR LOCK PLANET PINION
(57) SHAFT GEAR (103)
(722) (833)
FINAL DRIVE
CARRIER
(100)
FINAL DRIVE FINAL DRIVE

INTERNAL SUN GEAR
GEAR (121)
(120)
Final Drive Assembly:

The final drive assembly is a planetary gear set consisting of: the final drive planetary pinion gears (103), the planetary pinion
a final drive internal gear (120) splined to the case (6), a final drive gears are driven in the opposite direction as they rotate inside
sun gear (121) splined to the final drive sun gear shaft (722) and, a the final drive internal gear (120). This causes the final drive/
final drive/differential assembly (100-119). differential assembly (100-119) to be driven in the same direction
as engine rotation, powering the vehicle forward.
The final drive planetary gear set operates in reduction at all
times at a ratio determined by a relationship of the final drive The gear ratio of the final drive/differential assembly (100-119)
internal gear (120) to the final drive sun gear (121). In all performs the same function as the ring and pinion gears in a rear
forward gear ranges, the final drive sun gear shaft (722) drives wheel drive vehicle. It is a fixed ratio that matches a specific
the final drive sun gear (631) in the same direction as engine engine and vehicle combination in order to meet the performance
rotation. Since the final drive sun gear teeth are in mesh with requirements for all operating conditions.
30 Figure 29
DIFFERENTIAL COMPONENTS
DIFFERENTIAL CARRIER ASSEMBLY:
The final drive/differential assembly (100-119) provides
the means for one driving wheel to travel faster than the
other when the vehicle is going around corners or curves.
The final drive/differential assembly consists of a final 114
drive carrier (100), a differential carrier (110), two
differential side gears (112 & 118), two differential pinion 110
gears (116) and, differential pinion shaft (114). One
differential side gear (118) is splined to the output shaft 113
(57) that drives the left axle shaft. The right differential 112
116
side gear (112) is splined to the right drive axle and
transfers torque to the right drive axle. The differential
118
pinion gears act as idlers to transfer power from the
differential carrier to the differential side gears. The
differential pinion gears also balance the power and load
between the differential side gears while allowing unequal
axle rotation (speeds) when the vehicle is turning. 116
113
A noise condition, usually a hum (under light throttle

or turns), will be associated with a final drive/
differential condition.
Final drive/differential failure can cause loss of drive.
FINAL DRIVE
ASSEMBLY
TURNING OUTER WHEEL
(100-119)
110% FINAL DRIVE
SPEED
HEEL TURNS FA
RW ST
UTE ER
O
OUTPUT
EEL TURNS SL
WH OW SHAFT
R (57)
NE E
IN
RIGHT AXLE
SHAFT
INNER WHEEL
DIFFERENCE OF WHEEL TRAVEL AS A 90% FINAL DRIVE 100% FINAL DRIVE
VEHICLE MAKES A 180 DEGREE TURN. SPEED SPEED
When the vehicle is driven in a straight line, the

differential pinion gears (116), differential side gears FINAL DRIVE
(112 & 118) and differential carrier (110) rotate as a ASSEMBLY
STRAIGHT AHEAD
fixed unit. The end result is both axle shafts rotate in (100-119)
the same direction as engine rotation for all forward
gear ranges.
OUTPUT
SHAFT
(57)
BOTH WHEELS TURNING AT SAME SPEED RIGHT AXLE

SHAFT
ALL PARTS ROTATING AT

FINAL DRIVE SPEED
Figure 30 31
PLANETARY GEAR SETS PLANETARY GEAR SETS
REDUCTION – FIRST GEAR
REDUCTION:
Planetary gear set reduction may be defined as the difference
between a given input speed (RPM) that results in a lower
output speed (RPM). Associated with the lower output speed is
a higher output torque that enables the vehicle to begin moving.
In the Hydra-matic 4T80-E, planetary gear set reduction occurs
whenever the transmission is operating in 1st or 2nd gear, as
REDUCTION INPUT INPUT CARRIER INPUT well as in reverse gear.
FIRST GEAR SUN ASSEMBLY INTERNAL
GEAR (700) GEAR
(631) DRIVEN (708)
DRIVING HELD
DRIVEN DRIVING
(700) (631)
FIRST GEAR
Planetary gear set reduction in first gear occurs when engine
torque is transferred to the input sun gear (631) and the sun gear
becomes the driving member. Torque is then transferred from
the input sun gear to the four input planetary pinion gears (702)
INPUT which rotate inside the input internal gear (708). Since the input
FINAL DRIVE INTERNAL internal gear (708) and input internal gear flange (725) are held
SUN GEAR GEAR stationary, the reaction internal gear/input carrier assembly (700)
SHAFT FLANGE
HELD (722) (725)
is forced to rotate. (Reaction planetary pinion gears (625) act as
(708) DRIVEN HELD idler gears as the reaction internal gear/input carrier assembly
rotates.) By using one planetary gear set, the transmission is
operating in this mode with a gear reduction of 2.96:1.
REDUCTION – SECOND GEAR
REDUCTION
SECOND GEAR
DRIVEN DRIVING
(700) (631) SECOND GEAR
Planetary gear set reduction in second gear occurs when the 2nd
clutch applies and the 2nd sprag clutch holds the reaction sun
gear and shell assembly (620). With the forward clutch applied,
the reaction carrier assembly (623), through the reaction carrier
shell (633) and forward clutch housing (801), is held together
with input internal gear (708). The reaction carrier will walk
around the stationary reaction sun gear and shell assembly (620).
REACTION REACTION INPUT INPUT CARRIER INPUT The input sun gear (631) is the driving member. Because both
SUN CARRIER SUN ASSEMBLY (700) INTERNAL planetary gear sets are used, the reaction internal gear and input
HELD GEAR ASSEMBLY GEAR DRIVEN GEAR carrier assembly become the output member. During this mode
(708) AND SHELL (623) (631) (708) the transmission reduction through the gear set is 1.63:1.
ASSEMBLY DRIVEN DRIVING
(623) (620) (620)
DRIVEN HELD HELD
INPUT
REACTION FINAL DRIVE INTERNAL
INTERNAL SUN GEAR GEAR
GEAR SHAFT FLANGE
(708/700) (708) (722) (725)
DRIVEN
28 Figure 27 28A
PLANETARY GEAR SETS PLANETARY GEAR SETS
DIRECT DRIVE: DIRECT DRIVE – THIRD GEAR
Direct drive may be defined as the operating condition where a
given input speed (RPM) equals the output speed by using a 1:1
gear ratio. Direct drive is obtained when any two members of the DIRECT DRIVE REACTION REACTION INPUT INPUT CARRIER INPUT
planetary gear set rotate in the same direction at the same speed THIRD GEAR SUN CARRIER SUN ASSEMBLY INTERNAL
and force the third member to rotate at that same speed. In this GEAR ASSEMBLY GEAR (700) GEAR
mode of operation the planetary pinion gears do not rotate on & SHELL (623) (631) DRIVEN (708)
their pins but act as wedges to drive the gear sets as one rotating ASSEMBLY DRIVING DRIVING
(700) (631) (620)
part. When this occurs, the output speed of the transmission is
DRIVEN DRIVING
the same as the input speed from the torque converter turbine.
However, output speed will not equal engine speed until the
torque converter clutch applies (see torque converter, page 14).
THIRD GEAR
Direct drive occurs in third gear when the 3rd clutch applies and
links the input shaft and 3rd clutch housing assembly (604) to
INPUT
the 3rd clutch hub (617). The 3rd clutch plates drive the input REACTION FINAL DRIVE INTERNAL
internal gear (708) through the 3rd clutch hub (617), reaction INTERNAL SUN GEAR GEAR
carrier assembly (623), reaction carrier shell (633), forward clutch GEAR SHAFT FLANGE
housing (801), and forward sprag clutch assembly (716) while (708/725) (708) (722) (725)
the input sun gear (631) rotates in the same direction and at the DRIVING DRIVING
same speed. When the gear set through the input carrier assembly
(700) is operating in this mode there is no RPM reduction
through the gear sets. The transmission is therefore operating in
direct drive at a 1:1 gear ratio. OVERDRIVE – FOURTH GEAR
OVERDRIVE REACTION REACTION INPUT CARRIER

OVERDRIVE: FOURTH GEAR SUN CARRIER ASSEMBLY
Overdrive through a gear set may be defined as the operating GEAR ASSEMBLY (700)
condition where a given input speed (RPM) is less than the AND SHELL (623)
output speed. This mode of operation allows a vehicle to maintain ASSEMBLY DRIVING
a relatively high road speed while reducing engine speed for (623) (620) (620)
DRIVING HELD HELD
improved fuel economy. However, overdrive does result in
lower output torque as compared to the input torque to the
planetary gear set.
FOURTH GEAR
Overdrive occurs during fourth gear operation when the 4th band
(523) applies and holds the reverse clutch housing and race assembly
(500). The reaction sun gear and shell assembly (620) is also held
REACTION FINAL DRIVE
because it is tanged into the reverse clutch housing and race INTERNAL SUN GEAR
assembly. The reaction carrier assembly (623) rotates around the GEAR SHAFT
stationary reaction sun gear and shell assembly and its planetary (708/700) (708) (722)
pinions drive the reaction internal gear (708) and input carrier DRIVEN DRIVEN DRIVEN
assembly (700). When the planetary gear set is operating in this
mode, the transmission is in overdrive at a gear ratio of 0.68:1.
REVERSE
REVERSE DIRECTION OF ROTATION:
A reverse direction of rotation through a planetary gear set is
simply defined as the direction of rotation opposite to the gear REVERSE REACTION REACTION INPUT CARRIER
rotation used as input. This mode of operation allows a vehicle SUN CARRIER ASSEMBLY
to move in a rearward direction as well as operating the gear set GEAR ASSEMBLY (700)
AND SHELL (623)
in reduction. ASSEMBLY HELD
(623) (620) (620)
REVERSE GEAR DRIVING
HELD DRIVING
The planetary gear sets reverse their direction of rotation when
the reverse clutch applies and drives the reverse clutch housing
and race assembly (500). The reaction sun gear and shell
assembly (620) is therefore the driving member because it is
tanged into the reverse clutch housing and race assembly. Since
the low/reverse band (13) is also applied, it holds the reaction
carrier assembly (623) because it is tanged to the forward clutch
housing (801) and the reaction carrier shell (633). The reaction REACTION FINAL DRIVE
carrier planetary pinion gears are forced to rotate in a direction INTERNAL SUN GEAR
opposite of engine rotation and drive the reaction internal gear/ GEAR SHAFT
(708/700) (708) (722)
input carrier assembly (700) in the same direction. The result is DRIVEN DRIVEN DRIVEN
a reverse direction of engine rotation and reduction through the
gear sets at a 2.13:1 ratio.
28B Figure 28 29
HYDRAULIC CONTROL COMPONENTS
OIL PUMP ASSEMBLIES
The previous sections of this book were used to describe some pump system. These two pumps work together to supply a
of the mechanical component operations of the Hydra-matic volume of fluid to the components as the scavenge pump moves
4T80-E. In the Hydraulic Control Components section a detailed fluid from the transmission oil pan (59) to the side cover (29).
description of individual components used in the hydraulic
system will be presented. These hydraulic control components Scavenge Pump Assembly:
apply and release the clutch packs and bands to provide The scavenge pump assembly is an external/external gear type
automatic shifting of the transmission. pump made up of a scavenge pump body (225), scavenge pump
cover (237), a scavenge pump drive gear (223), and two scavenge
OIL PUMP ASSEMBLIES pump driven gears (224). When the engine is running, the oil
There are three pump assemblies that provide the volume of pump drive shaft (2) is driven by the torque converter cover and
fluid required to operate the hydraulic control components, fluid rotates at engine speed. The other end of the oil pump drive
transfer and lubrication throughout the transmission. These pumps shaft is assembled into the oil pump driven shaft (207) which
are called the primary pump assembly, the secondary pump also rotates at engine speed. The oil pump driven shaft rotates
assembly and, the scavenger pump assembly. The primary and the scavenge pump drive gear (223) which forces the scavenge
secondary pump assemblies are positive displacement internal/ pump driven gears (224) to rotate.
external rotor type pumps that make up the binary (dual capacity)
237
202
201
225
224
223 224
203
200
2
206
205
207
32 Figure 31
OIL PUMP ASSEMBLIES
As the scavenge external gears rotate, volume is positively As the drive and driven gears rotate towards the wide portion of
displaced, thereby creating a vacuum at the right and left scavenge the crescent, volume is positively displaced, thereby creating a
intake ports. This vacuum allows the higher atmospheric pressure vacuum (low atmospheric pressure) at the pump intake port. This
in the transmission oil pan (59) to force fluid through the left vacuum allows the higher atmospheric pressure acting on the
and right scavenger case screens (51 & 52). Fluid passing fluid in the side cover (29) to force fluid through the main filter
through the left scavenge screen enters the case (6) and is then (236). Fluid is then routed through the secondary pump body
routed through the transmission case cover (33), the secondary (203) and into the suction side of the secondary pump gears. At
pump body (203), the primary pump body (200) and then to the the same time fluid is routed through the primary pump body
left scavenge pump driven gear (224). Fluid passing through (200) and into the suction side of the primary pump gears.
the right scavenge screen enters the case (6) and then the scavenge
tube (54) which routes fluid to the driven sprocket support Through the rotation of drive and driven pump gears, the gear
(418). Right scavenge fluid is then routed through the teeth carry the transmission fluid beyond the crescent to the
transmission case cover (33), the secondary pump body (203), pressure side of the pump gears. (The area where the volume of
the primary pump body (200) and then to the right scavenge fluid between the gear teeth decreases.) As the gear teeth come
pump driven gear (224). together, fluid from the primary pump is forced into the main
line pressure circuit while fluid from the secondary pump is
As the teeth on the drive and driven gears rotate, fluid is forced forced into the secondary line circuit. Both main line and
through the pump and into the scavenge outlet passage. The secondary line pressures are then routed to the pressure regulator
scavenge outlet circuit routes fluid into the side cover (29) valve (211) which controls the variable line pressures.
where the transmission operating fluid level is maintained.
When engine speed (RPM) increases, the volume of fluid being
Primary and Secondary Pump Assemblies: supplied to the hydraulic system also increases because of the
The primary and secondary pump assemblies are two fixed faster rotation of the pump gears. When the output from both
capacity internal/external gear type pumps that supply fluid to the pumps reaches a calibrated maximum, the pressure regulator valve
transmission’s hydraulic system. The primary pump assembly is will move far enough against spring force to allow excess fluid to
made up of a primary drive gear (201), primary driven gear return to the suction side of the pump gears. The result is a
(202), primary pump body (200) and scavenge pump cover (237). control of the pump’s delivery rate of fluid to the hydraulic system.
The secondary pump assembly is a larger capacity pump and is
made up of a secondary drive gear (205), secondary driven gear
(206), secondary pump body (203) and primary pump body (200).
When the engine is running, the oil pump drive shaft (2) is driven
by the torque converter cover and rotates at engine speed. The Pump Related Diagnostic Tips
other end of the oil pump drive shaft is assembled into the oil • Transmission Overheating
pump driven shaft (207) which also rotates at engine speed. The • Loss of drive
oil pump driven shaft rotates the primary and secondary pump • High or low line pressure
drive gears (202 & 206) which forces the driven gears to rotate.
SCAVENGE
PUMP
PRIMARY SECONDARY 37
PUMP PUMP TORQ SIGNAL
224 223 224 202
BOOST VALVE
206 REV
SECONDARY LINE
SCAVENGE OUTLET
LINE
205
EX
201
MAIN PUMP SUCTION
LEFT RIGHT
SCAVENGE SCAVENGE
SUCTION SUCTION 24
LUBE 2
26
SCAVENGE OUTLET CONV FEED

25
LINE
23
LEFT RIGHT LINE
SCAVENGE SCAVENGE
LINE
SCREEN SCREEN
(51) (52) BALL
BOTTOM UPPER
SUMP CHECK
SUMP MAIN
(Oil Pan 59) (Side Cover 29) FILTER
(236)
Figure 32 33
PRESSURE REGULATION
In order for pump output to become pressurized, there needs to far enough, secondary line passes through the valve and bleeds
be a restriction in the line fluid passage. The main restricting into the main pump suction circuit. At the same time, the
component that controls line pressure is the pressure regulator secondary pump cut-off ball (216) is seated by the (main) line
valve (211) which is located in the secondary pump body (203). circuit that feeds the pressure regulator valve (211) and the
Through the binary pump system both the primary pump and manual valve (916). When these events occur, excess secondary
the secondary pump provide a constant supply of fluid to the line pressure is bled off while the primary pump maintains the
pressure regulator valve. However, secondary pump pressure is supply of fluid to the hydraulic system.
only used to supplement (primary) line pressures when fluid
demand in the hydraulic system is high. The demand for an When Reverse (R) gear is selected, line pressure is boosted by
increase in capacity occurs during initial engine start up, when reverse pressure acting on the pressure regulator boost valve
the engine is operating at low speed (RPM), during a Park or (213). The manual valve (916) opens a port to allow line
Neutral to Drive or Reverse gear selection, and during certain pressure to enter the reverse circuit. Reverse fluid pressure is
full throttle shift maneuvers. routed to the pressure regulator boost valve (213) and combines
with torque signal fluid and spring force to move the pressure
Under operating conditions where the hydraulic system requires regulator valve (211) against line fluid pressure. The pressure
more fluid volume and pressure, torque signal fluid increases at regulator valve (211) limits the amount of secondary line pressure
the pressure regulator boost valve (213). Fluid pressure combines entering the main pump suction circuit as the secondary cut-off
with the force from the pressure regulator valve spring (212) ball (216) unseats. Secondary line pressure enters the (main)
and moves the pressure regulator valve (211) against line line circuit to the manual valve and pressure regulation is
pressure. As the pressure regulator valve moves, a land on the maintained as described above.
valve reduces secondary line pressure entering the main pump
suction circuit. At the same time, the secondary pump cut-off
ball (216) unseats and allows secondary line pressure to enter
the (main) line circuit that feeds the pressure regulator valve Pressure Regulator Related
(211) and manual valve (916). These events allow the secondary Diagnostic Tips
pump (a larger capacity pump than the primary pump) to maintain A stuck or damaged pressure regulator valve could cause:
pressure in the line circuit. • High or low line pressure
• Slipping clutches or bands or harsh apply
When demand for the higher volume of fluid decreases, line • Transmission overheating
pressure moves the pressure regulator valve (211) against spring • Low or no cooler/lube flow
force and torque signal fluid pressure. When the valve moves
SECONDARY LINE (From Secondary Pump)
37 37
TORQ SIGNAL TORQ SIGNAL
BOOST VALVE
BOOST VALVE
REV REVERSE
MAIN PUMP SUCTION
MAIN PUMP SUCTION

LINE (From Primary Pump)

EX EX
24 24
REVERSE
LUBE 2 LUBE 2
26 26
CONV FEED CONV FEED

25 25
23 23
LINE LINE
BALL BALL
CHECK CHECK
(216) (216)
1 2 3D NR P 1 2 3D NR P
MANUAL VALVE MANUAL VALVE

D321
D321
DRIVE
DRIVE
PRND4
PRND4
D21
D21
PRND43
PRND43
REV
REV
LOW
LOW
EX
EX
PRN
PRN
LINE LINE
NORMAL PRESSURE BOOSTED PRESSURE
34 Figure 33
VALVES LOCATED IN THE OIL PUMP ASSEMBLY
Pressure Regulator Valve Train (211-215):
Regulates primary and secondary pump feed that passes through the pressure regulator boost valve influences the pressure regulator
the valve into line pressure. The valve adjusts line pressure in valve position. The pressure regulator valve then responds to the
response to changes in torque signal and reverse fluid pressure additional forces and this increases line pressures.
acting on the pressure regulator boost valve (213). The pressure
regulator valve also routes secondary line pressure to main pump If stuck, missing or binding, the pressure regulator boost
suction or line circuit depending on system demands. valve or spring may cause high or low line pressure.
If stuck, missing or binding, the pressure regulator valve or Secondary Pump Cut-off Ball (216):
spring may cause: Seats against secondary line pressure when the line fluid volume
• High or low line pressure required to operate the vehicle is at a minimum. When vehicle
• Slipping clutches or bands or harsh apply operating conditions require higher volume to maintain line
• Transmission overheating pressure, the pressure regulator valve (211) blocks secondary line
• Low or no cooler/lube flow from entering the main pump suction circuit. Secondary line then
unseats the ball check valve and is able to enter the line pressure
Pressure Regulator Boost Valve (213): circuit to boost the volume, thereby maintaining line pressure.
Activated by torque signal fluid from the pressure control solenoid
(339) and reverse fluid pressure, it assists pressure regulator If stuck or missing, the secondary pump cut-off ball may
valve spring (212) force to adjust line pressures. Whenever cause high or low line pressure.
torque signal pressure increases or reverse gear range is selected,

LINE LINE
TORQ SIGNAL
BOOST VALVE
TORQ SIGNAL
REV
SECONDARY
PUMP
SECONDARY LINE
EX
LINE
LINE
LUBE 2
CON FD CON FD
LINE LINE
BALL REV
CHECK
LINE REV
SEC LINE LINE
LUBE 2
MAIN PUMP SUCTION
CONV RELEASE
MAIN PUMP SUCTION
213 216
214
215
215
217
203
211
210
212
Figure 34 35
COMPONENTS LOCATED IN THE LOWER CONTROL VALVE BODY
Low/Reverse Servo Assembly: 1-2 SHIFT VALVE TRAIN (909, 918-920)
An apply device that is activated by low & reverse band reduce fluid
1-2 Shift Solenoid (SS) Valve (909):
or reverse band fluid pressure (depending on gear range selection –
An ON/OFF type solenoid that receives its voltage supply through
refer to the Apply Components section). Low & reverse band and/or
the ignition switch. The PCM controls the solenoid by providing a
reverse band fluids stroke the low/reverse servo piston (928) during
ground to energize it in Park, Reverse, Neutral, First and Fourth
Park, Reverse and Neutral ranges and First Gear operation. The
gear operation. When energized (ON), its exhaust port closes and
low/reverse servo apply pin (931) compresses the low/reverse band
1-2 solenoid fluid pressure increases. 1-2 solenoid fluid pressure
(13) which then holds the forward and coast clutch housing (801).
acts on both the 1-2 and 3-4 shift valves to help control the shift
valve positioning for the appropriate gear range. When de-energized
A leak at the low/reverse piston seals, or a stuck or binding
low/reverse piston could cause: (OFF), 1-2 solenoid fluid exhausts through the solenoid thereby
removing a hydraulic force at the 1-2 and 3-4 shift valves. (See
• No reverse or slips in reverse the Electrical Components Section for more detail.)
• No first gear or slips in first gear
• No Park • 1-2 SS valve stuck off or leaking could cause 2nd or 3rd gear
• Drives in Neutral only condition.
• 1-2 SS valve stuck on could cause 1st and 4th gears only.
#6 Ball Check Valve and Capsule (979 and 905):
A ball type check valve that seats against the low & reverse band 1-2 Shift Valve “A” (919):
reduce circuit during Park, Reverse and Neutral ranges. While in this A spool valve that responds to 1-2 solenoid fluid pressure that
position the ball check valve allows low & reverse band apply and/or opposes 2-3 solenoid fluid pressure and spring force acting on the
reverse band fluid to stroke the low/reverse servo piston (928). During 1-2 shift valve “B”. (The 1-2 shift valve “A” is linked to the 1-2
Overdrive Range and Manual Range First gear operation the ball shift valve “B” and both valves operate as if they were a one piece
check valve is seated against the low & reverse band apply passage valve.) Depending on the transmission gear range operation, PRN
by low & reverse band reduce pressure. While in this position the fluid is routed through the valve into the low & reverse band apply
ball check valve allows low & reverse band reduce fluid to be routed circuit and/or, low feed enters the low & reverse band reduce
to the spring side of the low/reverse servo piston (928). circuit. During Third and Fourth gear operation, 2-3 solenoid
fluid assists spring force to hold the valve in the upshifted position.
If stuck or missing, the #6 ball check valve could cause:
1-2 Shift Valve “B” (920):
• No reverse or slips in reverse A spool valve that responds to 2-3 solenoid fluid pressure and
• No first gear or slips in first gear spring force that opposes 1-2 solenoid fluid pressure acting on the
• No Park 1-2 shift valve “A”. (The 1-2 shift valve “B” is linked to the 1-2
• Drives in Neutral shift valve “A” and both valves operate as if they were a one piece
valve.) Depending on the transmission gear range operation, drive
fluid is routed through the valve into the 2nd clutch circuit and/or
Reverse Orifice Bypass Valve (921):
4th band feed enters the 4th band circuit.
A spool valve that is controlled by reverse fluid pressure acting
against an opposing spring force. When reverse gear range is
• 1-2 shift valve (A and B) stuck in the upshift position could
selected, under moderate to heavy throttle conditions, reverse fluid cause no 1st gear.
pressure moves the valve against spring force. When shifted, the
valve opens another feed passage through orifice #17 into the • 1-2 shift valve (A and B) stuck in the downshift position could
reverse clutch circuit. Reverse fluid is then able to provide an cause no 2nd or slips in 2nd gear.
additional feed into the reverse clutch circuit for quickly applying
and holding the reverse clutch plates.
2-3 SHIFT VALVE TRAIN (909, 906-908)
• If stuck, missing or binding, the reverse orifice bypass valve or 2-3 Shift Solenoid (SS) Valve (909):
spring could cause harsh or soft reverse clutch apply. An ON/OFF type solenoid that receives its voltage supply through
the ignition switch. The PCM controls the solenoid by providing a
ground to energize it in Third and Fourth gear operation. When
3-4 Shift Valve (912): energized (ON), its exhaust port closes and 2-3 solenoid fluid
A spool valve that is controlled by 1-2 solenoid fluid pressure pressure increases. 2-3 solenoid fluid pressure acts on both the 2-3
acting against an opposing spring force and D321 fluid pressure (in shift valve “D” and the 1-2 shift valve “A” to help control the shift
manual gear ranges). When upshifted during a 3-4 shift, 3rd clutch valve positioning for the appropriate gear range. When de-energized
fluid passes through the valve, enters the 4th band feed circuit and (OFF), 2-3 solenoid fluid exhausts through the solenoid thereby
applies the 4th band. During Manual Range Third gear operation, removing a hydraulic force at the 1-2 and 2-3 shift valves. (See the
D321 fluid holds the valve in the downshifted position allowing Electrical Components Section for more detail.)
D321 fluid to pass through the valve, enter the coast clutch feed
circuit and apply the coast clutch. During Manual Range Second • 2-3 SS valve stuck off or leaking could cause no 3rd gear.
gear operation, D21Y fluid also passes through the valve to enter
the 4th band feed circuit and applies the 4th band. In Manual Range • 2-3 SS valve stuck on could cause loss of power or 3rd and 4th
First gear, 1-2 solenoid fluid holds the valve in the upshifted position gears only.
which allows D21Y fluid to enter the coast clutch feed circuit.
2-3 Shift Valve “C” (907):
A spool valve that responds to 2-3 solenoid fluid pressure that
A stuck or binding 3-4 shift valve could cause:
opposes 2-3 shift valve spring force acting on the 2-3 shift valve
• No fourth gear or slips in fourth gear “D”. (The 2-3 shift valve “C” is linked to the 2-3 shift valve “D”
• No third gear and both valves operate as if they were a one piece valve.)
• No engine compression braking in manual third gear Depending on the transmission gear range operation, drive fluid is
blocked or routed through the valve into the 3rd clutch circuit and
coast clutch feed or D21 fluid is routed into the coast clutch circuit.
36
COMPONENTS LOCATED IN THE LOWER CONTROL VALVE BODY
2-3 Shift Valve “D” (908):
A spool valve that responds to 2-3 shift valve spring force that • If stuck, missing or binding, the forward orifice bypass valve
opposes 2-3 solenoid fluid pressure acting on the 2-3 shift valve or spring could cause harsh or soft forward clutch apply.
“C”. (The 2-3 shift valve “D” is linked to the 2-3 shift valve “C”
and both valves operate as if they were a one piece valve.)
Depending on the transmission gear and range operation, low fluid Manual Valve (916):
is blocked or routed through the valve into the low feed circuit, A spool valve that is mechanically linked to the gear selector lever
and D21 fluid is blocked or routed into the D21Y circuit. and is fed line pressure from the pressure regulator valve (211).
When a range is selected, the manual valve directs line pressure
• 2-3 shift valve (C and D) stuck in the upshift position could into the various circuits by opening or closing feed passages. The
cause 3rd gear or 4th gear only. circuits fed by the manual valve are: Reverse, PRN, PRND4,
• 2-3 shift valve (C and D) stuck in the downshift position could PRND43, Drive D321, D21 and Low.
cause no 3rd gear.
Stuck, misaligned or damaged, the manual valve and linkage
could cause:
Forward Orifice Bypass Valve (924): • No reverse or slips in reverse
A spool valve that is controlled by drive fluid pressure acting • No first gear or slips in first gear
against an opposing spring force. When any drive range is selected • No fourth gear or slips in fourth gear
under moderate to heavy throttle conditions, drive fluid pressure • No Park
shifts the valve against spring force. When shifted, the valve opens • No engine compression braking in all manual ranges
another feed passage through orifice #18 into the forward clutch • Drives in Neutral
circuit. Drive fluid is then able to provide an additional feed into • No gear selections
the forward clutch circuit for quickly applying the forward clutch. • Shift indicator indicates wrong gear selection

(903)
TFP
SWITCH
3RD CL
REV
LOW #8
3-4 SHIFT VALVE
LOW #7 REV CL
D321
1 2 3D NR P D321
CST CL FD
1-2 SOLENOID
REV
D21Y
4 BD FD
REV ORIFICE REV
DRIVE BYPASS VALVE
REV
MANUAL VALVE
REV CL REV CL
D321
REV
DRIVE
PRND43
LOW REV REV

LINE
PRND4
EX
PRN
D21 REV REV

LINE REV REV
DRIVE FWD ORIFICE
BYPASS VALVE PRN PRN
DRIVE #5 PRND43 PRND43
FORWARD CL COAST CL COAST CL
D321 D321 D321
D21 3RD CL 3RD CL
FILTER 2-3 SHIFT SOLENOID
D21
(917) OFF D321 D321

EX
EX
1-2 SOLENOID
DRIVE
ACT FEED
D321
2-3 SHIFT VALVE 1-2 SOL

ACT FEED
EX
EX
EX
2-3 SOL 2-3 SOLENOID D21Y PRN

D21 D21 C CL FEED LOW & REV BAND REDUCE
LOW FEED LOW FEED #6
DRIVE REV REV REV CL
LOW FEED LOW FEED
EX
EX EX LOW & REV BD APPLY REV BAND
LOW LOW LOW & REV BAND REDUCE
1-2 SOL 1-2 SOLENOID LOW/
1-2 SHIFT SOLENOID
COAST CL FEED
PRN REVERSE
EX
ON SERVO
EX
COAST CL FEED
D321
D321
EX
4TH BD FD
EX 1-2 SHIFT VALVE

D21Y
D21Y
2-3 SOL
LOW & REV BAND REDUCE
EX
EX
#9
2-3 SOL 2-3 SOLENOID 2-3 SOLENOID
(903)
4TH BD FD
DRIVE
DRIVE
DRIVE
DRIVE
DRIVE
4TH BAND
EX
2ND CL
REV BAND
Figure 35 37
COMPONENTS LOCATED IN THE UPPER CONTROL VALVE BODY
Pressure Control (PC) Solenoid Valve (339): Torque Converter Clutch (TCC) Enable Valve (322):
An electronically controlled pressure regulator that regulates filtered A relay type spool valve that is controlled by TCC control fluid
actuator feed pressure entering the torque signal circuit. Torque pressure acting against spring force at the other end of the valve.
signal fluid is then routed to the pressure regulator valve (211), the During TCC apply, the valve allows converter release fluid to
accumulator boost valve (301) and the 2-3 accumulator valve exhaust through the valve and blocks TCC feed limit. During TCC
(306) where it is used as a controlling force. (See the Electrical off, the valve allows TCC feed limit to push the converter clutch
Components section for additional information.) control valve toward the TCC pressure solenoid valve (336).
• A leaking/damaged O-ring or bad electrical connection can • If stuck, missing or binding, the TCC enable valve or spring
cause high or low line pressure. may cause incorrect TCC apply or release.
2-3 Accumulator Assembly (345-351): Converter Feed Limit Valve (312):

A cushioning device that is actuated by orificed 3rd clutch fluid as A spool valve that limits (regulates) converter feed pressure passing
the 3rd clutch applies. When orificed 3rd clutch fluid strokes the through the valve to a maximum of 862 kPa (125 psi). TCC feed
2-3 accumulator piston (345), resistance from the 2-3 accumulator limit fluid is then routed to the converter clutch control valve
piston spring (347) and 2-3 accumulator fluid provide the cushioning (317) where it enters either the converter release or the “to cooler”
effect. (See “Accumulators” in the Hydraulic Control Components circuit (depending on TCC pressure solenoid valve operation).
section for additional information.)
If stuck, missing or binding, the converter feed limit valve or
• A leak at the 2-3 accumulator piston seal or porosity in the spring may cause:
upper control valve body or case cover could cause no 3rd • Inadequate lubrication
gear/slips in 3rd gear. • Incorrect TCC apply or release
• A stuck 2-3 accumulator piston would cause harsh shifts • Converter ballooning
Actuator Feed Limit Valve (309):

Torque Converter Clutch (TCC) Pressure Solenoid Valve (336):
An electronically controlled, pulse width modulated solenoid that A spool valve that limits (regulates) line pressure passing through the
controls the apply and release rate of the torque converter clutch. valve to a maximum of 793 kPa (115 psi). Actuator feed fluid is then
The solenoid regulates 3rd clutch fluid into TCC control fluid pressure routed to the PC solenoid valve and also to orifice #15, orifice #16 and
that is routed to the converter clutch control valve (317), the converter orifice #40 (1-2 solenoid, 2-3 solenoid and Forward Clutch circuits).
clutch regulator valve (318) and the TCC enable valve (322). (See
• If stuck in the exhaust position, the actuator feed limit valve or
the Electrical Components section for additional information.)
spring could cause 2nd gear only and low line pressure.
• Stuck on, exhaust plugged, would cause no TCC release in
2nd, 3rd or 4th gear.
2-3 Accumulator Valve (306):
• Stuck off, leaking o-ring, no voltage, would cause no TCC/slip A spool valve that is biased by torque signal fluid as it regulates
or soft apply. line pressure into secondary 2-3 accumulator fluid. Secondary 2-3
accumulator fluid from the valve is then routed to ball check valve
#10 and through orifice #32 to the spring side of the 2-3 accumulator
Converter Clutch Control Valve (317): piston (345).
A spool valve that is held in the downshifted position by spring
force and TCC exhaust enable fluid pressure when the TCC pressure • If stuck, missing or binding, the 2-3 accumulator valve could
solenoid valve is OFF. When the TCC pressure solenoid is energized cause harsh or soft 2-3 upshifts.
(ON), TCC control fluid shifts the valve against spring force thereby
redirecting fluids into the converter apply and “to cooler” circuit.
(See the Electrical Components section for additional information.) 1-2 / 3-4 ACCUMULATOR VALVE TRAIN (301-304B)
• Stuck in the release position would cause no TCC/slip or Accumulator Boost Valve (301):
soft apply. A spool valve that is biased by torque signal fluid and moves
the 1-2 / 3-4 accumulator valve (302) for regulation of line
• Stuck in the apply position would cause apply fluid to exhaust pressure into primary accumulator fluid. When the 3rd clutch is
and an overheated torque converter. applied, 3rd clutch fluid is routed to the accumulator boost
valve to assist torque signal fluid pressure at the valve. (See
“Accumulators” in the Hydraulic Control Components section
Converter Clutch Regulator Valve (318): for additional information.)
A spool valve that is biased by TCC control fluid pressure that
opposes spring force at the other end of the valve. When the TCC 1-2 / 3-4 Accumulator Valve (302):
pressure solenoid valve (336) is activated, the valve regulates line A spool valve that regulates line pressure into primary accumulator
pressure as it passes through the valve and enters the regulated fluid pressure based on torque signal and 3rd clutch pressure acting
apply circuit. on the accumulator boost valve (301). Primary accumulator fluid
is then routed to the forward, reverse, 1-2, and 3-4 accumulator
If stuck, missing or binding, the converter clutch regulator pistons. (See “Accumulators” in the Hydraulic Control Components
valve or spring could cause: section for additional information.)
• TCC stuck on in all gears
• TCC stuck on in 2nd, 3rd and 4th gears
• If stuck, missing or binding, the 1-2 / 3-4 accumulator valve
• harsh TCC apply or release
and accumulator boost valve could cause harsh or soft shifts to
• slip, shudder, rough apply or no apply
Reverse, Overdrive Range – First gear, and 1-2 or 3-4 upshifts.
38
CONV APPLY CONV APPLY
TO COOLER TO COOLER
LINE LINE
EX
REG APPLY
CONV CL REG
REG APPLY CONV RELEASE CONV RELEASE
EX
REG APPLY
TCC CONTROL TCC CONTROL TCC
CONV CL CONTROL
SOL
EX
EX
TCC ENABLE
TCC CONTROL
EX
EX
TCC EX ENABLE TCC FD LIMIT TCC FD LIMIT
TCC EX ENABLE TCC EX ENABLE
TCC ORIFICE EX ENABLE ORIFICED TCC EX ENABLE TCC FD LIMIT
TCC FD LIMIT TCC FD LIMIT TCC FD LIMIT
REG APPLY REG APPLY TCC FD LIMIT TCC FD LIMIT TCC FD LIMIT
TCC EX ENABLE TCC EX ENABLE CONV FEED CONV FEED
TCC CONTROL TCC CONTROL 3RD CL
ACT FD ACT FD
EX
EX
ACT FD ACT FD
UPPER CONT VB (300)

CC FD LIMIT
EX
EX
EX
CONV FEED FILTER PRESSURE

(338) CONTROL
LINE
EX
EX
SOLENOID
EX
ACT FD LMT
TORQ SIGNAL TORQ SIGNAL
ACT FD
EX
EX
ACT FD TORQ SIGNAL

EX
TORQ SIG TORQ SIGNAL

2-3 ACCUM VALVE ORIFICED
CUP PLUG
3RD CL
(343)
EX
LINE 2-3
ACCUMULATOR
SEC 2-3 ACCUM
SEC 2-3 ACCUM 2-3 ACCUM
ORIFICED 3RD CL
EX
EX
LINE LINE
3RD CL
EX
EX
ORIRICED 3RD CL
PRIMARY ACCUM
PRIMARY ACCUM
SEC 2-3 ACCUM
SEC 2-3 ACCUM

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

3rd Clutch Exhaust Valve Train (424-427):
A spool valve that responds to orificed 3rd clutch fluid acting on one
end of the valve and opposing spring force at the other end. During a • If stuck, missing or binding, the 3rd clutch exhaust
2-3 shift, orificed 3rd clutch fluid moves the valve against spring valve could cause no 3rd gear or a partial apply or drag
force to allow fluid into the 3rd clutch circuit. 3rd clutch fluid is of the 3rd clutch plates when the clutch releases.
then routed to the 3rd clutch piston to apply the clutch. During a
downshift from Third gear to a lower gear, after most of the pressure
is exhausted, spring force moves the valve to the downshifted position
and allows 3rd clutch fluid to exhaust at the valve.
ORIFICED LUBE 2 RIGHT DRIVEN SPROCKET SUPPORT (418)
3RD CLUTCH SCAVENGE 2ND CLUTCH

SUCTION ASSEMBLY
3RD CLUTCH
PRIMARY LUBE 2
ACCUMULATOR
ACTUATOR 418
FEED 3RD CL 3RD CL
3RD CL EX
EX REV CL
REV CL
EX
ACT FD
ACT FD
ORIFICED 3RD CL
PRIMARY ACC
PRIMARY ACC
427
424 REVERSE
CLUTCH
2ND CL
425 2ND SCAVENGE

REV CL
CLUTCH TUBE
(54)
ACTUATOR PRIMARY
FEED ACCUMULATOR RIGHT SCAVENGE SUCTION
Figure 37 39
ACCUMULATORS
An accumulator is a spring-loaded device that is designed to The force of the accumulator spring and pressure in the
cushion the engagement of a clutch or band with respect to accumulator circuit are used to control the rate (timing) that
engine torque. The “cushioning” effect created by an accumulator apply pressure in the circuit reaches its maximum. Under light
provides for a more pleasing shift feel as the transmission shifts throttle conditions, engine torque is at a minimum and the
from one gear ratio to another. clutches require less force to apply and hold. Under heavy
throttle conditions, engine torque is high which requires a greater
In the Hydra-matic 4T80-E, shift accumulation occurs during force to apply and hold the clutch plates. To respond to various
1-2, 2-3 and 3-4 shifts as well as a Park or Neutral to Drive or operating conditions, the accumulator valves have torque signal
Reverse gear engagements. During the apply of a clutch, apply fluid acting as a bias at the valves. This arrangement regulates
fluid starts to compress the clutch piston return springs and accumulator pressure proportionately to throttle position in order
compress the clutch plates. When the clearance between the to control shift feel. At a greater throttle position opening,
clutch plates is taken up by piston travel and the clutch begins to accumulator fluid pressures increase to compensate for higher
hold, fluid pressure in the circuit builds up rapidly. The line pressures and engine torques.
accumulator assembly, using accumulator spring force and
accumulator fluid pressure, is designed to absorb some of the The same principle of shift accumulation also applies to Reverse,
clutch apply fluid flow to control pressure and allow for a more First and Fourth gear operation where a band or combination of
gradual apply of the clutch. Without an accumulator in the band and clutch is used. As the band is applied it compresses
circuit, the rapid buildup of fluid pressure would cause the around a drum which causes fluid pressure in the apply circuit
clutch to grab quickly and create a harsh shift. to rise rapidly. In addition to the accumulators used in these
circuits, each servo assembly contains a cushion spring to assist
in shift feel. Refer to the specific accumulator circuit description
for a detailed explanation of its operation.
Forward Accumulator Assembly (960-963):

The forward accumulator assembly is located in the accumulator
housing (944) and consists of a piston (960), seal (961), pin
(962) and spring (963). The forward accumulator assembly is
the primary device for controlling the apply feel of the forward
944
clutch during a Park, Reverse or Neutral to Drive range selection.
Primary accumulator fluid pressure, acting on the spring side of
the forward accumulator piston (960), originates at the 1-2/3-4
accumulator valve (302) when line pressure is regulated through
961
960 the valve. The 1-2/3-4 accumulator valve regulates line pressure
962 into primary accumulator fluid in response to torque signal fluid
963 964 965 pressure at the accumulator boost valve (301). Primary
accumulator fluid is then routed to end of the 1-2/3-4 accumulator
valve through orifice #30. Primary accumulator fluid is also
routed to the spring side of the forward accumulator piston (and
the spring side of the reverse accumulator piston (946).
966 After the transmission has been operating in Park, Reverse or
Neutral and a forward range is selected, forward clutch fluid is
routed to the #1 ball check valve. Forward clutch fluid unseats
the ball check valve and is routed to the forward accumulator
piston where it strokes the piston against spring force and primary
accumulator fluid pressure. When the forward accumulator
TORQ SIG
piston moves down its bore, primary accumulator fluid is forced

PRIM ACC (To Reverse Accumulator)
back through its circuit to the 1-2/3-4 accumulator valve. Primary

accumulator fluid is then regulated to exhaust by torque signal
EX
EX
fluid acting on the accumulator boost valve (301).

30 When either Park, Reverse or Neutral range is selected after the
EX
EX
3RD CL
transmission has been operating in a drive range, spring force and

LINE
primary accumulator fluid move the forward accumulator piston.

PRIM ACC
FWD CL
Forward clutch fluid is then forced out of the forward accumulator

bore and is routed to the #1 ball check valve where it seats the
ball check valve. Forward clutch fluid is then forced through
FORWARD
ACCUMULATOR
orifice #21 to ball check valve #5 where it unseats the ball check
valve. Forward clutch fluid then enters the drive circuit and drive
21
fluid is then routed to the manual valve (916) where it exhausts.
#1
• A leak at the forward accumulator piston seal or porosity in
the accumulator housing could cause no forward in overdrive
range/slips in overdrive range.
FWD CL
• A stuck forward accumulator piston would cause harsh
PRIMARY ACCUM forward clutch apply.
40 Figure 38
Reverse Accumulator Assembly (946-949):
The reverse accumulator assembly is located in the accumulator
(948) and spring (949). The reverse accumulator assembly is
the primary device for controlling the apply feel of the reverse 944
clutch during a Park, Neutral or Drive to Reverse range selection.
As described in the forward accumulator operation, primary
accumulator fluid is routed from the 1-2/3-4 accumulator valve through 964 965
the accumulator housing to the spring side of the reverse accumulator
piston. When Reverse range is selected, reverse clutch fluid is
routed to the #4 ball check valve. Reverse clutch fluid unseats the
ball check valve and is routed to the reverse accumulator piston 947
946
where it strokes the piston against spring force and primary 948
accumulator fluid pressure. When the reverse accumulator piston 949
moves down its bore, primary accumulator fluid is forced back through
its circuit to the 1-2/3-4 accumulator valve. Primary accumulator 966
(To Rev Cl Assembly)

fluid then exhausts at the 1-2/3-4 accumulator valve based on torque
#7
signal fluid pressure acting on the accumulator boost valve (301). REV (From Manual Valve)
12
When either Park, Neutral or a drive range is selected after the
transmission has been operating in Reverse, spring force and #6
LOW & REV BAND APPLY

REV CL
primary accumulator fluid move the reverse accumulator piston. 20

REV CL
Reverse clutch fluid is then forced out of the reverse accumulator
bore and is routed to ball check valve #4 where it seats the ball REVERSE ACCUMULATOR
REV BAND
22
check valve. Reverse clutch fluid is then forced through orifice REV CL
#22 and ball check valve #7 where it unseats the ball check #4
TORQ SIG
valve. Reverse clutch fluid passes through orifice #6 into the
reverse circuit which exhausts fluid at the manual valve (916).
EX
EX
• A leak at the reverse accumulator piston seal or porosity in the 1-2 / 3-4 ACC ACCM BOOST
accumulator housing could cause no reverse/slips in reverse. 30
EX
EX
3RD CL
• A stuck reverse accumulator piston would cause harsh reverse FWD
LINE ACCUMULATOR
clutch apply. FWD CL
PRIMARY ACCUM
1-2 Accumulator Assembly (968-973):

The 1-2 accumulator assembly is located in the accumulator
(970), inner spring assembly (971) and accumulator spring (973).
The 1-2 accumulator assembly, 2nd clutch waved plate and 2nd 971
clutch return spring and retainer assembly (428), are the primary
973
devices for controlling the apply feel of the 2nd clutch.
970 968
As described in the forward and reverse accumulator operation,
944
primary accumulator fluid is routed from the 1-2/3-4 accumulator 349 969
valve (302) to ball check valve #2. Primary accumulator fluid
seats the ball check valve thereby routing fluid through orifice
#14 and into the 1-2 accumulator circuit. 1-2 accumulator fluid
is then channeled to the spring side of the 1-2 accumulator piston.
As the transmission shifts into 2nd gear, 2nd clutch fluid is routed
to the 1-2 accumulator piston and strokes the piston against spring 349
force and 1-2 accumulator pressure. When the 1-2 accumulator
piston moves down its bore, 1-2 accumulator fluid is forced back
through its circuit to ball check valve #2 and unseats the ball
check valve. 1-2 accumulator fluid then feeds into the primary
accumulator circuit where it exhausts at the 1-2/3-4 accumulator
valve based on torque signal fluid pressure acting on the
TORQ SIG
accumulator boost valve (301).

During a coastdown, throttle induced or manual shift into first
EX
EX
gear, 2nd clutch fluid exhausts at the 1-2 shift valve “B” (920). 1-2 / 3-4 ACC ACCM BOOST
1-2
Primary accumulator fluid from the 1-2/3-4 shift valve seats ball 30 14
ACCUM
3RD CL
EX
EX
check valve #2 allowing fluid to enter the 1-2 accumulator circuit.

1-2 accumulator fluid is then routed to the spring side of the 1-2
LINE
PRIM ACC
#2
2ND CL
accumulator piston and moves the piston into a first gear position.
• A leak at the 1-2 accumulator piston seal or porosity in the
accumulator housing could cause no 2nd gear/slips in 2nd gear.
1-2
• A stuck 1-2 accumulator piston would cause harsh shifts. ACCUMULATOR
Figure 39 41
2-3 Accumulator Assembly (345-348):
The 2-3 accumulator assembly is located in the upper control valve
351
body (300) and consists of a piston (345), seal (346), pin (348) and
spring (347). The 2-3 accumulator assembly and the 3rd clutch
345 348 spring and retainer assembly (607) are the primary devices for
349b controlling the apply feel of the 3rd clutch.
346
2-3 accumulator fluid pressure originates at the 2-3 accumulator valve
as line pressure, regulated by torque signal and spring force, enters
347 the 2-3 accumulator circuit. 2-3 accumulator fluid is then routed to
300 the end of the 2-3 accumulator valve, through orifice #33, and to ball
check valve #10. 2-3 accumulator fluid seats the ball check valve to
direct fluid through orifice #32 and to the spring side of the 2-3
accumulator piston (345). As the transmission shifts into 3rd gear,
3rd clutch fluid seats the ball check valve #11 to direct fluid through
orifice #31. Orificed 3rd clutch fluid is routed to the 2-3 accumulator
piston and strokes the piston against spring force and 2-3 accumulator
pressure. When the 2-3 accumulator piston moves down its bore, 2-3
accumulator fluid is forced back through its circuit to ball check
349c valve #10 and unseats the ball check valve. 1-2 accumulator fluid is
then routed to the 2-3 accumulator valve where fluid exhausts at a
rate based on torque signal pressure and spring force.
During a coastdown, throttle induced or manual shift into second or
3RD CL
TORQ SIGNAL first gear, 3rd clutch fluid pressure exhausts at the 2-3 shift valve. In
EX
2-3 ACCUM VALVE

the absence of 3rd clutch pressure, the 2-3 accumulator spring and 2-3
#11
accumulator fluid pressure return the 2-3 accumulator piston to a
EX
33 38 31
3
downshifted position. As the piston moves it forces orificed 3rd
LINE
ORIFICED 3RD CL clutch fluid out of the piston bore to ball check valve #11 where it
SEC 2-3 ACCUM
unseats the ball check valve. Orificed 3rd clutch fluid passes through
orifice #3 and the ball check valve seat where it enters the 3rd clutch
circuit and exhausts at the 2-3 shift valve.
#10
32 accumulator housing could cause no 3rd gear/slips in 3rd gear.
2-3 ACCUM 2-3 ACCUMULATOR
• A stuck 2-3 accumulator piston would cause harsh shifts.
3-4 Accumulator Assembly (950, 975-977):

The 3-4 accumulator assembly is located in the accumulator housing
(944) and consists of a piston (975), seal (976), pin (977) and spring
349 (950). The 3-4 accumulator assembly and the 4th servo assembly are
the primary devices for controlling the apply feel of the 4th band (523)
975 950 during a 3-4 shift.
When the engine is running , 3-4 accumulator fluid at the spring side of
976 977 349 the 3-4 accumulator piston, is created by line pressure that is regulated
through the 1-2/3-4 accumulator valve (302). The 1-2/3-4 accumulator
944 valve regulates line pressure into primary accumulator fluid in response to
torque signal fluid pressure at the accumulator boost valve (301). Primary
accumulator fluid is then routed to the end of the of the 1-2/3-4 accumulator
valve and to ball check valve #3. Primary fluid seats the ball check valve
349
and fluid is then routed through orifice #13 into the 3-4 accumulator
circuit which feeds the spring side of the 3-4 accumulator piston.
As the transmission shifts into 4th gear, 4th band fluid is routed to the 4th
servo piston and strokes the piston against spring force and holds the 4th
band (523). At the same time, 4th band fluid strokes the 3-4 accumulator
piston against spring force and 3-4 accumulator fluid pressure. When the
3-4 accumulator piston moves down its bore, 3-4 accumulator fluid is
forced back through its circuit to ball check valve #3 and unseats the ball
check valve. 3-4 accumulator fluid then enters the primary accumulator
TRQ SIG
circuit which routes fluid to the 1-2/3-4 accumulator valve. Primary

EX
EX
13
accumulator fluid is then routed to the 1-2/3-4 accumulator valve where
1-2 / 3-4 ACC ACCM BOOST fluid exhausts at a rate based on torque signal pressure and spring force.
#3
3-4 ACCUM
30 During a coastdown, throttle induced or manual shift into third, second

EX
EX
3RD CL or first gear, 4th band fluid exhausts at the 2-3 shift valve “D” (908).
LINE
As 4th band fluid pressure exhausts, the 4th servo springs return the
servo piston to the downshifted position. At the same time, 3-4
accumulator fluid pressure combines with 3-4 accumulator spring force
PRIMARY ACCUM to move the 3-4 accumulator piston to the downshifted position.
4TH BD 3-4 accumulator housing could cause no 4th gear/slips in 4th gear.
ACCUMULATOR
• A stuck 3-4 accumulator piston would cause harsh shifts.
42 Figure 40
BALL CHECK VALVES – LOCATION AND FUNCTION BALL CHECK VALVES – LOCATION AND FUNCTION
BALL CHECK VALVES – LOCATION AND FUNCTION
#1 FORWARD CLUTCH: valve, is routed to the spring side of the low/reverse servo piston
Located in the accumulator housing (944), it is forced by forward to reduce some of the force of the reverse band fluid pressure CASE COVER (33) FORWARD CL
clutch fluid off its seat on the spacer plate (935) when the acting on the servo piston. Low & reverse band reduce fluid is 21
38d
transmission is operating in any drive gear range. When the ball then routed to the ball check valve (and seats it against the low & #1
38e
check valve is unseated, forward clutch fluid is routed to the reverse band apply passage) and into the reverse band circuit.
forward accumulator piston (960) and strokes it against spring FORWARD CL
force and primary accumulator fluid pressure. Whenever Park, #7 REVERSE/REVERSE CLUTCH:
Reverse or Neutral ranges are selected after the transmission was Located in the lower control valve body (903), it is forced by
operating in a forward range, Drive fluid is open to exhaust at reverse fluid to seat on the spacer plate (935) when the
transmission is operating in reverse range. Reverse fluid is then 1-2 ACCUM
the manual valve (916). Primary accumulator fluid and forward
accumulator spring force combine to move the forward routed through orifice #12 where it enters the reverse clutch #11 #2
accumulator piston causing forward clutch fluid to seat the ball circuit. The ball check valve is forced off its seat by reverse
29a
check valve against the spacer plate (935). Forward clutch fluid clutch fluid when the manual valve is moved out of reverse
is then routed through orifice #21 and eventually into the drive range. The reverse clutch releases and allows reverse clutch PRIMARY ACCUM 29b
circuit (to exhaust at the manual valve). fluid to parallel orifice #12 and enter the reverse circuit. 14
#2 PRIMARY ACCUMULATOR/1-2 ACCUMULATOR: #8 LOW:

Located in the lower control valve body (903), it is forced by #10
Located in the accumulator housing (944), it is forced by primary 3-4 ACCUM
accumulator fluid to seat against the spacer plate (935) when the low fluid (drive fluid entering the low circuit through orifice
transmission is operating in Park, Reverse or Neutral ranges, or #19) to seat on the spacer plate (935) when the transmission is #3
First gear. Primary accumulator fluid is then routed through orifice operating in Overdrive Range, Manual Third Range, or Manual
28a
#14 where it enters the 1-2 accumulator circuit. The ball check Second Range. This allows drive fluid to enter the low & 13
valve is forced off its seat by 1-2 accumulator fluid when the 2nd reverse band apply circuit through the 1-2 shift valve in First 28b
clutch applies and the 1-2 accumulator piston moves down its gear only. The ball check valve is forced off its seat by low
PRIMARY ACCUM
bore. The unseated ball check valve allows 1-2 accumulator fluid fluid pressure when manual first range is selected. Low fluid
to parallel orifice #14 and enter the primary accumulator circuit pressure from the manual valve unseats the ball check valve and
(which is regulated to exhaust at the 1-2/3-4 accumulator valve. provides the feed into the low fluid circuit.
#4
#3 PRIMARY ACCUMULATOR/3-4 ACCUMULATOR: #9 COAST CLUTCH FEED/ORIFICED COAST CLUTCH FEED:
Located in the lower control valve body (903), it is forced on its LOWER CONTROL 33c REV CL
Located in the accumulator housing (944), it is forced by primary
accumulator fluid to seat against the spacer plate (935) when the seat on the spacer plate (935) by coast clutch feed pressure VALVE BODY(903) REV CL 33b REV CL
transmission is operating in Park, Reverse or Neutral ranges, or First during manual range operation (Manual First, Manual Second #6 #9 22
or Second gears. Primary accumulator fluid is then routed through or Manual Third). The ball check valve is forced off it's seat on
the spacer plate (935) when any another gear range is selected
FORWARD CL
orifice #13 where it enters the 3-4 accumulator circuit. The ball
check valve is forced off its seat by 3-4 accumulator fluid when the after the transmission has been operating in a manual range.
4th band is applied and the 3-4 accumulator piston (975) moves When the coast clutch applies, coast clutch feed fluid seats the
down its bore. The unseated ball check valve allows 3-4 accumulator ball check valve against the spacer plate (935) thereby routing
fluid to parallel orifice #13 and enter the primary accumulator circuit coast clutch feed fluid through orifice #7.
(which is regulated to exhaust at the 1-2/3-4 accumulator valve). #10 2-3 ACCUMULATOR/SECONDARY 2-3 ACCUMULATOR: 38g 34e DRIVE
#7 1
#4 REVERSE CLUTCH: Located in the case cover (33), it is forced by secondary 2-3 38f 34f
Located in the accumulator housing (944), it is forced by reverse accumulator fluid to seat against the spacer plate (327) in all gears
FORWARD CL
clutch fluid off its seat on the spacer plate (935) when the except Third and Fourth gear. Secondary 2-3 accumulator fluid is #5
#4
transmission is operating in Reverse range. The unseated ball then routed through orifice #32 where it enters the 2-3 accumulator #1
check valve allows reverse clutch fluid to parallel orifice #22 and circuit. The ball check valve is forced off its seat when the 3rd
enter the reverse clutch circuit. The ball check valve is forced to clutch applies and the 2-3 accumulator piston moves down its bore.
The unseated ball check valve allows 2-3 accumulator fluid to #5
seat against the spacer plate (935) whenever a forward range is
selected (after the transmission was operating in reverse). Reverse parallel orifice #32 and enter the secondary 2-3 accumulator circuit.
clutch fluid from the reverse accumulator piston is then routed #11 3RD CLUTCH/ORIFICED 3RD CLUTCH: #8 LOW & REV BAND REDUCE
through orifice #22 and eventually exhausts at the manual valve. Located in the case cover (33), it is forced by 3rd clutch fluid to
#5 DRIVE/FORWARD CLUTCH: seat against the spacer plate (327) the transmission is operating #6 REVERSE BAND
Located in the lower valve body (903), it is forced by drive fluid to in Third or Fourth gear ranges. 3rd clutch fluid is then routed ACCUMULATOR
through orifice #31 where it enters the orificed 3rd clutch circuit. #2 HOUSING
seat against the spacer plate (935) when the transmission is operating LOW & REV BAND APPLY
in a forward range. Drive fluid is then routed through orifice #1 The ball check valve is forced off its seat by orificed 3rd clutch (944)
REV CL
where it enters the forward clutch circuit. The ball check valve is fluid when the 3rd clutch releases allowing orificed 3rd clutch
forced off its seat by forward clutch fluid when the forward clutch fluid to pass through orifice #3 and the ball check valve seat and #7
releases allowing forward clutch fluid to parallel orifice #1 and enter the 3rd clutch circuit.
32k 33e
enter the drive circuit (which exhausts at the manual valve).
#3
#6 LOW & REVERSE BAND APPLY/REDUCE: Ball Check Valves Related Diagnostic Tips 32h 33f
COAST CL FEED
12
COAST CL FEED
2-3 ACCUM
A two way seating ball check valve that is located in the lower
REV CL
Understanding the design principle of each
REV
control valve body (903). During Park, Reverse and Neutral
range operation it is forced by low & reverse band apply fluid to ball check valve will help in the diagnosis of
seat against the low & reverse band reduce passage. When in hydraulic related conditions. For example: 3RD CL
3
40m
this position, low & reverse band apply fluid is routed through #9
the reverse band circuit to the low/reverse servo assembly and • a harsh shift complaint could be a stuck or missing #8
42a ORIFICED 3RD CL
strokes the servo piston. ball check valve. 36a
31a
LOW
40k
42
31
• no reverse or slips in reverse could be the #7 ball check
48b
When the transmission is operating in first gear (or any forward 31 32 7
valve stuck or missing.
30c
48a
48
drive range) low & reverse band apply fluid is routed through the #11 #10 LOW 36b
30d
1-2 shift valve “A” (919) and into the PRN circuit. (PRN fluid is SECONDARY 2-3 ACCUM
• no engine compression braking in manual first could also
directed to the manual valve (916) where it exhausts.) At the be a missing or stuck #7 ball check valve. 3RD CL 3RD CL
same time, low & reverse band reduce fluid, from the 1-2 shift
ELECTRICAL COMPONENTS
The Hydra-matic 4T80-E transmission incorporates electronic While the transmission is operating in the fail-safe mode example
controls that utilize a powertrain control module (PCM). The given, the following operating changes occur:
PCM gathers vehicle operating information from a variety of • the pressure control solenoid valve is OFF, allowing line
sensors and control components located throughout the pressure to increase to its maximum pressure in order to
powertrain (engine and transmission). The PCM then processes prevent clutch or band slippage
this information for proper control of the following: • the TCC control solenoid valve is OFF, preventing TCC apply
• transmission shift points - through the use of shift solenoids • the shift solenoid valves are OFF, allowing the vehicle to be
• transmission shift feel - by adjusting line pressure through driven in second gear.
the use of a pressure control solenoid valve When both shift solenoid valves are OFF, the transmission
• Torque converter clutch (TCC) apply and release feel - will operate in Second gear regardless of the forward gear
through the use of a TCC control solenoid valve selected (i.e. Overdrive, 3, 2, or 1). However, the transmission
Electronic control of these transmission operating characteristics will operate in Reverse, if selected, as well as Park and Neutral.
provides for consistent and precise shift points based on the (The fail-safe mode described above is only one of the operating
operating conditions of both the engine and transmission. modes associated with this transmission. Refer to the appropriate
Service Repair Manual when diagnosing these conditions.)
FAIL-SAFE MODE NOTE: This section of the book contains “general”
“Fail-safe mode” is an operating condition where the transmission information about electrical components that provide input
will partially function if a portion of the electronic control system information to the PCM. Since this “input” information may
becomes disabled. For example, if the wiring harness becomes vary from carline to carline, it is important that the appropriate
disconnected, the PCM commands the fail-safe mode causing General Motors Service Manual is used during repair or
some transmission electrical components to “default” to OFF. diagnosis of this transmission.
7 6 11 12 8 10 PCM 9
D 4 A 2 5 C B 1 3
INPUTS OUTPUTS
INFORMATION SENSORS ELECTRONIC CONTROLLERS ELECTRONICALLY CONTROLLED
1. TRANSMISSION FLUID PRESSURE (TFP) TRANSMISSION COMPONENTS
MANUAL VALVE POSITION SWITCH POWERTRAIN CONTROL MODULE A. PRESSURE CONTROL (PC) SOLENOID
2. TRANSMISSION INPUT SPEED SENSOR (AT ISS) (PCM)
3. VEHICLE SPEED SENSOR (VSS) B. 1-2 SHIFT SOLENOID (SS) VALVE
4. TRANSMISSION FLUID
TEMPERATURE (TFT) SENSOR C. 2-3 SHIFT SOLENOID (SS) VALVE
5. INTERNAL MODE SWITCH (IMS)
6. THROTTLE POSITION (TP) SENSOR D. TCC CONTROL SOLENOID VALVE
7. ENGINE COOLANT TEMPERATURE (ECT) SENSOR
8. CRANKSHAFT POSITION (CKP) SENSORS
9. TORQUE MANAGEMENT BRAKE SWITCH
10. AIR CONDITIONING (A/C) SWITCH
11. CRUISE CONTROL OPERATION
12. MANIFOLD ABSOLUTE PRESSURE (MAP) SENSOR
44 Figure 42
Transmission Fluid Pressure (TFP) Manual Valve Position
Switch (936):
TWO PIN DRIVE REVERSE TRANSMISSION
CONNECTOR INDICATOR INDICATOR FLUID PRESSURE The transmission fluid pressure (TFP) manual valve position
SWITCH SWITCH MANUAL VALVE switch is attached to the lower control valve body and consists of
POSITION SWITCH two normally open (N.O.) fluid pressure switches. Drive and
(936) reverse fluid pressures are fed from the manual valve to the
switches (see hydraulic circuit below) depending on gear selector
and manual valve positioning. These fluid pressures determine
the digital logic at the electrical pins (A and B) in the TFP
manual valve position switch two pin connector. This logic is
A
used by the PCM to determine manual valve position and the
B gear range (P, R, N D , 3, 2, 1) the transmission is operating in.
The electrical schematic and table below show the circuitry and
logic used at the TFP manual valve position switch and electrical
connector to signal the powertrain control module (PCM) which
range the gear selector lever is in.
Fluid Pressure Switch Operation:

The fluid pressure switches in the TFP manual valve position
switch are normally open (contacts not touching) when no fluid
pressure is present, thereby stopping electrical current at the
switch. When fluid pressure is routed to the switch, it moves the
diaphragm and upper contact such that the contact element touches
Body Fluid
Seal
Body Fluid
Seal
both the positive (+) contact and the ground ( ) contact. This
creates a closed circuit and allows current to flow from the
➤
Diaphragm Diaphragm
positive contact and through the switch. Depending on the circuit,
➤
Contact Contact
+ +
the closed switch may provide a ground path from one of the two
electrical pins.
Contact Contact Ground Contact Contact Ground
Element Element
Example: (Manual Third Range)
The hydraulic and electrical schematics below are shown in the
NO PRESSURE PRESSURIZED Manual Third position. The Drive switch is pressurized in Manual
Third, thereby closing the switch and allowing current to flow
from Pin B to ground. This changes the digital logic at Pin B to
a “1” and, with the digital logic at Pin A being “0”, signals the
PCM that the transmission is in Manual Third gear range.
RANGE FLUID* CIRCUIT+ A Transmission Fluid Pressure Manual Valve Position Switch
INDICATOR REV D4 A B Assembly malfunction will set a DTC P1810 and the PCM will
command the following default actions:
Park/Neutral 0 0 0 0 • Maximum line pressure.
• Assume D4 shift pattern.
Reverse 1 0 1 0 • Freeze shift adapts.
Overdrive 0 1 0 1 • TCC on in commanded fourth gear.
• The PCM stores DTC P1810 in PCM history.
Manual Third 0 1 0 1
Manual Second 0 1 0 1
Manual First 0 1 0 1
}
*: 1 = Pressurized TFP
0 = Exhausted SWITCH
+: 1 = Grounded (Resistance <50 ohms, 0 volts)

0 = Open (Resistance >50k ohms, 12 volts) }
REV
DRIVE
1 2 3D NR P
SWITCH LOGIC MANUAL THIRD (3) (Engine Running)
A B
DRIVE REV
REV
Switch
D4
Switch
MANUAL VALVE
(N.O.) (N.O.)
PRND4
PRND43
D321
DRIVE
D21
LOW
EX
PRN
REV
Automatic Transmission
Fluid Pressure (TFP)
Manual Valve
Position Switch
LINE(FROM PUMP)
Figure 43 45
INTERNAL Internal Mode Switch (942)
MODE The internal mode switch (IMS) is a sliding contact electrical
SWITCH switch assembly, attached to the lower control valve body, that
942 corresponds to the PRNDL position selected. Each of the
PRNDL positions has a unique ground pattern on the four wires
from the PCM. The IMS consists of two major components: the
housing, which houses the tracks and makes up the stationary
contacts and, the insulator assembly, which makes up the moving
contacts and is linked to the detent lever. The range detection is
accomplished by securing the moving contacts of the IMS to the
detent lever. When the driver selects a PRNDL position, the
detent lever inside the transmission rotates. This slides the IMS
moving contacts, which in return grounds the four wires in a
unique pattern for each gear selection corresponding to the
PRNDL position selected. The IMS is electrically connected by
five wires (the PCM supplies voltage to four and one wire is a
common ground) to the transmission pass through connector.
The information provided to the PCM by the IMS is used for

engine controls as well as determining the transmission shift
patterns. The input voltage level at the PCM is high (ignition
voltage) when the IMS is open and low when the switch is
closed to ground. The state of each input is available for display
on the scan tool. The four input parameters represented are
Signal A, Signal B, Signal C and Signal P (Parity).
If the PCM detects an IMS transitional state between D4 and D3 If the PCM detects an IMS transitional state between NEUTRAL
while the vehicle is in motion, then DTC P1820 sets and the and D4 while the vehicle is in motion, then DTC P1823 sets and
PCM will command the following default actions: the PCM will command the following default actions:
• The PCM illuminates the malfunction indicator lamp • The PCM illuminates the malfunction indicator lamp
(MIL) during the second consecutive trip in which (MIL) during the second consecutive trip in which
the conditions for setting the DTC are met. the conditions for setting the DTC are met.
• The PCM commands maximum line pressure. • The PCM commands maximum line pressure.
• The PCM assumes a D4 shift pattern. • The PCM assumes a D4 shift pattern.
• The PCM freezes transmission adapt functions. • The PCM freezes transmission adapt functions.
• The PCM records the operating conditions • The PCM records the operating conditions
when the conditions for setting the DTC are met. when the conditions for setting the DTC are met.
The PCM stores this information as Freeze The PCM stores this information as Freeze
Frame and Failure Records. Frame and Failure Records.
• The PCM stores DTC P1820 in PCM history during • The PCM stores DTC P1823 in PCM history during
the second consecutive trip in which the conditions the second consecutive trip in which the conditions
for setting the DTC are met. for setting the DTC are met.
If the PCM detects an IMS transitional state between D2 and D1 If the PCM detects a combination of IMS inputs that are invalid,
while the vehicle is in motion, then DTC P1822 sets and the then DTC P1825 sets and the PCM will command the following
PCM will command the following default actions: default actions:
• The PCM illuminates the malfunction indicator lamp • The PCM illuminates the malfunction indicator lamp
(MIL) during the second consecutive trip in which (MIL) during the second consecutive trip in which
the conditions for setting the DTC are met. the conditions for setting the DTC are met.
• The PCM commands maximum line pressure. • The PCM commands maximum line pressure.
• The PCM assumes a D4 shift pattern. • The PCM assumes a D4 shift pattern.
• The PCM freezes transmission adapt functions. • The PCM freezes transmission adapt functions.
• The PCM records the operating conditions • The PCM records the operating conditions
when the conditions for setting the DTC are met. when the conditions for setting the DTC are met.
The PCM stores this information as Freeze The PCM stores this information as Freeze
Frame and Failure Records. Frame and Failure Records.
• The PCM stores DTC P1822 in PCM history during • The PCM stores DTC P1825 in PCM history during
the second consecutive trip in which the conditions the second consecutive trip in which the conditions
for setting the DTC are met. for setting the DTC are met.
46 Figure 44
Automatic Transmission Input (Shaft) Speed
ELECTRICAL (AT ISS) Sensor (14):
CONNECTOR The AT ISS sensor is a variable reluctance magnetic pickup that
is mounted to the transmission case. The sensor is positioned
next to the drive sprocket and has an air gap of 1.143-2.77 mm
(0.045-0.109 in) between the sprocket teeth and the magnetic
pickup. The sensor consists of a permanent magnet surrounded
by a coil of wire. As the drive sprocket rotates, an alternating
current (AC) is induced in the coil from the “teeth” on the drive
ROTOR
MAGNETIC sprocket passing by the magnetic pickup. Therefore, whenever
PICKUP the engine is running, the AT ISS sensor produces an AC voltage
signal proportional to engine speed. This signal is sent to the
PCM where it is electronically conditioned to a 5 volt square
wave form (see Figure A). The square wave form can then be
interpreted as transmission input speed by the PCM through the
frequency of square waves in a given time frame. The square
waves can be thought of as the drive sprocket teeth. Therefore,
the more teeth (or waves) that pass by the magnetic pickup in a
given time frame, the faster the engine is running. The square
wave form is compared to a fixed clock signal internally within
the PCM to determine transmission input speed.
If the PCM detects an unrealistically large change in data from
the AT ISS, DTC P0716 will set and the PCM will command the
following default actions:
TRANSMISSION INPUT SPEED SENSOR • Illuminate the malfunction indicator lamp (MIL).
• Maximum line pressure.
• Inhibit TCC engagement.
LOW SPEED HIGH SPEED • Calculate input speed from vehicle speed and
5.0 commanded gear.
• DTC P0716 stores in PCM history.
OUTPUT VOLTS
If the PCM detects a low input speed while the vehicle and
engine speeds are high, DTC P0717 will set and the PCM will
• Illuminate the malfunction indicator lamp (MIL).
TIME • Inhibit TCC engagement.
• Calculate input speed from vehicle speed and
commanded gear.
• DTC P0717 will be stored in PCM history.
FIGURE A: CONDITIONED SIGNAL
Vehicle Speed Sensor (VSS) (130):
The vehicle speed sensor (VSS) operates identically to the AT ISS
Sensor resistance should measure between 1300 - 1950 sensor except that it uses a toothed ring pressed onto the differential
carrier (110) as the rotor (reluctor). The VSS is mounted to the
ohms at 20°C (68°F). Output voltage will vary with vehicle transmission case extension and has an air gap of 1.143-2.77 mm
speed from a minimum of 0.5 Volts AC at 100 RPM, to (0.045-0.109 in) between the teeth and the magnetic pickup. The
more than 100 Volts at 8000 RPM. VSS sensor square wave form is also compared to a fixed clock
signal internally within the PCM to determine actual vehicle speed.
The PCM uses transmission input and output speeds to help
ELECTRICAL determine line pressure, transmission shift patterns and TCC/VCC
CONNECTOR apply pressure and timing. This speed sensor information is also
used to calculate turbine speed, gear ratios, and TCC slippage for
diagnostic purposes.
If the PCM detects a low vehicle speed and a high transmission
input shaft speed while in a drive range, DTC P0502 will set and
the PCM will command the following default actions:
O-RING
• Freeze transmission adapt functions.
• Calculate vehicle speed from the AT ISS and
commanded gear.
ROTOR If the PCM detects a loss of vehicle speed while the vehicle is in
MAGNETIC
PICKUP motion, DTC P0503 will set and the PCM will command the
following default actions:
• Calculate vehicle speed from the AT ISS and
commanded gear.
TRANSMISSION VEHICLE SPEED SENSOR • DTC P0503 stores in PCM history.
Figure 45 47
Transmission Fluid Temperature (TFT) Sensor (350):
The TFT sensor is a negative temperature coefficient thermistor
that is attached to the upper control valve body. The TFT sensor
provides information to the PCM regarding transmission fluid
temperature which is then used to engage or disengage the TCC/
VCC. The sensor receives a 5 volt reference signal from the
PROBE CONNECTOR PCM and when transmission fluid temperature is “cold”,
resistance is high. (Voltage measured across pin terminals L
and M of the transmission pass-thru connector will also be
high.) As the transmission fluid temperature increases, the
resistance through the temperature sensor drops and
correspondingly the voltage drops.
When the fluid temperature increases to approximately 50°C
(122°F) the circuitry within the PCM uses a shunt to increase
the voltage signal to the sensor as resistance values continue to
drop (refer to graph). Again, as the fluid temperature continues
to increase, resistance and voltage continue to decrease. The
purpose of this design is to provide a finer resolution for precise
control of TCC/VCC apply and release; temperature
compensation on upshifts, downshifts and garage shifts, line
pressure adjustments and PCM default code information.
TFT Sensor Hot Mode Operation:
TRANSMISSION FLUID TEMPERATURE SENSOR The PCM also controls the apply or release of TCC/VCC through
“hot mode ON” or “hot mode OFF” (formerly called “super-hot
mode”) software programming.
Hot mode ON (Above 130°C [266°F]) commands the TCC to
TFT SENSOR VOLTAGE VS. TEMPERATURE apply (ON) in 3rd gear at 48 km/h (30 mph) with a 0-10%
throttle angle, and in 4th gear at 63 km/h (39 mph) with a 0-10%
5.12 throttle angle. This reduces transmission temperature by reducing
4.80
4.48 SENSOR VOLTAGE heat generated in the torque converter. It also provides maximum
4.16 ABOVE 50° C cooling by routing transmission fluid directly to the transmission
3.84 cooler in the engine radiator.
3.52
3.20 Hot mode OFF (VCC MODELS) (Above 140°C [284°F]) –
VOLTS
2.88
2.56 VCC OFF, inhibits the operation of 4th gear. This is a condition
2.24 where temperatures are too high for VCC silicone fluid. This
1.92 operation should allow higher fluid flows through the cooler and
1.60
1.28 converter and less vortex flow in the converter. As both engine
0.96 and transmission cool off, VCC and 4th are permitted again.
0.64 SENSOR VOLTAGE
0.32 BELOW 40° C
0.00
-40 -28 -16 -4 7 19 31 43 55 67 79 91 103 115 127 139 151
TEMPERATURE °C If the PCM detects an intermittent voltage or no voltage change
NOTE:
AN ECM INTERNAL SHUNT WILL COME INTO PLAY AS TEMPERATURE in the TFT sensor circuit, DTC P0711 will set and the PCM will
INCREASES BEYOND 50°C. AS TEMPERATURE IS DECREASING, command the following default actions:
INTERNAL SHUNT COMES OUT AT 40°C. THERE IS A 10° OVERLAP.
• Calculate a default transmission fluid temperature
based on engine coolant temperature, intake air
temperature and engine run time.
If the PCM detects a high transmission fluid temperature for an If the PCM detects a continuous short to ground in the TFT
extended period of time on the TFT sensor circuit, DTC P0218 sensor circuit, DTC P0712 will set and the PCM will command
will set and the PCM will command the following default actions: the following default actions:
• TRANSMISSION HOT message displays on the • Calculate a default transmission fluid temperature
driver information center (DIC). based on engine coolant temperature, intake air
• Freeze transmission adapt functions. temperature and engine run time.
• DTC P0218 stores in PCM history. • DTC P0712 stores in PCM history.
If the PCM detects a continuous open or a short to voltage on

the TFT sensor circuit, DTC P0713 will set and the PCM will
• Calculate a default transmission fluid temperature
based on engine coolant temperature, intake air
temperature and engine run time.
48 Figure 46
CONNECTOR PLUNGER SPRING METERING O-RING SHIFT SOLENOID VALVES
BALL
Description:
The Hydra-matic 4T80-E transmission uses two identical, normally open
electronic shift solenoid valves (referred to as 1-2 and 2-3) for controlling
upshifts and downshifts in all forward ranges. These shift solenoid valves
work together in a combination of ON and OFF sequences to control fluid
that is routed to the 1-2 shift valve, 2-3 shift valve and 3-4 shift valve. The
PCM monitors numerous inputs and determines the appropriate gear range
for the vehicle by commanding the solenoid valves either ON or OFF.
Fluid pressure is then routed to the shift valves (or exhausted through the
solenoid valves) in order to change the position of a valve and hydraulically
enable a gear change. The following table shows the solenoid state
combination that is required to obtain each range:
GEAR 1-2 SOLENOID 2-3 SOLENOID
Park, Reverse, Neutral ON OFF
COIL SOLENOID D First or Man First-1st ON OFF
FRAME ASSEMBLY EXHAUST FLUID D Second or Man Second-2nd OFF OFF
SHIFT SOLENOID VALVE (OFF) D Third or Man Third-3rd OFF ON
Fourth-4th ON ON
CST CL FD
3RD CL
4 BD FD
D21Y
Shift Solenoid Valves De-energized (OFF):

11
The shift solenoid valves are OFF when the PCM opens the path to
3-4 SHIFT VALVE ground for the solenoid’s electrical circuit. When OFF, the solenoid
plunger is forced away from the metering ball by a spring. This action
D321 allows 1-2 solenoid (or 2-3) fluid to push past the metering ball to
1-2 SOL
COAST CL
LOW FEED
exhaust from a port on the side of the solenoid.

C CL FEED
2-3 SHIFT
3RD CL
D21Y
SOLENOID
D21
EX
LOW
D21
10
Shift Solenoid Valves Energized (ON):
EX
OFF
EX
8 9
To energize the shift solenoid valves, the PCM provides a path to
2-3 SHIFT VALVE ground and completes the solenoid’s electrical circuit. Electrical current
EX
EX
EX
DRIVE passing through the coil assembly in the solenoid creates a magnetic
16
2-3 SOLENOID field that magnetizes the solenoid core. The magnetized core repels the
FILTERED ACTUATOR FD plunger which seats the metering ball against the fluid inlet port. Solenoid
15
1-2 SOLENOID signal fluid is then blocked by the metering ball thereby creating a fluid
LOW & REV BAND APPLY pressure in the 1-2 or 2-3 solenoid fluid circuits.
LOW FEED

1-2 SOL
DRIVE
2-3 SOL
The 1-2 SS valve is located at the end of the 1-2 shift valve (920) and
4TH BD
1-2 SHIFT
PRN
4 BD FD
2ND CL
SOLENOID
controls the position of the 1-2 and 3-4 shift valves. 1-2 solenoid fluid that
EX
ON 5 4 36
is routed to the solenoid is created by filtered actuator feed as it passes
1-2 SHIFT VALVE through orifice #15. When energized in Park, Reverse, Neutral and First
gear, the solenoid blocks 1-2 solenoid fluid from exhausting, thereby
EX
EX
2
REV
creating pressure in the 1-2 solenoid fluid circuit. 1-2 solenoid fluid
EX
EXAMPLE A: PARK/REVERSE/NEUTRAL/FIRST GEAR pressure then holds the 1-2 shift valve against spring force in the downshifted
position. At the same time, 1-2 solenoid fluid is routed to the 3-4 shift
3RD CL
valve (912) where it holds the valve against spring force in the upshifted
CST CL FD
4 BD FD
position. During Fourth gear operation, 2-3 solenoid fluid pressure combines
D21Y
11 with spring force and holds the 1-2 shift valve in the upshifted position.
3-4 SHIFT VALVE When the 1-2 SS valve is de-energized during Second and Third gear
operation, 1-2 solenoid fluid exhausts through the solenoid. Spring
D321
force acting on the 1-2 shift valve keeps the valve in the upshifted
1-2 SOL
LOW FEED
COAST CL
position, and spring force at the 3-4 shift valve keeps the valve in the
3RD CL
C CL FEED
2-3 SHIFT
D21Y
SOLENOID
D21
downshifted position.
EX
LOW
D21
10
EX
ON
EX
8 9
2-3 SHIFT VALVE
The 2-3 SS valve is located at the end of the 2-3 shift valve (908) and
EX
EX
EX
DRIVE controls the position of the 1-2 and 2-3 shift valves. 2-3 solenoid fluid
16
2-3 SOLENOID that feeds to the solenoid is created by filtered actuator feed as it passes
FILTERED ACTUATOR FD through orifice #16. When energized in Third and Fourth gear, the
15
1-2 SOLENOID solenoid blocks 2-3 solenoid fluid from exhausting thereby creating
LOW & REV BAND APPLY pressure in the 2-3 solenoid fluid circuit. 2-3 solenoid fluid pressure then
LOW & REV BAND REDUCE holds the 2-3 shift valve against spring force in the upshifted position. At
LOW FEED
the same time, 2-3 solenoid fluid is routed to the 1-2 shift valve (912) to
1-2 SOL
DRIVE
2-3 SOL
4TH BD
1-2 SHIFT
PRN
2ND CL
4 BD FD
SOLENOID combine with spring force in holding the valve in the upshifted position.
EX
OFF 5 4 36
When the 2-3 SS valve is de-energized during Park, Reverse, Neutral,
1-2 SHIFT VALVE First and Second gear operation, 2-3 solenoid fluid exhausts through the
solenoid. Spring force acting on the 2-3 shift valve keeps the valve in
EX
EX
2
REV
the downshifted position while 1-2 shift valve position is dependent

EX
EXAMPLE B: THIRD GEAR upon 1-2 SS valve state.
Figure 47 49
HOUSING O-RING METERING O-RING SPOOL Torque Converter Clutch (TCC) Solenoid Valve (336):
BALL HOUSING The TCC solenoid valve is a normally closed, three-port, pulse
CENTER width modulated (PWM) solenoid used to control the apply
POLE
and release of the converter clutch. The PCM operates the
solenoid with a negative duty cycle at a fixed frequency of 32
Hz to control the rate of TCC apply/release. The solenoid’s
FLOW
ability to “ramp” the TCC apply and release pressures results
REGULATION in a smoother TCC operation.
(EXHAUST)
When vehicle operating conditions are appropriate to apply the
COIL TCC, the PCM immediately increases the duty cycle to
ASSEMBLY PRESSURE PRESSURE
SUPPLY CONTROL
approximately 30% (see point A on graph). The PCM then
(FILTERED (TCC CONTROL) ramps the duty cycle up to approximately 80% to achieve full
CONNECTOR 3RD CL) TCC apply pressure. The rate at which the PCM increases the
SPRING
duty cycle controls the TCC apply. Similarly, the PCM also
ramps down the TCC PWM solenoid valve duty cycle to control
TCC SOLENOID VALVE (OFF)
TCC release.
TCC There are some operating conditions that prevent or enable
➤
FULLY TCC apply under various conditions (refer to the Transmission

100%
PERCENT DUTY CYCLE
APPLIED Fluid Temperature sensor description). Also, if the PCM

TCC C D receives a high voltage signal from the brake switch, signalling
75 TCC that the brake pedal is depressed, the PCM immediately releases
APPLY RELEASE
RATE B E the TCC.
RATE
50
TCC F Note: Duty cycles given are for example only. Actual duty cycles
A APPLY will vary depending on vehicle application and vehicle operating
25 FLUID conditions.
PRESSURE TIME
S G
0 ➤
TCC solenoid valve resistance should measure between
TCC APPLY AND RELEASE
10 and 11 ohms when measured at 20°C (68°F). The
resistance should measure between 13 and 15 ohms at
If the PCM detects high torque converter slip when the TCC is 100°C (212°F).
commanded ON, DTC P0741 will set and the PCM will command
the following default actions:
• Inhibit 4th gear if transmission is in hot mode. Torque Converter Clutch (TCC) Solenoid Valve Operation:
• DTC P0741 stores in PCM history. The TCC solenoid valve is the electronic control component of
the TCC apply and release system. The other components are
all hydraulic control or regulating valves. The illustration below
If the PCM detects a TCC slip from -20 to +150 RPM, when the shows all the valves and the TCC solenoid valve that make up
TCC is commanded OFF, DTC P0742 will set and the PCM will the TCC control system. (For more information on system
operation see pages 70 and 71 in the Powerflow section).
• Inhibit TCC engagement.
LINE
TORQUE
➤
EX
➤
CONVERTER
ASSEMBLY
CONV CL REG ➤
➤
34
➤
EX
➤
➤ ➤
REG APPLY
➤
➤
CONTROL
➤ EX ➤
EX
➤
➤
➤
TCC ENABLE
➤
➤ EX ➤
➤ TCC
EX
ORIFICED EX ➤
TCC FD LIMIT
➤
➤ ➤ ➤ ➤ ➤ ➤ ➤ ➤ ➤ ➤ ➤ ➤ ➤
➤
➤
➤ ➤
➤
➤
➤
CONV RELEASE
➤
CONV RELEASE
➤
➤ ➤
REG APPLY
CONV APPLY
CONV APPLY
➤
TO COOLER
➤
TCC CONTROL
➤
➤
➤ ➤ ➤
➤
27
EX ➤
➤
➤
CONV FEED ➤
➤
➤
➤
➤
➤
➤ EX
35 ➤
➤
29
EX
EX
➤
TCC
CONV CL CONTROL EX
➤
CC FD LIMIT SOL
➤
ON
➤
EX
➤
EX
➤
➤
➤ TCC FD LIMIT 3RD CL
50 Figure 48
Pressure Control Solenoid Valve (339): FILTERED TORQUE EXHAUST VARIABLE ARMATURE SPRING FRAME
The pressure control (PC) solenoid valve is a precision electronic ACTUATOR SIGNAL BLEED
FEED FLUID ORIFICE
pressure regulator that controls transmission line pressure based FLUID
on current flow through its coil windings. As current flow is
increased, the magnetic field produced by the coil moves the
solenoid’s plunger further away from the exhaust port. Opening
the exhaust port decreases the output fluid pressure regulated by
the PC solenoid valve, which ultimately decreases line pressure.
The PCM controls the PC solenoid valve based on various
inputs including throttle position, transmission fluid temperature,
MAP sensor and gear state.
SPOOL
VALVE SPOOL
Duty Cycle, Frequency and Current Flow: SPRING VALVE
A “duty cycle” may be defined as the percent of time current is PUSH
SPOOL
flowing through a solenoid coil during each cycle. The number of FLUID VALVE DAMPER ROD COIL ADJUSTING
cycles that occur within a specified amount of time, usually SCREENS SLEEVE SPRING RESTRICTOR ASSEMBLY SCREW
measured in seconds, is called “frequency”. Typically, the operation
of an electronically controlled pulse width modulated solenoid is PRESSURE CONTROL SOLENOID VALVE
explained in terms of duty cycle and frequency.
➤
The PCM controls the PC solenoid valve on a positive duty 40%➤ ➤
60%
➤ ➤
cycle at a fixed frequency of 292.5 Hz (cycles per second). A 12
higher duty cycle provides a greater current flow through the (ON)
VOLTS
solenoid. The high (positive) side of the PC solenoid valve
electrical circuit at the PCM controls the PC solenoid valve
operation. The PCM provides a ground path for the circuit,
monitors average current and continuously varies the PC solenoid TIME
0 ➤ ➤
valve duty cycle to maintain the correct average current flowing ➤
through the PC solenoid valve. 1 CYCLE = 1/292.5 SECOND
PRESSURE CONTROL SOLENOID VALVE POSITIVE DUTY CYCLE

Approximate
Duty Cycle Current Line Pressure 100
90
CONTROL PRESSURE (PSI)
+ 5% 0.1 Amps Maximum 80

+40% 1.1 Amps Minimum 70
60
50
Pressure control solenoid valve resistance should measure 40
between 3.0 and 8.0 ohms when measured at 20°C (68°F). 30
20
The duty cycle and current flow to the PC solenoid valve are 10
mainly affected by throttle position (engine torque) and they are 0
inversely proportional to throttle angle (engine torque). In other 0.0 0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8 0.9 1.0 1.1
words, as the throttle angle (engine torque increases), the duty INPUT CURRENT (AMP)
cycle is decreased by the PCM which decreases current flow to the
PC solenoid valve. Current flow to the PC solenoid valve creates PRESSURE CONTROL SOLENOID VALVE CURRENT FLOW
a magnetic field that moves the solenoid armature toward the push
rod and against spring force.
Transmission Adapt Function:

Programming within the PCM also allows for automatic
adjustments in shift pressure that are based on the changing
characteristics of the transmission components. As the apply
components within the transmission wear, shift time (time required A Pressure Control Solenoid electrical condition will set a DTC
to apply a clutch or band) increases. In order to compensate for P0748 and the PCM will command the following default actions:
this wear, the PCM adjusts trim pressure by controlling the PC
solenoid valve in order to maintain the originally calibrated shift • SERVICE TRANSMISSION displays on the driver
timing. The automatic adjusting process is referred to as “adaptive information center (DIC).
learning” and it is used to assure consistent shift feel plus increase • Maximum line pressure.
transmission durability. The PCM monitors the AT ISS sensor • Freeze transmission adapt functions.
and VSS during commanded shifts to determine if a shift is • DTC P0748 stores in PCM history.
occurring too fast (harsh) or too slow (soft) and adjusts the PC
solenoid valve signal to maintain a set shift feel.
Transmission adapts must be reset whenever the transmission is

overhauled or replaced (see appropriate service manual).
Figure 49 51
ELECTRICAL COMPONENTS EXTERNAL TO THE TRANSMISSION
Throttle Position (TP) Sensor: The TP sensor is a potentiometer Torque Management Brake Switch: The torque management
that is mounted on the throttle body and provides the PCM with brake switch contains two sets of electrical contacts and one
information on throttle angle. The PCM provides a 5 volt vacuum port. The two sets of electrical contacts are normally
reference signal and a ground to the TP sensor and the sensor closed and are referred to as the “TCC Brake” and “Extended
returns a signal voltage that changes with throttle angle. At Travel Brake Switch” contacts. The TCC brake switch contacts
closed throttle (approximately 0°) the TP sensor output signal is provide ignition voltage to the torque converter clutch when
low (below 1 volt) and at wide open throttle (approximately closed (brakes not applied). When the brakes pedal is depressed
85°) the TP sensor out signal is high (nearly 5 volts). The PCM the switch contacts open and the PCM opens a path to ground
uses TP information (throttle valve angle) to modify fuel control, for the TCC electrical circuit to release the TCC.
TCC/VCC apply or release, and shift patterns.
Air Conditioning (A/C) Switch: When the A/C cycling switch
Engine Coolant Temperature (ECT) Sensor: The ECT sensor closes, the PCM is signaled that the air conditioning compressor
is a thermistor (a resistor that changes value based on is ON. This signal is used by the PCM to adjust transmission
temperature) mounted to the engine head or in the engine coolant line pressure to compensate for the additional engine load created
passage, that provides engine coolant temperature information by the compressor.
to the PCM. The PCM supplies a 5 volt reference signal and a
ground to the sensor and then measures the voltage signal as Cruise Control Operation: The PCM monitors input signals
coolant temperature changes. At cold coolant temperatures, the from the cruise control switch and other cruise control related
ECT sensor resistance is high (voltage is approximately 5 volts) sensors in order to alter shift patterns and time limits between
while hot coolant temperatures decrease resistance (voltage will 2-3, 3-4, 4-3 and 3-2 shifts.
be near zero). The PCM uses ECT sensor information for fuel Manifold Absolute Pressure (MAP) Sensor: The MAP sensor
enrichment, ignition control, canister purge control, idle speed measures changes in the intake manifold pressure which result
control, TCC Enabling and “Closed Loop” fuel control. from engine load and speed changes. These changes are
converted to a voltage output which is monitored by the PCM in
Crankshaft Position (CKP) Sensors: In terms of transmission order to adjust line pressure and shift timing.
operation, the sensors (2) provide information to the PCM that
indicates engine speed. The PCM then uses this input to NOTE: The sensor/switch information presented above is not a
determine shift patterns and TCC/VCC apply or release. complete listing of PCM inputs that may affect transmission
operation. Refer to the appropriate General Motors Service
Manual for specific electrical diagnosis information.
52
POWER FLOW
This section of the book describes how torque from The full size, right hand pages contain a simplified
the engine is transferred through the Hydra-matic version of the Complete Hydraulic Circuit that is
4T80-E transmission allowing the vehicle to move involved for that range and gear. Facing this full page
either in a forward or reverse direction. The is a half page insert containing text and a detailed
information that follows details the specific mechanical explanation of what is occurring hydraulically in that
operation, electrical, hydraulic and apply components range and gear. A page number located at the bottom
that are required to achieve a gear operating range. of the half page of text provides a ready reference to
the complete Hydraulic Circuits section of this book
The full size, left hand pages throughout this section if more detailed information is desired.
contain drawings of the mechanical components used
in a specific range and gear. Facing this full page is a It is the intent of this section to provide an overall
half page insert containing a color coded range simplified explanation of the mechanical, hydraulic
reference chart at the top. This chart is one of the key and electrical operation of the Hydra-matic 4T80-E
items used to understand the mechanical operation of transmission. If the operating principle of a clutch,
the transmission in each range and gear. The text band or valve is unclear, refer to the previous sections
below this chart provides a detailed explanation of of this book for individual components descriptions.
what is occurring mechanically in that range and gear.
RK ng)
PA nni
R u
g ine
n
(E
k (P)
PARK Par PARK
the oil
r in the
(Engine Running) leve from ing: (Engine Running)
e le ctorssure follow
1 1a 1b 1c 1d 3a 2b 2a 2 e
e s pr the ): Reg-
h th line to 8
Witsition, irected alve(21ssure)
POWER FROM INPUT INPUT INPUT INPUT LOW/REVERSE PARKING TORQUE TO POSSIBLE 37
SUN POWER PRIMARY SECONDARY TORQ SIGNAL
TORQUE CARRIER CARRIER INTERNAL BAND LOCK GEAR FINAL DRIVE
CONVERTER GEAR ASSEMBLY PINIONS GEAR AND HUB (13) (833) PINIONS TRANSMITTED po p is d lator Vine pren PUMP PUMP
BOOST VALVE
u
(1) (631)
DRIVING
(700)
HELD
ROTATE ROTATES
(POWER
APPLIED HELD FROM
VEHICLE pum Reg ut (l issio
re utp sm
REV
ssu p o tran ump
TERMINATES)
Pre s pumto the hen pmand
SECONDARY LINE
SCAVENGE OUTLET
ulateording nts. Wthe deom
LINE
accuiremeeeds fluid fr
req ut excssure, ulator

EX
outpne pre re reg SCAVENGE
of lipressu
PUMP
MAIN PUMP SUCTION
the LEFT
SCAVENGE
RIGHT
SCAVENGE
SUCTION SUCTION 24
TORQ SIGNAL
LUBE 2
26
BOTTOM
SUMP SCAVENGE OUTLET
25
UPPER LINE
SUMP
23
LINE
BALL
LINE LINE CHECK
CONV FEED CONV FEED
TORQ SIGNAL
LINE
TFP
SWITCH
CONV FEED
FINAL DRIVE
DRIVE
REV
INPUT SUN GEAR
INTERNAL ASSEMBLY (722)
CONV RELEASE
GEAR (700) HELD
REACTION
CONV APPLY
(708) HELD
REG APPLY
TO COOLER
CARRIER INPUT HELD
TCC CONTROL
ASSEMBLY SUN 1 2 3D NR P
INPUT SHAFT
(623) GEAR
3RD CL
AND
LINE
HELD (631)
EX
3RD CLUTCH DRIVE REV
TORQ SIGNAL
27
EX
HOUSING 35
(604) MANUAL VALVE
CONV CL CONTROL TCC
DRIVING SOL
D321
DRIVE
PRND4
D21
PRND43
REV
TCC FD LIMIT
LOW
EX
29
EX
EX
LINE
PRN
TCC FD LIMIT
CC FD LIMIT
EX
EX
LINE
INPUT PLANETARY 1
PINIONS
CST CL FD
(702)
3RD CL
4 BD FD
D21Y
11
LINE
EX
EX
3-4 SHIFT VALVE
ACT FD LMT FILTER FILTERED
DRIVEN PARKING FINAL DRIVE 28 (338) ACTUATOR
1-2 SOLENOID
D321
EX
EX
SPROCKET LOCK SUN GEAR FEED
LOW/REVERSE ACT FD ACTUATOR FD
PRN
(415) GEAR (121)
COAST CL
EX
BAND (833) HELD
LOW FEED
(13) PRESSURE
C CL FEED
2-3 SHIFT
3RD CL
REACTION HELD CONTROL D21Y
APPLIED
LINE
SOLENOID
D21
EX
LOW
D21
10
EX
CARRIER SOLENOID OFF
EX
COAST 8 9
EX
SHELL
CLUTCH (633) TORQ SIGNAL
EX
FORWARD 2-3 SHIFT VALVE
HUB HELD
SPRAG
EX
EX
EX
INPUT (719) 2-3 ACCUM VALVE DRIVE
OUTER RACE
INTERNAL FILTER
EX
INPUT (721) 33 38 (917) 2-3 SOLENOID
GEAR 16
(708) INTERNAL LINE ACTUATOR FD FILTERED ACTUATOR FD
GEAR SEC 2-3 ACCUM
TORQ SIG
15
FLANGE 1-2 SOLENOID
(725) LOW & REV BAND APPLY LOW & REV BAND APPLY
REV CL
PARKING CO
2-3 SOLENOID
MP LOW & REV BAND REDUCE LOW & REV BAND REDUCE
LOW FEED
LOCK PAWL 5
EX
EX
LE
DRIVE
#6
1-2 SOL
(22)
4TH BD
TE
PRN
1-2 SHIFT
4 BD FD
2ND CL
ENGAGED HY 1-2 / 3-4 ACC ACCM BOOST 20
SOLENOID
EX
5
DR
EX
30 LOW/REVERSE ON 4
AU
EX
LOW/REVERSE
EX
3RD CL
36
FORWARD PA SERVO
AND COAST
SERVO GE LIC 1-2 SHIFT VALVE
REV BAND
FORWARD CLUTCH CLUTCH
ASSEMBLY
56 82 CIR 42
(928-934)
B CUIT 4
EX
LINE
EX
SPRAG ASSEMBLY HOUSING APPLIED 2
REV
(801)
EX
(716) PRIMARY ACCUM
OVERRUNNING HELD 2 3
Figure 53 Figure 54
56 57
Figure 50 53
MECHANICAL POWERFLOW FROM THE TORQUE CONVERTER MECHANICAL POWERFLOW FROM
THE TORQUE CONVERTER TO
TO THE TURBINE SHAFT THE TURBINE SHAFT
(Engine Running) (Engine Running)
3
FLUID COUPLING
DRIVES THE TURBINE
The mechanical power flow in the Hydra-matic 4T80-E
1 transmission begins at the point of connection between the
POWER FROM torque converter and the engine flywheel. When the engine
THE ENGINE
is running, the torque converter cover (pump) is forced to
4 7
rotate at engine speed. As the torque converter rotates it
TURBINE INPUT HOUSING multiplies engine torque and transmits it to the turbine shaft
SHAFT DRIVEN (INPUT AND 3RD
CLUTCH)
(410). The turbine shaft, which is connected to the drive
2
ASSEMBLY sprocket (407), provides the primary link to the mechanical
ROTATES AT DRIVEN operation of the transmission.
POWER TO
SPROCKET SPEED
DRIVE OIL PUMP
The Hydra-matic 4T80-E automatic transmission requires a
constant supply of pressurized fluid to cool and lubricate all of
the components throughout the unit. It also requires a holding
force to be applied to the bands and clutches during the various
gear range operations. The oil pump assemblies (200-225), the
upper control valve body assembly (300), and the lower control
valve body assembly (903) provide for the pressurization and
distribution of fluid throughout the transmission.
1 Power from the Engine

Torque from the engine is transferred to the transmission through
the engine flywheel which is bolted to the torque converter.
2 Power to Drive the Oil Pump
The oil pump drive shaft (2) is splined to the torque converter
cover at one end and to the oil pump driven shaft (207) at the
5
other end. The oil pump driven shaft is splined to the oil pump
DRIVE SPROCKET drive gears (202, 205, 223). Therefore, when the engine is
ROTATES AT running, the oil drive gears also rotate at engine speed.
TURBINE SPEED
3 Fluid Coupling Drives the Turbine
Transmission fluid inside the torque converter assembly (1) creates
a fluid coupling which in turn drives the torque converter turbine.
4 Turbine Shaft Driven
6 As the torque converter turbine rotates, the turbine shaft (410),
DRIVE LINK AND
DRIVEN SPROCKET which is splined to the torque converter turbine, is also forced to
ROTATE AT rotate at turbine speed.
TURBINE SPEED
(depending on sprocket ratio) 5 Drive Sprocket Rotates at Turbine Speed
The opposite end of the turbine shaft (410) is splined to the drive
TORQUE CONVERTER sprocket (407), which forces the drive sprocket to rotate in the
ASSEMBLY
(1) same direction and speed as the torque converter turbine.
DRIVE SPROCKET 6 Drive Link and Driven Sprocket Rotate at Turbine Speed
(407) Teeth on the drive sprocket (407) are in mesh with the drive link
SPLINED TO
DRIVE LINK
TORQUE CONVERTER
TURBINE ASSEMBLY
assembly (414) and the drive link is also in mesh with the teeth
ASSEMBLY (D) on the driven sprocket (415). When the engine is running, all
(414)
three components will rotate in the same direction and possibly
SPLINED TO
CONVERTER HOUSING at the same speed depending on drive and driven sprocket ratio
OIL PUMP COVER ASSEMBLY
DRIVE SHAFT (I) (see basic specifications page 124).
(2)
TURBINE 7 Input Housing Rotates at Driven Sprocket Speed
SHAFT
(410) The driven sprocket (415) is splined to the input shaft and 3rd
clutch housing assembly (604) and forces the input housing to
rotate at driven sprocket speed.
SPLINED
TOGETHER
SPLINED TO
OIL PUMP
DRIVEN
SHAFT NOTE: To minimize the amount of repetitive text, the
(207)
remaining mechanical power flow descriptions will begin
PUMP
with the input shaft and 3rd clutch housing assembly (604).
ASSEMBLIES
INPUT SHAFT AND
The transfer of torque from the engine through the torque
(200-225) DRIVEN
SPROCKET
3RD CLUTCH
HOUSING
converter to the input shaft and 3rd clutch housing is identical
(415) (604) in all gear ranges.
54 Figure 51 54A
HYDRAULIC POWERFLOW – COMMON COMMON HYDRAULIC FUNCTIONS FOR ALL RANGES
FUNCTIONS FOR ALL RANGES
1 PRESSURE
(Engine Running) REGULATION 37
When the gear selector lever is in the Park (P) position and the TORQ SIGNAL
PRIMARY SECONDARY
BOOST VALVE
engine is running, fluid is drawn into the oil pumps and line
SCAVENGE OUTLET
PUMP PUMP
LINE SEC LINE REV
pressure is directed to the pressure regulator valve.
UPPER
SUMP
1 PRESSURE REGULATION
1a
1a Pressure Regulator Valve:

EX
Regulates pump output (line and secondary line pressures)
TORQ SIGNAL
in response to torque signal fluid pressure acting on the SCAVENGE
pressure regulator boost valve, spring force, and line pressure

PUMP 3a
MAIN PUMP SUCTION 24
acting on the end of the valve. Line pressure is directed to LUBE 2

26
the manual valve, the converter clutch regulator valve, the
MAIN PUMP SUCTION CON FD
actuator feed limit valve, the 1-2/3-4 accumulator valve,
25
and the 2-3 accumulator valve. Also, line pressure feeds the LEFT RIGHT LINE
SCAVENGE SCAVENGE
converter feed circuit through the pressure regulator valve. SUCTION SUCTION 23
SEC LINE
LINE
EX
EX
1b Actuator Feed Limit (AFL) Valve: BOTTOM LINE LINE (to manual valve)
SUMP
Line pressure is routed through the valve and into the actuator ACT FD LMT BALL
CHECK
feed fluid circuit. The valve limits actuator feed fluid pressure
EX
EX
28
to a maximum pressure. Actuator feed fluid is routed to the ACT FD

1c
EX
pressure control solenoid valve, and also feeds the 1-2 solenoid FILTER PRESSURE
CONV FEED
and 2-3 solenoid fluid circuits. (338) CONTROL
LINE
1b SOLENOID
1c Pressure Control (PC) Solenoid Valve:
EX
Controlled by the PCM, the PC solenoid valve regulates TORQ SIGNAL
filtered actuator feed limit fluid pressure into the torque
signal fluid circuit. 2 SHIFT ACCUMULATION
2 SHIFT ACCUMULATION
EX
TORQ SIG
2a 1-2/3-4 Accumulator Valve: 2-3 ACCUM VALVE
Line pressure is regulated into primary accumulator fluid 2c
EX
pressure. This regulation is basically controlled by torque LINE 2-3
signal fluid pressure acting on one end of the valve and orificed SEC 2-3 ACCUM
ACCUMULATOR
ORIFICED 3RD CLUTCH
primary accumulator fluid on the other end of the valve. SEC 2-3 ACCUM 2-3 ACCUM
2b 2-3 Accumulator Valve: LINE
Line pressure is regulated into secondary 2-3 accumulator 3-4 ACCUMULATOR
fluid pressure. This regulation is basically controlled by torque 2b
EX
1-2 ACCUMULATOR
EX
signal fluid pressure acting on one end of the valve and orificed
LINE
1-2 / 3-4 ACC ACCM BOOST REV CL REVERSE
secondary 2-3 accumulator fluid on the other end of the valve. 2c ACCUMULATOR
2c
EX
EX
LINE
LINE
2c 1-2, 2-3, 3-4, Forward and Reverse
3RD CL
1-2 #2
Accumulator Assemblies: 33
38
32 ACCUMULATOR 14
Accumulator fluid is routed to each of the accumulator 30
42 #10
assemblies in preparation for upshifts and downshifts. FORWARD #3
13
2a ACCUMULATOR
3 TORQUE CONVERTER (RELEASED POSITION ONLY) FORWARD CLUTCH PRIM ACCUM
LINE
3a Pressure Regulator Valve: 3-4
ACCUMULATOR
Line pressure is routed through the pressure regulator valve 4TH BAND 2ND CL
and into the converter feed fluid circuit. Converter feed PRIMARY ACCUM PRIMARY ACCUM
fluid is routed to the converter clutch feed limit valve.
3b Converter Clutch Feed Limit Valve: 3 TORQUE
Converter feed pressure is regulated into TCC feed limit CONVERTER
fluid pressure. This regulation is basically controlled by CONV APPLY
CONV FEED
TO COOLER
spring force acting on one end of the valve and orificed
3e
LINE
TCC feed limit fluid on the other end of the valve.
3f 3c
3c Converter Clutch Control Valve: 34
EX
Spring force and TCC exhaust enable fluid hold the valve in REG APPLY
the release position allowing TCC feed limit fluid to enter CONV CL REG
CONV RELEASE
REG APPLY
the converter release circuit. Converter release fluid is routed
EX
to the torque converter. Converter apply fluid from the torque
CONV APPLY
TCC CONTROL TCC
CONV CL CONTROL EX
converter also passes through the converter clutch control SOL
EX
EX
valve into the “to cooler” circuit. TCC ENABLE 3d
TCC CONTROL
EX
EX
3d TCC Enable Valve:
CONV APPLY
TCC EX ENABLE TCC EX ENABLE

3RD CL
TCC feed limit pressure is routed through the TCC enable ORIFICED TCC EX ENABLE
CONV RELEASE
35 27
valve into the TCC exhaust enable fluid circuit. TCC exhaust TCC FD LIMIT
29
TCC FD LIMIT
enable fluid is routed to the converter control clutch valve to REG APPLY TCC FD LIMIT
help keep the valve in the release position until TCC apply. TCC EX ENABLE CONV FEED
TCC CONTROL
CONV RELEASE
3e Converter Clutch Regulator Valve:
EX
EX
Line pressure is supplied to the converter clutch regulator
3b
valve in preparation for TCC apply. CC FD LIMIT
EX
EX
3f Torque Converter: CONV FEED

Converter release fluid pressure is routed to the torque CONV RELEASE
converter to keep the TCC released. Fluid leaves the converter
in the converter apply fluid circuit and returns to the cooler
through the converter clutch control valve.
54B Figure 52 55
PARK PARK
1 1a 1b 1c 1d 3a 2b 2a 2 1-2 2-3
POWER FROM INPUT INPUT INPUT INPUT LOW/REVERSE PARKING TORQUE TO POSSIBLE SHIFT SHIFT CLUTCH SPRAG CLUTCH CLUTCH BAND SPRAG CLUTCH CLUTCH BAND ROLLER
SOL SOL
TORQUE SUN CARRIER CARRIER INTERNAL BAND LOCK GEAR FINAL DRIVE POWER
CONVERTER GEAR ASSEMBLY PINIONS GEAR AND HUB (13) (833) PINIONS TRANSMITTED ON OFF APPLIED
(1) (631) (700) ROTATE ROTATES APPLIED HELD FROM
DRIVING HELD (POWER VEHICLE
TERMINATES) In Park range, there are three levels of powerflow coexisting.
The graphics will follow each flow separately by numerical
designation, which relates to the following text.
1 Power from Torque Converter

Power from the torque converter turbine transfers to the driven
sprocket (415) which is splined to the input shaft.
1a Input Sun Gear Driving
Power continues from the input shaft and 3rd clutch housing
(604) to the input sun gear (631), which then drives the
input planetary pinions (702).
1b Input Carrier Assembly Held
The input carrier assembly (700) is held stationary by the
final drive sun gear shaft (722) being held by the weight of
the vehicle. This forces the input planetary pinions (702) to
rotate the opposite direction of the input sun gear (631).
1c Input Carrier Pinions Rotate
The input planetary pinions (702) rotate and force the input
internal gear (708) to rotate.
1d Input Internal Gear Rotates/Powerflow Terminates
The input internal gear (708) is splined to the coast clutch
hub (719) but, the coast clutch is not applied so powerflow
is terminated.
FINAL DRIVE
INPUT SUN GEAR
2 Torque from the Vehicle
INTERNAL ASSEMBLY (722) Possibly Parked on an Incline (Force of Gravity)
GEAR (700) HELD
REACTION (708) HELD 2a Torque from Wheels to Planetary Pinions
CARRIER INPUT HELD Torque from the vehicle travels through the wheels to the
ASSEMBLY SUN
INPUT SHAFT
(623) GEAR
differential, into the final drive planetary pinions.
AND
HELD (631) 2b Parking Gear Locked/Torque Terminated at Final
3RD CLUTCH
HOUSING Drive Gear Set
(604) The final drive internal gear is held stationary in the case.
DRIVING
The final drive sun gear (121) is held by the parking lock
gear (833) which is held by the parking lock pawl (22).
Therefore, because two members of the planetary gear set
are held stationary, powerflow is terminated.
INPUT PLANETARY
PINIONS NOTE: If Park is selected while the vehicle is moving, the
(702) parking pawl will ratchet in and out of the lugs on the parking
gear until the vehicle slows to approximately 5 km/h (3 mph).
At that speed the parking gear will engage and stop the vehicle
from moving. The vehicle should be completely stopped before
selecting Park range or internal damage to the transmission
DRIVEN PARKING FINAL DRIVE could occur.
SPROCKET LOCK SUN GEAR
LOW/REVERSE GEAR
(415) (121)
BAND (833) HELD
3 Preparation for a Shift into Reverse
(13)
REACTION APPLIED
HELD 3a Low/Reverse Band Applied
CARRIER The low/reverse band (13) is applied and holds the forward
COAST SHELL and coast clutch housing (801). The forward and coast clutch
CLUTCH (633)
FORWARD HUB HELD
housing is tanged to one end of the reaction carrier shell
SPRAG (719) (633). The other end of the reaction carrier shell is tanged
INPUT OUTER RACE
INTERNAL (721)
to the reaction carrier assembly (623) and prevents the carrier
GEAR INPUT from rotating.
(708) INTERNAL
GEAR
FLANGE
(725)
PARKING
LOCK PAWL
(22)
ENGAGED
LOW/REVERSE
FORWARD SERVO
AND COAST ASSEMBLY
FORWARD CLUTCH CLUTCH (928-934)
(716) (801)
OVERRUNNING HELD
56 Figure 53 56A
PARK PARK
1-2 2-3 2ND 2ND REVERSE 3RD 4TH FORWARD FORWARD COAST LOW/REV. LOW
SHIFT SHIFT CLUTCH SPRAG CLUTCH CLUTCH BAND SPRAG CLUTCH CLUTCH BAND ROLLER
SOL SOL
37
PRIMARY SECONDARY TORQ SIGNAL
ON OFF APPLIED
PUMP PUMP
BOOST VALVE
FLUID PRESSURE DIRECTED IN PREPARATION FOR A SHIFT REV
1 Manual Valve:
SECONDARY LINE
SCAVENGE OUTLET
Mechanically controlled by the gear selector lever, the manual
LINE
valve is in the Park (P) position and directs line pressure

EX
from the pressure regulator valve into the PRN, PRND4 and
SCAVENGE
PRND43 fluid circuits. PUMP
MAIN PUMP SUCTION
LEFT RIGHT
2 1-2 Shift Solenoid (SS) Valve: SCAVENGE SCAVENGE
Energized by the PCM, the 1-2 shift solenoid valve is ON SUCTION SUCTION 24
TORQ SIGNAL
LUBE 2
and blocks 1-2 solenoid fluid from exhausting. 1-2 solenoid 26
BOTTOM
fluid is routed to the 1-2 shift valve and the 3-4 shift valve. SUMP SCAVENGE OUTLET
25
UPPER LINE
SUMP
Note: Refer to Shift Solenoid Valves on page 49 for a description 23
of solenoid and shift valve operation.
LINE
3 1-2 Shift Valve: BALL
1-2 solenoid fluid moves the 1-2 shift valve against spring LINE LINE CHECK
force to allow PRN fluid from the manual valve to enter the CONV FEED CONV FEED
low & reverse band apply circuit.
TORQ SIGNAL
4 #6 Ball Check Valve:
Low & reverse band apply fluid seats the ball check valve
LINE
TFP
against the low & reverse band reduce circuit and enters the SWITCH
reverse band circuit.
CONV FEED
5 Low/Reverse Servo:
DRIVE
REV
Reverse band fluid enters the low/reverse servo to apply the
low/reverse band.
CONV RELEASE
CONV APPLY
REG APPLY
TO COOLER
TCC CONTROL
1 2 3D NR P
3RD CL
LINE
EX
DRIVE REV
TORQ SIGNAL
27
EX
35
CONV CL CONTROL TCC MANUAL VALVE

SOL
D321
DRIVE
PRND4
D21
PRND43
REV
TCC FD LIMIT
LOW
EX
29
EX
EX
LINE
PRN
TCC FD LIMIT
CC FD LIMIT
EX
EX
LINE
1
CST CL FD
3RD CL
4 BD FD
D21Y
11
EX LINE
EX
3-4 SHIFT VALVE
ACT FD LMT FILTER FILTERED
28 (338) ACTUATOR
1-2 SOLENOID
D321
EX
EX
ACT FD ACTUATOR FD FEED
PRN
COAST CL
EX
LOW FEED
PRESSURE
C CL FEED
2-3 SHIFT
3RD CL
CONTROL D21Y
LINE
SOLENOID
D21
EX
LOW
D21
10
EX
SOLENOID OFF
EX
8 9
EX
TORQ SIGNAL
EX
2-3 SHIFT VALVE
EX
EX
EX
2-3 ACCUM VALVE DRIVE
FILTER
EX
33 38 (917) 2-3 SOLENOID

16
LINE ACTUATOR FD FILTERED ACTUATOR FD
SEC 2-3 ACCUM
TORQ SIG
15
1-2 SOLENOID
LOW & REV BAND APPLY LOW & REV BAND APPLY
REV CL
2-3 SOLENOID
LOW & REV BAND REDUCE LOW & REV BAND REDUCE
LOW FEED
5
EX
EX
DRIVE
#6
1-2 SOL
4TH BD
PRN
1-2 SHIFT
4 BD FD
2ND CL
1-2 / 3-4 ACC ACCM BOOST 20
SOLENOID
EX
EX 5
30 LOW/REVERSE ON 4
EX
EX
3RD CL
36
SERVO
1-2 SHIFT VALVE
REV BAND
42
EX
LINE
EX
2
REV
EX
PRIMARY ACCUM
COMPLETE HYDRAULIC CIRCUIT 2 3
Page 82
56B Figure 54 57
REVERSE REVERSE
1 2 4 5 4b 4a 6 SHIFT SHIFT
3 SOL SOL
CLUTCH SPRAG CLUTCH CLUTCH BAND SPRAG CLUTCH CLUTCH BAND ROLLER
POWER FROM REVERSE REACTION REACTION REACTION FORWARD LOW/REVERSE POWER TO
TORQUE CLUTCH SUN GEAR AND SHELL CARRIER INTERNAL AND COAST BAND FINAL DRIVE ON OFF APPLIED APPLIED
CONVERTER APPLIED ASSEMBLY ASSEMBLY GEAR CLUTCH (13) ASSEMBLY
(1) (620) (623) (708) HOUSING APPLIED (100-119) In Reverse (R), torque from the engine is multiplied through the
DRIVING HELD DRIVEN (801)
HELD torque converter (1), the transmission gear train, the final drive
assembly and the output shaft (57) thereby sending power to the
vehicle’s drive axles. The planetary gear sets operate in reduction
and in a reverse direction of the input torque. The gear ratio for
Reverse gear range is 2.13:1.
• When the gear selector lever is moved into the Reverse (R)
gear range, the parking lock pawl (22) disengages from the
parking lock gear (833) allowing the final drive sun gear
shaft (722) to rotate.
• The manual shaft (16), detent lever (17) and manual valve
(916) are also moved into the Reverse gear position in order
to channel the transmission fluid.
The driven sprocket (415) is splined to the input shaft and
3rd clutch housing assembly (604) and forces the housing to
2 Reverse Clutch Applied
The reverse clutch plates (511-514), splined to the input
shaft and 3rd clutch housing (604), are applied and force the
reverse clutch housing and race assembly (500) to rotate.
3 Reaction Sun Gear and Shell Driving
The reaction sun gear and shell assembly (620) is tanged to
REACTION the reverse clutch housing (800) and rotates in the same
INTERNAL INPUT direction and speed as the input shaft and 3rd clutch housing
CARRIER FINAL DRIVE
REACTION GEAR
ASSEMBLY SUN GEAR (604). This drives the reaction carrier planetary pinions.
CARRIER (708) SHAFT
(700)
REACTION ASSEMBLY DRIVEN (722) 4 Reaction Carrier Assembly Held
SUN GEAR AND SHELL (623)
ASSEMBLY 4a Low/Reverse Band Applied
HELD
(620) The low/reverse band (13) is applied and prevents the
DRIVING forward and coast clutch housing (801) from rotating.
4b Forward and Coast Clutch Housing Held
REVERSE The forward and coast clutch housing (801) is tanged to
CLUTCH one end of the reaction carrier shell (633), which in turn
APPLIED
is tanged to the reaction carrier assembly (623). This
DRIVEN prevents the reaction carrier from rotating.
SPROCKET
(415) Since the reverse clutch is driving the reaction sun gear and
shell assembly (620) while the reaction carrier (623) is held,
the reaction carrier planet pinion gears (625) are forced to
rotate opposite of engine direction.
5 Reaction Internal Gear Driven
The reaction carrier planet pinion gears (625) force the
reaction internal gear (708) and input carrier (700) to rotate
FINAL DRIVE opposite engine rotation.
INTERNAL GEAR
FINAL (120) 6 Power to Final Drive Assembly
DRIVE (SPLINED TO CASE) The input carrier assembly (700), connected to the final
FORWARD LOW/REVERSE
BAND SUN drive sun gear (121) through the final drive sun gear shaft
AND COAST GEAR
CLUTCH (13) (722), forces the final drive sun gear shaft and sun gear to
REACTION APPLIED (121)
CARRIER
HOUSING rotate opposite of engine rotation.
(801)
SHELL HELD
(633) Torque transfers through the final drive sun gear to the final
HELD drive planet pinion gears (103).
FINAL DRIVE
The final drive planet pinion gears (103) rotate inside the
ASSEMBLY final drive internal gear (120), which is held stationary by
(100-119)
the case, and transfers torque to the final drive differential
OUTPUT gears (112 and 118).
SHAFT
(57)
The output shaft (57), splined into the differential side gear
(118), provides the torque to the left hand drive axle while
LOW/REVERSE the right differential side gear (112) transfers torque to the
SERVO right hand drive axle.
ASSEMBLY
(928-934)
APPLIED
58 Figure 55 58A
REVERSE REVERSE
SOL SOL

ON OFF APPLIED APPLIED REVERSE CLUTCH
ASSEMBLY 37
TORQ SIGNAL
When the gear selector lever is moved to the Reverse (R)
BOOST VALVE
position (from the Park position) the following changes occur REV
in the transmission’s hydraulic and electrical systems.
1 PRESSURE REGULATION
1b

1a Manual Valve: EX
With the manual valve in the reverse position, line pressure REV CL
is directed into the reverse fluid circuit in addition to the
PRN, PRND4 and PRND43 fluid circuits already pressurized
in Park. 24
TORQ SIGNAL
MAIN PUMP SUCTION LUBE 2
1b Pressure Regulator and Boost Valves: 26
Reverse fluid at the pressure regulator boost valve boosts

25
line pressure for the additional torque requirements in 2e LINE
Reverse. Torque signal fluid pressure from the pressure 23
control (PC) solenoid acting on the pressure regulator boost
valve also helps determine line pressure in Reverse depending LINE
on throttle position and other PCM input signals. BALL
CHECK
LINE LINE
REV
1c Transmission Fluid Pressure (TFP) Manual Valve
Position Switch: CONV FEED
REV CL
Reverse fluid is routed to the TFP manual valve position
TORQ SIGNAL
switch. The TFP manual valve position switch signals the
PCM that the transmission is in Reverse.
LINE
TFP
2 REVERSE CLUTCH APPLIES SWITCH
2a Reverse Orifice Bypass Valve:
Reverse fluid moves the valve against spring force to allow
a quick feed of reverse fluid into the reverse clutch circuit
DRIVE
REV
LINE
through orifice #17, in addition to orifice #6.
TORQ SIGNAL
2b #7 Ball Check Valve:
Reverse fluid seats the #7 ball check valve, forcing reverse LINE
EX
EX
fluid through orifice #12 into the reverse clutch fluid circuit. 1 2 3 DNR P
ACT FD LMT FILTER 1c
Note: Remember that the function of an orifice is to control the FILTERED
28 (338) ACTUATOR
EX
EX
flow rate of fluid and rate of apply or release of a clutch or band. ACT FD ACTUATOR FD FEED DRIVE REV
EX
2c 1-2 Shift Valve: PRESSURE MANUAL VALVE
Reverse fluid is also routed to the 1-2 shift valve where it CONTROL
LINE
D321
DRIVE
PRND4
D21
PRND43
LOW
stops and is non-functional at this time.
EX
SOLENOID
LINE
PRN
REV
EX
REV
2d #4 Ball Check Valve: TORQ SIGNAL
EX
Reverse fluid unseats the #4 ball check valve, allowing 2a 1a LINE
2-3 ACCUM VALVE
reverse clutch fluid to pass unobstructed to the reverse REV
FILTER
accumulator and the reverse clutch.
EX
33 38 39
(917)
2e Reverse Clutch: LINE ACTUATOR FD
2b REV
CST CL FD
SEC 2-3 ACCUM
3RD CL
REV ORIFICE
TORQ SIG
4 BD FD
Reverse clutch fluid enters the reverse clutch and moves the BYPASS VALVE
D21Y
piston against spring force to apply the reverse clutch plates. 3b 11
REV CL
#7
2f Low/Reverse Servo:
EX
EX 3-4 SHIFT VALVE
6
Reverse clutch fluid passes through orifice #20 into the reverse 12 17
band circuit where it assists in holding the reverse band. 1-2 / 3-4 ACC ACCM BOOST
REV CL REV CL
D321
1-2 SOLENOID
PRN
30
EX
EX
3RD CL
COAST CL
3 REVERSE CLUTCH ACCUMULATION
LOW FEED
C CL FEED
2-3 SHIFT
3RD CL
42
PRIM ACC
3a Reverse Accumulator: D21Y

SOLENOID
D21
EX
LOW
D21
10
EX
Reverse clutch fluid is also sent to the reverse accumulator LINE OFF
EX
8 9
assembly. Reverse clutch fluid moves the reverse accumulator
2-3 SHIFT VALVE
piston against spring force and primary accumulator fluid
EX
EX
EX
pressure to cushion the apply of the reverse clutch. DRIVE
REV
3b 1-2/3-4 Accumulator Valve: 2-3 SOLENOID
16
REV CL
Primary accumulator fluid is forced back through its circuit FILTERED ACTUATOR FD
15
to the 1-2/3-4 accumulator valve where it exhausts at a REVERSE ACCUMULATOR
REV CL
1-2 SOLENOID
controlled rate. 22
REV CL
2-3 SOLENOID
LOW FEED
#4
DRIVE
#6
1-2 SOL
4TH BD
PRN
1-2 SHIFT
4 BD FD
2ND CL
20
SOLENOID
LOW/REVERSE
EX
5
EX
SERVO ON 4 36
2d 1-2 SHIFT VALVE
REV BAND
3a
EX
EX
2
FWD
REV
EX
FWD CL ACCUMULATOR
COMPLETE HYDRAULIC CIRCUIT 2f 2c
PRIMARY ACCUM
Page 84
58B Figure 56 59
NEUTRAL NEUTRAL
1 1a 1b 1c 1d 2a 1-2 2-3
POWER FROM INPUT INPUT INPUT INPUT LOW/REVERSE SHIFT SHIFT
TORQUE SUN GEAR CARRIER CARRIER INTERNAL BAND SOL SOL
CONVERTER (631) ASSEMBLY PINONS GEAR AND HUB (13) ON OFF APPLIED
(1) DRIVING (700) ROTATE ROTATES APPLIED
*HELD (POWER
TERMINATES)
When the gear selector lever is placed in the Neutral (N) position,
the mechanical power flow through the transmission is similar
to Park gear range. The primary difference is that the parking
pawl (22) is not engaged with the parking gear (833), which
allows the final drive sun gear shaft (722) to rotate freely in
either direction. Assuming that the vehicle is on level ground,
the weight of the vehicle (transferred through the drive axles)
holds the final drive sun gear shaft. Under these conditions,
power flow through the transmission is the same as in Park.
• The manual shaft (16), detent lever (17) and manual valve
(916) are moved into the Neutral (N) range position.
Power from the torque converter turbine transfers to the
driven sprocket (415) which is splined to the input shaft and
3rd clutch housing (604).
1a Input Sun Gear Driving
Power continues from the input shaft and 3rd clutch
housing (604) through the input sun gear shaft to the
input sun gear (631), which then drives the input
planetary pinions.
1b Input Carrier Assembly Held
FINAL DRIVE The input planetary carrier (700) is held stationary by
INPUT SUN GEAR
the final drive sun gear shaft (722) being held by the
INTERNAL ASSEMBLY (722) weight of the vehicle. This forces the input planetary
GEAR (700) *HELD pinions (702) to rotate the opposite direction of the
REACTION (708) *HELD
CARRIER INPUT *HELD input sun gear (631).
ASSEMBLY SUN
INPUT SHAFT (623) 1c Input Carrier Pinions Rotate
GEAR
AND HELD The input planetary pinions (702) rotate and force the
(631)
3RD CLUTCH input internal gear (708) and forward clutch sprag inner
HOUSING
(604) race (725) to rotate.
DRIVING 1d Input Internal Gear Rotates/Powerflow Terminates
The input internal gear (708) is splined to the coast
clutch hub (719) but, the coast clutch is not applied so
powerflow is terminated.
INPUT PLANET 2 Preparation for a Shift (Forward or Reverse)
PINION GEARS
(702) 2a Low/Reverse Band Applied
The low/reverse band (13) is applied and holds the
forward and coast clutch housing (801). The forward
and coast clutch housing is tanged to one end of the
reaction carrier shell (633). The other end of the reaction
FINAL DRIVE carrier shell is tanged to the reaction carrier assembly
DRIVEN PARKING SUN GEAR (623) and prevents the carrier from rotating.
SPROCKET LOW/REVERSE LOCK (121)
(415) BAND GEAR *HELD
(13) (833) NOTE: Whenever adjustments or repairs are being performed
REACTION APPLIED *HELD and the gear selector lever is in Neutral, it is important that the
CARRIER vehicle’s parking brake is applied and the wheels are blocked.
COAST SHELL
CLUTCH (633) A slight incline will cause the vehicle to roll either forward or
FORWARD HUB HELD backwards potentially causing injury or damage.
SPRAG (719)
INPUT OUTER RACE
INTERNAL (721)
GEAR INPUT
(708) INTERNAL
GEAR
FLANGE
(725)
PARKING
LOCK PAWL
(22)
DISENGAGED
LOW/REVERSE
FORWARD SERVO
AND COAST ASSEMBLY
FORWARD CLUTCH CLUTCH (928-934)
(716) (801)
OVERRUNNING HELD
* HELD BY THE WEIGHT OF THE VEHICLE
60 Figure 57 60A
NEUTRAL NEUTRAL

SHIFT SHIFT REVERSE CLUTCH
SOL SOL ASSEMBLY 37
TORQ SIGNAL
ON OFF APPLIED
BOOST VALVE
REV
When the gear selector lever is moved to the Neutral (N)
position, the hydraulic and electrical system operation is
identical to Park (P) range. However, if Neutral is selected 1h

EX
after the vehicle was operating in Reverse (R), the following REV CL
changes would occur in the hydraulic system:
1 REVERSE CLUTCH RELEASES
24
1a Manual Valve:
TORQ SIGNAL
MAIN PUMP SUCTION LUBE 2
The manual valve is moved to the Neutral position and blocks 26
line pressure from entering the reverse circuit. The reverse

25
fluid circuit is opened to an exhaust at the manual valve. 1b LINE
1b Reverse Clutch: 23
Reverse fluid exhausts from the reverse clutch piston and

past the manual valve. LINE
BALL
1c #7 Ball Check Valve: LINE LINE
CHECK
REV
Reverse clutch fluid unseats the #7 ball check valve allowing
CONV FEED
a quick exhaust into the reverse fluid circuit. Reverse fluid
REV CL
then flows through orifice #6 and to the manual valve where TORQ SIGNAL
it exhausts.
LINE
1d Reverse Orifice Bypass Valve: TFP
Reverse fluid exhausts from the reverse orifice bypass valve, SWITCH
allowing spring force to close the valve.
1e Transmission Fluid Pressure (TFP) Manual Valve
DRIVE
REV
Position Switch:
LINE
Reverse fluid exhausts from the TFP manual valve position
TORQ SIGNAL
switch and past the manual valve, signaling the powertrain
control module (PCM) that the transmission is in either
LINE
EX
EX
Neutral (N) or Park (P). 1 2 3 DNR P
ACT FD LMT FILTER 1e
1f #4 Ball Check Valve: (338)
FILTERED
28 ACTUATOR
EX
Reverse clutch fluid, exhausting from the reverse
EX
ACT FD ACTUATOR FD FEED DRIVE REV
accumulator, seats the #4 ball check valve forcing the fluid
EX
to exhaust through orifice #22. This helps to control the PRESSURE MANUAL VALVE
release of the reverse clutch. CONTROL
LINE
D321
DRIVE
PRND4
D21
PRND43
LOW
EX
SOLENOID
LINE
PRN
REV
1g Low/Reverse Servo:
EX
REV
The low/reverse servo remains applied but, the holding force TORQ SIGNAL
EX
is reduced by the exhaust of reverse clutch fluid pressure. 1d 1a LINE
2-3 ACCUM VALVE
1h Pressure Regulator Boost Valve: FILTER REV
EX
33 38 39
(917)
Reverse fluid exhausts from the pressure regulator boost LINE 1c REV
ACTUATOR FD
CST CL FD
valve, allowing line pressure to return to the normal operating SEC 2-3 ACCUM
3RD CL
REV ORIFICE
TORQ SIG
4 BD FD
range as in Park and Overdrive gear ranges. BYPASS VALVE
D21Y
11
REV CL
#7
EX
EX 3-4 SHIFT VALVE
2a Reverse Accumulator: 12
6
17
Reverse clutch fluid also exhausts from the reverse 1-2 / 3-4 ACC ACCM BOOST
REV CL REV CL
accumulator. Primary accumulator fluid moves the reverse D321
1-2 SOLENOID
PRN
30
EX
EX
3RD CL
COAST CL
accumulator piston into the release position in preparation
LOW FEED
C CL FEED
2-3 SHIFT
3RD CL
for another application of the reverse clutch. 42
PRIM ACC
SOLENOID D21Y
D21
LOW
EX
D21
10
EX
LINE
Note: Allowing fluid to bypass an orifice when exhausting OFF
EX
8 9
ensures a quick release of the clutch or band. This prevents 2-3 SHIFT VALVE
the friction material from “dragging” and creating excess
EX
EX
EX
DRIVE
REV
fluid temperatures or damaging the clutch or band. 2-3 SOLENOID
16
REV CL
Note: In Park, Reverse and Neutral the shift solenoid valves FILTERED ACTUATOR FD
15
are shown in the First gear state. This is the normal operating 1-2 SOLENOID
REV CL
22
REVERSE ACCUMULATOR
state when the vehicle is stationary or at low vehicle speeds. REV CL
2-3 SOLENOID
However, the PCM will change the shift solenoid states
LOW FEED
#4
DRIVE
#6
1-2 SOL
4TH BD
PRN
depending on vehicle speed. For example, if Neutral range is 1-2 SHIFT
4 BD FD
2ND CL
20
LOW/REVERSE SOLENOID
EX
5
selected when the vehicle is operating in Second gear, the
EX
SERVO ON 4 36
shift solenoids will remain in a Second gear state. But with 1f 1-2 SHIFT VALVE
REV BAND
the manual valve in Neutral, line pressure is blocked, drive 2a
EX
EX
fluid exhausts and the transmission will shift into Neutral. FWD 2
REV
EX
FWD CL ACCUMULATOR
COMPLETE HYDRAULIC CIRCUIT 1g
PRIMARY ACCUM
Page 86
60B Figure 58 61
OVERDRIVE RANGE – FIRST GEAR OVERDRIVE RANGE – FIRST GEAR
SHIFT SHIFT
1 2 4c 3 5 4 5b 5a 4a 4b 6 SOL SOL
POWER FROM INPUT REACTION INPUT INPUT FORWARD FORWARD FORWARD LOW/ LOW ROLLER POWER TO
TORQUE SUN CARRIER CARRIER INTERNAL AND COAST CLUTCH CLUTCH REVERSE CLUTCH FINAL DRIVE ON OFF HOLDING APPLIED APPLIED HOLDING
CONVERTER GEAR ASSEMBLY ASSEMBLY GEAR CLUTCH SPRAG APPLIED BAND ASSEMBLY ASSEMBLY
(1) (631) (623) (700) (708) HOUSING ASSEMBLY (13) (830) (100-119) In Overdrive Range – First Gear D , torque from the engine is
DRIVING HELD DRIVEN HELD (801) (716) APPLIED HOLDING
HELD HOLDING multiplied through the torque converter (1) and transmission
gear sets to the drive axles. The planetary gear sets operate in
reduction to achieve a first gear starting ratio of 2.96:1.
• The manual shaft, detent lever and manual valve are moved
into Overdrive – the D range position on the shift quadrant.
3rd clutch housing assembly (604) and forces the input
housing to rotate at driven sprocket speed.
2 Input Sun Gear Driving
(604) through the input sun gear shaft to the input sun gear
(631), which then drives the input carrier planetary pinions.
3 Input Carrier Assembly Driven
The input sun gear (631), in constant mesh with the input
carrier planet pinion gears, forces the input carrier assembly
(700) to rotate in the same direction as engine rotation.
4 Forward and Coast Clutch Housing Held
4a Low/Reverse Band Applied
The low/reverse band (13) is applied and assists in
preventing the forward and coast clutch housing (801)
from rotating.
INPUT 4b Low Roller Clutch Assembly Holding
CARRIER
ASSEMBLY FINAL DRIVE The low roller clutch assembly (830) is holding and is
INPUT SHAFT AND SUN GEAR
3RD CLUTCH (700) the main component that prevents the forward and coast
DRIVEN SHAFT
HOUSING INPUT
(722) clutch housing (801) from rotating.
(604) SUN
DRIVING GEAR 4c Reaction Carrier Assembly Held
(631) The forward and coast clutch housing (801) is tanged to
DRIVING one end of the reaction carrier shell (633), which in turn
is tanged to the reaction carrier assembly (623). This
prevents the reaction carrier from rotating.
DRIVEN
SPROCKET 5 Input Internal Gear Held
(415) 5a Forward Clutch Applied
The forward clutch plates (816-819), splined to the
forward and coast clutch housing (801) and the forward
sprag outer race (721), hold the sprag outer race.
5b Forward Clutch Sprag Assembly Holding
With the sprag elements in the holding position, the
forward clutch sprag inner race (725) and input internal
gear (708) are also held.
FINAL DRIVE
6 Power to Final Drive Assembly
FINAL INTERNAL GEAR The input carrier assembly (700), connected to the final drive
LOW ROLLER DRIVE (120) sun gear (121) through the final drive sun gear shaft (722),
CLUTCH SUN (SPLINED TO CASE) forces the final drive sun gear shaft and sun gear to rotate.
GEAR
LOW/REVERSE ASSEMBLY (121) Torque transfers through the final drive sun gear to the final
FORWARD BAND (830)
AND COAST (13) HOLDING drive planet pinion gears (103).
CLUTCH APPLIED
FORWARD HOUSING The final drive planet pinion gears (103) rotate inside the
SPRAG (801) final drive internal gear (120), which is held stationary by
INPUT OUTER RACE HELD the case, and transfers torque to the final drive differential
INTERNAL (721)
GEAR INPUT HELD gears (112, 116 and 118).
(708) INTERNAL FINAL DRIVE The output shaft (57), splined into the left differential side
HELD GEAR ASSEMBLY
FLANGE
gear (118), provides the torque to the left hand drive axle
(100-119)
(725) OUTPUT
while the right differential side gear (112) transfers torque
HELD SHAFT to the right hand drive axle.
(57)
When the differential and final drive carrier (110) rotates, the
FORWARD/COAST vehicle begins to move and first gear is achieved. As the speed
LOW/REVERSE CLUTCH
SERVO SUPPORT
of the vehicle increases, less torque is required to maintain a
ASSEMBLY (822) constant vehicle speed. In order to provide maximum powertrain
(928-934) (SPLINED TO CASE) efficiency, a lower input to output gear ratio is desirable. This
FORWARD APPLIED
FORWARD CLUTCH CLUTCH lower gear ratio is automatically achieved when the transmission
SPRAG ASSEMBLY APPLIED shifts into second gear.
(716)
HOLDING
62 Figure 59 62A
OVERDRIVE RANGE – FIRST GEAR OVERDRIVE RANGE – FIRST GEAR
SOL SOL
ON OFF HOLDING APPLIED APPLIED HOLDING FORWARD AND COAST CLUTCH

ASSEMBLY
When the gear selector lever is moved to the Overdrive Range D
position from the Neutral (N) position the following changes
occur to shift the transmission into Overdrive Range – First Gear.
1 MANUAL VALVE
In the Overdrive position the manual valve routes line pressure FORWARD CLUTCH
into the drive fluid circuit. The manual valve also blocks line 2d
pressure from entering the PRN fluid circuit and opens the PRN
fluid circuit to exhaust.
2 FORWARD CLUTCH APPLIES
2a Forward Orifice Bypass Valve:
Drive fluid moves the valve against spring force to allow a
quick feed of drive fluid into the forward clutch circuit
through orifice #18, in addition to orifice #1.
Drive fluid seats the #5 ball check valve, forcing drive fluid
TFP
through orifice #1 into the forward clutch fluid circuit. SWITCH
Note: Remember that the function of an orifice is to control the
flow rate of fluid and rate of apply or release of a clutch or band.
LINE (From Pump)
DRIVE
REV
2c #1 Ball Check Valve:
Forward clutch fluid unseats the #1 ball check valve, allowing
FWD CL
2e
forward clutch fluid to pass unobstructed to the forward
accumulator and the forward clutch.
2d Forward Clutch: 1 2 3D NR P
Forward clutch fluid is routed to the forward clutch piston
to apply the forward clutch plates and obtain a First gear DRIVE REV
ratio through the transmission gear sets.
2e Transmission Fluid Pressure (TFP) Manual Valve MANUAL VALVE
REV (To Press Reg)

LINE
EX
EX
Position Switch:
D321
DRIVE
PRND4
D21
PRND43
LOW
EX
ACT FD LMT FILTER
PRN
Drive fluid is routed to the TFP manual valve position switch
REV
FILTERED
28 (338) ACTUATOR
EX
to signal the powertrain control module (PCM) that the
EX
ACT FD ACT FD FEED 1
transmission is in Overdrive Range D . LINE(From Pump)
EX
PRESSURE
3 SHIFT ACCUMULATION CONTROL
LINE
40 REV
3a Forward Accumulator: SOLENOID
EX
Forward clutch fluid is also sent to the forward accumulator REV
assembly. Forward clutch fluid moves the forward accumulator TORQ SIGNAL 2a
CST CL FD
EX
3RD CL
4 BD FD
piston against spring force and primary accumulator fluid FILTER
D21Y
2-3 ACCUM VALVE (917)
DRIVE
REV
pressure to cushion the apply of the forward clutch. FWD ORIFICE REV ORIFICE 11
ACTUATOR FD
EX
BYPASS VALVE
LOW
33 38 BYPASS VALVE
3b 1-2/3-4 Accumulator Valve: LINE 3-4 SHIFT VALVE
Primary accumulator fluid is forced back through its circuit to the SEC 2-3 ACCUM
TORQ SIG
#7
1-2/3-4 accumulator valve where it exhausts at a controlled rate. 6
3b
1-2 SOLENOID
12 17 D321
FWD CL
4 LOW/REVERSE BAND APPLY REV CL REV CL
EX
EX
4a #8 Ball Check Valve: #8
Drive fluid passes through orifice #19 into the low fluid circuit.
#5
DRIVE
19
LOW
4a
Low fluid then seats the #8 ball check valve, routing low fluid
COAST CL
DRIVE
PRN
30
EX
EX
through the 2-3 shift valve into the low feed fluid circuit. 3RD CL
1
C CL FEED
2-3 SHIFT
3RD CL
SOLENOID D21Y
D21
42
4b 1-2 Shift Valve:
PRIM ACC
EX
LOW
D21
10
EX
18
OFF
EX
8
Low feed fluid is routed through orifice #4 to the 1-2 shift valve LINE 9
DRIVE
where it passes into the low & reverse band reduce circuit. 2-3 SHIFT VALVE
2b
EX
EX
EX
4c #6 Ball Check Valve:
Low & reverse band reduce fluid seats the #6 ball check valve FWD CL DRIVE 5b
REV
against the exhausting low & reverse band apply passage and 4c 2-3 SOL
enters the reverse band circuit to keep the low/reverse servo applied. REV CL
FILT ACT FD
16
LOW FD
15
4d Low/Reverse Servo: 1-2 SOLENOID
REV CL
REVERSE ACCUMULATOR
Low & reverse band reduce fluid enters the low/reverse servo LOW & REV BAND APPLY LOW & REV BD AP
to assist spring force in opposing reverse band fluid pressure. REV CL
This reduces the holding force of the low/reverse band.
LOW & REV BD RE

#6
4b
2-3 SOLENOID
5 FLUID PRESSURE DIRECTED IN PREPARATION 20
LOW FEED
FOR A SHIFT
DRIVE
EX
3a
1-2 SOL
4TH BD
PRN
21 1-2 SHIFT
4 BD FD
5a 1-2 Shift Valve:
2ND CL
SOLENOID
EX
5
REV BAND
Drive fluid is routed through orifice #5 to the 1-2 shift valve #1 ON 4 36

in preparation for an upshift to second gear. FWD 1-2 SHIFT VALVE
5b 2-3 Shift Valve: FWD CL ACCUMULATOR
EX
Drive fluid is also routed to the 2-3 shift valve in preparation
EX
2
PRIMARY ACCUM
for an upshift to third gear. 2c REV
EX
LOW/REVERSE SERVO 4d 5a
COMPLETE HYDRAULIC CIRCUIT
Page 88
62B Figure 60 63
OVERDRIVE RANGE – SECOND GEAR OVERDRIVE RANGE – SECOND GEAR
SHIFT SHIFT
1 7a 7b 9 8 2 3 5 4 6 10 SOL SOL
POWER FROM 2ND 2ND REACTION REACTION INPUT INPUT FORWARD FORWARD LOW ROLLER POWER TO
TORQUE CLUTCH SPRAG INTERNAL GEAR CARRIER SUN CARRIER CLUTCH CLUTCH SPRAG CLUTCH FINAL DRIVE OFF OFF APPLIED HOLDING HOLDING APPLIED OVERRUN
CONVERTER APPLIED CLUTCH (708) DRIVEN ASSEMBLY GEAR ASSEMBLY APPLIED ASSEMBLY ASSEMBLY ASSEMBLY
(1) ASSEMBLY (623) (631) (700) (716) (830) (100-119) As the speed of the vehicle increases, input signals from the
(517) 7 DRIVEN DRIVING DRIVEN HOLDING OVERRUNNING
HOLDING REACTION vehicle speed sensor (VSS), throttle position (TP) sensor and
SUN GEAR other sensors are sent to the powertrain control module (PCM).
(631) HELD
The PCM uses this information to manage engine torque as the
transmission shifts from first to second gear. In Overdrive
Range – Second gear, the planetary gear sets continue to operate
in reduction but at a gear ratio of 1.63:1.
3 Input Carrier Assembly Driven
The input sun gear (631), in constant mesh with the input
carrier planet pinion gears, forces the input carrier assembly
(700) to rotate in the same direction as engine rotation.
4 Forward Clutch Sprag Holding
The input internal gear (708), driven by the input carrier
pinion gears, forces the forward clutch sprag elements to
lock and drive the forward sprag outer race (721).
REACTION 5 Forward Clutch Applied
INTERNAL INPUT
REACTION REACTION CARRIER The forward clutch plates (816-819), splined to the forward
CARRIER GEAR
SUN GEAR (708) ASSEMBLY sprag outer race (721) and the forward and coast clutch
AND SHELL ASSEMBLY INPUT (700)
INPUT SHAFT AND (623) SUN DRIVEN housing (801), hold the sprag outer race which routes engine
ASSEMBLY DRIVEN
3RD CLUTCH (620) DRIVEN GEAR torque through the forward and coast clutch housing.
REVERSE CLUTCH HOUSING (631)
TRANSMISSION HELD
CASE
HOUSING (604) DRIVING 6 Low Roller Clutch Assembly Overrunning
2ND AND RACE DRIVING
(6) SPRAG The low roller clutch assembly (830) overruns allowing the
DRIVEN ASSEMBLY
CLUTCH (500) forward and coast clutch housing (801) to rotate.
SPROCKET ASSEMBLY
SUPPORT HELD
(517) FINAL
7 Reaction Sun Gear Held
(418) HOLDING
BOLTED TO CASE DRIVE 7a 2nd Clutch Applied
SUN GEAR The 2nd clutch plates (431-435), splined to the 2nd
SHAFT sprag clutch outer race (516) and the transmission case
DRIVEN (722)
SPROCKET DRIVEN
(6), hold the sprag outer race.
(415)
7b 2nd Sprag Clutch Assembly Holding
The 2nd sprag clutch holds the sprag inner race which is
part of the reverse clutch housing. The reverse clutch
housing and race assembly (500) is tanged to the reaction
sun gear and shell assembly (620). This prevents the
reaction sun gear from rotating.
2ND
CLUTCH FINAL 8 Reaction Carrier Assembly Driven
APPLIED DRIVE The reaction carrier assembly (623), driven by the forward
LOW ROLLER SUN
CLUTCH GEAR
and coast clutch housing (801) through the reaction carrier
FORWARD ASSEMBLY (121) shell (633), is forced to rotate around the stationary reaction
AND COAST (830) sun gear and shell assembly (620).
CLUTCH OVERRUNNING
REACTION HOUSING 9 Reaction Internal Gear Driven
FORWARD CARRIER (801)
SHELL The reaction carrier pinion gears (625), in constant mesh
SPRAG
INPUT OUTER RACE (633) with the reaction internal gear/input carrier assembly (700),
INTERNAL (721) force the reaction internal gear/input carrier assembly to rotate.
GEAR INPUT
(708) INTERNAL 10 Power to Final Drive Assembly
GEAR The reaction internal gear/input carrier assembly (700),
FLANGE splined to the final drive sun gear shaft (722), drives the
(725) final drive sun gear (121). Final drive is achieved.
NOTE: To minimize the amount of repetitive text, the remaining
FORWARD/COAST
description of mechanical power flow from the final drive sun
CLUTCH gear (121) to the drive axles is omitted as it is identical to first
SUPPORT gear. All of the following forward gear ranges also have the
(822)
(SPLINED TO CASE)
same description of final drive powerflow as first gear.
FORWARD
FORWARD CLUTCH CLUTCH As the speed of the vehicle increases, less torque multiplication
SPRAG ASSEMBLY APPLIED
(716) is required to move the vehicle efficiently thus making it desirable
HOLDING to shift the transmission to a lower gear ratio, or third gear.
64 Figure 61 64A
OVERDRIVE RANGE – SECOND GEAR OVERDRIVE RANGE – SECOND GEAR
SOL SOL
OFF OFF APPLIED HOLDING HOLDING APPLIED OVERRUN 2ND CLUTCH FORWARD AND COAST CLUTCH
ASSEMBLY ASSEMBLY
As vehicle speed increases, the powertrain control module
(PCM) receives input signals from various engine and
transmission sensors. The PCM uses this data to determine
the precise moment to de-energize or “turn OFF” the 1-2 shift
solenoid (SS) valve. The 1-2 SS valve is OFF when the PCM
FORWARD CLUTCH
eliminates the path to ground for that circuit.
1 SECOND CLUTCH APPLIES
1a 1-2 Shift Solenoid (SS) Valve:
The 1-2 SS valve is de-energized, allowing 1-2 solenoid
fluid through the open solenoid. 2ND CL
Note: Filtered actuator feed fluid continues to feed the 1-2 solenoid
fluid circuit through orifice #15. However, the exhaust port through
the solenoid is larger than orifice #15 to prevent a pressure increase
in the 1-2 solenoid fluid circuit. TFP
SWITCH
1b 1-2 Shift Valve: 1c
With 1-2 solenoid fluid pressure exhausted, 1-2 shift valve
spring force moves the 1-2 shift valve into the upshifted
DRIVE
REV
LINE (From Pump)
position. Drive fluid is routed through the 1-2 shift valve
and into the 2nd clutch fluid circuit.
FWD CL
1c Second Clutch:
2nd clutch fluid is routed to the 2nd clutch piston to apply 1 2 3D NR P
the 2nd clutch plates and obtain a Second gear ratio through
the transmission gear sets. DRIVE REV
2ND CL
MANUAL VALVE
2a 1-2 Accumulator:
D321
DRIVE
PRND4
D21
PRND43
LINE
LOW
EX
EX
EX
2nd clutch fluid is also sent to the 1-2 accumulator assembly.
PRN
REV
2nd clutch fluid pressure, together with 1-2 accumulator ACT FD LMT FILTER FILTERED
(338)
inner spring assembly force, moves the 1-2 accumulator piston 28 ACTUATOR
EX
EX
LINE(From Pump)
FEED
CST CL FD
against 1-2 accumulator spring force and 1-2 accumulator ACT FD ACT FD
3RD CL
4 BD FD
EX
LOW
fluid pressure to cushion the apply of the 2nd clutch.
D21Y
PRESSURE
CONTROL 11
DRIVE
LINE
2b #2 Ball Check Valve: 40 FWD ORIFICE
SOLENOID #8
1-2 accumulator fluid, forced out of the 1-2 accumulator BYPASS VALVE 3-4 SHIFT VALVE
EX
19
when 2nd clutch fluid pressure moves the 1-2 accumulator TORQ SIGNAL
EX
piston, unseats the #2 ball check valve and enters the primary FILTER
1-2 SOLENOID
2-3 ACCUM VALVE (917) D321
accumulator fluid circuit.
ACTUATOR FD
EX
COAST CL
33 38
2c 1-2/3-4 Accumulator Valve:
C CL FEED
LINE 2-3 SHIFT
3RD CL
Primary accumulator fluid is routed back to the 1-2/3-4 SEC 2-3 ACCUM SOLENOID D21Y
TORQ SIG
D21
EX
LOW
accumulator valve. Orificed primary accumulator fluid
D21
10
EX
OFF
EX
8 9
pressure regulates the accumulator valve against torque signal 2c
DRIVE
FWD CL
#5 2-3 SHIFT VALVE
fluid pressure. This allows excess primary accumulator
EX
EX
EX
fluid to exhaust and provides additional control for the second
EX
EX
DRIVE
clutch apply. 1-2 / 3-4 ACC ACCM BOOST 1
DRIVE
30
EX
EX
3RD CL
18 2-3 SOL
3 LOW/REVERSE SERVO RELEASES 16
3a 1-2 Shift Valve: 42 FILT ACT FD LOW FD
PRIM ACC
15
Low feed fluid is blocked and low & reverse band reduce LINE 1-2 SOLENOID
2ND CL
2-3 SOLENOID
fluid is opened to an exhaust port at the 1-2 shift valve. This
LOW FEED
1b
DRIVE
1-2 SOL
allows reverse band fluid to exhaust from the low/reverse
4TH BD
1-2 SHIFT
PRN
4 BD FD
servo, thus releasing the low/reverse band. 1a SOLENOID
EX
5
OFF 4 36
1-2 SHIFT VALVE
EX
EX
2ND CL 2ND CL 2ND CL 2
REV
EX
1-2 REVERSE ACCUMULATOR
LOW & REV BAND APPLY
FWD CL
ACCUM
REV CL
14 REV CL
#6
#2
2ND CL
20
3a
EX
21
REV BAND
2b #1
1-2
ACCUMULATOR FWD
FWD CL ACCUMULATOR
3
COMPLETE HYDRAULIC CIRCUIT 2a PRIMARY ACCUM LOW/REVERSE SERVO
Page 90
64B Figure 62 65
OVERDRIVE RANGE – THIRD GEAR OVERDRIVE RANGE – THIRD GEAR
SHIFT SHIFT
1 6 6a 3a 2 4 3 3b 3c 3d 5 SOL SOL
POWER FROM 2ND 2ND 3RD INPUT INPUT INPUT FORWARD FORWARD LOW ROLLER POWER TO
TORQUE CLUTCH SPRAG CLUTCH SUN CARRIER INTERNAL CLUTCH CLUTCH SPRAG CLUTCH FINAL DRIVE OFF ON APPLIED OVERRUN APPLIED HOLDING APPLIED OVERRUN
CONVERTER APPLIED CLUTCH APPLIED GEAR ASSEMBLY GEAR APPLIED ASSEMBLY ASSEMBLY ASSEMBLY
(1) ASSEMBLY (631) (700) (708) (716) (830) (100-119) As the speed of the vehicle increases, input signals from the
(517) DRIVING DRIVEN DRIVING HOLDING OVERRUNNING
OVERRUNNING vehicle speed sensor (VSS), throttle position (TP) sensor and
other sensors are sent to the powertrain control module (PCM).
The PCM uses this information to manage engine torque as the
transmission shifts from second to third gear. In Overdrive
Range – Third gear, both planetary gear sets rotate at the same
speed providing a 1:1 direct drive gear ratio to the final drive
assembly (100-119).
3 Input Internal Gear Driving
3a 3rd Clutch Applied
The 3rd clutch plates (610-613) are applied and transfer
input shaft and 3rd clutch housing assembly (604)
rotation and speed to the forward and coast clutch
housing (801) through the 3rd clutch hub (617), the
reaction carrier assembly (623), and the reaction carrier
INPUT shell (633).
CARRIER
REACTION ASSEMBLY FINAL DRIVE 3b Forward Clutch Applied
REACTION CARRIER (700) SUN GEAR The forward clutch plates (816-819), splined to the
INPUT DRIVEN SHAFT
SUN GEAR ASSEMBLY SUN (722)
forward sprag outer race (721) and the forward and
AND SHELL (623) coast clutch housing (801), transfer torque to the input
GEAR DRIVEN
INPUT SHAFT AND ASSEMBLY
(620)
(631) internal gear (708) through the forward sprag elements.
3RD CLUTCH DRIVING
TRANSMISSION HOUSING 3c Forward Clutch Sprag Holding
CASE 2ND (604) 3RD The forward sprag outer race (721), driven by the forward
(6) SPRAG DRIVING CLUTCH
DRIVEN HUB and coast clutch housing, forces the forward clutch sprag
SPROCKET CLUTCH
ASSEMBLY (617) elements to lock and drive the input internal gear (708).
SUPPORT
(418) (517) 3d Low Roller Clutch Overrunning
BOLTED TO CASE OVERRUNNING
The low roller clutch assembly (830) overruns allowing
the forward and coast clutch housing (801) to rotate.
DRIVEN
SPROCKET 4 Input Carrier Assembly Driven
(415) With the input internal gear (708) and the input sun gear
3RD (631) rotating in the same direction and speed, the input
CLUTCH carrier planetary pinion gears act as wedges and force the
APPLIED
input carrier to rotate in the same direction and speed. When
this event occurs the gear sets are operating in direct drive.
5 Power to Final Drive Assembly
2ND FINAL The reaction internal gear/input carrier assembly (700),
CLUTCH DRIVE
LOW ROLLER SUN splined to the final drive sun gear shaft (722), drives the
APPLIED
CLUTCH GEAR final drive sun gear (121). Final drive is achieved.
FORWARD ASSEMBLY (121)
AND COAST (830) 6 2nd Clutch Applied
CLUTCH OVERRUNNING The 2nd clutch plates (431-435), splined to the 2nd sprag
REACTION
HOUSING clutch outer race (516) and the transmission case (6), hold
FORWARD CARRIER
(801)
SPRAG SHELL the sprag outer race.
OUTER RACE (633)
INPUT 6a 2nd Sprag Clutch Overrunning
INTERNAL (721)
GEAR INPUT
Because the reverse clutch housing and race assembly
(708) INTERNAL (500) is driven by the reaction sun gear and shell
DRIVING GEAR assembly (620), the 2nd sprag clutch assembly (517)
FLANGE overruns and does not affect power flow.
(725)
As vehicle speed increases, less torque multiplication is required
to operate the engine efficiently thus making it desirable to shift
FORWARD/COAST the transmission into an overdrive gear ratio, or fourth gear.
CLUTCH
SUPPORT
(822)
(SPLINED TO CASE)
FORWARD
FORWARD CLUTCH CLUTCH
(716)
HOLDING
66 Figure 63 66A
OVERDRIVE RANGE – THIRD GEAR OVERDRIVE RANGE – THIRD GEAR
SOL SOL
OFF ON APPLIED OVERRUN APPLIED HOLDING APPLIED OVERRUN 2ND CLUTCH 3RD CLUTCH FORWARD AND COAST CLUTCH
ASSEMBLY ASSEMBLY ASSEMBLY
As vehicle speed increases, the PCM receives input signals
from various engine and transmission sensors. The PCM uses 1e
this data to determine the precise moment to energize or “turn
ON” the 2-3 shift solenoid (SS) valve. The 2-3 solenoid is ON
when the PCM provides a path to ground for that electrical
circuit. This prevents 2-3 solenoid fluid from exhausting at
the 2-3 SS valve, thereby increasing 2-3 solenoid fluid pressure.
1 3RD CLUTCH APPLIES
3RD CL
1a 2-3 Shift Solenoid (SS) Valve Energized:
2-3 solenoid fluid pressure overcomes 2-3 shift valve spring 2ND CL
force and moves the 2-3 shift valve to the upshifted position.
1b 2-3 Shift Valve: FORWARD CLUTCH
Drive fluid is routed through the 2-3 shift valve and enters
the 3rd clutch circuit. 3RD CL TFP
1c #11 Ball Check Valve: SWITCH
CONV RELEASE
CONV APPLY
3rd clutch fluid seats the #11 ball check valve, flows through
REG APPLY
1d
TO COOLER
TCC CONTROL
orifice #31 and enters the orificed 3rd clutch circuit.
3RD CL EX
DRIVE
REV
ORIFICED 3RD CL
1d 3rd Clutch Exhaust Valve:
LINE (From Pump)

EX
EX
Orificed 3rd clutch fluid moves the 3rd clutch exhaust valve
EX
against 3rd clutch exhaust valve spring force and enters the EX 35
FWD CL
3rd clutch circuit. TCC
CONV CL CONTROL EX
SOL
1e 3rd Clutch: 1 2 3D NR P
3RD CL
TCC FD LIMIT
3rd clutch fluid is routed to the 3rd clutch piston to apply
the 3rd clutch plates and obtain a Third gear ratio through DRIVE REV
➤
the transmission gear sets.
3a
2ND CL
MANUAL VALVE
D321
DRIVE
PRND4
D21
PRND43
LOW
LINE
EX
EX
2a 2-3 Accumulator:
EX
PRN
REV
3rd clutch fluid is also sent to the 2-3 accumulator assembly. ACT FD LMT FILTER
3rd clutch fluid pressure, together with 2-3 accumulator piston 28 (338) FILTERED
3RD CL
EX
ACTUATOR
EX
LINE(From Pump)
cushion spring force, moves the 2-3 accumulator piston against
CST CL FD
ACT FD ACT FD FEED
4 BD FD
EX
2-3 accumulator piston spring force and 2-3 accumulator LOW 4
D21Y
PRESSURE
fluid pressure to cushion the apply of the 3rd clutch. CONTROL
DRIVE
LINE
2c 40 FWD ORIFICE #8
2b # 10 Ball Check Valve: SOLENOID
BYPASS VALVE 19 3-4 SHIFT VALVE
EX
2-3 accumulator fluid, forced out of the 2-3 accumulator
TORQ SIGNAL 11
EX
when orificed 3rd clutch fluid pressure moves the 2-3 D321
accumulator piston, unseats the #10 ball check valve and
1-2 SOLENOID
2-3 ACCUM VALVE
FILTER 3RD CL
enters the secondary 2-3 accumulator fluid circuit.
EX
COAST CL
33 38 (917)
C CL FEED
2-3 SHIFT
EX
3RD CL
2c 2-3 Accumulator Valve: 1a D21Y 43
FWD CL
LINE ACT FD SOLENOID
D21
D21
LOW
10
DRIVE
EX
Secondary 2-3 accumulator fluid is routed back to the 2-3
TRQ SIG
ON 8
EX
FWD CL
9
SEC 2-3 ACCUM

accumulator valve. Orificed secondary 2-3 accumulator 2d #5
EX
2-3 SHIFT VALVE
EX
fluid pressure regulates the 2-3 accumulator valve against DRIVE
EX
EX
torque signal fluid pressure. This allows excess secondary 1-2 / 3-4 ACC ACCM BOOST 1 18
2-3 accumulator fluid to exhaust and provides additional 30 DRIVE 1b
EX
EX
control for the third clutch apply. 3RD CL 3RD CL 2-3 SOL
42 16
PRIM ACC
2d Accumulator Boost Valve: #11

FILT ACT FD LOW FD
LINE 31
3rd clutch fluid is also routed to the accumulator boost 3 15
ORIFICED 3RD CL 1-2 SOLENOID
valve. 3rd clutch fluid pressure, together with torque signal
2ND CL
DRIVE
1c
LOW FD
1-2 SOL
fluid pressure, moves the accumulator boost valve and the
4TH BD
1-2 SHIFT
2-3 SOL
PRN
4 BD FD
1-2/3-4 accumulator valve against orificed primary 2b SOLENOID
EX
5
accumulator fluid pressure to increase the amount of line OFF 4 36
#10
pressure fed into the primary accumulator circuit. 2a 1-2 SHIFT VALVE
32
3 TORQUE CONVERTER CLUTCH RELEASED 2-3 ACCUM 2-3 ACCUMULATOR 2
REV
EX
EX
LOW & REV BD APPLY
EX
3a TCC Solenoid Valve: 2ND CL 2ND CL
3rd clutch fluid is also directed to the TCC solenoid valve. LOW & REV BAND REDUCE
Figure 64 shows the TCC solenoid valve de-energized, FWD CL REVERSE ACCUMULATOR
thereby blocking 3rd clutch fluid from entering the TCC 1-2 REV CL
control circuit at the solenoid. This keeps the torque #2 ACCUM
converter clutch in the released position under normal
operating conditions (see page 50 in the Electrical 14
Components section for more information). 2ND CL
4 PREPARATION FOR SHIFT TO FOURTH GEAR:

3rd clutch fluid is also routed through orifice #11 to the 3-4 shift FWD
1-2 21
valve in preparation for a shift to 4th gear. ACCUMULATOR #1 FWD CL ACCUMULATOR
COMPLETE HYDRAULIC CIRCUIT PRIMARY ACCUM PRIMARY ACCUM
Page 92
66B Figure 64 67
OVERDRIVE RANGE – FOURTH GEAR OVERDIVE RANGE – FOURTH GEAR
SHIFT SHIFT
1 2b 2a 3 2 4 5 6 8 7 9 SOL SOL
POWER FROM 2ND 4TH 3RD REACTION REACTION REACTION FORWARD FORWARD LOW ROLLER POWER TO
TORQUE CLUTCH BAND CLUTCH SUN GEAR CARRIER INTERNAL CLUTCH CLUTCH SPRAG CLUTCH FINAL DRIVE ON ON APPLIED APPLIED APPLIED OVERRUN APPLIED OVERRUN
CONVERTER APPLIED (523) APPLIED AND SHELL ASSEMBLY GEAR APPLIED ASSEMBLY ASSEMBLY ASSEMBLY
(1) APPLIED ASSEMBLY (623) (708) (716) (830) (100-119) As the speed of the vehicle increases, input signals from the vehicle
(620) DRIVING DRIVEN OVERRUNNING OVERRUNNING
HELD speed sensor (VSS), throttle position (TP) sensor and other sensors
are sent to the powertrain control module (PCM). The PCM uses
this information to manage engine torque as the transmission shifts
from third to fourth gear. In Overdrive Range – Fourth gear, the
planetary gear sets operate in overdrive at a gear ratio of 0.68:1. This
allows the vehicle to maintain a given road speed with less engine
output speed, maximizing engine performance and fuel economy.
2 Reaction Sun Gear and Shell Assembly Held
2a 4th Band Applied
The 4th band (523) applies and holds the reverse clutch
housing and race assembly (500), which is also tanged
to the reaction sun gear and shell assembly (620).
2b 2nd Clutch Applied/2nd Sprag Clutch Ineffective
The 2nd clutch plates (431-435), splined to the 2nd sprag
clutch outer race (516) and the transmission case (6), hold
the sprag outer race. Because the reverse clutch housing
and race assembly (500) is held stationary by the 4th band
(523), the 2nd sprag clutch assembly (517) is ineffective.
3 3rd Clutch Applied
REACTION
The 3rd clutch is applied and directs power flow through
INTERNAL FINAL DRIVE the input shaft and 3rd clutch housing (604) to the 3rd
REACTION GEAR SUN GEAR clutch hub (617). The 3rd clutch hub drives the reaction
CARRIER (708)
REVERSE CLUTCH REACTION
ASSEMBLY
SHAFT carrier assembly (623).
SUN GEAR DRIVEN (722)
HOUSING (623) 4 Reaction Carrier Assembly Driving
AND RACE AND SHELL DRIVEN
ASSEMBLY DRIVING The reaction carrier planetary pinion gears (625), driven around
ASSEMBLY
(500) (620) the stationary reaction sun gear and shell assembly (620), drive
TRANSMISSION 4TH 3RD HELD
CASE BAND
HELD INPUT SHAFT AND
CLUTCH
the reaction internal gear/input carrier assembly (708/700).
(6) (523) 3RD CLUTCH HUB 5 Reaction Internal Gear Driven
DRIVEN HOUSING
APPLIED (617) The reaction carrier is driving at driven sprocket speed but,
SPROCKET (604)
SUPPORT the planetary pinions force the reaction internal gear/input
(418) carrier assembly (708/700) to rotate faster than driven
BOLTED TO CASE
sprocket speed – overdriving the gear set.
DRIVEN 6 Forward Clutch Applied
SPROCKET The forward clutch plates (816-819) are applied and hold
(415) the forward sprag outer race (721).
3RD 7 Low Roller Clutch Overrunning
CLUTCH
APPLIED The low roller clutch assembly (830) overruns allowing the
4TH forward and coast clutch housing (801) to rotate.
SERVO 8 Forward Clutch Sprag Overrunning
ASSEMBLY The forward sprag outer race (721) is driven by the forward
(527-531) FINAL
APPLIED and coast clutch housing but the forward sprag clutch elements
DRIVE
LOW ROLLER SUN are overrunning because the input internal gear (708) is being
CLUTCH GEAR driven faster than the forward sprag outer race (721).
ASSEMBLY (121)
(830) 9 Power to Final Drive Assembly
OVERRUNNING The reaction internal gear/input carrier assembly (700),
splined to the final drive sun gear shaft (722), drives the
FORWARD final drive sun gear (121). Final drive is achieved.
SPRAG
INPUT OUTER RACE Whenever the throttle is released while the vehicle is in motion,
INTERNAL (721) the direction of powerflow changes as the wheels provide torque
GEAR INPUT
(708) INTERNAL input to the transmission. When the vehicle is operating in
GEAR Overdrive Range – Fourth gear and the throttle is released,
FLANGE engine compression braking slows the vehicle instead of initiating
(725) a coast condition. Since there are no roller or sprag clutches
used in driving the vehicle during fourth gear acceleration there
are no elements to overrun during coast. Engine RPM may be
FORWARD/COAST too low to provide noticeable engine braking.
CLUTCH
SUPPORT In fourth gear and with zero throttle, the reaction carrier assembly
(822) (623) is driven around the stationary reaction sun gear and shell
(SPLINED TO CASE) assembly (620) by the reaction internal gear (708). This attempts
FORWARD
FORWARD CLUTCH CLUTCH to drive the 3rd clutch hub (617) and the input shaft and 3rd
(716) clutch housing (604). Since the driven sprocket (415) is splined
OVERRUNNING to the input shaft and 3rd clutch housing (604), engine compression
provides resistance to the powerflow input from the wheels.
68 Figure 65 68A
OVERDRIVE RANGE – FOURTH GEAR OVERDRIVE RANGE – FOURTH GEAR
SOL SOL
ON ON APPLIED APPLIED APPLIED OVERRUN APPLIED OVERRUN 2ND CLUTCH 3RD CLUTCH FORWARD AND COAST CLUTCH
Overdrive Range – Fourth Gear is used to maximize engine
efficiency and fuel economy under most normal driving
conditions. In order to shift the transmission into Fourth
gear, the PCM receives input signals from engine and
transmission sensors. The PCM uses this data to determine
the precise moment to energize or “turn ON” the 1-2 shift
solenoid (SS) valve. The 1-2 SS valve is ON when the PCM
provides a path to ground for that electrical circuit. This
prevents 1-2 solenoid fluid from exhausting at the 1-2 SS
3RD CL
valve, thereby increasing 1-2 solenoid fluid pressure.
2ND CL
1 4TH BAND APPLY
1a 1-2 Shift Solenoid (SS) Valve Energized: FORWARD CLUTCH
The normally open 1-2 SS valve is energized by the PCM
and blocks 1-2 solenoid fluid from exhausting. 1-2 solenoid 3RD CL TFP
SWITCH
RELEASE
fluid pressure is routed to both the 1-2 and 3-4 shift valves.
CONV APPLY
REG APPLY
TO COOLER
1b 3-4 Shift Valve:
TCC CONTROL
1-2 solenoid fluid pressure moves the valve against spring
➤ CONV
3RD CL EX
DRIVE
REV
ORIFICED 3RD CL
LINE (From Pump)

force and into the Fourth gear position. 3rd clutch fluid is EX
EX
routed into the 4th band feed fluid circuit.
➤
➤
EX
EX 35
FWD CL
1c 1-2 Shift Valve: CONV CL CONTROL
TCC
EX
The 1-2 shift valve remains in the upshifted position because SOL
1 2 3D NR P
➤
1-2 solenoid fluid pressure is not great enough to overcome
3RD CL
TCC FD LIMIT
spring force and 2-3 signal fluid pressure. 4th band feed
fluid passes through the valve into the 4th band fluid circuit. DRIVE REV
1d 4th Servo: 3a
2ND CL
MANUAL VALVE
4th band fluid pressure passes through a feed hole in the 4th
D321
DRIVE
PRND4
D21
PRND43
LINE
LOW
EX
EX
servo pin and acts on the servo piston to move the servo pin
EX
PRN
REV
and apply the 4th band. ACT FD LMT FILTER
28 (338) FILTERED
3RD CL
EX
2 SHIFT ACCUMULATION ACTUATOR
EX
LINE(From Pump)
CST CL FD
ACT FD ACT FD FEED
2a 3-4 Accumulator:
EX
LOW 1b
D21Y
4th band fluid is also routed to the 3-4 accumulator piston. PRESSURE
CONTROL
DRIVE
LINE
4th band fluid pressure moves the piston against spring 40 FWD ORIFICE #8
SOLENOID
BYPASS VALVE 19 3-4 SHIFT VALVE
force and 3-4 accumulator fluid pressure. This action absorbs
EX
initial 4th band fluid pressure to cushion the 4th band apply. TORQ SIGNAL 11
EX
1-2 SOL
D321
2b # 3 Ball Check Valve: 2-3 ACCUM VALVE
3-4 accumulator fluid, forced out of the 3-4 accumulator FILTER 3RD CL
EX
COAST CL
33 38 (917)
C CL FEED
when 4th band fluid pressure moves the 3-4 accumulator 2-3 SHIFT
EX
4 BD FD
3RD CL
D21Y 43
FWD CL
D21
piston, unseats the #3 ball check valve and enters the primary
LOW
D21
10
DRIVE
EX
TRQ SIG
8
ON
EX
FWD CL
9
SEC 2-3 ACCUM

accumulator fluid circuit. 2c #5
EX
2-3 SHIFT VALVE
EX
2c 1-2/3-4 Accumulator Valve: DRIVE
EX
EX
Primary accumulator fluid is routed back to the 1-2/3-4 1-2 / 3-4 ACC ACCM BOOST 1 18
4TH BAND FEED

accumulator valve. Orificed primary accumulator fluid 30 DRIVE
EX
EX
pressure regulates the 1-2/3-4 accumulator valve against 3RD CL 3RD CL 2-3 SOL
42
torque signal fluid pressure. This allows excess primary 16
PRIM ACC
#11
FILT ACT FD LOW FD
accumulator fluid to exhaust and provides additional control LINE
3
31 15
for the 4th band apply. ORIFICED 3RD CL 1-2 SOLENOID
2ND CL
DRIVE
1-2 SOL
3 TORQUE CONVERTER CLUTCH RELEASED 1-2 SHIFT
LOW FD
2-3 SOL
PRN
4 BD FD
1a SOLENOID 1c
EX
3a TCC Solenoid Valve: ON
5
4 36
Figure 66 shows the TCC solenoid valve de-energized by #10
the PCM. When conditions are appropriate, the PCM 1-2 SHIFT VALVE
32
energizes the TCC solenoid valve to initiate the TCC apply. 2-3 ACCUM 2-3 ACCUMULATOR
REV
EX
EX
2
The solenoid is pulse width modulated (PWM) to provide a LOW & REV BD APPLY
EX
2ND CL 2ND CL
smooth apply of the torque converter clutch (refer to pages 4TH BAND 4TH BAND LOW & REV BAND REDUCE
70-71 for a detailed description of TCC apply). FWD CL REVERSE ACCUMULATOR
PRIMARY ACCUM 1-2 REV CL
13
2a #2 ACCUM
4TH SERVO
#3 3-4
14
ACC
2ND CL
2b
1-2 21 FWD
1d 4TH BD 3-4 ACCUMULATOR #1 FWD CL ACCUMULATOR
ACCUMULATOR
Page 94
68B Figure 66 69
(Torque Converter Clutch from Released to Applied) (Torque Converter Clutch from Released to Applied)
LINE When the powertrain control module (PCM) determines that the
TCC TORQUE
EX
engine and transmission are operating properly to engage the
PERCENT DUTY CYCLE

100% FULLY APPLIED CONVERTER
ASSEMBLY torque converter clutch (TCC), the PCM energizes the torque
C D
CONV CL REG 75 TCC TCC
APPLY RELEASE converter clutch solenoid. The following events occur in order
RATE B E
34
RATE to apply the torque converter clutch:
EX
50 TCC
REG APPLY APPLY F
25 A FLUID
TCC CONTROL
OFF At this time the Torque Converter Clutch is
EX
EX
PRESSURE
0
S G TIME considered to be disengaged (OFF).
TCC ENABLE
EX
EX
PCM decision to apply TCC/VCC (see page 50, in the Electrical
TCC FD LIMIT
ORIFICED EX
Components section for more information).
Stage 1 The PCM pulses the TCC solenoid duty cycle from
CONV RELEASE
CONV RELEASE
REG APPLY
point S to point A. Third clutch fluid at the TCC solenoid is
CONV APPLY
CONV APPLY
TO COOLER
TCC CONTROL
“pulsed” into the TCC control circuit. This causes the TCC
27 control pressure to rise moving the TCC enable valve toward
CONV FEED
EX
its spring. The TCC control pressure at point A is not strong
EX
29 35
EX enough to move the converter clutch control valve against
EX
TCC
CC FD LIMIT CONV CL CONTROL
SOL
EX TCC feed limit fluid pressure and the spring (316). This
EX
OFF stage is designed to exhaust TCC feed limit pressure from
EX
TCC FD LIMIT 3RD CL behind the converter clutch control valve.
Stage 2 At the end of stage 1, the fluid pressure is exhausted

LINE LINE
from the orificed exhaust passage. The pressure at point A in
EX STAGE 1 STAGE 3 the TCC control circuit is now strong enough to move the
EX
(S - A) (A - B) converter clutch control valve to the applied position (toward
CONV CL REG CONV CL REG its spring).
34 34
EX
EX
Stage 3 The TCC solenoid duty cycle is ramped up through
REG APPLY REG APPLY
this stage. As TCC control is increased from point A to point
TCC CONTROL
TCC CONTROL
B, line pressure at the converter clutch regulator valve passes
EX
EX
EX
EX
TCC ENABLE TCC ENABLE
through the valve and enters the regulated apply circuit. The
regulated apply pressure starts at “0” and increases for a short
EX
EX
EX
EX
TCC FD LIMIT
TCC FD LIMIT
time. The pressure value in the regulated apply circuit should
ORIFICED EX
ORIFICED EX
CONV RELEASE CONV RELEASE
now be high enough to fully apply the converter clutch pressure
CONV APPLY CONV APPLY
plate. Slip speed should be at the correct value (near “0” on
TCC models, a small amount on VCC models).
CONV RELEASE
CONV RELEASE
REG APPLY
REG APPLY
CONV APPLY
CONV APPLY
TO COOLER
TO COOLER
TCC CONTROL
TCC CONTROL
• Converter apply fluid is routed through the case cover and into
27 27 the drive sprocket support.
CONV FEED CONV FEED
EX
EX
• Converter apply fluid then passes between the drive sprocket
EX
EX
29 35 29 35
EX
EX
EX
EX
support and the turbine shaft to a feed hole in the drive sprocket
TCC TCC
CC FD LIMIT CONV CL CONTROL
SOL
EX CC FD LIMIT CONV CL CONTROL
SOL
EX where it enters the torque converter.
ON ON
EX
EX
EX
EX
• Converter apply fluid pressure then forces the converter clutch
3RD CL 3RD CL
TCC FD LIMIT TCC FD LIMIT pressure plate against the converter cover.
• As the torque converter clutch applies, fluid from the release
side of the converter clutch pressure plate is redirected between
LINE STAGE 2 LINE STAGE 4 the oil pump drive shaft and turbine shaft into the converter
release circuit.
EX
EX
(A) (B - C)
CONV CL REG CONV CL REG • Converter release fluid is routed to the converter clutch control
valve which was previously positioned to allow the release fluid
34 34
to pass through the valve into the orificed exhaust circuit.
EX
EX
REG APPLY REG APPLY

• Orificed exhaust is then routed to the TCC enable valve which
TCC CONTROL
TCC CONTROL
directs fluid to an open exhaust port.

EX
EX
EX
EX
TCC ENABLE TCC ENABLE

Stage 4 Now the regulated apply pressure is increased. This
EX
EX
EX
EX
TCC FD LIMIT
TCC FD LIMIT
is caused by the TCC solenoid duty cycle being increased

ORIFICED EX
ORIFICED EX
CONV RELEASE CONV RELEASE from point B to point C. This extra pressure ensures that the
CONV APPLY CONV APPLY apply force on the converter clutch pressure plate is not at the
slip threshold, but a little above it. TCC/VCC plate material
CONV RELEASE
CONV RELEASE
REG APPLY
REG APPLY
CONV APPLY
CONV APPLY
TO COOLER
TO COOLER
is therefore protected from damage due to slippage.

TCC CONTROL
TCC CONTROL
27 27 • TCC feed limit fluid at the converter clutch control valve passes
CONV FEED CONV FEED through the valve and enters the “to cooler” circuit.
EX
EX
EX
EX
29 35 29 35
EX
EX
EX
EX
TCC TCC
• “To cooler” fluid is routed through the case and transferred through
CC FD LIMIT CONV CL CONTROL EX CC FD LIMIT CONV CL CONTROL EX cooler lines to a transmission cooler inside the engine radiator.
SOL SOL
ON ON
EX
EX
EX
EX
• Then the fluid exits the cooler as lube and is transferred by cooler
TCC FD LIMIT 3RD CL TCC FD LIMIT 3RD CL
lines into the lubrication circuits throughout the transmission.
70 Figure 67 70A
(Torque Converter Clutch from Applied to Released) (Torque Converter Clutch from Applied to Released)
When the torque converter clutch pressure plate is applied, it is LINE
TCC TORQUE
EX
held against the torque converter cover. Since it is splined to
PERCENT DUTY CYCLE

100% FULLY APPLIED CONVERTER
the converter turbine hub, it provides a mechanical coupling ASSEMBLY
C D
CONV CL REG 75 TCC TCC
(direct drive) of the engine to the transmission gear sets. This APPLY RELEASE
RATE B E
mechanical coupling eliminates the small amount of slippage 34
RATE
EX
50 TCC
that occurs in the fluid coupling of a torque converter, resulting REG APPLY
A
APPLY F
25 FLUID
TCC CONTROL
in a more efficient transfer of engine torque through the
EX
EX
PRESSURE
transmission and to the drive wheels. 0
S G TIME
TCC ENABLE
EX
EX
ON At this time the Torque Converter Clutch is considered
TCC FD LIMIT
ORIFICED EX
to be engaged (ON).
PCM decision to release TCC/VCC (see page 50, in the Electrical
CONV RELEASE
CONV RELEASE
REG APPLY
Components section for more information).
CONV APPLY
CONV APPLY
TO COOLER
TCC CONTROL
Stage 5 During of this stage, the apply pressure from the 27
CONV FEED
EX
converter clutch regulator valve is decreased by the TCC
EX
29 35
EX
solenoid duty cycle dropping from point D to point E. The
EX
TCC
amount of decrease is to bring the apply force on the converter CC FD LIMIT CONV CL CONTROL
SOL
EX
clutch pressure plate to the slip threshold. This gets the ON
EX
EX
converter clutch pressure plate ready for a smooth release. TCC FD LIMIT 3RD CL
Stage 6 The TCC solenoid duty cycle is ramped down from

point E to point F through this stage. This action allows the LINE LINE
regulated apply pressure to start at the slip threshold, and STAGE 5 STAGE 7
EX
EX
decrease to near “0” pressure over a very short time to point (D - E) (F - G)
F. The regulated apply pressure value from the converter CONV CL REG CONV CL REG
clutch regulator valve at this duty cycle (point F) should 34 34
EX
EX
fully release the converter clutch pressure plate. Slip speed
REG APPLY REG APPLY
should be at the maximum value.
TCC CONTROL
TCC CONTROL
EX
EX
EX
EX
Stage 7 Now the TCC Control pressure is decreased by the TCC ENABLE TCC ENABLE
TCC solenoid duty cycle lowering from point F to point G.
EX
EX
EX
EX
TCC FD LIMIT
TCC FD LIMIT
This amount is to allow the converter clutch control valve to
ORIFICED EX
ORIFICED EX
move to the released position (away from its spring). CONV RELEASE CONV RELEASE
Converter fluid flow should now be re-established. CONV APPLY CONV APPLY
CONV RELEASE
CONV RELEASE
REG APPLY
REG APPLY
CONV APPLY
CONV APPLY
Stage 8 The PCM pulses the TCC solenoid to a value at
TO COOLER
TO COOLER
TCC CONTROL
TCC CONTROL
point G, which is “0”. This causes the TCC enable valve to
move away from its spring. TCC feed limit fluid pressure CONV FEED
27
CONV FEED
27
EX
EX
will combine with the spring (316) helping push the converter
EX
EX
29 35 29 35
EX
EX
EX
EX
clutch control valve to the OFF position (if there was any TCC TCC
CC FD LIMIT CONV CL CONTROL EX CC FD LIMIT CONV CL CONTROL EX
sticking of the converter clutch control valve). SOL SOL
ON ON
EX
EX
EX
EX
OFF At this time the Torque Converter Clutch is TCC FD LIMIT 3RD CL TCC FD LIMIT 3RD CL
considered to be disengaged (OFF).
(Some PCM calibrations may allow stages 5 - 8 to happen LINE LINE

STAGE 6 STAGE 8
very rapidly in almost a straight line down from point D to
EX
EX
point G.) (E - F) (G)
CONV CL REG CONV CL REG
The PCM monitors for high TCC slip in second and 34 34
EX
EX
third gears only. The transmission must be in hot mode or REG APPLY REG APPLY
experiencing a wide open throttle maneuver in order for TCC CONTROL
TCC CONTROL
EX
EX
EX
EX
the TCC to be commanded on in second and third gear. If
the PCM detects high TCC slip when the TCC is TCC ENABLE TCC ENABLE
commanded ON, then Diagnostic Trouble Code (DTC)
EX
EX
EX
EX
TCC FD LIMIT
TCC FD LIMIT
P0741 will set and the PCM will illuminate the malfunction
ORIFICED EX
ORIFICED EX
indicator lamp (MIL), inhibit TCC operation, increase line CONV RELEASE CONV RELEASE
pressure and inhibit 4th gear. The DTC P0741 will then be CONV APPLY CONV APPLY
stored in PCM history. If the PCM detects low TCC slip
CONV RELEASE
CONV RELEASE
REG APPLY
REG APPLY
CONV APPLY
CONV APPLY
TO COOLER
TO COOLER
TCC CONTROL
TCC CONTROL
when the TCC is commanded OFF, then DTC P0742 will
set and the PCM will illuminate the malfunction indicator 27 27
lamp (MIL), increase line pressure and freeze shift adapts. CONV FEED CONV FEED
EX
EX
The DTC P0742 will then be stored in PCM history.
EX
EX
29 35 29 35
EX
EX
EX
EX
TCC TCC
CC FD LIMIT CONV CL CONTROL EX CC FD LIMIT CONV CL CONTROL EX
SOL SOL
ON OFF
EX
EX
EX
EX
TCC FD LIMIT 3RD CL TCC FD LIMIT 3RD CL
Page 94
70B Figure 68 71
OVERDRIVE RANGE – 4-3 DOWNSHIFT OVERDRIVE RANGE – 4-3 DOWNSHIFT
(Torque Converter Clutch Released) (Torque Converter Clutch Released)
1-2 2-3
2ND CLUTCH 3RD CLUTCH FORWARD AND COAST CLUTCH SHIFT SHIFT
ASSEMBLY ASSEMBLY ASSEMBLY SOL SOL
OFF ON APPLIED OVERRUN APPLIED HOLDING APPLIED OVERRUN
A forced 4-3 downshift in Overdrive range occurs by

increasing the throttle valve angle (percentage of accelerator
pedal travel or throttle position) while the vehicle is operating
in Fourth gear. A 4-3 downshift can also occur when the
vehicle is decelerating during coast conditions or when load
on the vehicle is increased. Also, if the TCC is applied in
Fourth gear it will release prior to the transmission making a
3RD CL
2ND CL
4-3 downshift. Under normal operating conditions the PCM
will keep the converter clutch released in Third gear. The
FORWARD CLUTCH TCC also releases under minimum and heavy throttle
conditions. Figure 69 shows the TCC (PWM) solenoid valve
3RD CL TFP de-energized and the TCC released. Refer to pages 70A and
CONV RELEASE
SWITCH
70B for descriptions of the torque converter clutch hydraulic
CONV APPLY
REG APPLY
TO COOLER
and electrical circuits during release and apply.
TCC CONTROL
3RD CL EX
DRIVE
REV
A 4-3 downshift occurs when the PCM receives the appropriate
ORIFICED 3RD CL
LINE (From Pump)

EX
EX
input signals to de-energize or “turn OFF” current supply to
EX
35
EX
FWD CL
TCC the 1-2 shift solenoid (SS) valve (opens the ground path of
CONV CL CONTROL EX
SOL the circuit). During a 4-3 downshift, the following changes
1 2 3D NR P
occur to the hydraulic system:
3RD CL
TCC FD LIMIT
DRIVE REV
1 4TH BAND RELEASES
1a 1-2 Shift Solenoid (SS) Valve De-energized:
2ND CL
MANUAL VALVE
1-2 solenoid fluid exhausts through the 1-2 SS valve and
D321
DRIVE
PRND4
D21
PRND43
LOW
LINE
EX
EX
EX
allows the 3-4 shift valve to move to the downshifted position.
PRN
REV
ACT FD LMT FILTER
28 (338) FILTERED 1b 1-2 Shift Valve:
3RD CL
EX
ACTUATOR
EX
LINE(From Pump)
1c The 1-2 shift valve remains in the upshifted position due to
CST CL FD
ACT FD ACT FD FEED
2-3 solenoid fluid pressure and 1-2 shift valve spring force.
EX
LOW
D21Y
PRESSURE
CONTROL 1c 3-4 Shift Valve:
DRIVE
LINE
40 FWD ORIFICE #8
SOLENOID
BYPASS VALVE 19
Spring force moves the 3-4 shift valve to the downshifted
3-4 SHIFT VALVE
EX
position. This blocks 3rd clutch fluid at the 3-4 shift valve
TORQ SIGNAL 11
and opens the 4th band feed fluid circuit to exhaust into the
EX
1-2 SOL
D321
2-3 ACCUM VALVE D21Y circuit. 4th band feed fluid then passes through orifice
FILTER 3RD CL #10 and exhausts at the 2-3 shift valve.
EX
COAST CL
33 (917)
D21Y
38
C CL FEED
2-3 SHIFT
EX
4 BD FD
3RD CL
LINE ACT FD
FWD CL
SOLENOID
43 1d 4th Servo:
D21
LOW
D21
10
DRIVE
EX
4th band fluid exhausts from the 4th servo and the 3-4
TRQ SIG
ON 8
EX
FWD CL
9
SEC 2-3 ACCUM
2b #5
accumulator, thus releasing the 4th band and changing the
EX
2-3 SHIFT VALVE

EX
DRIVE
power flow through the transmission to a Third gear ratio.
EX
EX
1-2 / 3-4 ACC ACCM BOOST 1 18
4TH BAND FEED

30 DRIVE
EX
EX
3RD CL 3RD CL 2-3 SOL 2a 3-4 Accumulator:

42 16 3-4 accumulator fluid fills the 3-4 accumulator when 4th
PRIM ACC
#11
FILT ACT FD LOW FD
LINE 31 15
band fluid is exhausting. 3-4 accumulator fluid pressure
3
ORIFICED 3RD CL 1-2 SOLENOID combines with spring force to move the 3-4 accumulator
piston to a Third gear position.
2ND CL
DRIVE
1-2 SOL
LOW FD
1-2 SHIFT
2-3 SOL
PRN
4 BD FD
1a SOLENOID 1b 2b 1-2/3-4 Accumulator Valve:
EX
5
OFF 4 36
The 3-4 accumulator circuit is supplied by primary
#10
accumulator fluid through orifice #13 opposite the #3 ball
1-2 SHIFT VALVE
32 check valve. The 1-2/3-4 accumulator valve regulates line
2-3 ACCUM 2-3 ACCUMULATOR
fluid into the primary accumulator circuit.
REV
EX
EX
2
LOW & REV BD APPLY
EX
2ND CL 2ND CL
4TH BAND 4TH BAND LOW & REV BAND REDUCE Note: Remember that the pressure control (PC) solenoid valve
FWD CL REVERSE ACCUMULATOR controls torque signal fluid pressure in relation to throttle
PRIMARY ACCUM 1-2 REV CL
position and other PCM input signals. Torque signal fluid
13
2a #2 ACCUM pressure helps control line pressure by acting on the pressure
4TH SERVO regulator boost valve, thereby increasing line pressure with
#3 3-4
ACC 14 increased throttle position. Also, torque signal fluid pressure
2ND CL
helps regulate line fluid into primary accumulator pressure at

the 1-2/3-4 accumulator valve.
1-2 21 FWD
ACCUMULATOR
PRIMARY ACCUM PRIMARY ACCUM COMPLETE HYDRAULIC CIRCUIT
Page 96
72 Figure 69 72A
OVERDRIVE RANGE – 3-2 DOWNSHIFT OVERDRIVE RANGE – 3-2 DOWNSHIFT
(Valves Shown in Second Gear Position) (Valves Shown in Second Gear Position)
SHIFT SHIFT 2ND CLUTCH 3RD CLUTCH FORWARD AND COAST CLUTCH
SOL SOL ASSEMBLY ASSEMBLY ASSEMBLY
OFF OFF APPLIED HOLDING HOLDING APPLIED OVERRUN
1c
A forced 3-2 downshift occurs by increasing throttle valve
angle (percentage of accelerator pedal travel or throttle
position) while the vehicle is operating in Third gear. As with
a 4-3 downshift, a 3-2 downshift can also occur when the
vehicle is decelerating during coast conditions or when load
on the vehicle increases.
3RD CL
A 3-2 downshift occurs when the PCM receives the appropriate
input signals to de-energize or “turn OFF” current supply to 2ND CL
the 2-3 shift solenoid (SS) valve (open the ground path of the
circuit). During a 3-2 downshift, the following changes occur FORWARD CLUTCH
to the hydraulic system:

3RD CL TFP
SWITCH
CONV RELEASE
CONV APPLY
1 3RD CLUTCH RELEASES
1d
REG APPLY
TO COOLER
TCC CONTROL
3RD CL EX
DRIVE
REV
ORIFICED 3RD CL
LINE (From Pump)

EX
EX
EX
EX 35
FWD CL
1b 2-3 Shift Valve: TCC
2-3 shift valve spring force moves the 2-3 shift valve to the CONV CL CONTROL
SOL
downshifted position. This opens the 3rd clutch circuit to 1 2 3D NR P
3RD CL
TCC FD LIMIT
an orificed exhaust.
DRIVE REV
1c 3rd Clutch Assembly:
3rd clutch fluid exhausts from the 3rd clutch piston, allowing
2ND CL
MANUAL VALVE
the 3rd clutch plates to release. This changes the power
D321
DRIVE
PRND4
D21
PRND43
LOW
LINE
EX
EX
flow through the transmission gear sets from a Third gear to
EX
PRN
REV
a Second gear ratio. ACT FD LMT FILTER
28 (338) FILTERED
3RD CL
EX
1d 3rd Clutch Exhaust Valve: ACTUATOR
EX
LINE(From Pump)
CST CL FD
ACT FD ACT FD ➤ ➤
FEED
3rd clutch fluid exhausts into the orificed 3rd clutch circuit
4 BD FD
➤
EX
LOW
D21Y
allowing spring force to move the valve to the downshifted PRESSURE
position. This allows 3rd clutch fluid to make a quick CONTROL
DRIVE
LINE
2b 40 FWD ORIFICE
#8
SOLENOID
exhaust at the valve. BYPASS VALVE 19 3-4 SHIFT VALVE
EX
TORQ SIGNAL 11
EX
1e #11 Ball Check Valve:
D321
Orificed 3rd clutch fluid unseats the #11 ball check valve
1-2 SOLENOID
2-3 ACCUM VALVE
and flows into the 3rd clutch circuit to the 2-3 shift valve FILTER 3RD CL
EX
COAST CL
33 38 (917)
C CL FEED
where it exhausts. 2-3 SHIFT
EX
3RD CL
1a D21Y 43
FWD CL
DRIVE ➤
D21
LOW
D21
10
EX
TRQ SIG
OFF 8
EX
FWD CL
9
SEC 2-3 ACCUM

#5
EX
2-3 SHIFT VALVE
EX
2a 2-3 Accumulator:
DRIVE
Orificed 3rd clutch fluid in the 2-3 accumulator also exhausts
EX
EX
past the #11 ball check valve and into the 3rd clutch circuit. 30 DRIVE 1b
EX
EX
With 3rd clutch fluid exhausting, 2-3 accumulator fluid fills 3RD CL 3RD CL 2-3 SOL
the 2-3 accumulator. 2-3 accumulator fluid pressure and 42 16
PRIM ACC
#11
spring force move the 2-3 accumulator piston to a Second FILT ACT FD LOW FD
LINE 31 15
3
gear position. ORIFICED 3RD CL 1-2 SOLENOID
LOW FEED
2ND CL
DRIVE
2b 2-3 Accumulator Valve: 1e
1-2 SOL
4TH BD
2-3 SOL
1-2 SHIFT
PRN
4 BD FD
The 2-3 accumulator fluid circuit is supplied by secondary SOLENOID
EX
5
2-3 accumulator fluid through orifice #32 opposite the #10 OFF 4 36
#10
ball check valve. The 2-3 accumulator valve regulates line 2a 1-2 SHIFT VALVE
fluid into the secondary 2-3 accumulator circuit. 32
2-3 ACCUMULATOR
2-3 ACCUM 2
REV
EX
EX
LOW & REV BD APPLY
EX
Note: Remember that the pressure control (PC) solenoid valve 2ND CL 2ND CL
controls torque signal fluid pressure in relation to throttle
FWD CL
position and other PCM input signals. Torque signal fluid REVERSE ACCUMULATOR
1-2
pressure helps control line pressure by acting on the pressure ACCUM
REV CL
regulator boost valve, thereby increasing line pressure with #2
increased throttle position. Also, torque signal fluid pressure
14
helps regulate line fluid into secondary 2-3 accumulator pressure 2ND CL
at the 2-3 accumulator valve.
1-2 21 FWD
ACCUMULATOR #1 FWD CL ACCUMULATOR
PRIMARY ACCUM PRIMARY ACCUM
72B Figure 70 73
DRIVE RANGE – MANUAL THIRD DRIVE RANGE – MANUAL THIRD
(from Overdrive Range – Fourth Gear)
(from Overdrive Range – Fourth Gear) 1-2 2-3 2ND 2ND REVERSE 3RD 4TH FORWARD FORWARD COAST LOW/REV. LOW
6 7 8 2 4 3 5 1 SHIFT SHIFT CLUTCH SPRAG CLUTCH CLUTCH BAND SPRAG CLUTCH CLUTCH BAND ROLLER
POWER TO 2ND 2ND 3RD FORWARD FORWARD COAST LOW ROLLER POWER SOL SOL
TORQUE CLUTCH SPRAG CLUTCH CLUTCH CLUTCH CLUTCH CLUTCH FROM OFF ON APPLIED OVERRUN APPLIED HOLDING APPLIED APPLIED OVERRUN
CONVERTER APPLIED CLUTCH APPLIED SPRAG APPLIED APPLIED ASSEMBLY (830) WHEELS
(1) ASSEMBLY ASSEMBLY OVERRUNNING Drive Range – Manual Third (3) is available to the driver when vehicle
FOR ENGINE (517) (716)
BRAKING *OVERRUNNING **HOLDING
operating conditions make it desirable to use only three gear ratios.
These conditions include city driving [where speeds are generally below
72 km/h (45 mph)], towing a trailer, or driving in hilly terrain. Manual
Third also provides for engine compression braking when descending
slight grades and can be used to retain Third gear when ascending slight
grades for additional engine performance. Manual Third is also referred
to as Drive Range because it has a 1:1 direct drive gear ratio available
through the transmission gear sets.
In Manual Third, the transmission can upshift and downshift between
First, Second and Third gears in the same manner as Overdrive Range.
However, the transmission is prevented from shifting into Fourth gear
while operating in this gear selector position. If the transmission is in
Overdrive Range – Fourth gear when Manual Third is selected, the
transmission will shift immediately into Third gear.
The acceleration power flow for Manual Third is identical to Overdrive
Range – Third gear with the exception that the coast clutch is applied
to provide engine braking when the throttle is released. Therefore, in
the following text, we will discuss and illustrate deceleration (engine
braking). You will note that the power flow is backwards from the
power flow in Overdrive Range – Third gear, with power coming
from the wheels and going to the torque converter.
• The manual shaft (16) ,detent lever (17) and manual valve (916) are
moved into the “3” range position – Manual Third.
1 Power from the Wheels
INPUT
CARRIER Power from the wheels is transferred back through the
REACTION ASSEMBLY FINAL DRIVE transmission from the final drive differential assembly (100-
REACTION CARRIER SUN GEAR
SUN GEAR (700) 119) to the input shaft and 3rd clutch housing (604). Each of
ASSEMBLY SHAFT
AND SHELL (623) INPUT (722) the component's function and rotation direction is the same as
INPUT SHAFT AND ASSEMBLY SUN during acceleration (compare Figures 63 and 71).
3RD CLUTCH (620) GEAR
HOUSING (631) 2 3rd Clutch Applied
TRANSMISSION (604) The 3rd clutch plates (610-613) are applied and connect the input
3RD
CASE 2ND CLUTCH shaft and 3rd clutch housing assembly (604) to the forward and
DRIVEN (6) SPRAG HUB coast clutch housing (801) through the 3rd clutch hub (617), the
SPROCKET CLUTCH (617) reaction carrier assembly (623), and the reaction carrier shell (633).
SUPPORT ASSEMBLY
(418) (517) 3 Forward Clutch Applied
BOLTED TO CASE *OVERRUNNING The forward clutch applies and links the forward sprag outer
race (721) to the forward and coast clutch housing (801).
DRIVEN 4 Forward Clutch Sprag Holding
SPROCKET During deceleration, the input torque from the wheels to the
(415)
gear sets attempts to rotate the input internal gear flange (725)
3RD faster than the forward sprag outer race (721). This condition
CLUTCH
APPLIED would cause the sprag elements to overrun and allow the vehicle
to coast freely. The coast clutch prevents this condition from
occurring by directing torque through the coast clutch hub (719)
to the gear sets and providing engine compression braking.
2ND FINAL 5 Coast Clutch Applied
CLUTCH DRIVE The coast clutch plates (812-814) are applied and connect the
LOW ROLLER SUN
APPLIED
CLUTCH
forward and coast clutch housing (801) to the coast clutch hub
GEAR
FORWARD ASSEMBLY (121) (719). The input internal gear/input internal gear flange (708/
AND COAST (830) 725) is splined to the coast clutch hub (719). This prevents the
CLUTCH OVERRUNNING forward clutch sprag from overrunning and creates a 1:1 direct
COAST HOUSING drive gear ratio through the gear sets.
REACTION (801)
FORWARD CARRIER CLUTCH
SPRAG SHELL APPLIED 6 Power to Torque Converter for Engine Braking
INPUT OUTER RACE (633) The input shaft and 3rd clutch housing assembly (604) is
INTERNAL (721) connected to the turbine shaft through the drive link assembly
COAST
GEAR INPUT CLUTCH and the drive and driven sprockets. This creates a mechanical
(708) INTERNAL FINAL DRIVE
GEAR
HUB
ASSEMBLY link between the final drive differential assembly and the torque
(719) converter turbine. This allows engine compression to slow the
FLANGE (100-119)
(725) vehicle when the throttle is released.
7 2nd Clutch Applied
The 2nd clutch is applied and holds the 2nd sprag clutch outer
race (516) stationary to the transmission case (6).
FORWARD/COAST
CLUTCH 8 2nd Sprag Clutch Overrunning
SUPPORT During deceleration, the input torque through the gear sets
(822) attempts to rotate the reaction sun gear and shell assembly
FORWARD (SPLINED TO CASE)
CLUTCH (620) and the reverse clutch housing and race assembly (523) in
FORWARD CLUTCH
SPRAG ASSEMBLY APPLIED a direction opposite of engine rotation. The 2nd sprag clutch
(716) * OVERRUNNING ON ACCELERATION elements hold the reverse clutch housing and race assembly
**HOLDING ** HOLDING ON ACCELERATION (500), and the reaction sun gear and shell assembly (620), to
prevent torque loss through the gear sets.
74 Figure 71 74A
DRIVE RANGE – MANUAL THIRD DRIVE RANGE – MANUAL THIRD
(from Overdrive Range – Fourth Gear) (from Overdrive Range – Fourth Gear)
OFF ON APPLIED OVERRUN APPLIED HOLDING APPLIED APPLIED OVERRUN
3d
Drive Range – Manual Third may be selected at any time while
the vehicle is being operated in a forward gear range. However,
COAST CL
the transmissions hydraulic system prevents the transmission
from shifting into Fourth gear regardless of PCM control.
When the gear selector lever is moved to Drive Range (3) from
Overdrive Range D , the manual valve also moves. Changes
to the hydraulic and electrical systems are as follows:
3RD CL
1 MANUAL VALVE 2ND CL
Line pressure enters the D321 fluid circuit at the manual valve.
Line pressure is blocked by the manual valve from entering the FORWARD CLUTCH
PRND4 fluid circuit. This opens PRND4 fluid to an exhaust
port at the manual valve. 3RD CL TFP
CONV RELEASE
SWITCH
CONV APPLY
2 4TH BAND RELEASES
REG APPLY
TO COOLER
TCC CONTROL
3RD CL EX
REV
DRIVE
ORIFICED 3RD CL
LINE (From Pump)

EX
EX
EX
35
EX
FWD CL
2b 1-2 Shift Valve: TCC
The 1-2 shift valve remains in the upshifted position due to CONV CL CONTROL EX
SOL
COAST CL
2-3 solenoid fluid pressure and 1-2 shift valve spring force. 1 2 3D NR P
3RD CL
TCC FD LIMIT
2c 3-4 Shift Valve: DRIVE REV
Spring force moves the 3-4 shift valve to the downshifted
position. This blocks 3rd clutch fluid at the 3-4 shift valve MANUAL VALVE
3b
2ND CL
and opens the 4th band feed fluid circuit to exhaust into the
D321
DRIVE
PRND4
D21
PRND43
LOW
EX
PRN
REV
D21Y circuit. 4th band feed fluid then passes through orifice LINE 1
EX
EX
7
#10 and exhausts at the 2-3 shift valve.
ACT FD LMT FILTER LINE(From Pump)
2d 4th Servo: 28 (338) FILTERED
3RD CL
EX
ACTUATOR
EX
4th band fluid exhausts from the 4th servo and the 3-4
CST CL FD
ACT FD ACT FD FEED #9
accumulator, thus releasing the 4th band and changing the
EX
LOW 3a 2c
D21Y
power flow through the transmission to a Third gear ratio. PRESSURE
CONTROL
DRIVE
LINE
40 FWD ORIFICE #8
3 COAST CLUTCH APPLIES SOLENOID BYPASS VALVE 19
3-4 SHIFT VALVE
EX
3a 3-4 Shift Valve:
1-2 SOL
TORQ SIGNAL 11
EX
D321 fluid is routed from the manual valve and passes D321
2-3 ACCUM VALVE
through the 3-4 shift valve into the coast clutch feed circuit. FILTER 3RD CL 4 BD FD
EX
D321 also assists spring force in keeping the 3-4 shift valve 33 (917)
D21Y
38
2-3 SHIFT
EX
C CL FEED
3RD CL
43
FWD CL
in the Third gear position. This hydraulically prevents the LINE ACT FD SOLENOID
D21
COAST CL
LOW
D21
10
DRIVE
EX
TRQ SIG
8
transmission from shifting into fourth gear. ON
EX
FWD CL
9
SEC 2-3 ACCUM

#5
EX
2-3 SHIFT VALVE
EX
Coast clutch feed fluid seats the #9 ball check valve and is DRIVE
EX
EX
forced through orifice #7 to help control coast clutch apply. 3c
4TH BAND FEED

30 DRIVE
EX
EX
3c 2-3 Shift Valve: 3RD CL 3RD CL 2-3 SOL
Coast clutch feed fluid passes through the 2-3 shift valve 42 16
PRIM ACC
#11
FILT ACT FD LOW FD
into the coast clutch circuit. LINE
3
31 15
3d Coast Clutch Applies: ORIFICED 3RD CL 1-2 SOLENOID

2ND CL
DRIVE
Coast clutch fluid is directed to the coast clutch piston to
1-2 SOL
LOW FD
1-2 SHIFT
2-3 SOL
PRN
4 BD FD
apply the coast clutch plates. 2a SOLENOID 2b
EX
5
OFF 4 36
4 SHIFT ACCUMULATION – Same as 4-3 Downshift #10
➤
1-2 SHIFT VALVE
32
In Manual Third – Third Gear, the TCC will release if Manual 2-3 ACCUM 2-3 ACCUMULATOR
REV
EX
EX
2
Third was selected while the vehicle was operating in Overdrive LOW & REV BD APPLY
EX
2ND CL 2ND CL
Range – Fourth Gear with the TCC applied. However, under 4TH BAND 4TH BAND LOW & REV BAND REDUCE
normal operating conditions, the converter clutch will re-apply FWD CL REVERSE ACCUMULATOR
in Manual Third – Third Gear. Refer to pages 70A and 70B for PRIMARY ACCUM 1-2 REV CL
13
descriptions of TCC release and apply. #2 ACCUM
4TH SERVO
In the manual gear ranges, the PCM output signal to the pressure #3 3-4
14
ACC
2ND CL
control (PC) solenoid valve increases torque signal fluid pressure
further for the added torque requirements during engine
compression braking or increased engine load. Torque signal
fluid acts on the pressure regulator boost valve to increase line
FWD
pressure according to vehicle operating conditions. 1-2 21
ACCUMULATOR
Page 98
74B Figure 72 75
DRIVE RANGE – MANUAL SECOND DRIVE RANGE – MANUAL SECOND
(from Drive Range – Manual Third) (from Drive Range – Manual Third)
6 5 3 2 4 1
1-2 2-3
POWER TO 2ND 2ND 4TH FORWARD FORWARD COAST LOW ROLLER POWER SHIFT SHIFT
TORQUE CLUTCH SPRAG BAND CLUTCH CLUTCH CLUTCH CLUTCH FROM CLUTCH SPRAG CLUTCH CLUTCH BAND SPRAG CLUTCH CLUTCH BAND ROLLER
SOL SOL
CONVERTER APPLIED CLUTCH (523) SPRAG APPLIED APPLIED ASSEMBLY (830) WHEELS
OFF OFF APPLIED HOLDING APPLIED HOLDING APPLIED APPLIED OVERRUN
(1) ASSEMBLY APPLIED ASSEMBLY OVERRUNNING
FOR ENGINE (517) (716)
BRAKING *HOLDING *HOLDING
Drive Range – Manual Second (2) is available to the driver when
vehicle operating conditions make it desirable to use only two gear
ratios. These conditions include descending a steep grade when
engine compression braking is need, or to retain Second gear when
ascending a steep grade for additional engine performance.
In Manual Second, the transmission can upshift and downshift
between First and Second gear but is prevented from shifting into
Third and Fourth gear. If the transmission is in Third or Fourth
gear when Manual Second is selected, the transmission will shift
immediately into Second gear.
The acceleration power flow for Manual Second is identical to
Overdrive Range – Second gear with the exception that the 4th
band and the coast clutch are applied to provide engine braking
when the throttle is released. Therefore, in the following text, we
will discuss and illustrate deceleration (engine braking). You will
note that the power flow is backwards from the power flow in
Overdrive Range – Second gear, with power coming from the wheels
and going to the torque converter.
• The manual shaft (16), detent lever (17) and manual valve (916) are
moved into the “2” gear position – Manual Second.
Power from the wheels is transferred back through the
transmission from the final drive differential assembly (100-
REACTION INPUT
REACTION INTERNAL 119) to the input shaft and 3rd clutch housing (604). Each of
SUN GEAR REACTION CARRIER
CARRIER GEAR the component's function and rotation direction is the same as
AND SHELL ASSEMBLY
ASSEMBLY (708) (700) during acceleration (compare Figures 61 and 73).
ASSEMBLY
REVERSE CLUTCH (620) (623) INPUT 2 Forward Clutch Applied
HOUSING HELD SUN
AND RACE INPUT SHAFT AND GEAR The forward clutch plates are applied and connect the reaction
TRANSMISSION carrier assembly (623) to the forward and coast clutch housing
ASSEMBLY 3RD CLUTCH (631)
CASE 2ND
(6) SPRAG (500) HOUSING (801) through the reaction carrier shell (633). The forward
4TH HELD (604)
DRIVEN CLUTCH BAND
sprag outer race (721) is also linked to the forward and coast
SPROCKET ASSEMBLY (523) clutch housing.
SUPPORT (517) APPLIED 3 Forward Clutch Sprag Holding
(418) *HOLDING FINAL
BOLTED TO CASE DRIVE During deceleration, the input torque from the wheels to the
SUN GEAR gear sets attempts to rotate the input internal gear flange (725)
DRIVEN SHAFT faster than the forward sprag outer race (721). This condition
SPROCKET (722) would cause the sprag elements to overrun and allow the vehicle
(415)
to coast freely. The coast clutch prevents this condition from
occurring by directing torque through the coast clutch hub (719)
to the gear sets and providing engine compression braking.
4TH 4 Coast Clutch Applied
SERVO
ASSEMBLY
The coast clutch plates (812-814) are applied and connect the
(527-531) forward and coast clutch housing (801) to the coast clutch hub
2ND APPLIED (719). The coast clutch hub (719) is splined to the input internal
CLUTCH FINAL gear/input internal gear flange (708/725). This prevents the
APPLIED DRIVE
LOW ROLLER SUN forward clutch sprag from overrunning and forces the input
FORWARD CLUTCH GEAR carrier pinion gears to drive the input shaft and 3rd clutch
AND COAST ASSEMBLY (121) housing assembly (604) through the input sun gear (631).
CLUTCH (830)
HOUSING OVERRUNNING 5 4th Band Applied
REACTION COAST (801) During deceleration, input torque from the wheels attempts to
FORWARD CARRIER CLUTCH drive the reaction sun gear and shell assembly (620) in the same
SPRAG SHELL APPLIED
INPUT OUTER RACE
direction as engine rotation. This condition would allow the
(633)
INTERNAL (721) 2nd sprag clutch and the reaction sun gear and shell assembly
GEAR INPUT COAST (620) to freewheel, resulting in a loss of torque through the gear
(708) INTERNAL CLUTCH sets. Therefore, the 4th band (523) is applied and holds the
FINAL DRIVE
HUB
GEAR ASSEMBLY reverse clutch housing and race assembly (500) stationary. The
(719)
FLANGE (100-119) reverse clutch housing is tanged to the reaction sun gear and
(725) shell assembly (620) and prevents the reaction sun gear from
freewheeling. This forces the reaction carrier assembly (623)
to rotate around the stationary reaction sun gear, resulting in a
FORWARD/COAST 1.63:1 gear ratio through the gear sets.
CLUTCH 6 Power to Torque Converter for Engine Braking
SUPPORT
(822) The input shaft and 3rd clutch housing assembly (604) is
FORWARD (SPLINED TO CASE) connected to the turbine shaft through the drive link assembly
FORWARD CLUTCH CLUTCH and the drive and driven sprockets. This creates a mechanical
SPRAG ASSEMBLY APPLIED link between the final drive differential assembly and the torque
(716) converter turbine. This allows engine compression to slow the
*HOLDING * HOLDING ON ACCELERATION vehicle when the throttle is released.
76 Figure 73 76A
DRIVE RANGE – MANUAL SECOND DRIVE RANGE – MANUAL SECOND
(from Drive Range – Manual Third) (from Drive Range – Manual Third)
OFF OFF APPLIED HOLDING APPLIED HOLDING APPLIED APPLIED OVERRUN
4a
Drive Range – Manual Second may be selected at any time
while the vehicle is being operated in a forward gear range.
COAST CL
However, the transmissions hydraulic system prevents the
transmission from shifting above Second gear regardless of
PCM control. When the gear selector lever is moved to Manual
Second (2) from Drive Range – Manual Third, the manual
valve also moves. Changes to the hydraulic and electrical
3RD CL
systems are as follows:
2ND CL
1 MANUAL VALVE
Line pressure enters the D21 fluid circuit at the manual valve. FORWARD CLUTCH
Line pressure is blocked by the manual valve from entering the
PRND43 fluid circuit. This opens PRND43 fluid to an exhaust 3RD CL TFP
SWITCH
CONV RELEASE
port at the manual valve.
CONV APPLY
REG APPLY
4b
TO COOLER
2 4TH BAND APPLIES
TCC CONTROL
3RD CL EX
DRIVE
REV
ORIFICED 3RD CL
LINE (From Pump)

The 2-3 SS valve is de-energized and 2-3 solenoid fluid EX
EX
exhausts allowing the 2-3 shift valve to return to the
EX
EX 35
FWD CL
downshifted position. TCC
CONV CL CONTROL
COAST CL
2b 2-3 Shift Valve: SOL
1 2 3D NR P
D21 fluid is routed from the manual valve and passes through
3RD CL
TCC FD LIMIT
the 2-3 shift valve and orifice #10 into the D21Y circuit. DRIVE REV
2c 3-4 Shift Valve: MANUAL VALVE

D21Y fluid passes through the 3-4 shift valve into the 4th
2ND CL
D321
DRIVE
PRND4
D21
PRND43
LOW
band feed fluid circuit.
EX
PRN
REV
LINE 1
EX
EX
2d 1-2 Shift Valve:
4th band feed fluid passes through the 1-2 shift valve into ACT FD LMT FILTER LINE(From Pump) 7
(338) FILTERED
the 4th band fluid circuit. 28 3RD CL
EX
ACTUATOR
EX
D21Y
CST CL FD
ACT FD ACT FD FEED
2e 4th Servo:
EX
4th band fluid pressure passes through a feed hole in the 4th PRESSURE
LOW 2c #9
servo pin and acts on the servo piston to move the servo pin CONTROL
DRIVE
LINE
FWD ORIFICE #8
3RD CL
40
D21Y
and apply the 4th band. SOLENOID BYPASS VALVE 19 3-4 SHIFT VALVE
EX
Note: Figure 74 is shown in Second gear with the 2-3 SS valve
1-2 SOL
TORQ SIGNAL 11
EX
de-energized. However, if vehicle operating conditions are such D321
2-3 ACCUM VALVE
that the PCM signals a Third or Fourth gear state, the 2-3 FILTER 3RD CL 3RD CL 4 BD FD
EX
solenoid will be energized. Thus a downshift will not occur 33 38 (917) 2-3 SHIFT C CL FEED
EX
FWD CL
43
LINE ACT FD SOLENOID 2b
D21
until the vehicle speed is low enough.
LOW
COAST CL
DRIVE
EX
10
D21
TRQ SIG
OFF 8
EX
FWD CL
9
SEC 2-3 ACCUM

3 COAST CLUTCH APPLY #5
EX
2-3 SHIFT VALVE
EX
3a 2-3 Shift Valve: DRIVE
EX
EX
D21 fluid passes through orifice #9 and the 2-3 shift valve 1-2 / 3-4 ACC ACCM BOOST 1 18
3a
4TH BAND FEED

into the coast clutch circuit to replace coast clutch feed fluid 30
2a DRIVE
EX
EX
and keep the coast clutch applied. 3RD CL 3RD CL 2-3 SOL
42 16
PRIM ACC
4 3RD CLUTCH RELEASES #11

FILT ACT FD LOW FD
LINE 31 15
4a 3rd Clutch Assembly: 3
ORIFICED 3RD CL 1-2 SOLENOID
3rd clutch fluid exhausts from the 3rd clutch piston, allowing
2ND CL
DRIVE
4c
1-2 SOL
the 3rd clutch plates to release. This changes the power
LOW FD
1-2 SHIFT
2-3 SOL
PRN
4 BD FD
flow through the transmission gear sets from a Third gear to SOLENOID 2d
EX
5
OFF
a Second gear ratio. #10
4 36
4b 3rd Clutch Exhaust Valve: 1-2 SHIFT VALVE

32
3rd clutch fluid exhausts into the orificed 3rd clutch circuit 2-3 ACCUM 2-3 ACCUMULATOR
REV
EX
EX
2
allowing spring force to move the valve to the downshifted LOW & REV BD APPLY
EX
2ND CL 2ND CL
position. This allows 3rd clutch fluid to make a quick 4TH BAND 4TH BAND LOW & REV BAND REDUCE
exhaust at the valve. FWD CL REVERSE ACCUMULATOR
4c #11 Ball Check Valve: PRIMARY ACCUM 1-2 REV CL
13
Orificed 3rd clutch fluid unseats the #11 ball check valve #2 ACCUM
and flows into the 3rd clutch circuit to the 2-3 shift valve 4TH SERVO
#3 3-4
where it exhausts. ACC 14
2ND CL
5 SHIFT ACCUMULATION – Same as 3-2 Downshift
page 72B, and Overdrive Range – Fourth Gear page 68B
In Drive Range – Manual Second, the TCC will release if the
21 FWD
vehicle was operating in Third or Fourth Gear with the TCC 2e 4TH BD 3-4
1-2
#1 ACCUMULATOR
ACCUMULATOR FWD CL
applied. While operating the vehicle in Drive Range – Manual ACCUMULATOR
Second, the torque converter clutch will not re-apply. PRIMARY ACCUM PRIMARY ACCUM

76B Page 100 Figure 74 77
DRIVE RANGE – MANUAL FIRST DRIVE RANGE – MANUAL FIRST
(from Drive Range – Manual Second) (from Drive Range – Manual Second)
6 4 3 5 2 1
POWER TO INPUT FORWARD FORWARD COAST LOW/REVERSE LOW ROLLER POWER SHIFT SHIFT CLUTCH SPRAG CLUTCH CLUTCH BAND SPRAG CLUTCH CLUTCH BAND ROLLER
TORQUE INTERNAL CLUTCH CLUTCH CLUTCH BAND CLUTCH FROM SOL SOL
CONVERTER GEAR SPRAG APPLIED APPLIED APPLIED ASSEMBLY (830) WHEELS
ON OFF HOLDING APPLIED APPLIED APPLIED HOLDING
(1) (708) ASSEMBLY *HOLDING
FOR ENGINE HELD (716)
BRAKING *HOLDING
Drive Range – Manual First (1) is available to the driver when
vehicle operating conditions require maximum engine compression
braking for slowing the vehicle, or maximum engine torque
transfer to the wheels in a forward gear range. These conditions
include descending a steep grade to provide maximum engine
compression braking and, to retain First gear when ascending a
steep grade or pulling a heavy load for maximum engine power.
While operating in Manual First range the transmission can
upshift into second gear at 61 km/h (38 mph), and third gear at
113 km/h (70 mph) and each range has engine braking. If the
transmission is operating in any other forward gear range when
Manual First is selected, the transmission will not shift into First
gear until vehicle speed slows to approximately 56 km/h (35
mph). Power flow during acceleration is the same as Overdrive
Range – First Gear with the exception that the coast clutch is
applied. Therefore we will look at power flow during
deceleration (engine compression braking).
• The manual shaft (16), detent lever (17) and manual valve (916)
are moved into the “1” range position – Manual First.
INPUT Power from the wheels is transferred back through the
CARRIER transmission from the final drive differential assembly (100-
ASSEMBLY FINAL DRIVE 119) to the input shaft and 3rd clutch housing (604). Each
(700) SUN GEAR
SHAFT
of the component's function and rotation direction is the
INPUT SHAFT AND INPUT (722) same as during acceleration (compare Figures 59 and 75).
3RD CLUTCH SUN
HOUSING GEAR 2 Low/Reverse Band Applied
(604) (631)
The low/reverse band (13) is applied and prevents the forward
and coast clutch housing (801) from rotating.
3 Forward Clutch Applied
DRIVEN The forward clutch applies and links the forward sprag outer
SPROCKET race (721) to the forward and coast clutch housing (801).
(415)
4 Forward Clutch Sprag Holding
During deceleration, the input torque from the wheels to the
gear sets attempts to rotate the input internal gear flange
(725) faster than the forward sprag outer race (721). This
condition would cause the sprag elements to overrun and
allow the vehicle to coast freely. The coast clutch prevents
this condition from occurring.
5 Coast Clutch Applied
FINAL
LOW ROLLER DRIVE The coast clutch plates (812-814) are applied and connect
CLUTCH SUN the forward and coast clutch housing (801) to the coast
LOW/REVERSE
ASSEMBLY GEAR clutch hub (719). The coast clutch hub (719) is splined to
(830) (121) the input internal gear flange (725) and holds, or drives the
FORWARD BAND
*HOLDING
AND COAST (13) input internal gear (708) depending on gear range and
CLUTCH APPLIED direction of power flow. This directs torque from the input
FORWARD HOUSING
(801) carrier pinion gears through input sun gear (631) to the
SPRAG
INPUT OUTER RACE HELD input shaft and 3rd clutch housing assembly (604).
INTERNAL (721) COAST
GEAR INPUT HELD CLUTCH 6 Power to Torque Converter for Engine Braking
(708) INTERNAL HUB FINAL DRIVE The input shaft and 3rd clutch housing assembly (604) is
HELD GEAR (719) ASSEMBLY connected to the turbine shaft through the drive link assembly
FLANGE HELD (100-119)
(725) and the drive and driven sprockets. This creates a mechanical
HELD link between the final drive differential assembly and the
torque converter turbine. This allows engine compression
to slow the vehicle when the throttle is released.
FORWARD/COAST
LOW/REVERSE CLUTCH
SUPPORT
When selecting manual first range to slow the vehicle, the speed
SERVO
ASSEMBLY (822) of the vehicle provides input through the transmission and
COAST (928-934) (SPLINED TO CASE) attempts to overrun engine speed (RPM). However, engine
FORWARD CLUTCH FORWARD CLUTCH APPLIED compression braking slows the vehicle down when the low/
SPRAG ASSEMBLY CLUTCH APPLIED
APPLIED reverse band and the coast clutch are applied, resulting in a
(716)
*HOLDING * HOLDING ON ACCELERATION 2.96:1 gear ratio through the gear sets.
78 Figure 75 78A
DRIVE RANGE – MANUAL FIRST DRIVE RANGE – MANUAL FIRST
(from Drive Range – Manual Second) (from Drive Range – Manual Second)
1-2 2-3
SHIFT SHIFT
2ND 2ND REVERSE 3RD 4TH FORWARD FORWARD COAST LOW/REV. LOW 2ND CLUTCH FORWARD AND COAST CLUTCH
CLUTCH SPRAG CLUTCH CLUTCH BAND SPRAG CLUTCH CLUTCH BAND ROLLER ASSEMBLY
SOL SOL ASSEMBLY
ON OFF HOLDING APPLIED APPLIED APPLIED HOLDING
Drive Range – Manual First (1) may be selected at any time

while the vehicle is being operated in a forward gear range.
However, the transmission will not downshift into First gear COAST CL
until vehicle speed is below approximately 56 km/h (35 mph).
At higher speeds, the PCM will keep the 1-2 shift solenoid
(SS) valve de-energized and the transmission will operate in a
Manual First – Second or Third Gear condition until vehicle
speed slows sufficiently.
2ND CL
When the gear selector lever is moved to Manual First (1) from
Manual Second (2), the manual valve also moves. With vehicle
FORWARD CLUTCH
speed low enough, the following changes occur to the hydraulic
and electrical systems:
TFP
SWITCH
1 MANUAL VALVE
Line pressure enters the low fluid circuit at the manual valve. 4a
2 LOW/REVERSE BAND APPLIES
DRIVE
REV
LINE (From Pump)
The normally open 1-2 SS valve is energized the PCM and
FWD CL
blocks 1-2 solenoid fluid from exhausting. 1-2 solenoid fluid
COAST CL
pressure moves the 1-2 shift valve to the downshifted position. 1 2 3D NR P
Low fluid from the manual valve unseats the #8 ball check DRIVE REV
valve allowing fluid to continue through the low circuit.
MANUAL VALVE
2c 2-3 Shift Valve:
2ND CL
D321
DRIVE
PRND4
D21
PRND43
LOW
Low fluid passes through the 2-3 shift valve and enters the
EX
PRN
REV
LINE 1
EX
EX
low feed circuit.
2d 1-2 Shift Valve: ACT FD LMT FILTER LINE(From Pump) 7
(338) FILTERED
Low feed fluid is routed through orifice #4 and the 1-2 shift 28 LOW
EX
ACTUATOR
EX
valve into the low & reverse band reduce circuit.
CST CL FD
ACT FD ACT FD FEED D21Y
EX
2e #6 Ball Check Valve: #9
Low & reverse band reduce fluid seats the #6 ball check
PRESSURE #8 2b
CONTROL
DRIVE
LINE
40
valve against the low & reverse band apply circuit allowing SOLENOID 19
3-4 SHIFT VALVE
EX
fluid and enters the reverse band circuit.
1-2 SOL
TORQ SIGNAL 11
2f Low/Reverse Servo:
TRQ SIG
D321
Reverse band fluid pressure enters the low/reverse servo 3RD CL
FILTER 4 BD FD
EX
EX
and acts on the servo piston to move the servo pin and apply (917) 2-3 SHIFT
EX
C CL FEED
D21Y
the low/reverse band.
3RD CL
43
FWD CL
1-2 / 3-4 ACC ACCM BOOST ACT FD SOLENOID
D21
D21
COAST CL
LOW
10
DRIVE
EX
OFF 8
3 4TH BAND RELEASES
EX
FWD CL
9
EX
EX
#5
3RD CL
3a 4th Servo: 2-3 SHIFT VALVE
42
PRIM ACC
4th band fluid exhausts from the 4th servo piston and the 3-4 DRIVE
EX
EX
accumulator, thus releasing the 4th band. LINE 1 18
2c
4TH BAND FEED

DRIVE
3b 1-2 Shift Valve:
2-3 SOL
4th band fluid passes through the 1-2 shift valve and exhausts 13 16
through orifice #2. 4th band feed fluid passes through the 3-4 5b FILT ACT FD LOW FD
4TH SERVO 15
shift valve and orifice #11 to the 2-3 shift valve where it exhausts. #3 3-4 1-2 SOLENOID
ACC
4 2ND CLUTCH RELEASES
2ND CL
DRIVE
4b
1-2 SOL
LOW FD
1-2 SHIFT
2-3 SOL
PRN
4a 2nd Clutch Assembly:
4 BD FD
2a SOLENOID 2d
EX
2nd clutch fluid exhausts from the 2nd clutch piston and the ON
5
4 36
1-2 accumulator, allowing the 2nd clutch plates to release.
This changes the power flow through the transmission gear 1-2 SHIFT VALVE
sets from a Second gear to a First gear ratio. 3a 4TH BD 3-4
REV
ACCUMULATOR
EX
EX
2
EX
4b 1-2 Shift Valve: 2ND CL 2ND CL
2nd clutch fluid exhausts through the 1-2 shift valve. 4TH BAND 4TH BAND
FWD CL REVERSE ACCUMULATOR LOW & REV BD APPLY
REV CL
1-2 REV CL
3b LOW & REV BAND REDUCE
5a 1-2 Accumulator: ACCUM
#2 #6
1-2 accumulator fluid fills the 1-2 accumulator when 2nd
PRIMARY ACCUM
clutch fluid exhausts. 5a 20

2f
14
EX
2ND CL
5b 3-4 Accumulator:
3-4 accumulator fluid fills the 3-4 accumulator when 4th
REV BAND
band fluid exhausts.
As in Manual Third and Manual Second, the PCM output signal to FWD
2e
1-2 21
the pressure control (PC) solenoid valve increases torque signal ACCUMULATOR #1 FWD CL ACCUMULATOR
fluid pressure further for the added torque requirements during
PRIMARY ACCUM LOW/REVERSE SERVO
engine compression braking or maximum engine torque transfer.
78B Page 102 Figure 76 79
OPERATING CONDITIONS
RANGE REFERENCE CHART
1 2 3 4 5 6 7 8 9 10
1-2 2-3
RANGE GEAR SHIFT SHIFT 2ND 2ND REVERSE 3RD 4TH FORWARD FORWARD COAST LOW/REV. LOW
PARK N ON OFF APPLIED
NEU N ON OFF APPLIED

OVER-
2 OFF OFF APPLIED HOLDING HOLDING APPLIED RUNNING
D
OVER- OVER-
OVER- OVER-

OVER-
OVER- OVER-

OVER-
OVER- OVER-

OVER-
OVER- OVER-
EXPECTED OPERATING CONDITION IF COMPONENT IN COLUMN NUMBER IS INOPERATIVE:
COLUMN # CONDITION
1 NO 2ND GEAR IN D OR D3 RANGE.
2 NO 2ND GEAR IN D OR D3 RANGE.
3 NO REVERSE GEAR – ALL DRIVE RANGES OK.
4 NO 3RD OR 4TH GEAR.
5 NO 4TH GEAR OR MANUAL 2ND ENGINE BRAKING.
6 NO DRIVE IN D OR D3 RANGE.
MAY SLIP IN MANUAL RANGES UNDER MODERATE TO HEAVY ACCELERATION.
7 NO DRIVE IN D OR D3 RANGE.
MAY SLIP IN MANUAL RANGES UNDER MODERATE TO HEAVY ACCELERATION.
8 NO ENGINE BRAKING IN MANUAL 1ST, MANUAL 2ND, MANUAL 3RD.
9 NO REVERSE – NO ENGINE BRAKING IN MANUAL 1ST OR MANUAL 2ND - 1ST GEAR.
10 SLIPS IN 1ST GEAR UNDER MODERATE TO HEAVY ACCELERATION.
SHIFT SOLENOID VALVE ELECTRICAL CONDITIONS

If the PCM detects a continuous open or short to ground in the shift solenoid or shift solenoid circuits the following actions occur:
1-2 • The PCM illuminates the malfunction indicator lamp (MIL).
DTC • The PCM commands maximum line pressure.
P1842 • The PCM inhibits 3-2 downshifts above 50 km/h (31 mph).
• The PCM freezes transmission adapt functions.
2-3 • The PCM illuminates the malfunction indicator lamp (MIL).

DTC • The PCM commands an immediate landing to 2nd gear.
P1845 • The PCM commands maximum line pressure.
• The PCM inhibits TCC engagement.
• The PCM freezes transmission adapt functions.
80 Figure 77
COMPLETE HYDRAULIC CIRCUITS PUMP PASSAGES – ALL RANGES
The hydraulic circuitry of the Hydra-matic following the hydraulic circuits as they pass
4T80-E transmission is better understood when fluid between them. The half page of information
flow can be related to the specific components in facing this foldout lists possible conditions and 56
which the fluid travels. In the Power Flow section, component diagnostic tips. Always refer to the
a simplified hydraulic schematic was given to show appropriate vehicle platform service manual when 3 56
3
what hydraulically occurs in a specific gear range. diagnosing specific concerns.
The purpose was to isolate the hydraulics used in The right side foldout shows a two-dimensional
each gear range in order to provide the user with a 2
line drawing of the fluid passages within each 2
basic understanding of the hydraulic system. component. The active fluid passages for each 3 3
56
In contrast, this section shows a complete gear range are appropriately colored to correspond
56 1
hydraulic schematic with fluid passages active in with the hydraulic schematic used for that range. 2 3 1 3 2
the appropriate component for each gear range. The half page of information facing this foldout
This is accomplished using two opposing foldout identifies the various fluid circuits with numbers 3 1 1 3
pages that are separated by a half page of that correspond to the circuit numbers used on
56 3
supporting information. the foldout page.
The left side foldout contains the complete color For a more complete understanding of the
SCAVENGE PUMP BODY (225) SCAVENGE PUMP COVER (237)
coded hydraulic circuit used in that gear range different hydraulic systems used in a specific gear (Scavenge Pump Cover Side) (Scavenge Pump Body Side)
along with the relative location of valves, ball range, refer to the Hydraulic Control Components
check valves and orifices within specific section and/or Power Flow section.
components. A broken line is also used to separate Due to the large number of components in the 3
components such as the pump, control valve body, 4T80-E pump circuit, they will only be shown once.
3
channel plate and case to assist the user when All ranges are the same as shown in Figure 79.
2 2
PASSAGE A IS LOCATED IN THE SCAVENGE PUMP BODY (WHITE AREA) 3 56
3
PASSAGE B IS LOCATED IN THE PRIMARY PUMP BODY (WHITE AREA) 56
PASSAGE C IS LOCATED IN THE SECONDARY PUMP BODY (LIGHT GREY AREA)
PASSAGE D IS LOCATED IN THE UPPER CONTROL VALVE BODY (LIGHT BLUE AREA) 2 2
3 56
PASSAGE E IS LOCATED ON THE SPACER PLATE (DASHED LINE)
PASSAGE F IS LOCATED IN THE CASE COVER (LIGHT RED AREA) 3
6 6
PASSAGE G IS LOCATED IN THE DRIVEN SPROCKET SUPPORT (LIGHT YELLOW AREA) 5
PASSAGE H IS LOCATED IN THE CASE (WHITE AREA) 5 6
PASSAGE I IS LOCATED IN THE FORWARD/COAST CLUTCH SUPPORT (LIGHT RED AREA) 1 1
PASSAGE J IS LOCATED IN THE LOWER CHANNEL PLATE (LIGHT RED AREA) 56 6
PASSAGE K IS LOCATED IN THE TRANSFER PLATE (LIGHT RED AREA) 6 56
PASSAGE L IS LOCATED ON THE SPACER PLATE/GASKET ASSEMBLY (DASHED LINE) 5 5
PASSAGE M IS LOCATED IN THE LOWER CONTROL VALVE BODY (LIGHT BLUE AREA) 4
PASSAGE N IS LOCATED IN THE ACCUMULATOR HOUSING (LIGHT YELLOW AREA) 4 4
FLUID FLOW SCHEMATIC — FLUID FLOW THROUGH
(FOLDOUT) COMPONENTS (FOLDOUT) SCAVENGE PUMP COVER (237) PRIMARY PUMP BODY (200)
(Primary Pump Body Side) (Scavenge Pump Cover Side)
A B C G M K I RK g
PA nnin
u
eR
gin
En
(P)
Park l
thethe oi
PARK (Engine Running) r inPARK
leve fromwing:
(Engine Running)
➤
ctor sure follo

sele pres the g-
CONVERTER & LUBE REVERSE CLUTCH 3RD CLUTCH FORWARD AND COAST CLUTCH
LUBE
FITTING the line ed to 218): Re)
MAINLINE
TORQUE
CONVERTER
DRIVEN SPROCKET SUPPORT (418)
2ND CLUTCH
(3) ith
W sition, rect Valve( essu re
po p is di lator (line prion
11 14 13/14
56
SOLENOID SIG. ASSEMBLY ASSEMBLY 56 56
13 40 40s 11 13
56 56 40 10 12 46 11 13a
pum re Reguoutputnsmissmp
ACCUMULATOR 56 56 56 45 10 14 13 11 45 35 12 13 40
56
56 12 15 10 12
➤
(338) 45d 15 46
ACTUATOR FEED FORWARD/COAST 56 56 46 45 10c 45 15 46
56 56 56 56 15
CLUTCH SUPPORT
su mp tra pu 22 56 45 45 40 22f 22
Preses pu to thWe hen mand
LUBE 2 56 56
34
45a
TORQUE SIGNAL (822) 56 22 21 40 56
45 45 45
45 46 45c 45 40r 45 45 46 40
52 22a
➤
37
56 45 2
ulat rdingents. the defrom
56 2 2 40 22 45b 45
56 56 56 22 6 13 46a 40n 2 45
COAST CL 56 56 (343) 56 40 46 1352 6 52 56 22 6e 13
42b/40m
6
40 22
56
accoirem ceeds, fluidr 32 10 40 13
56 56 56 56 32d 22e 22b 22
22 32 22 32 22 42
56
22 20 10 10 27
10 29 3
requut ex sure lato 56 6

LINE 56 56 10a 8
PRESSURE 3RD CL 11 11 56 10 8 40 11a 6a 22
3RD CL EX
40 22 8c 8a/10b 8d 6
3
8 8 10 10 40
outp e presre regu
56 56
TAP 56 6 31 10 8 52 56 52 22c 40k
LUBE
(40) 8 56 8 42 22d 11
LUBE REV CL 11 56 56 56 8 42 31 8b 31
40p/42 8 40
EX 56 11 22 20 52 40h 40
of linpressu
22 56 56 56 28
42a 6 42 31
56 40 6b 20a 20
56 20 11b 11 22
REV CL
56 56 56 52 CLIP 20
3RD CL 56 22 20 6 6c 31 6
the
EX 40 56 POCKET 6 30 20b 20
SECONDARY PUMP BODY (203) (216) 56 31 38 33 30d/31a 32 30
➤
56 7 30 30 30
1 1 56 6 30 31 1 1
CONV APPLY
RIGHT SCAVENGE SUCTION 2 30 31

52 30
3
11 11c 30a 30c/31 30 6 30
40 56 30/6 30b 30
LINE 6a LINE 11 4 SLOT
4 4 30 4
COOLER IN SLOT
8a 6d 8/9 11
8 8 52 6 27 9 40g 40
TORQ SIGNAL 6b 6
GASKET
9 27 SLOT
IN
6f 30 6
FORWARD CLUTCH 52 9 6 27 GASKET 24 26 27
22 56
2ND CL
37 6 IN
6g 6
52 27/6 27b
BOOST VALVE
22f 4 GASKET
7 6 40 40 27a 6 27
4TH COAST CL 6 56 25 23
56
REV 22e 40 42 6h 4 4 40
56 56 4
22d
SCAVENGE
TUBE
SERVO 40f
56 4 SLOT
➤
(54)
SECONDARY 40g 4TH BAND (350) IN
ACT FD
PUMP 40h TRANSFER PLATE GASKET

REV CL
CASE COVER (33)
SPACER PLT (327)
(956)
CONV RELEASE
SECONDARY LINE
GASKET (328)
GASKET (228)

EX
LUBE 2
➤
➤
LINE
LINE
3RD CL 40e
FORWARD CLUTCH
3
40d
38b

TORQ SIGNAL
PRIMARY ACCUM

ORIFICED 3RD CL
SLOT
2
LINE (41)
LINE
(903) 39
IN
3RD CL
3RD CL
TFP
SCAVENGE OUTLET
8b GASKET 32a
2ND CL
LINE SWITCH
REV
SLOT 24 38a 49a DRIVEN SPROCKET SUPPORT
2
LINE IN 9 55
GASKET
26 SLOT 20 40
40c
5 55 (418)
CONV APPLY
UPPER 5
TO COOLER
IN 55 55
SUMP CON FD 8a
5 15 5
25 11 56
(38)
REV
LINE 6g REV CL 33d 15 12

36a #8 11 13 10 56 5 5
3
6f 3-4 SHIFT VALVE
44c (38) 2
BALL REV 15 46 56 5 5
CHECK 15 2 2 5
➤
56 56
LINE 36b 5 45 5
32d #7 32k 33e 40 56 5 5
D321 56 56 45 5
FORWARD CLUTCH
1 2 3D NR P 2
CST CL FD
D321
SEC LINE 15 56
1-2 SOLENOID
6h #11 5
SCAVENGE 40 SEAL (43)
ACT FD
23 2
D21Y
PRIMARY 4 BD FD 32h 33f 5

LINE
LEFT PUMP LUBE 2 56

5 5
11a 12 5 5 56 6 22
ACT FD
4TH BAND
COAST CL
PUMP 11
REVERSE
SCAVENGE 5 (Case Cover/

3RD CL
REV CL
LO
22 16
56 56 10 2 2 2
Driven Sprocket (3)
56
LEFT SCAVENGE SUCTION 1 DRIVE BYPASS VALVE 6 8 5
1 42 5 52
CONV RELEASE 11c
32f 5 8 22 40 42 1 Support) 5 1 42
MANUAL VALVE 17 56 5 5 42 9 6
FILTER MAIN PUMP SUCTION 12 56 20 6 40
(236) REV CL 33
56 56 56 56 6 5 9
LINE
GASKET (326) 1 32 30 9 20 9
D321
40
REV
DRIVE
PRND43
LO REV 56
LINE
36 PRND4 32e 56
EX
4 11 #10 27 6 32 27 27 40
PRN
UPPER CONTROL VALVE BODY (300) 56 9 56 30 32 1 32

12 CONV APPLY 50 D21 REV 32m 42 1
(40) 5
6 8 40 20 9
20 40
52
6k 6m
15 TO COOLER REV 32 56 9 9
38g 34e FWD ORIFICE 6 32 33
LINE 6e BYPASS VALVE PRN 17 9 6 1
40 40 5
1 4 56 39
EX
27 54 1
PRIMARY ACCUM
PRIMARY ACCUM
REG APPLY PRND43 40

ORIFICED 3RD CL
38f 34f #5 54 27 54 39
TORQ SIGNAL
34
5 33 6 20 5
CONV CL REG 18
COAST CL 49 1 32
1 6
45c CONV RELEASE 6 1 33
3RD CL
3RD CL
CON FD
11 38 40
5 5 32
LINE
54 39 27 40 5 5
D321 D321 47 5 5
3
50a 5 5
EX
(40)
REG APPLY
20 5 5
45
PRN
50d 3RD CL 40a

46a TCC CONTROL FILTER 2-3 SHIFT SOLENOID 20 5 27 39 33
D21
TCC 50b D321 20 20 27 27 39 33
2
CONV CL CONTROL EX (917) 47a 6 32 40 (8) 1
OFF
EX
EX
SOL
EX
EX
DRIVE
45a 23b
ACT FD
20b 20a
D321
3
45b
TCC CONTROL 21
56
EX
EX
EX
EX
EX

35 LO FEED
32
35
TCC FD LIMIT TCC FD LIMIT 10 #6
LO
20 (54)
4T
29 4 DRIVE REV REV 26 33a NOTE:

H
45d REG APPLY TCC FD LIMIT TCC FD LIMIT

33
10a 35a LO FEED
6
2ND CL
3-
13a TCC EX ENABLE CONV FEED 8d EX 52

4
8 56 38b #6 #9
26a CC 56 49a
A
EX 56
3RD CL 53 52 LO & REV BD APPLY 56 56 - INDICATES BOLT HOLES
46 TCC CONTROL 28 U 56
36c LO LO & REV BAND REDUCE 37b M 38 56 56 24b
ACT FD 20b 17 32 56 32
2
32 56 24 52
52
49 24 52
35
CHANNEL PLATE (900)
EX
1-2 SOLENOID
EX
21a 23 LOW/ 2 56 56 56 37 23b

ACT FD 20a 26 23 23
O
1-2 SHIFT SOLENOID

COAST CL FEED
SLOT 15
REVERSE 38 49 23 26 33 17 48
PRN 37
V
RR 47c - NON- FUNCTIONAL HOLES

UPPER CONT VB (300)
56 7
17
SPACER PLATE (327)
17
EX
5
CC FD LIMIT IN
EX ON SERVO 26/33a
REV BAND
53 32e
EX
36
CASE COVER (33)
18
CASE COVER (33)
6
U 17 20
COAST CL FEED
GASKET 47 48 32 37 47
GASKET (326)
N 48a
GASKET (328)
33
EX
17a
56 32f 48b HAVE BEEN REMOVED FROM
D321
D321
EX
26a
4TH BD FD
SEAL (44)
FORWARD CLUTCH
EX
CASE (6)
48
EX
PRESSURE 43 52 32h/33f 49 51 17 32 48 56
FILTER 1-2 SHIFT VALVE TRANSFER PLATE (956)
37
D21Y
D21Y
CONV FEED 56 34a 9 43a 26 51
6
(338) CONTROL 24a 56 51 43 32
33
12
32g 10 COMPONENT DRAWINGS TO 25 49
43
O
37a 37b 32k/33e 53 32 50

EX
SOLENOID
EX
37 56 40b
V
LINE 18
EX
37a 47b
EX
#9
7
SIMPLIFY TRACING FLUID
ER
56 35a 8 40a 50c 51a 37 35 34 40

38
56 40 53a 4
➤

RU
EX
N 56 32 56 34 53 35 53 56 56 53/52 37 53 40 19
56 51
D2
43
➤
CL 52b FLOW.
7
ACT FD LMT LOWER CONTROL VALVE BODY 53 2 11 #7 56 53 52 52
EX
TORQ SIGNAL 22a U 56 6m 56

34d
52b
34g
(903)
TC 40 56 56 27c 43b SLOT
52
43 44 56
34a
43a
56
(216)
34c
43b
48b
53a
SPACER PLATE ASSEMBLY (935) 6 56 32m IN

47d
ACT FD 35 36c
47c
H
EX
39
44
51
34
EX
19 5 2 40 44 33g 27 35
7 50b GASKET 52 6
36d
51a
47
48
27 44a 39
48a
CHANNEL PLATE (900) 5 50d 43 36

ACT FD 22b LO DRIVE 50 39 39 44 38d 38e 34 36d/34g 50a - DUAL PURPOSE PASSAGES 44
52
40
56 33c 44b 34d 27

4TH BD FD 19 47a #4
EX
TORQ SIG 10 56 34 38 34 18 38 52 51 32
22c 32 56 36 HAVE CHANNEL PLATE SIDE
3-
38 38f/34f 34c 38a
7
22 21
44 33 33b 50
2
39a 2ND CL 2ND CL 2ND CL 50 47 38g/34e 21 16 36b 44 #1 39 50

SI
2-3 ACCUM VALVE ORIFICED 47 38

56 38c/20 50 PASSAGES LISTED FIRST
G
36 23 34 34
CUP PLUG
4TH BAND
N
24 21 38
1 20a 36a 36 33
A
24a
REV CL
34 38
3RD CL

L
1
(343) 15
EX
20/38
38e
5
44a
39 47
38d
56 23a #5 21 36
ACCUMULATOR HOUSING (944) 56 39 38
➤
2-3 3-4 ACCUMULATOR 28c 20 33h 21b/24 50

LINE
LINE SCAVENGE
- EXHAUST FLUID NOT SHOWN 24
PRIMARY ACCUM
PRIMARY ACCUM
ORIFICED 3RD CL

40 33 29 20
21a/23 23 56 36
7
SEC 2-3 ACCUM (54)
#1
44 SLOT 32a
39
3RD CL
3RD CL
14
REV CL 32 56 56
SEC 2-3 ACCUM #4 33c
29 29c IN
(917) #8
2-3 ACCUM 22 32 40 GASKET 40c
BOTTOM 56
EX
EX
REVERSE 29b/27g
LINE 6d 33b 40d 29
1
SUMP FORWARD CLUTCH ACCUMULATOR 56 6 6k
33g 40 29a/27h
LOWER CONTROL
➤
3 6
1-2 / 3-4 ACC ACCM BOOST 4TH 32 56 33 33d 32b
3RD CL 40m 42b 33h 56
SERVO 33 44 39 VALVE BODY (903)
3
1-2 44 44c 40e
#2
EX
EX
SLOT SLOT 27h 29a

ORIFICED 3RD CL
LINE
IN IN 42a ACCUMULATOR 14 BORE 6 56 #2 56

GASKET GASKET
UPPER CONTROL VALVE BODY (300) LEFT RIGHT 27g 29b 44
44 56
SCAVENGE SCAVENGE 3-4 FWD 40
20
GASKET (326)
SCREEN #3 27f 28a 32 32c
30a
27b
31a
SCREEN ACCUMULATOR ACCUMULATOR

40k
42
6 28c 28
31
38 27d
30b
42
40n
1
27a
(52) 13
40s
SPACER PLATE (327) 56

40r
40f
(51)
6c
30
30 33 32 31 28a/27f 28b/27e
27
➤
27e 28b 20
40p
30c
GASKET (328) 20 28 56 20b

➤
33 13
27c
30d
39 20 28 27
#10 CASE COVER (33) #11 ACCUMULATOR HOUSING (944) PRIM ACCUM 27d 27
3RD CL 3RD CL SPACER PLATE GASKET ASSEMBLY (935) 39a
44b
56 39
3RD CL 3RD CL
6
#3
➤
LINE
CHANNEL PLATE (900) 2ND CL 2 33 39 27 20 1 (8) 40 32 6
PRIMARY ACCUM 4TH BAND 4TH BAND TRANSMISSION CASE (6) LOWER CHANNEL PLATE (900) SPACER PLATE GASKET ASSEMBLY (935) ACCUMULATOR HOUSING (944)
➤
PRIMARY ACCUM 27c PRIMARY ACCUM

SEAL (44)
CASE (6)
Figure 80 Figure 81
82 FOLDOUT ➤ 83
4
5 4
➤
6
56 4
4
4 4
D E F H L N J 4
HALF PAGE TEXT AND LEGEND PRIMARY PUMP BODY (200) SECONDARY PUMP BODY (203)
COMPLETE ILLUSTRATED (Secondary Pump Body Side) (Primary Pump Body Side)
PARTS LIST
Figure 78 FOLDOUT ➤ 81 Figure 79 81A

PARK (Engine Running)
LUBE
CONVERTER & LUBE
REVERSE CLUTCH 3RD CLUTCH FORWARD AND COAST CLUTCH FITTING
(3)
2ND CLUTCH
ACCUMULATOR
CLUTCH SUPPORT
COAST CL
LINE
PRESSURE 3RD CL
3RD CL EX
TAP
LUBE
(40)
LUBE REV CL
EX
REV CL
EX 3RD CL
CONV APPLY
LINE 6a LINE
COOLER
TORQ SIGNAL 6b
FORWARD CLUTCH
2ND CL
37
BOOST VALVE
22f
REV 4TH COAST CL
22e
22d
SCAVENGE
TUBE
SERVO
40g (54)
SECONDARY 4TH BAND
ACT FD
REV CL
CASE COVER (33)

SPACER PLT (327)
(956)
CONV RELEASE
SECONDARY LINE
GASKET (328)
GASKET (228)

EX
LUBE 2
LINE
LINE
3RD CL 40e
FORWARD CLUTCH 40d
38b
TORQ SIGNAL
PRIMARY ACCUM
ORIFICED 3RD CL
SLOT
LINE
LINE
(903) 39
IN

3RD CL
3RD CL
8b TFP
SCAVENGE OUTLET
GASKET 32a
2ND CL
LINE SWITCH
REV
SLOT 24 49a
38a
LINE IN 9
GASKET SLOT 40c
26 20 40
CONV APPLY
UPPER
TO COOLER
IN
SUMP CON FD 8a
25 11
REV
LINE 6g REV CL 33d
36a #8 44c
BALL REV
6f 3-4 SHIFT VALVE
CHECK 36b
LINE 32d #7 32k 33e
D321
FORWARD CLUTCH
1 2 3D NR P
D321
CST CL FD
SEC LINE
1-2 SOLENOID
6h
SCAVENGE
ACT FD
23
D21Y
PRIMARY 32h 33f
4 BD FD
LINE
ACT FD
4TH BAND
COAST CL
PUMP
REVERSE
LOW
SCAVENGE
3RD CL
REV CL
32f
CONV RELEASE 11c

REV CL 33
LINE
(236) GASKET (326)
D321
REV
DRIVE
PRND43
LOW REV
LINE
36 PRND4 32e
EX
PRN
6k 6m
15 TO COOLER REV 32
38g 34e FWD ORIFICE
LINE 6e BYPASS VALVE PRN 17

1
EX
PRIMARY ACCUM
PRIMARY ACCUM
REG APPLY PRND43
ORIFICED 3RD CL
38f 34f #5
TORQ SIGNAL
34
45c
CONV CL REG 18
COAST CL 49
CONV RELEASE
3RD CL
3RD CL
CON FD
11 38
LINE
50a D321 D321 47
EX
REG APPLY
45
PRN
50d 3RD CL 40a
D21
(917) D321 47a
OFF
EX
EX
SOL
EX
EX
DRIVE
45a 23b
ACT FD
20b 20a
D321
45b TCC CONTROL 21
EX
EX
EX
EX
EX
35 35 LOW FEED
LOW
2ND CL
8 EX
26a

46 TCC CONTROL 28
CHANNEL PLATE (900)

EX
1-2 SOLENOID
EX
21a 23 LOW/
ACT FD 20a
1-2 SHIFT SOLENOID
COAST CL FEED
15
SLOT PRN REVERSE
UPPER CONT VB (300)

SPACER PLATE (327)
EX
CC FD LIMIT IN
EX ON
REV BAND
53 SERVO
EX
CASE COVER (33)
CASE COVER (33)
COAST CL FEED
GASKET
GASKET (326)
GASKET (328)
EX
D321
D321
EX
4TH BD FD
SEAL (44)
FORWARD CLUTCH
EX
CASE (6)
EX
43 52
D21Y
D21Y
CONV FEED 24a
(338) CONTROL
37a
EX
EX
LINE
EX
EX
SOLENOID #9
EX
ACT FD LMT LOWER CONTROL VALVE BODY
EX
TORQ SIGNAL 22a
34d
52b
34g
(903)
34a
43a
34c
43b
48b
53a
47d
47c
ACT FD
EX
39
44
51
34
19
EX
5 2
7
36d
51a
48
48a
CHANNEL PLATE (900)
4TH BD FD
EX
TORQ SIG 22c 10
ORIFICED
2-3 ACCUM VALVE
CUP PLUG
4TH BAND
REV CL
3RD CL

(343)
EX
38e
44a
38d
LINE
LINE SCAVENGE
PRIMARY ACCUM
PRIMARY ACCUM
ORIFICED 3RD CL

SEC 2-3 ACCUM (54)
#1
3RD CL
3RD CL
REV CL #4 33c
SEC 2-3 ACCUM 2-3 ACCUM 22
BOTTOM
EX
EX
LINE 6d REVERSE 33b

3 33g
3RD CL 40m 42b 33h
1-2 #2
EX
EX
SLOT SLOT 27h 29a

ORIFICED 3RD CL
LINE
IN IN 42a
ACCUMULATOR 14
GASKET GASKET
GASKET (326)
SCREEN #3 27f 28a
30a
27b
31a
SCREEN ACCUMULATOR
40k
42
ACCUMULATOR
31
38
30b
40n
42 (52) 13
27a
40s
SPACER PLATE (327)

40r
40f
(51)
30
6c
30 33 32 31
27e 28b
40p
30c
GASKET (328)
30d
44b
3RD CL 3RD CL
LINE
CASE (6)
82 Figure 80
PARK
(Engine Running)
The following conditions and component problems could happen
in any gear range, and are only some of the possibilities
recommended to diagnose hydraulic problems. Always refer to
the appropriate vehicle platform service manual when diagnosing
specific concerns.
HIGH OR LOW LINE PRESSURE
• Pressure Regulator Valve (211), Springs (212)

and Boost Valve (213)
– Stuck, damaged (missing springs)
• Secondary Pump Cut-off Ball (216)

– Stuck or missing
• Pressure Control Solenoid Valve (339)

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

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

– Clogged, broken, loose
• Right Scavenge Screen (52)

• Transmission Oil Filter (236)

• Scavenge Tube (54)

• Scavenge Tube and Screens Seal (53)

– Leaking
• Filter Seal (209)

– Leaking
• Cooler Lines
– Clogged or restricted
• Scavenge, Primary and Secondary Pump

Assemblies (200-237)
– Damaged, sticking, porosity, leaking
• Oil Pump Drive Shaft (2)

– Damaged
• Oil Pump Driven Shaft (207)

– Damaged
• Transmission Case (6), Case Cover (33), Upper Control

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

55
55 55 5 55 5 (418)
56 5 15 5
15 12 (3)
11 13 10 56 5 5
(3) 15 56 5 2
46 2 2 5 5
56 56 15 5
5 45 5
40 56 5 5
15 2 56 56 45
56
40 #11 5
5
5
56
22
2
5 5 SEAL (43)
5 11 56 6
22
56 56 10 2
5 (Case Cover/ 2 2
16
8 Driven Sprocket (3)
1 5 5 52
5 8 22 40 42 1 Support) 5 1 42
56 5 5 42 9 6
12 56 6 20 42 9 6 40
1 32 56 56 56 56 30 9 20 5
40 56 9
56 27 27
56 4 11 9 56 30 #10 27
32 6 32 1 32
40
42 1 20 20
6 8 (40) 40 5
40 9
56 9 9
6 32 33
9 6 1
40 4 56 40 5 39 1
27 40 54
54 27 54 39
5 33 6 1 20 5
1 6 32 6 1 33
5 5 32 40 5
54 39 27 40 5
5 5 5 5
(40) 20 5 5
20 5 27 39 33 20 20 27 27 39 33
6 32 40 (8) 1
(54)
NOTE:
#6 #9 52
56 56 56 38b 49a
56 56
38 56
56
56 24b - INDICATES BOLT HOLES
56
17 32 24 52 56 32
32 49 24 52
2 56 56 56 37 23b
26 23 23
38 49 23 26 33 17 48 37
56
17 20 26/33a 36 6 32e
7 47c - NON- FUNCTIONAL HOLES 17 17
18
47 48 32 37 17a 48a 33 47
56 26a
32h/33f
32f 48b
49 51 HAVE BEEN REMOVED FROM 17 32 48 48 56
TRANSFER PLATE (956) 56
56 43 32 12 34a 43a
COMPONENT DRAWINGS TO 26 25 49 51
51 33 32g 9 10
50 43
37 56 37b 32k/33e 53 40b 47b 32 18
37a
32
56 40
56
56 53a 435a 8 40a 50c 51a SIMPLIFY TRACING FLUID 37 35 34
40
40
19
56 56 56 34 53 35 53 56 53/52 43 37 53 51
53 56
56
2 52b
43b
11
6m SLOT
FLOW. #7
56 56 53 52 52
56 40 56 43 27c 44 IN
56 52
6 56 35 36c 32m GASKET
35
40 44 33g 50b 27 52 6
27 44a 5 39 50d 36 47
43
50 39 39 44 33c 44b
38d 38e 34 36d/34g 50a - DUAL PURPOSE PASSAGES 27
44
52
56 34 38 34d 19 47a #4 51 32
56 32 56 36 34 38f/34f 18 38 HAVE CHANNEL PLATE SIDE 52
38 44 33
22
33b
21
34c 38a 36b #1 50
50 47 38g/34e 21 16 47 44 39 50
38
36
24 21
23
38
56
1
38c/20
20a 36a 36
50 PASSAGES LISTED FIRST 33
34 34
24a
15 34 38
20/38 39 47
56 23a #5 21 36
56 39 33h 38 50
20 21b/24
40 - EXHAUST FLUID NOT SHOWN 33 29 20
24
44 21a/23 39 23 56 36
14 SLOT 32a 56
32 56 IN
29 29c GASKET
40c (917) #8
32 40
56 29b/27g 40d 29
56 6 6k
40 29a/27h
4TH
56
SERVO 33 44 44 39 44c 40e VALVE BODY (903)
6 56 #2
BORE 56
44
20 44 56
40 32c
32 6 28c 28
1 27d
56 28a/27f
27 28b/27e
20b 20
33 20 28 56
27c 13
39 20 28 27
27
39a
56 39
2 33 39 27 20 1 (8) 40 32 6 #3
TRANSMISSION CASE (6) LOWER CHANNEL PLATE (900) SPACER PLATE GASKET ASSEMBLY (935) ACCUMULATOR HOUSING (944)
Figure 81 FOLDOUT ➤ 83
REVERSE
LUBE
CONVERTER & LUBE
(3)
2ND CLUTCH
ACCUMULATOR
CLUTCH SUPPORT
COAST CL
LINE
PRESSURE 3RD CL
3RD CL EX
TAP
LUBE
(40)
LUBE REV CL
EX
REV CL
EX 3RD CL
CONV APPLY
LINE 6a LINE
COOLER
TORQ SIGNAL 6b
FORWARD CLUTCH
2ND CL
37
BOOST VALVE
22f
REV 4TH COAST CL
22e
22d
SCAVENGE
TUBE
SERVO
40g (54)
SECONDARY 4TH BAND
ACT FD
REV CL
CASE COVER (33)

SPACER PLT (327)
(956)
CONV RELEASE
SECONDARY LINE
GASKET (328)
GASKET (228)
REV

SCAVENGE PUMP COVER (237) EX 32c
LUBE 2
LINE
LINE
3RD CL 40e
FORWARD CLUTCH 40d
38b
TORQ SIGNAL
PRIMARY ACCUM
ORIFICED 3RD CL
SLOT
LINE
LINE
(903) 39
IN

3RD CL
3RD CL
8b TFP
SCAVENGE OUTLET
GASKET 32a
2ND CL
LINE SWITCH
REV
SLOT 24 49a
38a
LINE IN 9
GASKET SLOT 40c
26 20 40
CONV APPLY
UPPER
TO COOLER
IN
SUMP CON FD 8a
25 11
REV
LINE 6g REV CL 33d
36a #8 44c
BALL REV
6f 3-4 SHIFT VALVE
CHECK 36b
LINE 32d #7 32k 33e
D321
FORWARD CLUTCH
1 2 3D NR P
D321
CST CL FD
SEC LINE
1-2 SOLENOID
6h
SCAVENGE
ACT FD
23
D21Y
PRIMARY 32h 33f
4 BD FD
LINE
ACT FD
4TH BAND
COAST CL
PUMP
REVERSE
LOW
SCAVENGE
3RD CL
REV CL
32f
CONV RELEASE 11c

REV CL 33
LINE
(236) GASKET (326)
D321
REV
DRIVE
PRND43
LOW REV
LINE
36 PRND4 32e
EX
PRN
6k 6m
15 TO COOLER REV 32
38g 34e FWD ORIFICE

1
EX
PRIMARY ACCUM
PRIMARY ACCUM
REG APPLY PRND43
ORIFICED 3RD CL
38f 34f #5
TORQ SIGNAL
34
45c
CONV CL REG 18
COAST CL 49
CONV RELEASE
3RD CL
3RD CL
CON FD
11 38
LINE
50a D321 D321 47
EX
REG APPLY
45
PRN
50d 3RD CL 40a
D21
(917) D321 47a
OFF
EX
EX
SOL
EX
EX
DRIVE
45a 23b
ACT FD
20b 20a
D321
45b TCC CONTROL 21
EX
EX
EX
EX
EX
35 35 LOW FEED
LOW
2ND CL
8 EX
26a

46 TCC CONTROL 28
CHANNEL PLATE (900)

EX
1-2 SOLENOID
EX
21a 23 LOW/
ACT FD 20a
1-2 SHIFT SOLENOID
COAST CL FEED
15
SLOT PRN REVERSE
UPPER CONT VB (300)

SPACER PLATE (327)
EX
CC FD LIMIT IN
EX ON
REV BAND
53 SERVO
EX
CASE COVER (33)
CASE COVER (33)
COAST CL FEED
GASKET
GASKET (326)
GASKET (328)
EX
D321
D321
EX
4TH BD FD
SEAL (44)
FORWARD CLUTCH
EX
CASE (6)
EX
43 52
D21Y
D21Y
CONV FEED 24a
(338) CONTROL
37a
EX
EX
LINE
EX
EX
SOLENOID #9
EX
EX
TORQ SIGNAL 22a
34d
52b
34g
(903)
34a
43a
34c
43b
48b
53a
47d
47c
ACT FD
EX
39
44
51
34
19
EX
5 2
7
36d
51a
48
48a
CHANNEL PLATE (900)
4TH BD FD
EX
TORQ SIG 22c 10
ORIFICED
2-3 ACCUM VALVE
CUP PLUG
4TH BAND
REV CL
3RD CL

(343)
EX
38e
44a
38d
LINE
LINE SCAVENGE
PRIMARY ACCUM
PRIMARY ACCUM
ORIFICED 3RD CL

SEC 2-3 ACCUM (54)
#1
3RD CL
3RD CL
REV CL #4 33c
BOTTOM
EX
EX
LINE 6d REVERSE 33b

3 33g
3RD CL 40m 42b 33h
1-2 #2
EX
EX
SLOT SLOT 27h 29a

ORIFICED 3RD CL
LINE
IN IN 42a
ACCUMULATOR 14
GASKET GASKET
GASKET (326)
SCREEN #3 27f 28a
30a
27b
31a
SCREEN ACCUMULATOR
40k
42
ACCUMULATOR
31
38
30b
40n
42 (52) 13
27a
40s
SPACER PLATE (327)

40r
40f
(51)
30
6c
30 33 32 31
27e 28b
40p
30c
GASKET (328)
30d
44b
3RD CL 3RD CL
LINE
CASE (6)
84 Figure 82
REVERSE
NO REVERSE OR SLIPS IN REVERSE
• Manual Valve (916) / Shift Linkage

– Misaligned or stuck
• Reverse Orifice Bypass Valve

– Stuck, damaged, broken
• #7 Ball Check Valve

– Stuck
– Missing
• Low/Reverse Servo Assembly

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

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

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

– Reverse clutch housing (500) damaged or leaking
– Reverse clutch piston inner/outer seals (506/507) missing or
damaged
– Reverse clutch piston assembly (505) damaged, ball check
valve missing or leaking
– Reverse clutch plates (511-514) worn
• Fluid Level
– Low
• Fluid Pressure
– Low [See Park (Engine Running) page 82A]
• TFP Manual Valve Position Switch (936)

– Malfunction (Electrical or Hydraulic)
ENGINE STALLS IN REVERSE
• Cooler Lines
– Pinched
1-2 2-3
SHIFT SHIFT
SOL SOL
ON OFF APPLIED APPLIED
84A
REVERSE
PASSAGES
3 SCAVENGE OUTLET
4 MAIN PUMP SUCTION
5 SUMP
6 LINE
7 SECONDARY LINE
8 CONVERTER FEED
9 LUBE 2
10 TCC FEED LIMIT
12 CONVERTER APPLY
15 TO COOLER
16 LUBE
17 PRN
18 PRND4
19 PRND43
20 ACTUATOR FEED
22 TORQUE SIGNAL
23 1-2 SOLENOID
24 2-3 SOLENOID
26 REVERSE BAND
28 3-4 ACCUMULATOR
29 1-2 ACCUMULATOR
31 2-3 ACCUMULATOR
32 REVERSE
33 REVERSE CLUTCH
34 DRIVE
35 LOW FEED
36 LOW
38 FORWARD CLUTCH
39 2ND CLUTCH
40 3RD CLUTCH
43 4TH BAND FEED
44 4TH BAND
45 REGULATED APPLY
46 TCC CONTROL
47 D321
49 COAST CLUTCH
50 D21
51 D21 Y
52 EXHAUST
53 ORIFICED EXHAUST
54 DRAIN
55 OVERFLOW
56 VOID
COMPONENTS ( )
(8) OIL DRAIN PLUG
(54) SCAVENGE TUBE
84B
REVERSE
11 14 13/14
56 56 40s 11 13
13 12 46 40 11 13a
56
56 56 56 40 45 10 14 13 11 45 10 12 13 40
56 56 15
35
10 12
(338) 56 12 45d 15 46
56 56 46 45 10c 45 15 46
22 56 56 56 56 56 15 45 22f
45 40 34
45a 22
56 56 22 56 45 45 46 45c 40r 45 45 46
21 40 56 45 45 45 22a 40
2 52 56 45 40
37
2 45
56 2 22 45b 46a 2
56 56 56 56 (343) 22 13 6 6 13 40n 42b/40m 45 40
56 56 40 46 52 56 22 6e 6 22
56 52 10 13 13
56 56 32 56 56 40 32d 22b 22
22 32 22 22 20 22e 27 32 22 42
56 10 10 10 29 3
8
11 56 56 10 8 40 11a 6a 10a 22
56 11 40 22 8c 8/10b 8d 8 6 8 10 10 40
56 56
6 56
56 8 6 31 10 8 52 56 52 22d 22c 40k 11
8 42 42 31 8b 40
11 56 56 56 56 56 56 8 11 22 20 52 40h
31
40p/42 8 6 40
22 56 20a
28
42a 42 31
56 40 11b 6b 20
56 56 56 56 52 CLIP 20 20 11 22
40 56 56 22 20 6 POCKET 6 30 6c 20b 31 6 20
(216) 56 31 38 33 30d/31a 32 30
56 7 30 30 30
1 1 56 6 30 30
31 1 1 31
11 40 52 30 11c 30a 30b 30c/31 30 6 30
11 4 SLOT
4 56 30/6 30 4 30
IN 4
GASKET SLOT
8a 6d 8/9 11
8 8 52 6 27 IN
9 40g 40
6 9 27 SLOT GASKET
6f 30 6
52 9 6 27 IN 24 26 27
6 22 56 52
GASKET
27/6 6g 27b
6
4
6 7 25 6 40 40 27a 6 27
56 40
23
6h 4 40
56 56
42
4
4 40f
56 4 SLOT
IN
(350) GASKET
(41)

55
55 55 5 55 5 (418)
56 5 15 5
15 12 (3)
11 13 10 56 5 5
(3) 15 56 5 2
46 2 2 5 5
56 56 15 5
5 45 5
40 56 5 5
15 2 56 56 45
56
40 #11 5
5
5
56
22
2
5 5 SEAL (43)
5 11 56 6
22
56 56 10 2
5 (Case Cover/ 2 2
16
1 5 5 52
5 8 22 40 42 1 Support) 5 1 42
56 5 5 42 9 6
12 56 6 20 42 9 6 40
1 32 56 56 56 56 30 9 20 5
40 56 9
56 27 27
56 4 11 9 56 30 #10 27
32 6 32 1 32
40
42 1 20 20
6 8 (40) 40 5
40 9
56 9 9
6 32 33
9 6 1
40 4 56 40 5 39 1
27 40 54
54 27 54 39
5 33 6 1 20 5
1 6 32 6 1 33
5 5 32 40 5
54 39 27 40 5
5 5 5 5
(40) 20 5 5
20 5 27 39 33 20 20 27 27 39 33
6 32 40 (8) 1
(54)
NOTE:
#6 #9 52
56 56 56 38b 49a
56 56
38 56
56
56
17 32 24 52 56 32
32 49 24 52
2 56 56 56 37 23b
26 23 23
38 49 23 26 33 17 48 37
56
17 20 26/33a 36 6 32e
18
47 48 32 37 17a 48a 33 47
56 26a
32h/33f
32f 48b
56 43 32 12 34a 43b
51 33 32g 9 10
50 43
37 56 37b 32k/33e 53 40b 47b 32 18
37a
32
56 40
56
56 53a 4 35a 8 40a 50c 51a SIMPLIFY TRACING FLUID 37 35 34
40
40
19
56 56 56 34 53 35 53 56 53/52 43 37 53 51
53 56
56
2 52b
43a
11
6m SLOT
FLOW. #7
56
56 53 52 52
56 40 56 43 27c 44 IN
56 52
6 56 35 36c 32m GASKET
35
40 44 33g 50b 27 52 6
27 44a 5 39 36 47
50d 43
50 39 39 44 33c 44b
44
52
56 34 38 34d 19 47a #4 51 32
38 44 33
22
33b
21
34c 38a 36b #1 50
50 47 38g/34e 21 16 47 44 39 50
38
36
24 21
23
38
56
1
38c/20
20a 36a 36
34 34
24a
15 34 38
20/38 39 47
56 23a #5 21 36
56 39 33h 38 50
20 21b/24
24
44 21a/23 39 23 56 36
14 SLOT 32a 56
32 56 IN
29 29c GASKET
40c (917) #8
32 40
56 29b/27g 40d 29
56 6 6k
40 29a/27h
4TH
56
6 56 #2
BORE 56
44
20 44 56
40 32c
32 6 28c 28
1 27d
56 28a/27f
27 28b/27e
20b 20
33 20 28 56
27c 13
39 20 28 27
27
39a
56 39
2 33 39 27 20 1 (8) 40 32 6 #3
NEUTRAL (Engine Running)
LUBE
CONVERTER & LUBE
(3)
2ND CLUTCH
ACCUMULATOR
CLUTCH SUPPORT
COAST CL
LINE
PRESSURE 3RD CL
3RD CL EX
TAP
LUBE
(40)
LUBE REV CL
EX
REV CL
EX 3RD CL
CONV APPLY
LINE 6a LINE
COOLER
TORQ SIGNAL 6b
FORWARD CLUTCH
2ND CL
37
BOOST VALVE
22f
REV 4TH COAST CL
22e
22d
SCAVENGE
TUBE
SERVO
40g (54)
SECONDARY 4TH BAND
ACT FD
REV CL
CASE COVER (33)

SPACER PLT (327)
(956)
CONV RELEASE
SECONDARY LINE
GASKET (328)
GASKET (228)
REV

LUBE 2
LINE
LINE
3RD CL 40e
FORWARD CLUTCH 40d
38b
TORQ SIGNAL
PRIMARY ACCUM
ORIFICED 3RD CL
SLOT
LINE
LINE
(903) 39
IN

3RD CL
3RD CL
8b TFP
SCAVENGE OUTLET
GASKET 32a
2ND CL
LINE SWITCH
REV
SLOT 24 49a
38a
LINE IN 9
GASKET SLOT 40c
26 20 40
CONV APPLY
UPPER
TO COOLER
IN
SUMP CON FD 8a
25 11
REV
LINE 6g REV CL 33d
36a #8 44c
BALL REV
6f 3-4 SHIFT VALVE
CHECK 36b
LINE 32d #7 32k 33e
D321
FORWARD CLUTCH
1 2 3D NR P
D321
CST CL FD
SEC LINE
1-2 SOLENOID
6h
SCAVENGE
ACT FD
23
D21Y
PRIMARY 32h 33f
4 BD FD
LINE
ACT FD
4TH BAND
COAST CL
PUMP
REVERSE
LOW
SCAVENGE
3RD CL
REV CL
32f
CONV RELEASE 11c

REV CL 33
LINE
(236) GASKET (326)
D321
REV
DRIVE
PRND43
LOW REV
LINE
36 PRND4 32e
EX
PRN
6k 6m
15 TO COOLER REV 32
38g 34e FWD ORIFICE

1
EX
PRIMARY ACCUM
PRIMARY ACCUM
REG APPLY PRND43
ORIFICED 3RD CL
38f 34f #5
TORQ SIGNAL
34
45c
CONV CL REG 18
COAST CL 49
CONV RELEASE
3RD CL
3RD CL
CON FD
11 38
LINE
50a D321 D321 47
EX
REG APPLY
45
PRN
50d 3RD CL 40a
D21
(917) D321 47a
OFF
EX
EX
SOL
EX
EX
DRIVE
45a 23b
ACT FD
20b 20a
D321
45b TCC CONTROL 21
EX
EX
EX
EX
EX
35 35 LOW FEED
LOW
2ND CL
8 EX
26a

46 TCC CONTROL 28
CHANNEL PLATE (900)

EX
1-2 SOLENOID
EX
21a 23 LOW/
ACT FD 20a
1-2 SHIFT SOLENOID
COAST CL FEED
15
SLOT PRN REVERSE
UPPER CONT VB (300)

SPACER PLATE (327)
EX
CC FD LIMIT IN
EX ON
REV BAND
53 SERVO
EX
CASE COVER (33)
CASE COVER (33)
COAST CL FEED
GASKET
GASKET (326)
GASKET (328)
EX
D321
D321
EX
4TH BD FD
SEAL (44)
FORWARD CLUTCH
EX
CASE (6)
EX
43 52
D21Y
D21Y
CONV FEED 24a
(338) CONTROL
37a
EX
EX
LINE
EX
EX
SOLENOID #9
EX
EX
TORQ SIGNAL 22a
34d
52b
34g
(903)
34a
43a
34c
43b
48b
53a
47d
47c
ACT FD
EX
39
44
51
34
19
EX
5 2
7
36d
51a
48
48a
CHANNEL PLATE (900)
4TH BD FD
EX
TORQ SIG 22c 10
ORIFICED
2-3 ACCUM VALVE
CUP PLUG
4TH BAND
REV CL
3RD CL

(343)
EX
38e
44a
38d
LINE
LINE SCAVENGE
PRIMARY ACCUM
PRIMARY ACCUM
ORIFICED 3RD CL

SEC 2-3 ACCUM (54)
#1
3RD CL
3RD CL
REV CL #4 33c
BOTTOM
EX
EX
LINE 6d REVERSE 33b

3 33g
3RD CL 40m 42b 33h
1-2 #2
EX
EX
SLOT SLOT 27h 29a

ORIFICED 3RD CL
LINE
IN IN 42a
ACCUMULATOR 14
GASKET GASKET
GASKET (326)
SCREEN #3 27f 28a
30a
27b
31a
SCREEN ACCUMULATOR
40k
42
ACCUMULATOR
31
38
30b
40n
42 (52) 13
27a
40s
SPACER PLATE (327)

40r
40f
(51)
30
6c
30 33 32 31
27e 28b
40p
30c
GASKET (328)
30d
44b
3RD CL 3RD CL
LINE
CASE (6)
86 Figure 84
NEUTRAL
(Engine Running)
DRIVES IN NEUTRAL
• Manual Valve (916) / Shift Linkage

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

– Not releasing
ENGINE STALLS IN NEUTRAL
• TCC System
– Stuck On or dragging
1-2 2-3
SHIFT SHIFT
SOL SOL
ON OFF APPLIED
86A
NEUTRAL
(Engine Running)
PASSAGES
3 SCAVENGE OUTLET
4 MAIN PUMP SUCTION
5 SUMP
6 LINE
7 SECONDARY LINE
8 CONVERTER FEED
9 LUBE 2
10 TCC FEED LIMIT
12 CONVERTER APPLY
15 TO COOLER
16 LUBE
17 PRN
18 PRND4
19 PRND43
20 ACTUATOR FEED
22 TORQUE SIGNAL
23 1-2 SOLENOID
24 2-3 SOLENOID
26 REVERSE BAND
28 3-4 ACCUMULATOR
29 1-2 ACCUMULATOR
31 2-3 ACCUMULATOR
32 REVERSE
33 REVERSE CLUTCH
34 DRIVE
35 LOW FEED
36 LOW
38 FORWARD CLUTCH
39 2ND CLUTCH
40 3RD CLUTCH
43 4TH BAND FEED
44 4TH BAND
45 REGULATED APPLY
46 TCC CONTROL
47 D321
49 COAST CLUTCH
50 D21
51 D21 Y
52 EXHAUST
53 ORIFICED EXHAUST
54 DRAIN
55 OVERFLOW
56 VOID
COMPONENTS ( )
(8) OIL DRAIN PLUG
(54) SCAVENGE TUBE
86B
NEUTRAL (Engine Running)
11 14 13/14
56 56 40s 11 13
13 12 46 40 11 13a
56
56 56 56 40 45 10 14 13 11 45 10 12 13 40
56 56 15
35
10 12
(338) 56 12 45d 15 46
56 56 46 45 10c 45 15 46
22 56 56 56 56 56 15 45 22f
45 40 34
45a 22
56 56 22 56 45 45 46 45c 40r 45 45 46
21 40 56 45 45 45 22a 40
2 52 56 45 40
37
2 45
56 2 22 45b 46a 2
56 56 56 (343) 22 6 13 40n 45 40
56
56 56 56 40 46 1352 6 52 56 22 6e 13
42b/40m
6 13
22
56 56 32 56 56 10 40 32d 22b 22
22 32 22 22 20 22e 27 32 22 42
56 10 10 10 29 3
8
11 56 56 10 8 40 11a 6a 10a 22
56 11 40 22 8c 8/10b 8d 8 6 8 10 10 40
56 56
6 56
56 8 6 31 10 8 52 56 52 22d 22c 40k 11
8 42 42 31 8b 40
11 56 56 56 56 56 56 8 11 22 20 52 40h
31
40p/42 8 6 40
22 56 20a
28
42a 42 31
56 40 11b 6b 20
56 56 56 56 52 CLIP 20 20 11 22
40 56 56 22 20 6 POCKET 6 30 6c 20b 31 6 20
(216) 56 31 38 33 30d/31a 32 30
56 7 30 30 30
1 1 56 6 30 30
31 1 1 31
11 40 52 30 11c 30a 30b 30c/31 30 6 30
11 4 SLOT
4 56 30/6 30 4 30
IN 4
GASKET SLOT
8a 6d 8/9 11
8 8 52 6 27 IN
9 40g 40
6 9 27 SLOT GASKET
6f 30 6
52 9 6 27 IN 24 26 27
6 22 56 52
GASKET
27/6 6g 27b
6
4
6 7 25 6 40 40 27a 6 27
56 40
23
6h 4 40
56 56
42
4
4 40f
56 4 SLOT
IN
(350) GASKET
(41)

55
55 55 5 55 5 (418)
56 5 15 5
15 12 (3)
11 13 10 56 5 5
(3) 15 56 5 2
46 2 2 5 5
56 56 15 5
5 45 5
40 56 5 5
15 2 56 56 45
56
40 #11 5
5
5
56
22
2
5 5 SEAL (43)
5 11 56 6
22
56 56 10 2
5 (Case Cover/ 2 2
16
1 5 5 52
5 8 22 40 42 1 Support) 5 1 42
56 5 5 42 9 6
12 56 6 20 42 9 6 40
1 32 56 56 56 56 30 9 20 5
40 56 9
56 27 27
56 4 11 9 56 30 #10 27
32 6 32 1 32
40
42 1 20 20
6 8 (40) 40 5
40 9
56 9 9
6 32 33
9 6 1
40 4 56 40 5 39 1
27 40 54
54 27 54 39
5 33 6 1 20 5
1 6 32 6 1 33
5 5 32 40 5
54 39 27 40 5
5 5 5 5
(40) 20 5 5
20 5 27 39 33 20 20 27 27 39 33
6 32 40 (8) 1
(54)
NOTE:
#6 #9 52
56 56 56 38b 49a
56 56
38 56
56
56
17 32 24 52 56 32
32 49 24 52
2 56 56 56 37 23b
26 23 23
38 49 23 26 33 17 48 37
56
17 20 26/33a 36 6 32e
18
47 48 32 37 17a 48a 33 47
56 26a
32h/33f
32f 48b
56 43 32 12 34a 43b
51 33 32g 9 10
50 43
37 56 37b 32k/33e 53 40b 47b 32 18
37a
32
56 40
56
56 53a 4 35a 8 40a 50c 51a SIMPLIFY TRACING FLUID 37 35 34
40
40
19
56 56 56 34 53 35 53 56 53/52 43 37 53 51
53 56
56
2 52b
43a
11
6m SLOT
FLOW. #7
56
56 53 52 52
56 40 56 43 27c 44 IN
56 52
6 56 35 36c 32m GASKET
35
40 44 33g 50b 27 52 6
27 44a 5 39 36 47
50d 43
50 39 39 44 33c 44b
44
52
56 34 38 34d 19 47a #4 51 32
38 44 33
22
33b
21
34c 38a 36b #1 50
50 47 38g/34e 21 16
47 44 39 50
38
36
24 21
23
38
56
1
38c/20
20a 36a 36
34 34
15 24a 34 38
20/38 39 47
56 23a #5 21 36
56 39 33h 38 50
20 21b/24
24
44 21a/23 39 23 56 36
14 SLOT 32a 56
32 56 IN
29 29c GASKET
40c (917) #8
32 40
56 29b/27g 40d 29
56 6 6k
40 29a/27h
4TH
56
6 56 #2
BORE 56
44
20 44 56
40 32c
32 6 28c 28
1 27d
56 28a/27f
27 28b/27e
20b 20
33 20 28 56
27c 13
39 20 28 27
27
39a
56 39
2 33 39 27 20 1 (8) 40 32 6 #3
OVERDRIVE RANGE – FIRST GEAR
LUBE
CONVERTER & LUBE
(3)
2ND CLUTCH
ACCUMULATOR
CLUTCH SUPPORT
COAST CL
LINE
PRESSURE 3RD CL
3RD CL EX
TAP
LUBE
(40)
LUBE REV CL
EX
REV CL
EX 3RD CL
CONV APPLY
LINE 6a LINE
COOLER
TORQ SIGNAL 6b
FORWARD CLUTCH
2ND CL
37
BOOST VALVE
22f
REV 4TH COAST CL
22e
22d
SCAVENGE
TUBE
SERVO
40g (54)
SECONDARY 4TH BAND
ACT FD
REV CL
CASE COVER (33)

SPACER PLT (327)
(956)
CONV RELEASE
SECONDARY LINE
GASKET (328)
GASKET (228)
REV

LUBE 2
LINE
LINE
3RD CL 40e
FORWARD CLUTCH 40d
38b
TORQ SIGNAL
PRIMARY ACCUM
ORIFICED 3RD CL
SLOT
LINE
LINE
(903) 39
IN

3RD CL
3RD CL
8b TFP
SCAVENGE OUTLET
GASKET 32a
2ND CL
LINE SWITCH
REV
SLOT 24 49a
38a
LINE IN 9
GASKET SLOT 40c
26 20 40
CONV APPLY
UPPER
TO COOLER
IN
SUMP CON FD 8a
25 11
REV
LINE 6g REV CL 33d
36a #8 44c
BALL REV
6f 3-4 SHIFT VALVE
CHECK 36b
LINE 32d #7 32k 33e
D321
FORWARD CLUTCH
1 2 3D NR P
D321
CST CL FD
SEC LINE
1-2 SOLENOID
6h
SCAVENGE
ACT FD
23
D21Y
PRIMARY 32h 33f
4 BD FD
LINE
ACT FD
4TH BAND
COAST CL
PUMP
REVERSE
LOW
SCAVENGE
3RD CL
REV CL
32f
CONV RELEASE 11c

REV CL 33
LINE
(236) GASKET (326)
D321
REV
DRIVE
PRND43
LOW REV
LINE
36 PRND4 32e
EX
PRN
6k 6m
15 TO COOLER REV 32
38g 34e FWD ORIFICE

1
EX
PRIMARY ACCUM
PRIMARY ACCUM
REG APPLY PRND43
ORIFICED 3RD CL
38f 34f #5
TORQ SIGNAL
34
45c

4t80e PDF

Uploaded by

Document Information

Original Title

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

4t80e PDF

Uploaded by

Copyright:

Available Formats

HYDRA-MATIC 4T80-E

HOW TO USE THIS BOOK ...................................................................... 4

UNDERSTANDING THE GRAPHICS ....................................................... 6

TRANSMISSION CUTAWAY VIEW (FOLDOUT) ....................................... 8

GENERAL DESCRIPTION ....................................................................... 9

PRINCIPLES OF OPERATION ............................................................... 9A

MAJOR MECHANICAL COMPONENTS (FOLDOUT) ...................... 10

RANGE REFERENCE CHART ......................................................... 11

TORQUE CONVERTER .................................................................. 12

APPLY COMPONENTS ................................................................. 15

PLANETARY GEAR SETS ............................................................. 27

HYDRAULIC CONTROL COMPONENTS ........................................ 32

ELECTRICAL COMPONENTS ........................................................ 44

POWER FLOW ...................................................................................... 53

COMPLETE HYDRAULIC CIRCUITS ..................................................... 81

LUBRICATION POINTS ....................................................................... 104

BUSHING, BEARING AND WASHER LOCATIONS .............................. 105

SEAL LOCATIONS .............................................................................. 106

ILLUSTRATED PARTS LIST ................................................................ 107

BASIC SPECIFICATIONS .................................................................... 124

PRODUCT DESIGNATION SYSTEM ................................................... 125

GLOSSARY ........................................................................................ 126

ABBREVIATIONS ............................................................................... 128

INDEX ................................................................................................ 129

NOTES ............................................................................................... 131

The Hydra-matic 4T80-E Technician’s Guide is intended for automotive

The Hydra-matic 4T80-E Technician’s Guide is also intended to assist

© COPYRIGHT 2000 POWERTRAIN GROUP

ALL RIGHTS RESERVED

PRESSURE REGULATOR VALVE

FLUID FLOW SCHEMATIC — FLUID FLOW THROUGH

ctor sure follo

requut ex sure lato 56 6

;;; ;;; ;;; ;;

RIGHT SCAVENGE SUCTION 2 30 31

PUMP 40h TRANSFER PLATE GASKET

SCAVENGE PUMP COVER (237) REV 32c

RIGHT SCAVENGE SUCTION 32b

8c LOWER CONTROL VALVE BODY

RIGHT SCAVENGE SUCTION

LINE 6g REV CL 33d 15 12

PRIMARY 4 BD FD 32h 33f 5

SCAVENGE 5 (Case Cover/

UPPER CONTROL VALVE BODY (300) 56 9 56 30 32 1 32

REG APPLY PRND43 40

50d 3RD CL 40a

CONV CL CONTROL TCC EX 50b

TCC EX ENABLE TCC FD LIMIT 10c 16 36

29 4 DRIVE REV REV 26 33a NOTE:

45d REG APPLY TCC FD LIMIT TCC FD LIMIT

10a 35a LO FEED

13a TCC EX ENABLE CONV FEED 8d EX 52

21a 23 LOW/ 2 56 56 56 37 23b

1-2 SHIFT SOLENOID

RR 47c - NON- FUNCTIONAL HOLES

CONV FEED 56 43a 26 51

37a 37b 32k/33e 53 32 50

#9 SIMPLIFY TRACING FLUID

56 40 53a 4 40a 50c 51a

TORQ SIGNAL 22a U 56 6m 56

SPACER PLATE ASSEMBLY (935) 6 56 32m IN

CHANNEL PLATE (900) 5 50d 43 36

56 33c 44b 34d 27