PDWERTRAIN

PREFACE
The Hydra-matic 4L60-E Technicians Guide is intended for automotive technicians that are familiar with
the operation of an automatic transaxle or transmission. Technicians or other persons not having
automatic transaxle or transmission know-how may find this publication somewhat technically complex if
additional instruction is not provided. Since the intent of this book is to explain the fundamental
mechanical, hydraulic and electrical operating principies, technical terms used herein are specifc to the
transmission industry. However, words commonly associated with the specifc transaxle or transmission
function have been defined in a Glossary rather than within the text of this book.
The Hydra-matic 4L60-E Technicians Guide is also intended to assist technicians during the Service,
diagnosis and repair of this transaxle. However, this book is not intended to be a substitute for other
General Motors Service publications that are normally used on the job. Since there is a wide range of
repair procedures and technical specifications specifc to certain vehicles and transmission models, the
proper Service publication must be referred to when servicing the Hydra-matic 4L60-E transmission.
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 ineludes all text, illustrations,
tables and charts.

1
The Hydra-matic 4L60-E Technicians Guide is another Powertrain publication from the Technicians Guide series of
books. The purpose of this publication, as is the case with other Technicians Guides, is to provide complete
information on the theoretical operating characteristics of this transmission. Operational theories of the mechanical,
hydraulic and electrical components are presented in a sequential and functional order to better explain their operation
as part of the system.
In the first section of this book entitled "Principies of Operation, exacting explanations of the major components and
their functions are presented. In every situation possible, text describes component operation during the apply and
release cycle as well as situations where it has no effect at all. The descriptive text is then supported by numerous
graphic illustrations to further emphasize the operational theories presented.
The second major section entitled Power Flow, blends the information presented in the Principies of Operation
section into the complete transmission assembly. The transfer of torque from the engine through the transmission is
graphically displayed on a full page while a narrative description is provided on a facing half page. The opposite side
of the half page contains the narrative description of the hydraulic fluid as it applies components or shifts valves in the
system. Facing this partial page is a hydraulic schematic that shows the position of valves, ball check valves, etc., as
they function in a specific gear range.
The third major section of this book displays the Complete Hydraulic Circuit for specific gear ranges. Foldout pages
containing fluid flow schematics and two dimensional illustrations of major components graphically display hydraulic
circuits. This information is extremely useful when tracing fluid circuits for learning or diagnosis purposes.
The Appendix section of this book provides additional transmission information regarding lubrication circuits, seal
locations, illustrated parts lists and more. Although this information is available in current model year Service
Manuals, its inclusin provides for a quick reference guide that is useful to the technician.
Production of the Hydra-matic 4L60-E Technicians Guide was made possible through the combined efforts of many
staf areas within the General Motors Powertrain Group. As a result, the Hydra-matic 4L60-E Technicians Guide was
written to provide the user with the most current, concise and usable information available regarding this product.

3
 First time users of this book may find the page layout a little unusual or perhaps confusing. However, with a minimal
amount of exposure to this format its usefulness becomes more obvious. If you are unfamiliar with this publication, the
following guidelines are helpful inunderstanding the functional intent for the various page layouts:
Read the following section, Understanding the Graphics to know how the graphic illustrations are used,
particularly as they relate to the mechanical power flow and hydraulic Controls (see Understanding the Graphics
page 6).
Unfold the cutaway illustration of the Hydra- matic 4L60-E (page 8) and refer to it as you progress through each
major section. This cutaway provides a quick reference of component location inside the transmission assembly
and their relationship to other components.
The Principies ofOperation section (beginningon page 9 A) presents informad on regardi ng the m aj or apply
components and hydraulic control components used i n this transm i ssi on. Thi s secti on describes how specific
components work and interfaces with the sections that follow.
The Power Flow section (beginning on page 45) presents the mechanical and hydraulic functions corresponding to
specific gear ranges. This section builds on the information presented in the Principies of Operation section by
showing specific fluid circuits that enable the mechanical components to oprate. The mechanical power flow is
graphically displayed on a full size page and is followed by a half page of descriptive text. The opposite side of the
half page contains the narrative description of the hydraulic fluid as it applies components or moves valves in the
system. Facing this pardal page is a hydraulic schematic which shows the position of valves, ball check valves,
etc., as they function in a specific gear range. Also, located at the bottom of each half page is a reference to the
Complete Hydraulic Circuit section that follows.
The Complete Hydraulic Circuits section (beginning on page 73) details the entire hydraulic system. This is
accomplished by using a foldout Circuit schematic with a facing page two dimensional foldout drawing of each
component. The Circuit schematics and component drawings display only the fluid passages for that specific
operating range.
Finally, the Appendix section contains a schematic of the lubrication flow through the transmission, disassembled
view parts lists and transmission specifications. This information has been included to provide the user with
convenient reference information published in the appropriate vehicle Service Manuals. Since component parts
lists and specifications may change over time, this information should be verified with Service Manual
information.

FOR REFERENCE TO FLUID FLOWSCHEMATIC

-FLUID FLOWSCHEMATIC (FOLDOUT)
FLUID FLOWTHROUGH COMPONENTS (FOLDOUT)

4
 HALF PAGE TEXTAND LEDGEND
COMPLETE ILLUSTRATED PARTS LIST
TORQUE
CONVERTER
(1 )
CONVERTER
HOUSING
(102)
CASE
ASSEMBLY
(103)
3-4 ACCUMULATOR PISTON
(44)

/
TCC
SOLENOID
(66)
SPACER PLATE GASKETS (47 & 52)
SPACER
PLATE
(48)
CONTROL VALVE ASSEMBLY (60)
BOTTOM
PAN
(75)

Figure 1 5
 1-2 ACCUMULATOR PISTON
(56)
Figure 2
The flow of transmission fluid starts in the bottom pan and is drawn through the flter, main case valve body,
transmission case, the oil pump assembly, and into the torque converter. This is a general route for fluid to flow that is
more easily understood by reviewing the illustrations provided in Figure 2. However, fluid may pass between these and
other components many times before reaching a valve or applying a clutch. For this reason, the graphics are designed
to show the exact location where fluid passes through a component and into other passages for specific gear range
operation.
To provi de a better understanding of fluid flow i n the Hydra-matic 4L60-E transmission, the components involved
with hydraulic control and fluid flow are illustrated in three major formats. Figure 3 provides an example of these
formats which are:
A three dimensional line drawing of the component for easier part identification.
Atwo dimensional line drawing of the component to indcate fluid passages and orfices.
A graphic schematic representation that displays valves, checkballs, orfices and so forth, required for the proper
function of transmission in a specific gear range. In the schematic drawings, fluid circuits are represented by
straight fines and orfices are represented by indentations in a circuit. All circuits are labeled and color coded to
provide reference points between the schematic drawing and the two dimensional fine drawing of the components.
Figure 4 (page 7B) provides an illustration of a typical valve, bushing and valve train components. A brief
description of valve operation is also provided to support the illustration.
Figure 5 (page 7B) provides a color coded chart that references different fluid pressures used to oprate the
hydraulic control Systems. A brief description of how fluid pressures affect valve operation is also provided.

6
Figure 3
FOLDOUT 7
FOLDOUT 7A
NOTE: NOT ALLVALVES ARE USEDWITH A BUSHING

PIN
BALL
CHECK

TO APPLY COMPONENT
>
EXHAUST FROMTHE APPLY COMPONENT UNSEATS THE BALL CHECKVALVE,

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

APPLY FLUID SEATS THE BALL CHECKVALVE FORCING FLUIDTHROUGH AN ORIFICE IN THE SPACER PLATE, WHICH CREATES A SLOWER
APPLY
WITH SIGNAL FLUID PRESSURE GREATER THAN SPRING AND SPRING ASSIST FLUID PRESSURE THE VALVE MOVES OVER.
Figure 4

Figure 5 7B
FLUID PRESSURES

SUCTION

CONVERTER & LUBE MAINLINE SOLENOID SIGNAL ACCUMULATOR ACTUATOR FEED LIMIT TORQUE SIGNAL EXHAUST

DIRECTION OF FLOW

WITH EQUAL SURFACE AREAS ON EACH END OF THE VALVE, BUT FLUID PRESSURE "A" BEING GREATER THAN FLUID PRESSURE "B", THE
VALVE WILL MOVE TO THE RIGHT.
WITH THE SAME FLUID PRESSURE ACTING ON BOTH SURFACE "A" AND SURFACE "B" THE VALVE WILL MOVE TO THE LEFT. THIS IS DUE TO
THE LARGER SURFACE AREA OF "A" THAN "B".

Figure 5 7B
f'A'F
ASSEMBLY
REVERSE INPUT CLUTCH
INPUT CLUTCH HOUSING
OVERRUN FORWARD FORWARD
CLUTCH CLUTCH SPRAG
CLUTCH ASSEMBLY
3-4
CLUTCH
INPUT

8 Figure 6
PLANETARY
GEARSET
LOWAND
REVERSE
CLUTCH
LOWAND
REVERSE
ROLLER
CLUTCH
ASSEMBLY
REACTION OUTPUT PLANETARY SHAFT GEARSET /
TURBINE
SHAFT
TORQUE
CONVERTER
ASSEMBLY
STATOR
ROLLER
CLUTCH
/ 2-4 /
PUMP BAND INSIDE
ASSEMBLY ASSEMBLY DETENT LEVER
MANUAL
SHAFT
CONTROL VALVE PARKING LOCK PARKING SPEED
ASSEMBLY ACTUATOR ASSEMBLY PAWL SENSOR
Figure 7
A cross sectional line drawing is typically the standard method for illustrating either an individual mechanical
component or a complete transmisin assembly. However, unless a person is familiar with all the individual
components of the transmission, distinguishing components may be difficult in this type of drawing. For this reason, a
three dimensional perspective illustration (shown on page 8) is the primary drawing used throughout this book.
The purpose for this type of illustration is to provide a more exacting graphic representation of each component and to
show their relationship to other components within the transmission assembly. It is also useful for understanding the
cross sectional line drawing by comparing the same components from the three dimensional perspective illustration. In
this regard it becomes an excellent teaching instrument.
Additionally, all the illustrations contained in this book use a color scheme that is consistent throughout this book. In
other words, regardless of the type of illustration or drawing, all components have an assigned color and that color is
used whenever that component is illustrated. This consistency not only helps to provide for easy component
identifcation but it also enhances the graphic and color continuity between sections.
 The Hydra-matic 4L60-E is a fully automatic, four speed, rear wheel drive, electronically controlled transmission. It
consists primarily of a four-element torque converter, two planetary gear sets, friction and mechanical clutches and a
hydraulic pressurization and control system.
The four-element torque converter contains a pump, a turbine, a pressure pate splined to the turbine, and a stator
assembly. The torque converter acts as a fluid coupling to smoothly transmit power from the engine to the
transmission. It also hydraulically provides additional torque multiplication when required. The pressure pate, when
applied, provides a mechanical direct drive coupling of the engine to the transmission.
The two planetary gear sets provide the four forward gear latios and reverse. Changing gear latios is fully automatic
and is accomplished through the use of a Powertrain Control Module (PCM). The PCM receives and monitors various
electronic sensor inputs and uses this information to shift the transmission at the optimum time.
The PCM commands shift solenoids, within the transmission, on and off to control shift timing. The PCM also
Controls the apply and release of the torque converter clutch which allows the engine to deliver the mximum fuel
effciency without sacrificing vehicle performance.
The hydraulic system primarily consists of a vane type pump, control valve body and case. The pump maintains the
working pressures needed to stroke the servo and clutch pistons that apply or release the friction components. These
friction components (when applied or released) support the automatic shifting qualities of the transmission.
The friction components used in this transmission consist of five mltiple disc clutches and one band. The mltiple
disc clutches combine with two mechanical components, one roller clutch and one sprag clutch, to deliver five different
gear latios through the gear sets. The gear sets then transfer torque through the output shaft.

The transmission can be operated in any one of the seven different positions shown on the shift quadrant (Figure 8).
P - Park position enables the engine to be started while preventmg the vehicle from rolling either forward or backward.
For safety reasons, the vehicles parking brake should be used in addition to the transmission "Park position. Since
the output shaft is mechanically locked to the case through the parking pawl and reac- tion intemal gear, Park position
should not be selected until the vehicle has come to a complete stop.
R-Reverse enables the vehicle to be operated in a rearward direction.
N-Neutral position enables the engine to start and oprate without driving the vehicle. If necessary, this position should
be selected to restart the engine while the vehicle is moving.
- Overdnve range should be used for all normal driving conditions for mximum effciency and fuel economy.
Overdrive range allows the transmission to oprate in each of the four forward gear l atios. Down- shifts to a lower
gear, or higher gear ratio are available for safe passing by depressing the accelerator or by manually selectmg a lower
gear with the shift selector.
The transmission should not be operated in Overdrive towing a triler or driving on hilly terrain. Under such
conditions that put an extra load on the engine, the transmission should be dnven in a lower manual gear selection for
mximum effciency.
D - Manual Third can be used for conditions where it may be desirable to use only three gear ratios. These conditions
inelude towing a triler and driving on hilly terrain as described above. This range is also helpful for engine braking
when descending slight grades. Upshifts and downshifts are the same as in Overdrive range for first, second and third
gears except that the transmission will not shift into fourth gear.
2 - Manual Second adds more performance for con- gested trafile and hilly terrain. It has the same starting ratio (first
gear) as Manual Third but prevens the transmission from shifting above second gear. Thus, Manual Second can be
used to retam second gear for accelera- tion and engine braking as desired. Manual Second can be selected at any
vehicle speed but will not down- shift into second gear until the vehicle speed drops below approximately 100 km/h
(62 mph).
1 - Manual First can be selected at any vehicle speed. If the transmission is in third or fourth gear it will immediately
shift into second gear. When the vehicle speed slows to below approximately 48 to 56 km/h (30 to 35 mph) the
transmission will then shift into first gear. This is particularly beneficial for maintaining mximum engine braking
when descending steep grades.
FOLDOUT 9

8A
An automatic transmission is the mechanical component of a vehicle that transfers power (torque) from the
engine to the wheels. It accomplishes this task by providing a number of forward gear ratios that automatically
change as the speed of the vehicle increases. The reason for changing forward gear ratios is to provide the
performance and economy expected from vehicles manufactured today. On the performance end, a gear ratio that
develops a lot of torque (through torque multiplication) is required in order to initially start a vehicle moving.
Once the vehicle is in motion, less torque is required in order to maintain the vehicle at a certain speed. When the
vehicle has reached a desired speed, economy becomes the important factor and the transmission will shift into
overdrive. At this point output speed is greater than input speed, and, input torque is greater than output torque.
Another important function of the automatic transmission is to allowthe engine to be started and run without
transferring torque to the wheels. This situation occurs whenever Park (P) or Neutral (N) range has been selected.
Also, operating the vehicle in a rearward direction is possible whenever Reverse (R) range has been selected
(accomplished by the gear sets).
The variety of gear ranges in an automatic transmission are made possible through the interaction of numerous
mechanically, hydraulically and electronically controlled components inside the transmission. At the appropriate
time and sequence, these components are either applied or released and oprate the gear sets at a gear ratio
consistent with the drivers needs. The following pages describe the theoretical operation of the mechanical,
hydraulic and electrical components found in the Hydra-matic 4L60-E transmission. When an understanding of
these operating principies has been attained, diagnosis of these transmission Systems is made easier.
 INPUT INTERNAL GEAR (664)
REACTION
CARRIER
SHAFT
(666)
TORQUE
CONVERTER
ASSEMBLY
(1)

10 Figure 9
10 Figure 9
 PARKING BRAKE PAWL (81)
PARKING LOCK ACTUATOR ASSEMBLY (85)
REACTION
CARRIER
ASSEMBLY
(681)
LOCKS TOGETHER WITH REVERSE INPUT CLUTCH HOUSING' (605)
LOW AND REVERSE ROLLER CLUTCH ASSEMBLY (678)
INSIDE
DETENT
LEVER
(88)

10 Figure 9
MAJOR MECHANICAL COMPONENTS
The foldout graphic on page 10 contains a disassembled drawing of the major components used in the Hydra-matic 4L60-E
transmission. This drawing, along with the cross sectional illustrations on page 8 and 8A, show the major mechanical
components and their relationship to each other as a complete assembly. Therefore, color has been used throughout this book
to help identify pars that are splined together, rotating at engine speed, held stationary, and so forth. Color differentiation is
particularly helpful when using the Power Flow section for understanding the transmission operation.
The color legend below provides the general guidelines that were followed in assigning specific colors to the major
components. However, due to the complexity of this transmission, some colors (such as grey) were used for artistic purposes
rather than based on the specific function or location of that component.
Components that are stationary.
Examples: Converter Housing (102), Main Case (103), Oil Pump Assembly (4), Low and Reverse Clutch Support (679),
Extensin Housing (31).
Components that roate at engme speed.
Examples: Torque Converter Cover and Pump, and the Oil Pump.
Components that roate at turbine speed. Examples: Converter Turbine, Pressure Pate, Turbine Shaft and Input Housing
Assembly (621).
Components that roate at transmission output speed and other components. Examples: Reaction Intemal Gear (684), Output
Shaft (687), Speed Sensor Rotor (699), Forward Sprag Assembly (642), and Low and Reverse Roller Clutch Assembly
(678).
Components such as the Stator in the Torque Converter (1), the Reverse Input Clutch Housing (605) and the Reaction Sun
Shell (670).
Components such as the Reaction Carrier Assembly (681) and the Input Intemal Gear (664).
Components such as the Overrun Clutch Hub (639) and the Forward Sprag Clutch Inner Race and Input Sun Gear Assembly
(640).
All bearings, bushings, gaskets and spacer plates.

10A
APPLY COMPONENTS
The Range Reference Chart on page 11, provides another valuable source of information for explaining the overall function
oi' the I lydra-matic 4L60-E transmission. This chart highlights the major apply components that function in a sclected gear
range, and the specific gear operation within that gear range.
Included as part of this chart is the same color reference to each major component that was previously discussed. If a
eomponent is active in a specific gear range, a word describing ts activity will be listed in the column below that
component. The row where the activity occurs corresponds to the appropriate transmission range and gear operation.
An abbreviated versin of this chart can also be found at the top of the hall'page of text located in the Power Flow section.
This provides for a quick reference when reviewing the mechanical power flow information contained in that section.
10B
RANGE
GEAR
SHIFT SOLENOID VALVES
2-4
BAND
REVERSE
INPUT
CLUTCH
OVERRUN
CLUTCH
FORWARD
CLUTCH
FORWARD SPRAG CL. ASSEMBLY
3-4
CLUTCH
LO ROLLER CLUTCH
LO/REV.
CLUTCH
PARK
ON1 2
ON*
APPLIED
REVERSE
ON*
ON*
APPLIED
APPLIED
NEUTRAL
ON*
ON*
APPLIED
HOLDING
HOLDING
APPLIED
APPLIED
HOLDING
APPLIED
HOLDING
APPLIED
APPLIED
APPLIED
APPLIED
APPLIED
HOLDING
HOLDING

* 1-2 AND 2-3 SHIFT SOLENOID OPERATION AND THE SHIFT VALVE POSITIONING IN P, R, N RANGES ARE A FUNCTION OF THE INPUT TO THE
SOLENOIDS FROM THE VSS. UNDER NORMAL OPERATING CONDITIONS THE SOLENOIDS ARE ON IN P, R, N.
* * A MANUAL SECOND - FIRST GEAR CONDITION IS ONLY AVAILABLE ON SOME MODELS. OTHERWISE, THIS CONDITION IS ELECTRONICALLY
PREVENTED.
2 * * IN MANUAL SECOND AND MANUAL FIRST, SOLENOID OPERATION IS A RESULT OF PCM CALIBRATION.
SOME CALIBRATIONS WILL ALLOW ALL THREE GEARS UNDER EXTREME CONDITIONS.

Figure 10 11
APPLIED
APPLIED
HOLDING
APPLIED
APPLIED
HOLDING
APPLIED
1st * *
APPLIED
APPLIED
HOLDING
HOLDING
APPLIED
APPLIED
APPLIED
HOLDING
APPLIED
APPLIED
HOLDING
HOLDING
APPLIED
APPLIED
APPLIED
APPLIED
HOLDING

Figure 11 11
 CONVERTER HOUSING PRESSURE PLATE

TURBINE CONVERTER PUMP

To reduce torsional shock during the apply of the pressure pate to the converter cover, a spring loaded damper assembly (D) is used. The
pressure pate is attached to the pivoting mechanism of the damper assembly which allows the pressure pate to roate independently of the
damper assembly up to approximately 45 degrees. During engagement, the springs in the damper assembly cushion the pressure pate
engagement and also reduce irregular torque pulses from the engine or road surface.
ASSEMBLY , ------------- , ASSEMBLY

12 Fgure11
FLUID FLOW

COVER ASSEMBLY ASSEMBLY

(A) (B)
TORQUE CONVERTER:
The torque converter (1) is the primary component for transmittal of power between the engine and the transmission. It is bolted to the engine
flywheel (also known as the flexplate) so that it will roate at engine speed. Some of the major functions of the torque converter are:
to provide for a smooth conversin of torque from the engine to the mechanical components of the transmission.
to multiply torque from the engine that enables the vehicle to achieve additional performance when required.
to mechanically oprate the transmission oil pump (4) through the converter hub.
to provide a mechanical link, or direct drive, from the engine to the transmission through the use of a torque converter clutch (TCC).
The torque converter assembly is made up of the following five main sub-assemblies:
a converter housing cover assembly (A) which is welded to the converter pump assembly (G).
a converter pump assembly (G) which is the driving member.
a turbine assembly (D) which is the driven or output member.
a stator assembly (E) which is the reaction member located between the converter pump and turbine assemblies.
a pressure pate assembly (B) splined to the turbine assembly to enable direct mechanical drive when appropriate.
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 ts center and discharging it at its
rim between the blades (see Figure 12). The forc of this fluid then hits the turbine blades and causes the turbine to roate. As the engine and
converter pump increase in RPM, so does the turbine.
PRESSURE PLATE, DAMPER AND CONVERTER HOUSING ASSEMBLIES
The pressure pate is splined to the turbine hub and applies (engages) with the converter cover to provide a mechanical coupling of the engine
to the transmission. When the pressure pate assembly is applied, the amount of slippage that occurs through a fluid coupling is reduced (but
not eliminated), thereby providing a more efficient transfer of engine torque to the drive wheels.
Stator roller clutch failure
roller clutch freewheels in botli directions can roller clutch locks up in both directions can Overheated fluid, cause poor acceleration at
low speed. cause poor acceleration at high speed.

Figure 13 13
FLUID FLOW

Figure 12
STATOR ASSEMBLY
The stator assembly is located between the pump assembly and turbine assembly, and is mounted on a one-way roller clutch. This one- way
roller clutch allows the stator to rotate in one direction and prevens (holds) the stator from rotating in the other direction. The function of the
stator is to redirect fluid retuming from tlie turbine in order to assist the engine in tuming tlie converter pump assembly.
At low vehicle speeds, when greater torque is needed, fluid from the turbine hits the front side of the stator blades (the converter is
multiplying torque). At this time, the one-way roller clutch prevens the stator from rotating in tlie same direction as the fluid flow, thereby
redirecting fluid to assist the engine in tuming tlie converter pump. In this mode, fluid leaving the converter pump has more forc to tum the

Figure 13 13
FLUID FLOW turbine assembly and multiply engine torque.
As vehicle speed lacreases and less torque is required, centrifugal forc acling 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 multiplicd.

Figure 13 13
 RELEASE
When the torque converter clutch is released, fluid is fed into the torque converter by the pump into the release fluid
passage. The release fluid passage is located between the stator shaft (214) and the turbine shaft (621). Fluid travels
between the shafts and enters the release side of the pressure pate at the end of the turbine shaft. The pressure pate is
forced away from the converter cover and allows the torque converter turbine to rotate at speeds other than engine
speed.
The release fluid then flows between the friction element on the pressure pate 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 is located
between the torque converter clutch hub and the stator shaft (214), and enters the pump.
No TCC apply can be caused by:
Electrical connectors, wiring hamess or solenoid damaged
Converter clutch valve stuck or assembled backwards
Pump to case gasket mispositioned
Orfice cup plug restricted or damaged
Solenoid O-ring seal cut or damaged
Turbine shaft O-ring seal cut or damaged
Turbine shaft retainer and ball assembly restricted or damaged
Control valve body TCC signal valve stuck
Solenoid screen blocked
TCC solenoid valve intemal damage
Engine speed sensor intemal damage
APPLY
When the PCM determines that the vehicle is at the proper speed for the torque converter clutch to apply it sends a
signal to the TCC (PWM) solenoid valve. The TCC (PWM) solenoid valve then regulates line fluid from the pump into
the regulated apply passage. The regulated apply fluid then feeds the apply fluid passage and applies the torque
converter. The apply passage is located between the turbine shaft and the stator shaft. The fluid flows between the
shafts, then passes into the torque converter on the apply side of the pressure pate assembly. Release fluid is then
routed out of the torque converter between the turbine shaft and the stator shaft.
Apply fluid pressure forces the pressure pate against the torque converter cover to provide a mechanical link between
the engine and the turbine.
The TCC apply should occur in fourth gear (also third gear in some applications), and should not apply until the
transmission fluid has reached a minimum operating temperature of 8C (46F) and the engine coolant temperature
reaches 50C (122F).
For more information on TCC apply and release, see Overdrive Range - Fourth Gear TCC Released and Applied,
pages 62-63.

14 Figure 14
Figure 15 15
 The Apply Components section is designed to explain the function of the hydraulic and mechanical holding devices
used in the Hydra-matic 4L60-E transmission. Some of these apply components, such as clutches and bands, are
hydraulically applied and released in order to provide automatic gear range shifting. Other components, such as a
roller clutch or sprag clutch, often react to a hydraulically applied component by mechanically holding or
releasing another member of the transmission. This interaction between the hydraulically and mechanically applied
components is then explained in detail and supported with a graphic illustration. In addition, this section shows the
routing of fluid pressure to the individual components and their internal functions when it applies or releases.
The sequence in which the components in this section have been discussed coincides with their physical arrangement
inside the transmission. This order closely parallels the disassembly sequence used in the Hydra-matic 4L60-E Unit
Repair Section located in Section 7 of the appropriate Service Manual. It also correlates with the components shown on
the Range Reference Charts that are used throughout the Power Flow section of this book. The correlation of
information between the sections of this book helps the user more clearly understand the hydraulic and mechanical
operating principies for this transmission.
RETAI NI NG RING
(29) ---
2-4 SERVO COVER (28)
APPLY PII'. SPRING ( 22) -
4TH APPLY PISTON , (25)'

CUTAWAY BRIEF
VIEW DESCRIPTION
MATING
OR
RELATED
COMPONENTS
CUSHION SPRING x (16)
SERVO
The servias band (6Mni front of tnwtr and applied
the servo as:
sembly and 2-4 re located in the -ansmission case in Second and In Third gear, sembly releases
INNER
SERVO PISTON HOUSING / (20) '
accumulator for the 3-^^ch apply. The banjX? held stationaiy to U^^nsmission case by to^nd anchor pin (49) a^^vvraps around the Fy'? input housing (605). fnen compressed by the servo assembly, the 2-4 band holds the reverse input housing statonary to the transmission case.
Reverse inA't Clutch Release
To release \e reverse nput clutch, Centrifugal forc, resulting frcm reverse inpuiyluid exhausts from the reverse nput housing rotating, fcr reverseinputlyjsingandback through residual fluid to the outside oftnepis the stator shaft yVithout fluid pressure, cavity During the clutch release forc from the Aston spnng assembly belleville pate
moves away from and bellevillepl\e moves the reverse fluid bleea hole. This allows resid nput clutch pistcrYway from the clutch flu id at the outside of the pisten hous pack. This disengAes fre clutch p lates to exhaust through the bleed hole frcm the backing p.Ye and disccnnects this fluid did not ccmpletely exha fre reverse input
hou\ng from the input frcm behind the pistn there couid t w1 ** * ~ drag of the reve
partial mput ele
2ND APPLY PISTON / (17)/
RETURN SPRING (12)
2-4 Band Applied - Second Gear \
To apply the 2-4 band in Second gear, side of the 2nd apply pistn (17) and pistn Aainst 2nd clutch fluid pressure 2nd clutch fluid is routed to the apply servo cushion spring retainer (15) is acts as aiy.ccumulator to absorb initial 3- side of the 2nd apply pistn (17). 2nd greater than the surface area that 2nd 4 clutch Aoly fluid This
action helps clutch fluid pressure moves the pistn clutch fluid pressure covers on the apply cushion th\3-4 clutch apply, as well as against servo cushion (16) and servo side of the pistn. Therefore, the forc release the Ai band retum (12) spring forces. These spring from 3rd accumulator fluid pressure. in . , . \. , _
'i ..... hdpa.tafc.Mtadsppl ......................... ..... ............P^Prdim PpnngjlPlta Rh gSVth fUd" rouEtlwuch
Second gear. The2nd apply pistn moves overearles the forc of 2nd clutchmefluid ,-i tE
the apply pin (13) to compress the band pressA The 2nd apply pistn then ;ente[ 01 APPy Pin ana ?rs ,Ve
......l,rf;7ppippYL'Trm,,..
A. Band R.l.aa. and 3-4 Clutch fu , d b P* ' = = > A1'" S
Accumulation reverenpucnousing. the band. The 4th\pply pistn moves
REVERSE INPUT CLUTCH
The reverse input clutch is located in the reverse input housing (605) and is used to provide an input to drive the vehicle in Reverse (R). The Steel clutch plates (612A) are splined to the reverse input housing while the fiber clutch plates (612B) are splined to the input. housing and turbine shaft assembly (621.) When applied, the reverse
input clutch transfers engine torque from the input housing to the reverse input housing
Reverse Input Clutch Applied
To apply the reverse input clutch, reverse input fluid is fed from the oil pump, through the stator shaft (214) and to the reverse input housing. Feed holes in the inner hub of the reverse input housing allow reverse input fluid to enter the housing behind the reverse input clutch pistn (607). Any air in the reverse input fluid Circuit will
exhaust through the fluid bleed hole to prevent excess cushion during the clutch apply. As fluid pressure increases, the pistn compresses the Steel, fiber and belleville (611) clutch plates togetheruntil they are held against the reverse input clutch backing pate (613). The backing pate is splined to the housing and held in place by the
retaining ring (614).
With the clutch plates applied, the belleville pate is compressed to cover the fluid bleed hole and prevent fluid from exhausting. The belleville pate also functions to assist spring forc in cushioning the clutch apply. When
PISTON ASSEMBLY (60?) -
INPUT
SHAFT
STATOR '
SHAFT (214)
REVERSE
APPLY
FLUID
BELLEVILLE
PLATE
(611)
STEEL PLATE (612A)
RETAINING RING (610)
SELECTIVE BACKING PLATE (613)
RETAINING RING 1 (614)
FIBER PLATE -(612B)

FUNCTIONAL
DESACRIPTION
DISASSEMBLED
VIEW

14 Figure 14
SERVO ASSEMBLY AND
2- 4 BAND
RETAINING CUSHION RETAINER SPRING CASE 2-4 BAND

The servo assembly and 2-4 band (602) are located in the front of the transmission case and applied in Second and Fourth gears. In Third
gear, the servo assembly releases the band and acts as an accumulator for the 3-4 clutch apply. The band is held stationary to the
transmission case by the band anchor pin (49) and wraps around the reverse input housing (605). When compressed by the servo assembly,
the 2-4 band holds the reverse input housing stationary to the transmission case.
No upshift in 1 st gear could be caused by a wom or damaged 2-4 band or if the band anchor pin is not engaged.

2- 4 Band Applied - Second Gear

To apply the 2-4 band in Second gear, 2nd clutch fluid is routed to the apply side of the 2nd apply pistn (17). 2nd clutch fluid pressure
moves the pistn against servo cushion (16) and servo retum (12) spring forces. These spring forces help cushion the 2-4 band apply in
Second gear. The 2nd apply pistn moves the apply pm (13) to compress the band around the reverse input housing.
2-4 Band Release and 3-4 Clutch Accumulation
In Third gear, 3rd accumulator fluid is routed to the release side of the 2nd apply pistn. The surface area on the release side of the 2nd
apply pistn (17) and servo cushion spring retainer (15) is greater than the surface area that 2nd clutch fluid pressure covers on the apply
side of the pistn. Therefore, the forc from 3rd accumulator fluid pressure, in addition to servo retum spring (12) forc, overcomes the
forc of 2nd clutch fluid pressure. The 2nd apply pistn then moves the apply pin (13) away from the 2-4 band to release the band from the
reverse input housing.
3rd accumulator fluid is fed by 3-4 clutch fluid which is used to apply the 3-4 clutch. The movement of the 2nd apply pistn against 2nd
clutch fluid pressure acts as an accumulator to absorb initial 3- 4 clutch apply fluid. This action helps cushion the 3-4 clutch apply, as well
as release the 2-4 band.
2-4 Band Applied - Fourth Gear
In Fourth gear, 4th fluid is routed through the center of the apply pin and acts on the apply side of the 4th apply pistn (25). 4th fluid
pressure moves the 4th apply pistn (25) and apply pin (13) to apply the band. The 4th apply pistn moves against the 4th apply spring (22)
to help cushion the band apply in Fourth gear.

Figure 15 15
SECOND GEAR - 2-4 SERVO APPLIED

THIRD GEAR - 2-4 SERVO RELEASED

FOURTH GEAR - 2-4 SERVO APPLIED

14 Figure 14
 REVERSE
INPUT
HOUSING
(605)
Reverse Input Clutch Release
To release the reverse input clutch, reverse input fluid exhausts from the reverse input housmg and back through the stator shaft. Without
fluid pressure, forc from the pistn spring assembly and belleville pate moves the reverse input clutch pistn away from the clutch pack.
Tlns disengages the clutch plates from the backing pate and disconnects the reverse mput housing from the input housing assembly.
Centrifugal forc, resulting from the reverse input housmg rotating, forces residual fluid to the outside of the pistn cavity. During the
clutch release the belleville pate moves away from the fluid bleed hole. This allows residual fluid at the outside of the pistn housing to
exhaust through the bleed hole. If this fluid did not completely exhaust from behind the pistn there could be a partial apply, or drag of
the reverse input clutch plates.
REVERSE INPUT CLUTCH
The reverse input clutch is located in the reverse input housing (605) and is used to provide an input to drive the vehicle in Reverse
(R). The steel clutch plates (612A) are splined to the reverse input housing while the fiber clutch plates (612B) are splined to the
input housmg and turbine shaft assembly (621). When applied, the reverse input clutch transfers engine torque from the input
housing to the reverse input housmg.
Reverse Input Clutch Applied
To apply the reverse input clutch, reverse input fluid is fed from the oil pump, through the
stator shaft (214) and to the reverse input housing. Feed holes in the inner hub of the reverse input housing allow reverse input fluid
to enter the housing behind the reverse input clutch pistn (607). Any air in the reverse input fluid circuit will exhaust through the
fluid bleed hole to prevent excess cushion during the clutch apply. As fluid pressure increases, the pistn compresses the steel, fiber
and belleville (611) clutch plates together until they are held against the reverse input clutch backing pate (613). The backing pate
is splined to the housing and held in place by the retaining ring (614).
With the clutch plates applied, the belleville pate is compressed to cover the fluid bleed hole and prevent fluid from exhausting. The
belleville pate also functions to assist spring forc in cushioning the clutch apply. When fully applied, the steel and fiber plates are
locked together to hold the reverse input housing and input housing together.
REVERSE OUTER INNER
INPUT SEAL SEAL
HOUSING (608) (608)

Figure 15 15
 Porosity in the pistn.
Excessive clutch pate travel.
Clutch pate retaining ring out of groove.
Retum spring assembly retaining ring out of groove.
Belleville pate installed incorrectly.

614

14 Figure 14
away from the clutch pack. This disengages the clutch plates from the forward clutch apply pate and disconnects the overrun clutch hub from
the input housing.
TURBINE
SHAFT

INPUT HOUSING (621)

During the exhaust of overrun clutch fluid, the overrun clutch checkball unseats (see illustration). Centrifugal forc, resulting from the input
housing rotating, forces residual overrun clutch fluid to the outside of the pistn housing and past the unseated checkball. If this fluid did not
completely exhaust from behind the pistn there could be a partial apply, or drag of the overrun clutch plates.
OVERRUN CLUTCH CHECKBALL
APPLIED RELEASED
LUBE
PASSAGE

OVERRUN CLUTCH
The overrun clutch assembly is located in the input housing and turbine shaft assembly (621) and is only applied in the Manual Gear ranges.
The Steel clutch plates (645A) are splined to the input housing while the fiber clutch plates (645B) are splined to the overrun clutch hub
(639). When applied, the overrun clutch plates forc the overrun clutch hub to roate at the same speed as the input housing. This prevens
the forward sprag clutch from being overrun during coast conditions, thereby providing engine compression braking to slow the vehicle.
Overrun Clutch Applied
To apply the overrun clutch, overrun clutch fluid is routed through the turbine shaft and into the input housing behind the overrun clutch
pistn (632).
Overrun clutch fluid pressure seats the overrun clutch checkball (633), which is located in the overrun clutch pistn, and moves the pistn to
compress the overrun
TURBINE SHAFT \

Figure 15 15
 OVERRUN CLUTCH APPLY
clutch spring assembly (634). FLUID Any air in the overrun clutch fluid circuit will exhaust past the checkball before it fully seats to prevent
excess cushion during the clutch apply. As fluid pressure increases, the pistn compresses the Steel and fiber clutch plates together until
they are held against the forward clutch apply pate (646). When fully applied, the Steel and fiber plates are locked together and hold the
overrun clutch hub to the mput housing
Overrun Clutch Released
To release the overrun clutch, overrun clutch fluid exhausts from the mput housing and back through the turbine shaft. Without fluid
pressure, forc from the pistn spring assembly moves the overrun clutch pistn
SPRING
ASSEMBLY
(634)
Overrun pistn checkball not sealing or overrun pistn seis cut or damaged can cause no overrun braking - manual 3-2-1.
633
632
634
635
645A
645B

14 Figure 14
forward clutch instan away from the clutch pack. This disengages the clutch platas from the backing plata and discomiects the input housing
from the forward clutch outer race.
During the exhaust of forward clutch feed fluid, the forward clutch housing checkball unseats (see i Ilustra! ion). Centrifugal forc, resulting
from the input housing rotating, forces residual forward clutch feed fluid to the outside of the pistn housing andpast the unseated checkball.
If this fluid did not completely exhaust from behind the pistn there could be a partial apply, or drag of the forward clutch platas.
FORWARD CLUTCH HOUSING CHECKBALL
APPLIED RELEASED
RETAINING RING (648)
FORWARD CLUTCH APPLY FLUID

FORWARD CLUTCH
The forward clutch assembly is located in the input housing and turbine shafl assembly (621) and is applied in all forward drive ranges. The
steel clutch platas (649A) are splined to the input housing while the fiber clutch platas (649B) are splined to the forward clutch outer race
(644). When applied, the forward clutch plates transfer engine torque from the input housing to the forward clutch outer race and forward
sprag clutch assembly.
Forward Clutch Applied
To apply the forward clutch, forward clutch feed fluid is routed through the turbine shaft and into the input housing behind the forward
clutch pistn (630). Forward clutch feed fluid pressure seats the forward clutch housing checkball, which is located in the forward clutch
housing (627), and moves the pistn to compress the pistn spring assembly (634). Any air in the forward clutch feed fluid circuit will
exhaust past the checkball before it fully seats to prevent excess cushion during the clutch apply. As fluid pressure increases, the pistn
moves the apply pate (646) and compresses
TURBINE
SHAFT
_A _____________
the steel and fiber clutch plates together until they are held against the selective forward clutch backing pate (650). The backing pate, which
is selective for assembly purposes, is splmed to the input housmg and held in place by the retaining ring (651).

Figure 15 15
 Also included in the forward clutch assembly is a steel waved pate (648) that, in addition to the spring assembly, helps cushion the clutch
apply. When fully applied, the steel and fiber plates are locked together and hold the input housing and forward clutch outer race together.
Forward Clutch Released
To release the forward clutch, forward clutch feed fluid exhausts from the input housing and back through the turbine shafl. Without fluid
pressure, forc from the pistn spring assembly and waved plata moves the
O-RING FORWARD FORWARD STEEL FIBER
SEAL CLUTCH CLUTCH PLATE PLATE
(622) HOUSING PISTON (649A) (649B)
(628) (630)
Wom forward clutch plates, damaged forward clutch housmg, damaged or missing forward clutch pistan seis, or porosity in forward clutch
pistn can cause slips in lst gear.
627 628
630
632 634
635
646 648 649A
649B
650 651

AIR BLEED

pistn seal or seal groove damage or porosity in the 3 A accumulator pistn or bore can cause no 3-4 shift/slips or rough 3 A shift.
3-4 CLUTCH CHECKBALL
APPLIED RELEASED
RETAINING
RING
(656)
3-4 CLUTCH APPLY FLUID

14 Figure 14
 AIR BLEED ORIFICE CUP PLUG
(698)
3-4 CLUTCH APPLY RING (625)
STEPPED STEEL FIBER APPLY PLATE PLATE PLATE (654A) (654B)
(653)
3- 4 CLUTCH
The 3-4 clutch assembly is located in the input housing and turbine shaft assembly (621) and is applied in Third and Fourth gears. The Steel
clutch plates (654B/C) are splined to the input housing while the lber clutch plates (654A) are splined to the input intemal gear (664). When
applied, the 3-4 clutch plates transfer engine torque from the input housing to the input intemal gear.
3- 4 Clutch Applied
To apply the 3-4 clutch, 3-4 clutch fluid is routed through the turbine shaft and into the input housing behind the 3-4 clutch pistn (623). 3-4
clutch fluid pressure seats the 3-4 clutch checkball (620), which is located in the input housing, and moves the pistn against the 3-4 clutch
apply ring (625). The apply ring compresses the 3-4 clutch spring assembly (626) which helps cushion the 3-4 clutch apply. Any air in the 3-
4 clutch fluid circuit will exhaust past the 3-4 clutch checkball before it fully seats to prevent excess cushion during the clutch apply.
TURBINE
SHAFT
____________ \ ___
As fluid pressure increases, the apply ring moves against the retainer ring pate (652) and stepped apply pate (653). This forc compresses
the Steel and fiber clutch plates (654) together until they are held against the selective 3-4 clutch backing pate (655). The backing pate,
which is selective for assembly purposes, is splined to the input housing and held in place by the retaining ring (656).
3-4 Clutch Released
To release the 3-4 clutch, 3-4 clutch fluid exhausts from the input housing and back through the turbine shaft. Without fluid pressure, forc
from the pistn spring assembly and boost springs (600) move the 3-4 clutch apply ring and pistn away from the clutch pack. This
disengages the clutch plates from the backing pate and disconnects the input housing from the forward clutch outer race.
During the exhaust of 3-4 clutch fluid, the 3-4 clutch checkball unseats (see illustration). Centrifugal forc, resulting from the input housing
rotating, forces residual 3-4 clutch fluid to the outside of the pistn housing and past the unseated checkball. If this fluid did not completely
exhaust from behind the pistn there could be a partial apply, or drag of the 3-4 clutch plates.
3^1 accumulator

Figure21 21
 FORWARD CLUTCH

backwards can cause second gear starts.

FORWARD SPRAG CLUTCH ASSEMBLY
The forward sprag clutch assembly (642) is located between the forward clutch race (644) and the inner race and input sun gear assembly
(640). The inner race and input sun gear assembly is connected to the overrun clutch hub (639) while the forward clutch race is splined to the
forward clutch plates. The sprag clutch is a type of one-way clutch that transfers engine torque from the forward clutch to the input sun gear
during acceleration in First, Second and Third gears in Overdrive Range. When the throttle is released in these gear ranges the sprag clutch is
overrun to allow the vehicle to coast freely.
SPRAG CLUTCH HOLDING OUTER RACE DRIVINGTHE INNER RACE

SPRAG CLUTCH RELEASED INNER RACE ROTATES FASTERTHAN OUTER RACE

14 Figure 14
Forward Sprag Clutch Holding
When the forward clutch is applied, engine torque is transferred to the forward clutch race (644) which functions as the outer race for the
sprag assembly. The rotation of the outer race pivots the sprags toward their long diagonals. The length of the long diagonal (distance A) is
greater than the distance between the outer race and inner race (640). This causes the sprags to lock between the inner and outer races and
transfer engine torque from the forward clutch race to the inner race and input sun gear assembly (640).
Forward Sprag Clutch Released
The sprag clutch releases when the sprags pivot toward their short diagonals. The length of the short diagonals (B) is less than the distance
between the inner and outer sprag races. This occurs when power flow drives the input sun gear and sprag race and retainer assembly faster
than the forward clutch drives the forward clutch race (644). During acceleration the sprag clutch is overrun only in Fourth gear.
Coast Conditions
The sprag clutch is also overrun during coast conditions, or deceleration, in the following gear ranges:
- Overdrive Range - First, Second and Third Gears
- Manual Third - First and Second Gears
- Manual Second - First Gear
During coast conditions, power from vehicle speed drives the input sun gear faster than engine torque drives the forward clutch race (644).
In this situation, the inner race and input sun gear assembly (640) overruns the sprag clutch and allows the vehicle to coast freely.
Overrun Clutch Applied
When the overrun clutch is applied (see range reference chart) it holds the overrun clutch hub and sun gear together. These components are
then forced to roate at the same speed as the input housing. This prevens the input sun gear from being driven faster than the forward clutch
race (644). During coast conditions when the throttle is released, power from vehicle speed is then transferred back to the torque converter
and engine compression slows the vehicle.
638 639 643 642 643

Figure21 21
 Roller Clutch Released

LOW AND REVERSE ROLLER CLUTCH

The roller clutch is ovemm by the reaction carrier assembly and inner race when tlie tlirottle is released during First gear operation witli tlie
selector lever in Overdrive, Manual Third and Manual Second. Wlien tlie tlirottle is released, power flow from vehicle speed drives the
reaction carrier assembly and inner race in a clockwise direction. The inner race moves the rollers down the ramp, overruns tlie rollers and
rotates freely in a clockwise direction.
Lube passage plugged, damage to imier splines, or inadequate spring tensin in the low roller clutch can cause slips in 1 st gear.
LOW AND REVERSE CLUTCH SUPPORT
(679)

The low and reverse roller clutch (678) is a type of one-way clutch used to prevent the reaction carrier assembly (681), reaction carrier shaft
(666) and input intemal gear (664) from rotating in a counterclockwise direction. The roller clutch is located between the low and reverse
clutch support (679) and the low roller clutch race (675). The low roller clutch support functions as the outer cam for the roller clutch and is
splined to the transmission case. The roller clutch race (675) is splined to the reaction carrier assembly (681) and functions as the roller
clutch inner race.
ROLLER CLUTCH HOLDING

RAMP
ROLLERS
FREE
ROLLER CLUTCH RACE (675)
Roller Clutch Holding
The roller clutch is holding during acceleration in First gear. When accelerating in First gear, the reaction carrier assembly and inner race
(675) attempt to rotate counterclockwise. This action causes the rollers to roll up the ramps on the outer cam and wedge between the inner
race and outer cam. With the rollers wedged and the low and reverse clutch support held stationary to the transmission case, the reaction
carrier assembly
Low and Reverse Clutch Applied
In Manual First - First Gear, the low and reverse clutch is applied to hold the reaction carrier assembly stationary to the transmission case.
The low and reverse clutch prevens the reaction carrier and inner race from rotating clockwise and overrunning the roller clutch when the
throttle is released. Power flow is then transferred back through the transmission gear sets and to the torque converter, allowing engine
compression to slow the vehicle. The low and reverse clutch is also applied in Reverse to provide the necessary power flow to obtain
Reverse.

14 Figure 14
LOWAND REVERSE CLUTCH ASSEMBLY

RETAINER
RING
LOWAND REVERSE SUPPORT ASSEMBLY (679)
Low and Reverse Clutch Released
To release the low and reverse clutch, apply fluid pressure exhausts from the behind the low and reverse clutch pistn. When exhausting, PR fluid
unseats the PR checkball (42) for a quick exhaust. Without fluid pressure, forc from the pistn spring assembly and waved pate moves the low
and reverse clutch pistn away from the clutch pack. This disengages the clutch plates from the low and reverse clutch support, thereby allowing the
reaction carrier assembly to roate freely.
FIBER
PLATE
STEEL
PLATE
OUTER
SEAL
LOW AND REVERSE CLUTCH
The low and reverse clutch assembly is located in the rear of the transmission case and is applied in Park, Reverse and Manual First - First Gear.
The Steel clutch plates (682A,B,D) are splined to the transmission case while the fiber clutch plates (682C) are splined to the reaction planetary
carrier (681). When applied, the low and reverse clutch plates hold the reaction planetary carrier stationary to the transmission case.

Figure21 21
 Low and Reverse Clutch Applied
To apply the low and reverse clutch, two different fluids are routed to the low and reverse clutch pistn (695). In Manual First, lo/reverse fluid is
routed to the inner area of the clutch pistn. In Park and Reverse, PR fluid is routed to the outer area of the low and reverse clutch pistn, in addition
to lo/reverse fluid acting on the inner area of the pistn, to provide a greater holding capacity of the clutch. Fluid pressure moves the pistn to
compress the low and reverse clutch pistn spring assembly (634). PR fluid seats the PR checkball and is orificed to the pistn to help control the
clutch apply. Also included in the forward clutch assembly is a Steel waved pate (682A) that, in addition to the spring assembly, helps cushion the
clutch apply. As fluid pressure increases, the pistn compresses the Steel and fiber clutch plates together until they are held against the low and
reverse support assembly (679), which is also splined to the transmission case. The spacer pate (682B) is selective for assembly purposes.

CASE
(103)
LO/REVERSE
FLUID
PR
FLUID
SELECTIVE WAVED SPACER PLATE
PLATE (682A)
(682 B)
APPLIED RELEASED
CENTER SEAL (696)
LOWAND
REVERSE
CLUTCH
PISTON
(695)
INNER SEAL
(696)
RETAINER RING
(693)
SPRING
ASSEMBLY
(694)
Wom low and reverse clutch plates or porosity in pistn can cause no reverse/slips in reverse.
DOUBLE ORIFICE RETAINER & BALL ASSEMBLY (42)
676
679
682C
682D 682B 682A
24 693 694 Figure 24
695
24 Figure 24
 INPIIT
CARRIER
ASSEMBLY
INPUT
INTERNAL
GEAR (664) HELD
REACTION CARRIER SHAFT (666) HELD
(664)
HELD
(640)
DRIVING
(684)
DRIVEN

REACTION
CARRIER
ASSEMBLY
(681)
HELD
REACTION
INTERNAL
GEAR
(684)
DRIVEN
(673)
INPUT
CARRIER
ASSEMBLY
INPUT
INTERNAL
GEAR
(664)
REACTION
CARRIER
SHAFT
(666)
DRIVEN
(664)
DRIVEN
(640)
DRIVING
(684)
DRIVING
(673)
HELD

24 Figure 24 24A
 REACTION
CARRIER
ASSEMBLY
(681)
DRIVEN
REACTION
INTERNAL
GEAR
(684)
DRIVING
Planetary gear sets are used in the Hydra-matic 4L60-E transmission as the primary method of multiplying torque, or twisting forc, of the engine (known as reduction). A planetary gear set is also used to reverse the
direction of input torque, fimction as a coupling for direct drive, and provide an overdrive gear ratio.
Planetary gear sets are so named because of their physical arrangement. All planetary gear sets contain at least three main components:
a sun gear at the center of the gear set,
a carrier assembly with planetary pinion gears that roate around the sun gear, and,
an intemal ring gear that encompasses the entire gear set.
This arrangement pro vides both strength and efficiency and also evenly distributes the energy forces flowing through the gear set. Another benefit of planetary gears is that gear clash, a common occurrence in
manual transmissions, is eliminated because the gear teeth are always in mesh.
The Hydra-matic 4L60-E transmission consists of two planetary gear sets, the input and reaction gear sets. Figures 24 and 25 show both of these gear sets and their respective components. These figures also
graphically explain how the planetary gear sets are used in combination to achieve each of the transmissions four forward drive gear ratios and Reverse.
Torque
When engine torque is transferred through a gear set the output torque from the gear set can either increase, decrease or remain the same. The output torque achieved depends on:
which member of the gear set pro vides the input torque,
which member of the gear set, if any, is held stationary, and,
which member of the gear set pro vides the output torque.
If output torque is greater than input torque the gear set is operating in reduction (First, Second and Reverse gears). If output torque is less than input torque the gear set is operating in Overdrive (Fourth gear). When
output torque equals input torque the gear set is operating in direct drive (Third gear) and all gear set components are rotating at the same speed.
Torque vs. Speed
One transmission operating condition directly affected by input and output torque is the relationship of torque with output speed. As the transmission shifts from First to Second to Third to Fourth gear, the overall
output torque to the wheels decreases as the speed of the vehicle ulereases (with input speed and input torque held constant). Greater output torque is needed at low vehicle speed, First and Second gears, to provide
the power for moving the vehicle from a standstill. However, once the vehicle is moving and the speed of the vehicle increases (Third and Fourth gears), less output torque is required to maintain that speed. This
provides a more efficient operation of the powertrain.
REDUCTION
Increasing the output torque is known as operating in reduction because there is a decrease in the speed of the output member proportional to the ulerease in output torque. Therefore, with a constant input speed, the
output torque increases when the transmission is in a lower gear, or higher gear ratio. In the Hydra-matic 4L60-E, planetary gear set reduction occurs when the transmission is operating in First, Second and Reverse
gears.
In First gear, the input planetary gear set pro vides the gear reduction to obtain a starting gear ratio of 3.06:1. Engine torque is transferred to the input sun gear (640) while the input intemal gear (664) is prevented
from rotating by the low roller clutch (678). The input sun gear drives the input carrier pinions. As the pinions roate counterclockwise on their pins, the pinion gears walk clockwise around the input internal gear.
This action drives the input carrier assembly and output shaft (687) clockwise in the First gear reduction of 3.06:1.
In Second gear, both planetary gear sets, input and reaction, are used to achieve the Second gear reduction of 1.63:1. Power flow through the input gear set is similar to First gear to drive the output shaft. Flowever, in Second gear
the reaction sun gear (673) is held by applying the 2-4 band. The reaction intemal gear support (685) is splined to the output shaft and drives the reaction carrier pinion gears clockwise. The pinion gears then walk clockwise around
the stationary reaction sun gear, thereby driving the reaction carrier assembly (681) clockwise. The reaction carrier drives the reaction carrier shaft and input intemal gear clockwise. The input intemal gear then drives the input pinion
gears in a second reduction to achieve the Second gear ratio.

24 Figure 24 24A
DIRECT DRIVE
Direct drive in a planetary gear set is obtained when any two members of the gear set roate in the same direction at the same speed. This action forces the third member of the gear set to rotate at the same speed. Therefore, in direct
drive the output speed of the transmission is the same as the input speed from the converter turbine. Output speed will equal engine speed when the torque converter clutch is applied (see Torque Converter - page 12).
Direct drive is obtained when input torque to the input planetary gear set is transferred through both the input sun gear and the input internal gear. The input pinion gears are wedged between these components and forced to rotate at
the same speed. The input carrier then drives the output shaft at the same speed as input torque to provide the direct drive 1:1 gear ratio.
OVERDRIVE
Operating the transmission in Overdrive allows the output speed of the transmission to be greater than the input speed from the engine. The vehicle can then maintain a given road speed with reduced engine speed for increased fuel
economy.
Overdrive is aclueved through the reaction planetary gear set and only occurs in Overdrive Range - Fourth Gear. The 2-4 band holds the reaction sun gear (673) stationary while input torque is provided through the reaction carrier
assembly (681). As the carrier is driven clockwise, the reaction pinion gears rotate clockwise on their pins as they walk clockwise around the stationary sun gear. The pinion gears drive the reaction intemal gear (684) and output
shaft (687) clockwise in an overdrive ratio of .70:1.
REVERSE
In Reverse, the reaction planetary gear set is used to provide both the gear reduction and reversal of engine torque needed. Engine torque is provided through the reaction sun gear (673) which drives the reaction pinion gears
counterclockwise. The reaction carrier assembly (681) is held stationary by the low roller clutch. This allows the reaction pinion gears to drive the reaction intemal gear and output shaft counterclockwise in a reduction of 2.30:1.

(662)
DRIVEN
INPUT
INPUT INTERNAL CARRIER GEAR ASSEMBLY (664) (662) DRIVING^ DRIVEN
REACTION S.^,T CARRIER (6871
SHAFT
(666)

INPUT
SUN
GEAR
(640)
DRIVING
OUTPUT

REACTION
INTERNAL
GEAR
(684)
DRIVEN
 The previous sections of this book were used to describe some of the mechanical component operations of the Hydra-
matic 4L60-E. In the Hydraulic Control Components section a detailed description of the individual components used
in the
hydraulic System will be presented. These hydraulic control components apply and release the clutch packs, band and
accumulators to provide automatic shifting of the transmission.

2 (240)

14 Figure 14
AIR
BLEED

OIL PUMP ASSEMBLY

The oil pump assembly (4) contains a variable displacement vane type pump located in the oil pump body (200). The oil pump rotor (212) is
keyed to the torque converter pump hub. Therefore, when the engine is running, the converter pump hub drives the rotor at engine speed. As the
oil pump rotor and the oil pump vanes (213) rotate, the area between the vanes mercases and fluid volume is positively displaced, thereby

Figure27 27
 creating a vacuum at the pump intake port. The vacuum forc allows atmospheric pressure acting on the fluid in the bottom pan to prime the
pump and pressurize the hydraulic system.
Fluid from the transmission bottom pan is drawn through the oil filter assembly (72) and into the oil pump intake fluid circuit. This fluid is
forced into the oil pump through the intake port and rotates around the oil pump slide (203) to the pump outlet port. As the fluid rotates around
the slide, the volume between the pump vanes decreases before reaching the outlet port. Decreasing the volume pressurizes the fluid and forces
the fluid into the line pressure fluid circuit. This fluid is directed to the pressure regulator valve and becomes the main supply of fluid to the
various components and hydraulic circuits in the transmission.
When engine speed (RPM) increases, the volume of fluid being supplied to the hydraulic system also increases because of the faster rotation of
the pump rotor and vanes. At a specified calibrated pressure, (which varies with transmission model) the pressure regulator valve will move far
enough against spring forc to allow excess line pressure fluid to retum to the suction side of the pump vanes. The result is a control of the
pump's delivery rate of fluid to the hydraulic system.
Pump Related Diagnostic Tlps
Transmission Overheating
Loss of drive
High or low line pressure
Oil out the vent tube
The main components that control line pressure are the pressure control solenoid and pressure regulator valve. The fluid pressure required to
apply the clutches and band vares in relation to throttle position and engine torque. At the pressure regulator valve, line pressure is regulated in
response to the following:
- torque signal fluid pressure routed from the pressure control solenoid (PCS) (this fluid pressure is proportional to engine torque - see page
42). Torque signal fluid pressure moves the boost valve (219) against the pressure regulator isolator spring (218) whioh acts against the
pressure regulator valve.
- pressure regulator spring forc.
- line pressure acting on the end of the pressure regulator valve.
- reverse input fluid pressure acting on the boost valve in Reverse.
The pressure regulator valve routes line pressure into both the converter feed and decrease fluid circuits. Converter feed fluid is routed to both
the torque converter and cooler fluid circuits. Decrease fluid pressure moves the oil pump slide against the forc of the pump slide springs (outer
- 206, inner - 207). Decrease fluid pressure and the position of the pump slide constantly vary in relation to torque signal fluid pressure and
engine torque as controlled by the pressure regulator valve.
Minimum Pressure Regulation
When engine torque is a minimum, the PCS regulates torque signal fluid pressure to a minimum. During these conditions, line pressure acting on
the end of the pressure regulator valve moves the valve against spring forc and torque signal fluid pressure to a point where line pressure enters
both the converter feed and decrease fluid circuits. Decrease fluid pressure moves the pump slide (203) against spring forc and toward the center
of the pump body, causmg the slide to partially cover the pump intake port. This ulereases the concentricity between the pump slide and rotor
which decreases the vacuum affect on the fluid, thereby decreasing line pressure.
Mximum Pressure Regulation
When engine torque is a mximum, the PCS regulates torque signal fluid pressure to a mximum. Mximum torque signal fluid pressure moves
the boost valve against the isolator spring to increase the forc on the pressure regulator valve. This moves the pressure regulator valve to block
line pressure from entering the decrease fluid circuit. With lower decrease fluid pressure, pump slide spring forc moves the slide against the side
of the pump body. This decreases the concentricity between the slide and rotor which increases the vacuum affect on the fluid. In this position
line pressure is a mximum. The output of the oil pump continuously vares between these minimum and mximum points dependmg on vehicle
operaling conditions.
Pressure Regulator Related Diagnostic Tips
A stuck or damaged pressure regulator valve could cause:
High or low line pressure
Slipping clutches or bands or harsh apply
Transmission overheating
Low or no cooler/lube flow
AIR

14 Figure 14
AIR

Figure27 27
14 Figure 14
Pressure Regulator Valve (216)
Regulates line pressure in relation to vehicle operating conditions (see page 28 on Pressure Regulation). The pressure regulator valve is biased by
torque signal fluid pressure, pressure regulator spring (217) forc, line pressure routed to the end of the valve, and reverse input fluid pressure
acting on the boost valve in Reverse. Line pressure is routed through the valve and into both the converter feed and decrease fluid circuits.
A stuck pressure regulator valve could cause high or low oil pressure.
Boost Valve (219)
Torque signal fluid pressure moves the boost valve against the isolator spring (218). The isolator spring then exerts the forc from torque signal
fluid pressure to the pressure regulator valve. Therefore, line pressure increases as throttle position and engine torque increase. Also, reverse
input fluid pressure acting on the boost valve increases the operating range of line pressure when the transmission is in Reverse.
l_U
l_U

Torque Converter Clutch Apply Valve (224)

Controlled by the TCC solenoid State and converter clutch signal fluid pressure, it directs converter feed fluid pressure to either the release or
apply side of the converter clutch. The TCC apply valve also directs fluid into the cooler fluid circuit. The valve is held in the release position (as
shown) by spring forc when the TCC solenoid is OFF. With the TCC solenoid ON, converter clutch signal fluid pressure increases and moves
the valve into the apply position against spring forc.
Pressure Relief Ball (228)
The pressure relief ball and spring (229) prevent lme pressure from exceeding approximately 2240 to 2520 kPa (320 to 360 psi). Above this
pressure, line fluid pressure moves the ball against spring forc and exhausts until line pressure decreases sufficiently.
A pressure relief ball not seated or damaged could cause high or low oil pressure.
Torque Converter Clutch Solenoid
The Powertrain Control Module (PCM) Controls the TCC solenoid to apply and release the converter clutch. The TCC solenoid is a normally
open, ON/OFF solenoid that, when energized (ON), initiates the converter clutch apply. Refer to the Electronic Component Section for a
complete description of the TCC solenoid.
No TCC apply could be caused by intemal damage to the TCC solenoid.
from the fluid circuit when fluid pressure increases during clutch apply. Also, when the clutch releases the ball unseats and allows air into the
circuit to displace the exhausting fluid.
Orfice Cup Plugs (238-240)
Various orifice cup plugs are located in the oil pump cover (215) to provide fluid flow control in the transmissions hydraulic system.
Torque con verter clutch shudder could be caused by a restricted or damaged orifice cup plug.
3-4 Shift Val ve (385)
Biased by 1-2 signal fluid pressure from the 1-2 shift solenoid, spring forc and D3 fluid pressure, the 3-4 shift valve Controls the routing of 3-4
signal fluid. To obtain Fourth gear, 1-2 signal fluid pressure moves the valve against spring forc and directs 3-4 signal fluid into the 4th signal
fluid circuit. However, in Manual Third, D3 fluid assists spring forc and holds the valve against 1-2 signal fluid pressure to prevent Fourth gear
under any conditions. In the downshifted position, the 4th signal fluid circuit is open to an exhaust past the valve.

Figure 29 29
3-2 Downshift Valve (389)
The 3-2 downshift valve helps control the 2-4 band apply rate during a 3-2 downshift. During the downshift, 3-4 clutch fluid pressure holds the
valve against spring forc before exhaustmg. This allows 2nd fluid to quickly fill the 2nd clutch fluid Circuit for a faster 2-4 band apply.
Reverse Abuse Valve (387)
The reverse abuse valve provides a faster apply of the reverse input clutch when throttle position is greater than dle. During these conditions,
reverse fluid pressure increases and moves the valve against spring forc. Reverse fluid can then quickly fill the reverse input fluid circuit. This
bypasses the control of the reverse input orillee (#17) for a faster clutch apply.
3-2 Control Solenoid Valve (394)
The 3-2 control solenoid valve is a normally closed ON/OFF solenoid controlled by the PCM. The solenoid is used to route actuator feed limit
(AFL) fluid into the 3-2 signal fluid circuit to control tlie position of the 3-2 control valve. The PCM Controls the solenoid State during a 3-2
downshift according to vehicle speed.
3-2 Control Valve (391)
The 3-2 control valve regulates the exhaust of 3rd accumulator fluid into tlie 3-4 clutch fluid circuit during a 3-2 downshift. This regulation is
controlled by 3-2 signal fluid pressure from the 3-2 control solenoid valve. At high vehicle speed, 3-2 signal fluid pressure moves the valve
against spring forc to block exhausting 3rd accumulator fluid from entering the 3-4 clutch fluid circuit. At low vehicle speed, 3-2 signal fluid
pressure is OFF and the valve is held in the open position by spring forc to allow exhausting 3rd accumulator fluid to enter the 3-4 clutch fluid
circuit.
A stuck 3-2 control valve could cause no 3-4 shift, slips or rough 3-4 shift.
Manual Valve (340)
The manual valve is supplied with line pressure from the pressure regulator valve and is mechanically linked to the gear selector lever. When a
gear range is selected, the manual valve directs line pressure into various circuits by opening and closing fluid passages. The fluid circuits fed by
the manual valve inelude Reverse, PR, D4, D3, D2 and lo.
High or low oil pressure could be caused by a scored or damaged manual valve.
Pressure Control Solenoid Valve (377)
Controlled by the PCM through a duty eyele operation, the pressure control (PC) solenoid valve regulates AFL fluid pressure into the torque
signal fluid circuit. Torque signal fluid pressure is regulated in response to engine torque and other vehicle operating conditions. Torque signal
fluid pressure is routed to the boost valve to increase line pressure and to the accumulator valve to help control shift feel.
Actuator Feed Limit Valve (374)
The AFL valve directs line pressure into the AFL fluid circuit. Spring forc acting on the valve limits AFL fluid pressure to a mximum of
approximately 795 kPa (115 psi). When line pressure is above this valu, orificed AFL fluid pressure moves the valve against spring forc to
block line pressure, thereby providing the limiting action. AFL fluid is routed to the shift solenoids, the pressure control solenoid, the TCC PWM
solenoid, the 3-2 control solenoid and the 2-3 shift valve train.
Torque Converter Clutch Pulse Width Modulated (TCC PWM) Solenoid Valve (396)
The TCC PWM solenoid valve is a normally closed, pulse width modulated (PWM) solenoid controlled by the PCM in relation to vehicle
operating conditions. The TCC PWM solenoid valve regulates actuator feed limit fluid into the CC signal fluid circuit and is used to control the
flow of line pressure through the regulated apply valve and provides a smooth engagement of the TCC.
Stuck ON, exhaust plugged, would cause no TCC release in 2nd, 3rd or 4th gear.
Stuck OFF, leaking o-ring, no voltage, would cause no TCC/ slip or soft apply.
Regulated Apply Valve (380) and Isolator Valve (398)
The regulated apply valve and isolator valve are used to control the flow of line pressure into the regulated apply fluid circuit. Regulated apply
fluid pressure is controlled by the action of CC signal fluid pressure on the isolator valve and orificed regulated apply fluid pressure on the
regulated apply valve.
A regulated apply valve stuck or assembled incorrectly could cause no TCC apply.
3-4 Relay Valve (384) and 4-3 Sequence Valve (383)
These valves are used mainly to control the 4-3 downshift timing. The valves direct various fluids into different fluid circuits depending on the
gear range. Spring forc acting on the 4-3 sequence valve tends to keep the valves in the downshifted position. In Fourth gear, 4th signal fluid
pressure moves both valves against spring forc and into the upshifted position (see Overdrive Range - 4-3 Downshift on page 64).
A stuck 4-3 sequence valve could cause no overrun braking - manual 3-2-1.
Accumulator Valve (371)
The accumulator valve is biased by torque signal fluid pressure, spring forc and orificed accumulator fluid pressure at the end of the valve. The
valve regulates D4 fluid into accumulator fluid pressure in relation to engine torque, as determined by torque signal fluid pressure. Accumulator
fluid pressure is used to control shift feel during the 1-2 and 3-4 shifts. During the 1-2 and 3-4 upshifts, the valve regulates the exhaust of
accumulator fluid to help control shift feel.
A stuck accumulator valve could cause no 3 A shift, slips or rough 3-4 shift.
2-3 Shift Solenoid Valve (367)
Located at the end of the 2-3 shuttle valve, the 2-3 shift solenoid valve is a normally open, ON/OFF type solenoid controlled by the PCM. The
solenoid is used to control 2-3 signal fluid pressure at the end of the 2-3 shuttle valve and the positioning of 2-3 shift valve train. When de-
energized, the solenoid is open and 2-3 signal fluid exhausts through the solenoid. When energized, the solenoid is closed and blocks 2-3 signal
fluid from exhausting, thereby creating 2-3 signal fluid pressure at the end of the 2-3 shuttle valve.
2-3 Shift Valve (368) and 2-3 Shuttle Valve (369)
The 2-3 shift valve train responds to AFL fluid pressure acting on the 2-3 shift valve and 2-3 signal fluid pressure from the 2-3 shift solenoid
valve at the 2-3 shuttle valve. Also, in Manual Second and Manual First gear ranges, D2 fluid pressure is routed between the two valves. D2 fluid
pressure keeps the 2-3 shift valve in the downshifted position to prevent the transmission from upshifting above Second gear regardless of shift
solenoid States. The valve train Controls the routing and
 exhausting of various fluids to obtain the appropriate gear range as determined by the PCM or gear selector lever.
A stuck 2-3 shift valve could cause no reverse or slips m reverse.
1- 2 Shift Solenoid Valve (367)
Located at the end of the 1-2 shift valve, the 1-2 shift solenoid valve is a normally open, ON/OFF type solenoid controlled by the PCM. The
solenoid is used to control 1-2 signal fluid pressure and the positioning of both the 1-2 shift valve and the 3-4 shift valve. When de-energized
(OFF), the solenoid is open and 1-2 signal fluid exhausts through the solenoid. When energized (ON), the solenoid is closed and blocks 1-2
signal fluid from exhausting, thereby creating 1-2 signal fluid pressure at the 1-2 and 3-4 shift valves.
1- 2 Shift Valve (366)
The 1-2 shift valve is biased by 1-2 signal fluid pressure, spring forc and D432 fluid pressure. The valve position depends on the shift solenoid
States. The 1-2 shift solenoid valve Controls 1 -2 signal fluid pressure and the 2-3 shift solenoid valve Controls the 2-3 shuttle valve position and
D432 fluid pressure. The 1-2 shift valve directs D4 fluid into the 2nd fluid circuit to upshift the transmission to Second gear. The valve also
routes lo fluid into the lo/lst fluid circuit in Manual First - First Gear. The exhaust past the valve is an annulus exhaust in which exhausting fluid,
either 2nd fluid or lo/lst fluid, flows around the valve land and through the valve body.
A sticking 1-2 shift valve could cause no upshift in lst gear.
Forward Abuse Valve (357)
The forward abuse valve provides a faster apply of the forward clutch when throttle position is greater than idle. During these conditions, D4
fluid pressure increases and moves the valve against spring forc. D4 fluid can then quickly fill the forward clutch feed fluid circuit. This
bypasses the control of the forward clutch accumulator orfice (#22) for a faster clutch apply.
Lo Overrun Valve (361)
In Reverse, PR fluid moves the valve against spring forc and filis the lo/reverse fluid circuit. In Manual First, the lo overrun valve regulates
lo/lst fluid pressure into the lo/reverse fluid circuit. This regulation is biased by spring forc and orificed lo/ reverse fluid pressure acting on the
valve.
A stuck lo overrun valve could cause no reverse or slips in reverse.
Forward Clutch Accumulator
Forward clutch accumulator spring forc absorbs the initial increase in forward clutch feed fluid pressure to cushion the forward clutch apply.
Refer to page 32 for a complete description of accumulator function.
Note: Refer to the 'Power Flow and Complete Flydraulic Circuit sections for a detailed explanation of each components operation in a
specific gear range. Also, refer to the Electronic Components section for a detailed description of each electronic component.
<C l
3URED

TV PRESSURE
0 CONTROL
SOLENOID
VALVE
2 1
TORQUE SIGNAL
REGULATED APPLY:
REG APPLY-
UNE: CC SIGNAL: SERVO FEED:
2ND: 4TH SIGNAL:
OVERRUN CLUTCH FEED 4TH
AFL:
ACTUATORFEED UMT:

Figure 30 33
 353

2ND
ORIFICED EX EX
ACTUATORFEED LIMIT
I_FWDCL FEED
FORWARD CLUTCH ACCUMULATOR

Figure 31
32
P R N (D) 3 2 1
I I I I I I
REVERSE

EXAMPLE: FORWARD CLUTCH ACCUMULATION

104

Figure 32 33
 353

EXAMPLE: 1-2 UPSHIFT

ACCUMULATORS
An accumulator is a spring loaded device that absorbs a certain amount of apply fluid pressure to cushion the apply of a clutch or
band. Apply fluid pressure directed to an accumulator pistn opposes a spring forc, and an accumulator fluid pressure (except in the
forward clutch accumulator), to act like a shock absorber.
In the Hydra-matic 4L60-E transmission, accumulators are used to control shift feel during the apply of the forward clutch, 2-4 band
(in both Second and Fourth gears) and 3-4 clutch. During the apply of a clutch or band, apply fluid pressure builds up rapidly when
the fiction element begins to hold. As the fluid pressure increases, it also moves the accumulator pistn against spring forc and
accumulator fluid pressure. Without an accumulator in the apply fluid circuit, the rapid buildup of fluid pressure would cause the
clutch or band to apply very quickly and possibly crate a harsh shift. However, accumulator spring forc and accumulator fluid
pressure absorb some of the initial apply fluid pressure to allow a more gradual apply of the clutch or band.
FORWARD CLUTCH ACCUMULATOR
The forward clutch accumulator is located in the valve body (350) and helps control the garage shift feel into a forward drive range
from Park, Reverse or Neutral. Forward clutch feed fluid pressure that applies the forward clutch is also routed to the forward clutch
accumulator pistn (354). Forward clutch feed fluid pressure moves the accumulator pistn against spring forc (356) as the clutch
begins to apply. This action absorbs some of the initial increase of clutch apply fluid pressure to cushion the forward clutch apply.
Slips in lst gear could be caused by:
A missing, cut or damaged forward clutch accumulator pistn seal.
A pistn out of its bore.
Porosity in the pistn or valve body.
A stuck abuse valve.
1- 2 and 3-4 ACCUMULATOR ASSEMBLIES Accumulator Valve Function
The 1-2 and 3-4 accumulator assemblies help cushion the 2-4 band apply rate. These assemblies use an accumulator fluid pressure to
assist spring forc. Accumulator fluid pressure is regulated by the accumulator valve (371) in relation to torque signal fluid pressure.
The pressure control (PC) solenoid is controlled by the PCM and regulates torque signal fluid pressure in relation to engine torque,
throttle position and other vehicle operating conditions.
When engine torque is a mximum, a greater apply pressure is required to prevent the band from slipping during apply and hold the
band against the reverse input housing. When engine torque is a minimum, the band requires less apply forc and a slower apply
rate. The regulating action of the accumulator valve compensates for these various operating conditions by increasing accumulator
fluid pressure as engine torque and torque signal fluid pressure increase.
1- 2 ACCUMULATOR ASSEMBLY
The 1 -2 accumulator assembly is used to control the apply feel of the 2-4 band in Second gear. The assembly is located between the
spacer pate (48) and 1-2 accumulator cover (57) and consists of a pistn (56), spring (54) and apply pin.
A stuck 1-2 accumulator pistn could cause slipping or a rough 1-2 shift.
Upshift Control
During a 1 -2 upshift (as shown in Example), 2nd clutch fluid is routed to both the servo assembly and the 1-2 accumulator
assembly. The rapid buildup of fluid pressure in the 2nd clutch fluid circuit strokes the accumulator pistn against spring forc and
accumulator fluid pressure. This action absorbs some of the initial buildup of 2nd clutch fluid pressure and provides a time delay to
cushion the 2-4 band apply.
As 2nd clutch fluid pressure moves the accumulator pistn, some accumulator fluid is forced out of the 1-2 accumulator assembly.
This fluid pressure is routed back to the accumulator valve. The increase in accumulator fluid pressure acting on the end of the
accumulator valve moves the valve against spring forc and torque signal fluid pressure. This blocks D4 fluid and regulates the
exhaust of the excess accumulator fluid pressure past the accumulator valve and through an exhaust port. This regulation provides
additional control for the accumulation of 2nd clutch fluid and apply of the 2-4 band.
Downshift Control
2nd clutch fluid pressure exhausts from the 1-2 accumulator assembly during a 2-1 downshift. As spring forc and accumulator fluid
pressure move the 1-2 accumulator pistn against exhausting 2nd clutch fluid, the accumulator valve regulates more D4 fluid into
the accumulator fluid circuit. This regulation Controls the rate at which accumulator fluid filis the 1-2 accumulator and the rate at

Figure 33
32
which 2nd clutch fluid exhausts from the accumulator.
3-4 ACCUMULATOR ASSEMBLY
The 3-4 accumulator assembly is located in the transmission case and consists of a pistn (44), pistn spring (46) and pistn pin
(43). The 3-4 accumulator assembly is the primary device for controlling the apply feel of the 2-4 band in Fourth gear.
The 3-4 accumulator assembly functions similar to the 1-2 accumulator assembly. During a 3-4 upshift the 3-4 accumulator absorbs
the initial increase of 3-4 accumulator fluid pressure to control the 2-4 band apply.
No 3-4 shift, slips or rough 3-4 shift could be caused by:
Porosity in 3-4 accumulator pistn or bore.
3-4 accumulator pistn seal or seal grooves damaged.
3-4 Accumulator Checkball (#1)
During a 4-3 downshift, accumulator fluid seats the # 1 checkball and is orificed into the orificed accumulator fluid circuit. This
orifice (# 18) Controls the increase of orificed accumulator fluid pressure and the movement of the 3-4 accumulator pistn against
exhausting 3-4 accumulator fluid.
2- 3 UPSHIFT ACCUMULATION
During a 2-3 upshift, the 2-4 band releases as the 3-4 clutch applies. To accomplish this, 3-4 clutch fluid that applies the 3-4 clutch is
also routed into the 3rd accumulator fluid circuit. 3rd accumulator fluid pressure is used to release the band while 3-4 clutch fluid
pressure is used to apply the 3-4 clutch. 3rd accumulator fluid pressure is routed to the 2-4 servo and moves the 2nd apply pistn
against spring forc and 2nd clutch fluid pressure to release the band. This action functions as an accumulator for the 3-4 clutch by
absorbing some of the initial increase in 3-4 clutch fluid pressure. 3

EXAMPLE: 3-4 UPSHIFT

3 A 2nd servo apply pistn seal missing, cut or damaged could cause a slipping or rough 1-2 shift.
A 4th servo pistn installed backwards could cause slips in lst gear.
No 3-4 shift, slips or rough 3A shift could be caused by damaged pistn seal grooves.
A 2-4 servo assembly apply pin that is too short or too long could cause no 2-3 shift or 2-3 shift slips, rough or hunting.

Figure 34 33
 353

2-4 SERVO ASSEMBLY

Figure 35
32
#1 3-4 ACCUMULATOR
Located in the transmission case, the 3-4 accumulator ball check valve helps control the flow of accumulator fluid to the 3-4 accumulator.
When the ball is seated, accumulator fluid is forced through the #18 orifice. This action helps control the 2-4 band release during a 4-3
downshift.
#2 3RD ACCUMULATOR
Located in the valve body, the 3rd accumulator ball check valve directs exhausting 3rd accumulator fluid through orfice #12 and to the 3-2
control valve. This helps control the 2-4 band apply during a 3-2 downshift. During a 3-4 upshift, 3-4 clutch fluid unseats the ball for a quick
feed into the 3rd accumulator fluid circuit.
Note: Some models do not inelude orfice #12 in the spacer pate. For these models, all exhausting 3rd accumulatorfluid is routed to the 3-2
control valve.
#8 1-2 UPSHIFT
Located in the valve body, the 1 -2 upshift ball check valve helps control the 2-4 band apply during a 1-2 upshift. During the upshift, 2nd
fluid pressure seats the ball and is forced through the #16 orifice. This orifice slows the flow of 2nd fluid to help cushion the band apply.
When the band releases during a 2-1 downshift, exhausting 2nd clutch fluid unseats, and exhausts past, the 1-2 upshift ball check valve.
#9 TCC APPLY
Located in the end of the turbine shaft, the #9 ball check valve is a retainer and ball assembly that helps control the converter clutch apply
feel. As the converter clutch applies, exhausting release fluid seats, and is orifice around the ball check valve. This action slows the exhaust
of release fluid to control the converter clutch apply feel. When the converter clutch is released, release fluid pressure unseats the ball check
valve and flows freely past the ball to keep the pressure pate disconnected from the converter cover.
#3 REVERSE INPUT
Located in the valve body, the reverse input ball check valve Controls the reverse input clutch apply when engine speed is at idle. During
these conditions, all reverse fluid feeding the reverse input fluid circuit is routed to the ball, seats the ball, and is forced through orifice #17.
This slows the flow of reverse fluid to cushion the reverse input clutch apply. When the reverse input clutch releases, exhausting reverse
input fluid unseats the ball for a quick exhaust of fluid.
#10 LO/REVERSE CLUTCH APPLY
Located in the transmission case, the #10 ball check valve is a retainer and ball assembly that helps control the lo and reverse clutch apply
feel. During the clutch apply, PR fluid pressure seats, and is orificed around the ball check valve. This orifice slows the mercase of PR fluid
pressure at the clutch pistn to cushion the apply feel. When the clutch releases, exhausting PR fluid unseats the ball check valve for a quick
exhaust.
#4 3-4 CLUTCH EXHAUST
Located in the valve body, this ball check valve helps control the 3-2 downshift. Exhausting 3-4 clutch and 3rd accumulator fluids seat the
ball and are forced through orifice #13. This helps control the 3-4 clutch release rate and 2-4 band apply. During a 3-4 upshift, 3-4 signal
fluid unseats the ball for a quick feed into the 3-4 clutch fluid circuit.
#5 OVERRUN CLUTCH FEED
Located in the valve body, it routes either overrun fluid or D2 fluid into the overrun clutch feed fluid circuit while blocking the other fluid
circuit. Overrun clutch feed fluid feeds the overrun clutch fluid circuit in the Manual gear ranges to apply the overrun clutch.
#12 FORWARD CLUTCH ACCUMULATOR
Located in the valve body, it helps Controls the forward clutch apply when engine speed is at idle. During these conditions, all D4 feeding
the forward clutch feed fluid circuit is routed to the ball, seats the ball, and is forced through orifice #22. This slows the mercase of forward
clutch feed fluid pressure to cushion the forward clutch apply. When the forward clutch releases, exhausting forward clutch feed fluid
unseats the ball for a quick exhaust of fluid.
#6 OVERRUN CLUTCH CONTROL
Located in the valve body, the #6 ball check valve helps control the overrun clutch apply rate. Overrun clutch feed fluid pressure seats
the ball and is forced through orifice #20. This orifice slows the flow of overrun fluid to cushion the overrun clutch apply. When the
overrun clutch releases, overrun clutch feed fluid unseats the ball for a quick exhaust.
#7 3RD ACCUMULATOR EXHAUST
Located in the transmission case, it unseats when 3rd accumulator fluid exhausts fom the 2-4 servo to prevent residual fluid pressure
from accumulating. Also, before 3rd accumulator fluid pressure seats the ball during a 2-3 upshift, any air in the circuit exhausts past the
ball.
Ball Check Valves Related Diagnostic Tps
Understanding the design principie of each ball check valve will help in the diagnosis of hydraulic related
conditions. For example:
a harsh shift complaint could be a stuck or missing ball check valve.
no overrun braking in manual 3-2-1 could be a mispositioned checkball.
high or low oil pressure could be caused by an omitted or misassembled ball check valve.
Figure 41 43
 Gear Selector Lever Position
Overdrive Range (D) Drive Range (D)
Manual Second (2) Manual First (1)
Reverse (R)
Parle, Neutral (P, N)
The Hydra-matic 4L60-E transmission incorporales electronic Controls that utilize a Powertrain Control Module (PCM). The PCM gathers
vehicle operating information from a variety of sensors and control components located throughout the powertrain (engine and transmission).
The PCM then processes this information for proper control of the following:
transmission shift points - through the use of shift solenoids
transmission shift feel - by adjusting line pressure through the use of a pressure control solenoid
TCC apply and release timing and feel - through the use of a TCC solenoid and a TCC PWM solenoid
the 3-2 downshift - through the use of a 3-2 control solenoid
Electronic control of these transmission operating characteristics provides for consistent and precise shift points and shift quality based on the
operating conditions of both the engine and transmission.
FAIL-SAFE MODE
Fail-safe mode is an operating condition when the transmission will partially function if a portion of the electronic control System becomes
disabled. For example, if the wiring hamess becomes disabled, the PCM commands the fail-safe mode which causes the electronic solenoids to
default to OFF. The following changes occur when the transmission is operating in the fail-safe mode:
the pressure control solenoid is OFF, increasing line pressure to a mximum to prevent any clutch or band slippage
the TCC solenoid is OFF, preventing converter clutch apply
the 3-2 control solenoid is OFF, providing a faster 3-2 downshift
both shift solenoids are OFF
With both shift solenoids OFF, the transmission will oprate in Third gear when the selector lever is in the Overdrive position. Flowever, with
the Flydra-matic 4L60-E transmission the driver has some flexibility in gear selection during fail-safe mode. Changing gears during fail-safe
mode is accomplished by moving the gear selector lever as foliows:
Transmission Gear Operation
Third gear Tlurd gear Second gear Second gear Reverse Parle, Neutral
The downshift to First gear in Manual First is controlled electronically for safety and durability reasons. This means that the PCM must
electronically command both shift solenoids to be ON to obtain First gear.
NOTE: This section of the book contains general information about elctrica! components that provide input information to the PCM. Since
this input information ni ay vary between vehicle applications, it is important that the appropriate General Motors Service Manual is used
during repair or diagnosis of the transmission.
4 11 5 DLC PCM

INPUTS OUTPUTS
INFORMATION SENSORS ELECTRONIC CONTROLLERS ELECTRONICALLY CONTROLLED
1. VEHICLE SPEED SENSOR (VSS) TRANSMISSION COMPONENTS
POWERTRAIN CONTROL MODULE
(PCM) A. PRESSURE CONTROL SOLENOID VALVE
2. TRANMISSION FLUID TEMPERATURE (TFT) SENSOR
3. TFP MANUAL VALVE POSITION SWITCH
DIAGNOSTIC LINKCONNECTOR B. TORQUE CONVERTER CLUTCH (TCC)
(DLC) SOLENOID VALVE
4. THROTTLE POSITION (TP) SENSOR
5. ENGINE SPEED SENSOR
6. ENGINE COOLANTTEMPERATURE (ECT) SENSOR
O C. 1-2 SHIFT SOLENOID VALVE
D. 2-3 SHIFT SOLENOID VALVE
7. TCC BRAKE SWITCH
8. 4 WHEEL DRIVE LOW SWITCH
E. 3-2 CONTROL SOLENOID VALVE
9. AIRCONDITIONING REQUEST

36 Figure 34
10. CRUISE CONTROL INFORMATION F. TCC PWM SOLENOID VALVE
11. MANIFOLD ABSOLUTE PRESSURE (MAP) SENSOR

Figure 41 43
 TEMPERATURE
SENSOR

LO D3 REVERSE
INDICATOR INDICATOR INDICATOR SWITCH SWITCH SWITCH
Body Fluid Contad Dap
O-Ring
Diaphragm

Contad Contad Element

Ground
^ NORMALLY OPEN

FIVE PIN D4 D2 TRANSMISSION

CONNECTOR INDICATOR INDICATOR FLUID PRESSURE SWITCH SWITCH MANUAL VALVE
POSITION SWITCH ASSEMBLY (69)
+ i
Contad Contad Element
NORMALLY CLOSED J
RANGE FLUID* CIRCUIT+
INDICATOR REV D4 D3 D2 LO N R P

Park/Neutral
0 0 0 0 0 0 1 0
Reverse
1 0 0 0 0 1 1 0
Overdrive 0 1 0 0 0 0 1 1
Manual Third
0 1 1 0 0 0 0 1
Manual Second
0 1 1 1 0 0 0 0
Manual First 0 1 1 1 1 1 0 0
*: 1 = Pressurized 0 = Exhausted
+ : 1 = Grounded (Resistance <50 ohms, 0 volts 0 = Open (Resistance >50k ohms, 12 volts)

TRANSMISSION FLUID PRESSURE (TFP) MANUAL VALVE POSITION SWITCH ASSEMBLY

The TFP manual valve position switeh assembly is attached to the control valve body and is used to signal the manual valve position to the
PCM. Various fluids are routed to the TFP manual valve position switeh depending on the manual valve position. These fluids open and

36 Figure 34
cise the fluid pressure switehes in the TFP manual valve position switeh to provide a signal to the PCM indicating the gear range position
of the manual valve. The combination of opened and closed switehes determines the voltage measured at each of the three pins in the TFP
manual valve position switeh electrical connector. An open circuit measures 12 volts while a grounded circuit measures 0 volts. The
electrical schematic and chart below show the TFP manual valve position switeh circuitry used to signal the manual valve position.
Normally Open Fluid Pressure Switeh
The D4, Lo, and Reverse fluid pressure switehes are normally open and electrical current is stopped at these switehes when no fluid pressure
is present. Fluid pressure moves the diaphragm and contact element until the contact element touches both the positive contact (+) and the
ground contact (i). This creates a closed circuit and allows current to flow from the positive contact, through the switeh and to ground.
Normally Closed Fluid Pressure Switeh
The D2 and D3 fluid pressure switehes are normally closed and electrical current is free to flow from the positive contact to the ground
contact when no fluid pressure is present. Fluid pressure moves the diaphragm to disconnect the positive and ground contacts. This opens the
switeh and stops current from flowing through the switeh.
Example: (Manual Third Range)
The hydraulic and electrical schematics below are shown in the Drive Range (Manual Third) position (D or 3). D4 fluid pressure closes the
D4 fluid pressure switeh and D3 fluid pressure opens the D3 fluid pressure switeh. With the D2 switeh normally closed, pins N and P
measure 0 volts while pin R measures approximately 12 volts. This combination signis the PCMthat the manual valve is in the Manual
Third position.
A Transmission Fluid Pressure Manual Valve Position Switeh Assembly malfunction will set a DTC P1810 and the PCM will command the
following default actions:
Mximum line pressure.
Assume D4 shift pattem.
TCC on in commanded fourth gear.
The PCM stores DTC P1810 in PCM history.
P R N (D) 3 2 1
I I I I I I

Figure 41 43
 VEHICLE SPEED SENSOR

CONNECTOR RESISTOR

SENSOR RESISTANCE VS. TEMPERATURE

VEHICLE SPEED SENSOR (VSS)

The vehicle speed sensor is a magnetic inductive pickup that relays Information relative to vehicle speed to the PCM. In two wheel
drive (2WD) applications, the VSS is located on the transmission extensin housing (31), opposite the speed sensor rotor. The speed
sensor rotor is attached to the transmission output shaft and rotates with the output shaft at transmission output speed. The speed
sensor rotor has 40 serrations, or teeth, cut into its outside diameter.
The VSS consists of a permanent magnet surrounded by a coil of wire. As the output shaft and speed sensor rotor rotate, an
alternating current (AC) is induced in the coil of wire from the teeth on the rotor passing by the magnetic pickup on the VSS.
Whenever the vehicle is moving, the VSS produces an AC voltage proportional to vehicle speed. Tliis AC signal is sent to the digital
ratio adaptor converter (DRAC) where it is converted to a direct current (DC) square wave form. The DC signal is then sent to the
PCM and interpreted as vehicle speed. As vehicle speed increases and more rotor teeth pass by the magnetic pickup on the VSS in a
given time frame, the frequency of the DC signal sent to the PCM increases. The PCM interprets this increase in frequency as an
increase in vehicle speed (see Figure A).
Note: On four wheel drive (4WD) applications the VSS is located on the transfer case.

36 Figure 34
Vehicle Speed Sensor Circuit Low will set DTC P0502 and the PCM will command the following default actions:
Freeze shift adapts.
Mximum line pressure.
Calclate AI OSS from AIISS sensor output.
DTC P0502 stores in PCM history.
TRANSMISSION FLUID TEMPERATURE (TFT) SENSOR
The temperature sensor is a negative temperature coefficient thermistor (temperature sensitive resistor) that provides information to
the PCM regarding transmission fluid temperature. The temperature sensor is a part of the transmission fluid pressure (TFP) manual
valve position switch assembly which is attached to the control valve body and submersed in fluid in the transmission bottom pan.
The internal electrical resistance of the sensor varies in relation to the operating temperature of the transmission fluid (see chart).
The PCM sends a 5 volt reference signal to the temperature sensor and measures the voltage drop in the circuit. A lower fluid
temperature creates a higher resistance in the temperature sensor, thereby measuring a higher voltage signal.
The PCM measures this voltage as another input to help control TCC apply and line pressure. The PCM inhibits TCC apply until
transmission fluid temperature reaches approximately 29C (84F). Also, when fluid temperatures exceed 135C (275F), the PCM
commands TCC apply at all times in Fourth gear, as opposed to having a scheduled apply. Applying the TCC reduces fluid
temperatures created by the fluid coupling in the converter.
TFT Sensor Circuit Range/Perfonnance will set DTC P0711 and the PCM will command the following default actions:
Freeze shift adapts.
Defaults tile TFT to 140C (284F) for shift scheduling (hot mode pattem).
DTC P0711 stores in PCM history.

Figure 41 43
 TORQUE CONVERTER CLUTCH SOLENOID

The TCC solenoid is a normally open, ON/OFF solenoid that the PCM Controls to apply and release the converter clutch. When de-
energized, converter feed fluid pressure holds the valve and plunger away from the exhaust port. This allows converter feed fluid to
exhaust through the solenoid. Without converter feed fluid pressure at the end of the converter clutch apply valve, spring forc holds the
valve in the release position.

TORQUE CONVERTER CLUTCH SOLENOID (NORMALLY OPEN)

CONVERTER
FEED
FLUID
When vehicle operating conditions are appropriate for TCC apply, the PCM provides a ground for the TCC solenoid electrical circuit.
Electrical current flows through the coil assembly in the solenoid which creates a magnetic field. The magnetic field moves the plunger
and valve to block the exhaust port and prevent converter feed fluid from exhausting through the solenoid. Converter feed fluid pressure
increases at the converter clutch apply valve and moves the valve into the apply position against spring forc.
Under normal operating conditions, the torque converter clutch only applies in Fourth gear when in Overdrive range or Third gear when in
Manual Third gear range. Flowever, at high speeds under heavy throttle conditions, the PCM will command TCC apply in Third gear
when in Overdrive range. Also, when transmission fluid temperature is above approximately 135C (275F), the TCC is applied all of the
time in Fourth gear to help reduce transmission fluid temperatures. Other conditions that cause the PCM to change the operating State of
the TCC solenoid inelude:
The TCC is released when the brake pedal is depressed.
The TCC is released under mnimum and mximum throttle conditions.
TCC apply is prevented until engine coolant temperature is above approximately 20C (68F).
TCC apply is prevented until transmission fluid temperature is above approximately 29C (84F).
A continuous open, short to ground, or short to power in the TCC solenoid valve circuit will set DTC P0740 TCC Enable Solenoid
Circuit Electrical and the PCM will command the following default actions:
The PCM illuminates the malfimction indicator lamp (MIL)
The PCM inhibits TCC engagement
The PCM inhibits 4th gear if the transmission is in hot mode
The PCM freezes shift adapts from being updated
The PCM stores Freeze Frame and Failure records
The PCM stores DTC P0740 in PCM history
Low torque converter slip when the TCC is commanded OFF will set DTC P0742 TCC System Stuck On and the PCM will conunand
the following default actions:
The PCM illuminates the malfimction indicator lamp (MIL)
The PCM freezes shift adapts from being updated
The PCM stores Freeze Frame and Failure records
The PCM stores DTC P0742 in PCM history

Figure37 39
3-2 CONTROL SOLENOID VALVE

SHIFT SOLENOID VALVE (OFF)

EXAMPLE A: PARK/REVERSE/NEUTRAL/FIRST GEAR

EXAMPLE B: THIRD GEAR

The Hydra-matic 4L60-E transmission uses two identical, normally open, electronic shift solenoid valves (1-2 and 2-3) to control
upshifts and downshifts in all forward gear ranges. These shift solenoid valves work together in a combination of ON and OFF
sequences to control the positions of the 1 -2 shift valve, 2-3 shift valve train and
3- 4 shift valve. The PCM monitors numerous inputs to determine the appropriate solenoid State combination and
transmission gear for the vehicle operating conditions. The following table shows the solenoid state combination required to obtain
each gear:
GEAR 1-2 SOLENOID 2-3 SOLENOID

Figure 39 41
 PLUNGER CONNECTOR SPRING METERING O-RING SHIFT SOLENOID VALVES

Park, Reverse, Neutral ON ON

First ON ON
Second OFF ON
Third OFF OFF
Fourth ON OFF
Shift Solenoid De-energized (OFF)
The shift solenoids are OFF when the PCM opens the path to ground for the solenoid s electrical circuit. When OFF, solenoid
signal fluid pressure (blue color) moves the metering ball and plunger against spring forc, away from the fluid inlet port. Solenoid
signal fluid is then open to an exhaust port located on the side of the solenoid.
Shift Solenoid Energized (ON)
To energize the shift solenoids, the PCM pro vides a path to ground for the solenoids electrical circuit. Electrical current passing
through the coil assembly in the solenoid creates a magnetic field that magnetizes the solenoid core. The magnetized core repels the
plunger which seats the metering ball against the fluid inlet port. With the ball seated, solenoid signal fluid is blocked from
exhausting, thereby creating fluid pressure in the solenoid signal fluid circuit.
1- 2 Shift Solenoid (SS) Valve
Located at the end of the 1-2 shift valve, the 1-2 SS valve Controls the position of the 1-2 and 3-4 shift valves. The solenoid is fed 1-
2 signal fluid by the actuator feed limit fluid (AFL) Circuit through orfice #25. When energized (Example "A"), the solenoid blocks
1-2 signal fluid from exhausting, thereby creating pressure in the 1-2 signal fluid circuit. 1-2 signal fluid pressure holds the 1-2 shift
valve against spring forc (downshifted position) in Park, Reverse, Neutral and First gears. In Fourth gear, D432 fluid pressure
assists spring forc to keep the 1-2 shift valve in the upshifted position against 1-2 signal fluid pressure. Also, 1-2 signal fluid
pressure holds the 3-4 shift valve in the upshifted position against spring forc.
When the 1-2 SS valve is de-energized in Second and Third gears (Example "B"), 1-2 signal fluid exhausts through the solenoid.
Spring forc holds the 1-2 shift valve in the upshifted position and the 3-4 shift valve in the downshifted position.
2- 3 Shift Solenoid (SS) Valve
Located at the end of the 2-3 shuttle valve, the 2-3 SS valve Controls the position of the 2-3 shift valve train. The solenoid is fed 2-3
signal fluid by the AFL fluid circuit through orfice #29. When energized by the PCM (Example "A"), 2-3 signal fluid pressure
holds the 2-3 shift valve train in the downshifted position against AFL fluid pressure acting on the 2-3 shift valve.
When de-energized [Third and Fourth gears (Example "B")], 2-3 signal fluid exhausts through the solenoid. This allows AFL fluid
pressure acting on the 2-3 shift valve to move the shift valve train into the upshifted position. In Manual Second, D2 fluid pressure
holds the 2-3 shift valve in the downshifted position against AFL fluid pressure regardless of the 2-3 SS valve state.
Note: The feed orfices (#25 and #29) between the AFL and solenoid signal fluid circuits are smaller than the exhaustports through
the solenoids. This prevens fluid pressure buildup in the solenoid signalfluid circuits at the end of the shift valves when the shift
solenoids are OFF.
The 3-2 control solenoid valve is a normally closed, 3-port ON/ OFF solenoid used to control the 3-2 downshift. During a 3-2
downshift, the 2-4 band is applied as the 3-4 clutch releases. The timing between the 3-4 clutch release and 2-4 band apply must be
varied depending on vehicle speed and throttle position (see downshift timing below). The 3-2 control solenoid valve feeds AFL
fluid into the 3-2 signal fluid circuit. 3-2 signal fluid pressure shifts the 3-2 control valve to provide for these varying requirements
and achieve a precise control of the 3-2 downshift.
The solenoid is constantly fed 12 volts to the high (positive) side and the PCM Controls when the path to ground for the electrical
circuit is closed. When the PCM closes the solenoid ground circuit, current flows through the solenoid and the ground circuit is at a
low voltage State (0 volts and solenoid energized).

3-2 CONTROL SOLENOID VALVE

Solenoid De-energized
When the solenoid is OFF, no current flows to the solenoid coil. Spring forc holds the plunger and metering ball against the fluid
inlet port to block AFL fluid from entering the 3-2 signal fluid circuit. The 3-2 signal fluid circuit is open to an exhaust through the
solenoid. With the 3-2 signal fluid circuit empty, spring forc holds the 3-2 control valve open.
Solenoid Energized
The position of the metering ball is controlled by current flowing through the solenoid coil. Current flowing through the solenoid
coil creates a magnetic field which moves the plunger and ball against spring forc to block the exhaust port thereby mcreasing
3- 2 signal fluid pressure and the 3-2 control valve shifts.
3-2 Downshift Timing
The PCM energizes the 3-2 control solenoid valve when the transmission is in Second, Third and Fourth gears. In all other gear
ranges, the solenoid is OFF. During a 3-2 downshift, the solenoid is tumed ON or OFF according to vehicle speed.
At lower vehicle speeds, the PCM operates the 3-2 control solenoid valve in the OFF position. In the OFF position, the solenoid is
open, allowing AFL fluid to exhaust. With no AFL fluid pressure entering the 3-2 signal fluid circuit, the 3-2 control valve is kept in

40 Figure 38
3-2 CONTROL SOLENOID VALVE

the open position by spring forc to allow a faster exhaust of 3rd accumulator fluid through an orifice into the 3-4 clutch fluid
circuit. A faster exhaust of the 3rd accumulator exhaust fluid provides a faster apply of the 2-4 band, as needed at lower vehicle
speeds.
At high vehicle speed, the PCM operates the 3-2 control solenoid valve in the ON position allowing actuator feed limit fluid to pass
into the 3-2 signal fluid circuit. The 3-2 signal fluid pressure shifts the 3-2 control solenoid into the closed position. This action
permits a slow apply of the 2-4 band by blocking off 3rd accumulator exhaust fluid from entering the 3-4 clutch fluid circuit. This
allows the engine speed to easily come up to the necessary RPM before the 2-4 band is applied.
When the PCM detects a continuous open, short to ground or short to power in the 3-2 SS valve assembly circuit, then DTC P0785 3-2
Shift Solenoid Circuit Electrical sets and the PCM will command the following default actions:
The PCM illuminates the malfunction indicator lamp (MIL)
The PCM commands a soft landing to third gear
The PCM commands mximum line pressure
The PCM inhibits TCC engagement
The PCM inhibits 4th gear if the transmission is in hot mode
The PCM freezes shift adapts from being updated
The PCM stores Freeze Frame and Failure records
The PCM stores DTC P0785 in PCM history

Figure 39 41
 Pressure Control Solenoid Valve

ACTUATOR TORQUE EXHAUST VARIABLE ARMATURE SPRING FRAME

PRESSURE CONTROL SOLENOID VALVE

The pressure control (PC) solenoid valve is a precisin electronic pressure regulator that Controls transmission line pressure based on
current flow through its coil windings. As current flovv is increased, the magnetic field produced by the coil moves the solenoids 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.
Duty Cycle, Frequency and Current Flow
A duty cycle may be defined as the percent of time current is flowing through a solenoid coil during each cycle. The number of eyeles
that occur within a specified amount of time, usually measured in seconds, is called frequency. Typically, the operation of an
electronically controlled pulse width modulated solenoid is explained in terms of duty cycle and frequency.
The PCM Controls the PC solenoid valve on a positive duty cycle at a fixed frequency of 292.5 Hz (eyeles per second). A higher duty
cycle provides a greater current flow through the 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 valve duty cycle to maintain the correct average current flowing through the PC solenoid valve.
Approximate Duty
Current Line Pressure
Cycle

+ 5% 0.1 Amps Mximum

+40% 1.1 Amps Mnimum

Pressure control solenoid valve resistance should measure between 3.5 and 4.6 ohms when measured at 20C (68F).
PRESSURE CONTROL SOLENOID VALVE POSITIVE DUTY CYCLE

The duty cycle and current flow to the PC solenoid valve are mainly affected by throttle position (engine torque) and they are inversely
proportional to throttle angle (engme torque). In other words, as the throttle angle (engine torque mercases), the duty cycle is decreased by
the PCM which decreases current flow to the PC solenoid valve. Current flow to the PC solenoid valve creates a magnetic field that moves
the solenoid armature toward the push rod and against spring forc.
Transmission Adapt Function:
Programming within the PCM also allows for automatic adjustments in shift pressure that are based on the changmg characteristics of the
transmission components. As the apply components within the transmission wear, shift time (tune required to apply a clutch or band)
increases. In order to compnsate for this wear, the PCM adjusts trim pressure by controlling the PC solenoid valve in order to maintain the

36 Figure 34
origmally calibrated shift timing. The automatic adjusting process is referredto as adaptive leaming and it is used to assure consistent
shift feel plus mercase transmission durability. The PCM monitors the A/T ISS sensor and A/T OSS during commanded shifts to determine
f a shift is occurring too fast (harsh) or too slow (soft) and adjusts the PC solenoid valve signal to maintain a set shift feel.
INPUT CURRENT (AMP)
PRESSURE CONTROL SOLENOID VALVE CURRENT FLOW
A Pressure Control Solenoid electrical problem will set a DTC P0748 and the PCM will commandthe following default actions:
Disable the PC solenoid valve.
Freeze shift adapts.
DTC P0748 stores in PCM history.
Transmission adapts must be reset whenever the transmission is overhauled or replaced (see appropriate Service manual).

Figure 41 43
FRAME DIAPHRAGM EXHAUST

When the PCM detects a continuous open, short to ground or short to power in the TCC PWM solenoid valve Circuit, then DTC P1860 sets
and the PCM will command the following default actions: 4
Torque Converter Clutch Pulse Width Modulated (TCC PWM) Solenoid Valve
The TCC PWM solenoid valve is a normally closed, pulse width modulated (PWM) solenoid used to control the apply 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 solenoids ability to ramp the TCC apply and release pressures results in a smoother TCC operation.
TCC PWM Solenoid Valve Operation
The TCC PWM solenoid valve is one electronic control component of the TCC apply and release system. The other electronic component is
the TCC solenoid valve, which enables TCC ON and OFF. The other components are all hydraulie control or regulating valves. The
illustration below shows all the valves and the TCC PWM solenoid valve that make up the TCC control system. (For more information on
system operation see pages 62 and 63 in the Powerflow section.)
In First gear, at approximately 13 km/h (8 mph), the PCM operates the TCC PWM solenoid valve at approximately 90 percent duty cycle
(point S on the graph at left). This duty cycle is maintained until a TCC apply is commanded. When vehicle operating conditions are
appropriate to apply the TCC, the PCM immediately decreases the duty cycle to 0 percent, then increases it to approximately 25% (see point
C on graph). The PCM then ramps the duty cycle up to approximately 50% to achieve regulated apply pressure in vehicles equipped with
the Electronically Controlled Clutch Capacity. With the ECCC system, the pressure pate does not fully lock to the torque converter, instead
a consistent slip of 20 to 40 RPM is regulated. The rate at which the PCM mercases the duty cycle Controls the TCC apply. Similarly, the
PCM also ramps down the TCC solenoid duty cycle to control TCC release. Under some high torque or high vehicle speeds, the converter
clutch is fully locked. There are some operating conditions that prevent or enable TCC apply under various conditions (refer to the
Automatic Transmission Fluid Temperature sensor description). Also, if the PCM recen es a high voltage signal from the brake switch,
signallmg that the brake pedal is depressed, the PCM immediately releases the TCC.
Note: Duty eyeles given are for example only. Actual duty eyeles will vary depending on vehicle application and vehicle operating
conditions.
TCC PWM solenoid valve resistance should measure between 10.0 and 11.5 ohms when measured at 20C (68F). The resistance should
measure between 15.0 and 17 ohms at 150C (302F). __________

4 The PCM illuminates the malfunction indicator lamp (MIL)

The PCM inhibits TCC engagement
The PCM inhibits 4th gear if the transmission is in hot mode
The PCM freezes shift adapts from being updated
The PCM stores Freeze Frame and Failure records
The PCM stores DTC P1860 in PCM history
 L
SOLENOID }
VALVE , r

REVERSEINPUT

Figure 41 43
THROTTLE POSITION (TP) SENSOR
The TPS is a potentiometer mounted to thc throttle body that provides thc PCM with information relativo to throttle angle (accelerator pedal
movement). The PCM provides a 5 volt reference signa] and a ground to the TPS and thc sensor retums a signal voltage that changes with
throttle vah e angle. This signal varies from less than 1.0 volt at minimum throttle to nearly 5.0 volts at wide-open throttle. The PCM uses
this information to modify fuel control, shil't pattems, shift feel and TCC apply and release timing. In general, with greater accelerator pedal
travel and higher TPS voltage signal, the foliowing conditions occur:
The PCM delays upshifts or initiates a downshift (through the shift solenoids) for increased acceleration.
The PCM increases line pressure (through the pressure control solenoid) to increase the holding forc on the elutehes and/or band.
The PCM keeps the TCC released during lieavy acceleration. The TCC is also released during minimum acceleration.
ENGINE COOLANT TEMPERATURE (ECT) SENSOR
The ECT sensor is a negative temperature coefficient resistor (temperature sensitive resistor) mounted in the engine eoolant stream. Low
eoolant temperature produces high resistance in the sensor while high eoolant temperature produces low resistance. With respect to
transmission operation, the PCM monitors the voltage signal from the sensor, whieh is high at low eoolant temperatures, to prevent TCC
apply vvhen eoolant temperature is below approximately 20C (68F).
ENGINE SPEED SENSOR
The PCM monitors engine speed as RPM through the ignition module for gasoline engines. For diesel engine applieations, a seprate engine
speed sensor is used to monitor engine speed from the crankshaft. This Information is used to lielp determine shil't pattems and TCC apply
and release timing.
TCC BRAKE SWITCH
lhe TCC brake switch is a normally closed switcli vvhen the brake pedal is in the released position. When the brake pedal is depressed, the
switch is open and the PCM commands I CC release.
AIR CONDITIONING (A/C) SWITCH SIGNAL
When the A/C eyeling switch closes, the PCM is signaled that the A/C eompressor is ON. The PCM uses this information to adjust
transmission line pressure, shift timing and I CC apply timing.
CRUISE CONTROL INFORMATION
The PCM monitors input signis from the emise control switch to altor shift pattems vvhen the cruise control is engaged. Depending on
applieation, the PCM alters the shift pattem to require a time limit to be met between the 3-2/2-3 shifts and the 4-3/3-4 shifts. This time limit
prevens the transmission from upshifting to quickly after downshifting when the cruise control is engaged.
FOUR WHEEL DRIVE (4WD) LOW SWITCH
With 4WD applieations, the VSS is located on the transfer case. The 4WD Low switch signis the PCM that the vehiele is operating in 4WD
Low. The PCM then multiplies transfer case output speed signal by the transfer case ratio in low rango to determine the transmission output
shaft speed. The PCM uses this information to provide earlier upshifts and prevent an overspeed condition when operating in 4WI) low.
MANIFOLD ABSOLUTE PRESSURE (MAP) SENSOR
The MAP sensor measures changes relative to intake manifold pressure which results from changes in engine load and speed. These changes
are converted to a voltage output which is monitored by the PCM in order to adjust line pressure and shift timing.
ASSEMBLY LINE DIAGNOSTIC LINK (ALDL)
The ALDL is a multi-terminal connector vv ired to the PCM that is located under the vehiele dash. The ALDL can be used to diagnose
conditions in the vehicles electrical system, PCM and the transmissions electrical components. Refer to the appropriate General Motors
Service Manual for specil'ic electrical diagnosis information.
This section of the book describes how torque from the engine is transferred through the Hydra-matic 4L60-E
transmission allowing the vehicle to move either in a forward or reverse direction. The information that follows details
the specific mechanical operation, electrical, hydraulic and apply components that are required to achieve a gear
operating range.
The full size, left hand pages throughout this section contain drawings of the mechanical components used in a specific
range and gear. Facing this full page is a half page insert containing a color coded range reference chart at the top. This
chart is one of the key tems used to understand the mechanical operation of the transmission in each range and gear.
The text below this chart provides a detailed explanation of what is occurring mechanically in that range and gear.
The full size, right hand pages contain a simplified versin of the Complete Hydraulic Circuit that is involved for that
range and gear. Facing this full page is a half page insert containing text and a detailed explanation of what is
occurring hydraulically in that range and gear. A page number located at the bottom of the half page of text provides a
ready reference to the complete Hydraulic Circuits section of this book if more detailed information is desired.
It is the intent of this section to provi de an overall simplified explanation of the mechanical, hydraulic and electrical
operation of the Hydra-matic 4L60-E transmission. If the operating principie of a clutch, band or valve is unclear, refer
to the previous sections of this book for individual component descriptions.

Figure 42 45
POWER FROM THE ENGINE

FLUID COUPLING DRIVES THE TURBINE

TURBINE SHAFT DRIVEN

SPLINED TO TORQUE CONVERTER TURBINE ASSEMBLY

TORQUE CONVERTER ASSEMBLY

Figure 43
(1)
SPLINED TO TORQUE CONVERTER STATOR ASSEMBLY

KEYEDTO OIL PUMP ROTOR (212)

The mechanical power flow in the Hydra-matic 4L60-E transmission begins at the point of connection between the
torque converter and the engine flywheel. When the engine is running, the torque converter cover (pump) is forced to
rotate at engine speed. As the torque converter rotates it multiplies engine torque and transmits it to the input housing
and turbine shaft assembly (621). The turbine shaft provides the primary link to the mechanical operation of the
transmission.
The Hydra-matic 4L60-E automatic transmission requires a constant supply of pressurized fluid to cool and lubrcate
all of the components throughout the unit. It also requires a holding forc to be applied to the bands and clutches
during the various gear range operations. The oil pump assembly (4) and control valve body assembly (60) 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 rotor (212) is keyed to the torque converter hub. Therefore, the oil pump rotor aiso rotates at engine speed.
3 Fluid Coupling Drives the Turbine
Transmission fluid inside the torque converter (1) creates a fluid coupling which in tum drives the torque converter turbine.
4 Input Housing and Turbine Shaft Assembly Driven
As tlie torque converter turbine rotates, the input housing and turbine shaft assembly (621), which is splined to the torque
converter turbine, is also forced to rotate at turbine speed.
NOTE: To minimize the amount ofrepetitive text, the remaining mechanical power flow descriptions will begin with the input
housing and turbine shaft assembly (621). The transfer of torque from the engine through the torque converter to the turbine
shaft is idntica! in all gear ranges.
46A

Figure 43
 When the gear selector lever is in the Park (P) position and the engine is running, fluid is drawn into the oil pump and line pressure is directed to the pressure regulator valve.
1 PRESSURE REGULATION
1a Pressure Regulator Valve:
Regulates pump output (line pressure) in response to torque signal fluid pressure acting on the reverse boost valve, spring forc, and line pressure acting on the end of the valve. Line pressure is directed to the manual valve,
the regulated apply valve, and the actuator feed limit valve. Also, line pressure feeds the con verter feed Circuit through the pressure regulator valve.
1b Actuator Feed Limit (AFL) Valve:
Line pressure is routed through the valve and hito the actuator feed fluid Circuit. The valve limits actuator feed fluid pressure to a mximum pressure. Actuator feed fluid is routed to the pressure control solenoid valve, the
TCC PWM solenoid valve, tlie 3-2 control solenoid valve, and also feeds the 1-2 signal and 2-3 signal fluid circuits.
1c Pressure Control (PC) Solenoid Valve:
Controlled by the PCM, the PC solenoid valve regulates filtered actuator feed limit fluid pressure hito the torque signal fluid circuit.
2 SHIFT ACCUMULATION
2a Accumulator Valve:
D4 pressure is regulated into accumulator fluid pressure. This regulation is basically controlled by torque signal fluid pressure acting on one end of the valve and orificed accumulator fluid on the other end of the valve.
2b 1-2 and 3-4 Accumulator Assemblies:
Accumulator fluid is routed to each of the accumulator assemblies in preparation for upshifts and downshifts.
2c 2nd & 4th Servo:
In 3rd gear, 4tli gear and manual 3rd gear, 3rd accumulator fluid is routed to the 2nd & 4tli servo, which acts as an accumulator for the 3-4 clutch.
3 TORQUE CONVERTER (RELEASED POSITION ONLY)
3a Pressure Regulator Valve:
Line pressure is routed through the pressure regulator valve and hito the converter feed fluid circuit. Converter feed fluid is routed to the converter clutch valve.
3b TCC PWM Solenoid Valve:
Actuator feed limit fluid is routed from the actuator feed limit valve to the TCC PWM solenoid valve where it stops hi preparation for torque converter clutch apply.
3c Regulated Apply Valve:
Line pressure is routed through the regulated apply valve hito the regulated apply fluid circuit. Regulated apply fluid is routed to the converter clutch valve hi preparation for TCC apply.
3d TCC Solenoid Valve:
Converter feed fluid is supplied to the TCC solenoid valve hi preparation for torque converter clutch apply.
3e Converter Clutch Valve:
Sprhig forc holds the valve in the release position allowhig regulated converter feed fluid to enter the release circuit. Release fluid is routed to the torque converter. Apply fluid from tlie torque converter also passes through
tile converter clutch valve hito tile cooler circuit.
3f Torque Converter:
Release fluid pressure is routed to tile torque converter to keep the TCC released. Fluid leaves tile converter hi the apply fluid circuit and retums to the cooler through the converter clutch valve.

46B Figure 44 47
48 Figure 45 48A
 1-2SHIFT 2-3SHIFT 2-4 REVERSE OVERRUN FORWARD FORWARD 3-4 LO-ROLLER LO/REV
S0LEN0ID S0LEN0ID BAND INPUT CLUTCH CLUTCH SPRA6CL. CLUTCH CLUTCH CLUTCH
VALVE VALVE CLUTCH ASSEMBLY

ON ON APPLIED

(621)
TORQUE CONVERTER ASSEMBLY (!)
PUMP
ASSEMBLY
(4)

REACTION INTERNAL GEAR (684) HELD

SPEED SENSOR ROTOR (699)
INSIDE

46B Figure 44 49
 DETENT
LEVER
(88)
OUTPUT
SHAFT
(687)
HELD

PARKING PAWL RETURN SPRING (80)

PARKING BRAKE PAWL (81) ENGAGED
PARKING LOCK ACTUATOR ASSEMBLY (85)
The manual shaft (84) and manual valve (340) are in the Park position. The parking lock actuator assembly (85) engages the parking lock pawl (81) with the lugs on the reaction intemal gear (684).
The reaction internal gear is held stationary by the parking pawl.
The reaction internal gear, which is splined to the output shaft, is also held and the vehicle cannot move.
1 Power from Torque Con verter
The turbine shaft, connected to the input housing (621), is driven by the converter turbine.
2 Powerflow Terminated
The input housing contains three seprate mltiple disc clutches: The overrun cluteh, the forward clutch and the 3-4 clutch. All three clutches are released and powerflow is terminated at the input housing.
Low and Reverse Clutch Applied
The low and reverse clutch plates (682) are applied and hold the reaction carrier (681) stationary to the transmission case (8). However, with power flow terminated at the input housing, the low and reverse clutch has no
effect on transmission operation in Park.
Note: The vehicle should be completely stopped before selecting Park rcmge or intemal damage to the transmission con Id occur.
Also, the manual linkage mus be adjusted properly so the indicator quadrants in the vehicle correspond with the inside detent lever (88) in the transmission. If not adjusted properly, an intemal leak between fluidpassages at
the manual valve may cause a clutch or band to slip or cause the transmission to not hold in Park.
Refer to the appropriate General Motors Service Manual for the proper manual linkage adjustment procedures.
REVERSE FORWARD
1-2 SHIFT 2-3 SHIFT 2-4 INPUT
OVERRUN FORWARD
SPRA6CL. 3-4 LO-ROLLER LO/REV
SOLENOID VALVE SOLENOID VALVE BAND CLUTCH CLUTCH CLUTCH CLUTCH CLUTCH
CLUTCH ASSEMBLY

ON ON APPLIED

FLUID PRESSURE DIRECTED IN PREPARATION FOR A SHIFT 1a Manual Valve:

Mechanically controlled by the gear selector lever, the manual valve is in the Park (P) position and directs line pressure from tlie pressure regulator valve into tile PR fluid Circuit.
1b Lo Overrun Valve:
PR fluid is sent from the manual valve to the lo overrun valve where it shifts the valve and enters the low/reverse fluid circuit.
1c Low and Reverse Clutch:
Low/reverse fluid is routed from the lo overrun valve to the low and reverse clutch pistn to apply the low and reverse clutch plates.
2 Transmission Fluid Pressure (TFP) Manual Valve Position Switch:
No fluid at tile TFP manual valve position switch signis tile powertrain control module (PCM) that the transmission is in eitiier Park or Neutral range. The PCM tiien energizes, or tums ON tile 1-2 shift solenoid valve
and the 2-3 sliift solenoid valve.
3 Regulated Apply Valve and Isolator Valve:
Line pressure is routed tlirough the regulated apply valve into the regulated apply fluid circuit. However, because the TCC PWM solenoid valve is not ON, no CC signal fluid is present and orificed regulated apply fluid is
able to move tile valve enough to open the regulated apply fluid circuit to an exliaust. This prevens any pressure build up in tile regulated apply fluid circuit in Park, Reverse, and Neutral.
Note: Refer to Shift Solenoid Valves on page 40 for a description of solenoid and shift valve operation.

48 Figure 45 50A
46B Figure 44 51
 REVERSE F0RWARD
1-2 SHIFT 2-3 SHIFT 2-4 OVERRUN F0RWARD 3-4 LO-ROLLER L0/REV
INPUT SPRA6CL.
S0LEN0ID VALVE S0LEN0ID VALVE BAND CLUTCH CLUTCH CLUTCH CLUTCH CLUTCH
CLUTCH ASSEMBLY

0N 0N APPLIED APPLIED

1
POWER FROM TORQUE CONVERTER
(D
REVERSEINPUT CLUTCH (605) APPLIED
LOW AND REVERSE CLUTCH APPLIED
REACTION
CARRIER
HELD
REACTION SUN GEAR DRIVEN
POWER TO DIFFERENTIAL ASSEMBLY

REACTION SUN SHELL (670)

INPUT HOUSING &SHAFT ASSEMBLY (621)
REVERSEINPUT CLUTCH (605) APPLIED

REACTION
INTERNAL
GEAR
OUTPUT

48 Figure 45 52A
 SHAFT
SPEED SENSOR ROTOR (699)
LOW AND REVERSE CLUTCH PLATE ASSEMBLY
(682)
MAIN
CASE
(103)

REACTION
CARRIER
ASSEMBLY
(681)
HELD
In Reverse (R), torque from the engine is multiplied through the torque converter and transmission gear sets to the vehicles drive shaft and rear axle. The planetary gear sets oprate in reduction and also reverse the direction
of input torque for a reverse gear ratio of approximately 2.3:1.
The manual shaft (84) and manual valve (340) are in the Reverse position.
1 Power from Torque Converter
Tlie turbine shaft, comiected to the input housing (621), is driven by the converter turbine.
2 Reverse Input Clutch Applied
Tlie reverse input clutch plates (612) are applied and connect tlie reverse input clutch housing (605) to the input housing. Engine torque is transferred from the input housing, through tlie clutch plates, and to the reverse input
clutch housing. The reverse input clutch housing is connected to the reaction sun shell (670) and torque is transferred to the sun shell.
3 Reaction Sun Gear Driven
The reaction sun gear (673) is splined to tlie reaction sun shell and is driven clockwise by the sun shell.
4 Low and Reverse Clutch Applied
As in Park range, the low and reverse clutch plates (682) are applied and hold the reaction carrier (681) stationary to the transmission case. This also holds the reaction carrier shaft (666) and input intemal gear (664)
stationary.
5 Reaction Carrier Held
With the reaction carrier held by the low and reverse clutch, the reaction sun gear drives the reaction carrier pinion gears in a counterclockwise direction. The reaction carrier pinion gears drive the reaction intemal gear in a
counterclockwise direction. The reaction intemal gear is splined to and drives the output shaft (687) counterclockwise to obtain Reverse and a gear reduction oTapproximately 2.3:1.
The input carrier assembly (662), splined to the output shaft, also rotates but has no affect in Reverse with all other clutches released. 5
REVERSE FORWARD
1-2 SHIFT 2-3 SHIFT 2-4 OVERRUN FORWARD 3-4 LO-ROLLER LO/REV
INPUT SPRAGCL.
SOLENOID VALVE SOLENOID VALVE BAND CLUTCH CLUTCH CLUTCH CLUTCH CLUTCH
CLUTCH ASSEMBLY

ON ON APPLIED APPLIED

When the gear selector lever is moved to the Reverse (R) position (from the Park position) the following changes occur in the transmissions hydraulic and electrical Systems.
1 PRESSURE REGULATION 1a Manual Valve:
With the manual valve in the reverse position, line pressure is directed into tile reverse fluid Circuit from the PR fluid circuil already pressurized in Park.
1b Pressure Regulator and Reverse Boost Valves:
Reverse input fluid at the reverse boost valve boosts line pressure for the additional torque requirements in Reverse. Torque signal fluid pressure from the pressure control (PC) solenoid acting on the reverse boost valve also
helps determine line pressure in Reverse depending on throttle position and other PCM input signis. Reverse input fluid is also routed through tlie reverse boost valve and seats the air bleed ball check valve located in the
fluid pump.
1c Transmission Fluid Pressure (TFP) Manual Valve Position Switch:
Reverse input fluid is routed to the TFP manual valve position switch. The TFP manual valve position switch signis the PCM tliat tlie transmission is in Reverse.
2 LOW AND REVERSE CLUTCH APPLIES 2a #3 Ball Check Valve:
Reverse fluid seats the reverse input ball check valve (#3) and is orificed into the reverse input fluid Circuit. This orifice (#17) Controls the reverse input clutch apply when engine speed is approximately at idle.
Note: Remember that the function of an orfice is to control the flcw rate offluid and rate of apply or release of a clutch or batid.
2b Reverse Abuse Valve:
When engine speed is above idle, reverse fluid acts on the reverse abuse valve to move the valve against spiing forc, lilis allows reverse fluid to feed the reverse input fluid Circuit quickly, bypassing the control of orifice
#17.
2c Reverse Input Clutch:
Reverse input fluid is then routed to tile reverse input clutch pistn to apply the reverse input clutch plates to obtain reverse gear.

5 When the throttle is released in Reverse, power from vehicle speed is transferred back through the transmission gear train to the engine. This action allows engine compression to slow the vehicle. There is no coast
condition in reverse

46B Figure 44 53
 3 FLUID PRESSURE DIRECTED IN PREPARATION FOR A SHIFT
3a 1-2 Shift Solenoid (SS) Valve:
Tlie 1-2 SS valve remains energized (ON). 1-2 signal fluid pressure is high with tile 1-2 SS valve energized and keeps tile 1-2 shift valve in the downshifted position against spring forc. 1-2 signal fluid is also routed to tile
3-4 shift valve.
3b 2-3 Shift Solenoid (SS) Valve:
Tlie 2-3 SS valve remains energized (ON). 2-3 signal fluid is high with tile 2-3 SS valve energized and keeps tile 2-3 shift valve and the 2-3 shuttle valve in tile downshifted position.
REVERSE INPUT CLUTCH ASSEMBLY
LOW AND REVERSE CLUTCH ASSEMBLY

48 Figure 45 54A
46B Figure 44 55
1

1-2SHIFT 2-3SHIFT REVERSE FORWARD

2-4 OVERRUN FORWARD 3-4 L0-R0LLER LO/REV
SOLENOID SOLENOID BAND INPUT CLUTCH CLUTCH SPRAGCL. CLUTCH CLUTCH CLUTCH
VALVE VALVE CLUTCH ASSEMBLY

ON ON

INPUT HOUSING & SHAFT ASSEMBLY (621)

TORQUE CONVERTER ASSEMBLY (!)
PUMP
ASSEMBLY
(4)
MAIN
CASE

SPEED SENSOR ROTOR

(699)
REACTION INTERNAL GEAR (684)

52 Figure 49 56A
 OUTPUT
SHAFT
(687)
INSIDE
DETENT
LEVER
(88)

PARKING PAWL RETURN SPRING (80)

PARKING BRAKE PAWL (81) DISENGAGED
PARKING LOCK ACTUATOR ASSEMBLY (85)
MANUAL
SHAFT
(84)
\
When the gear selector lever is placed m the Neutral (N) posi- tion, mechanical power flow is identical to Park (P) range, except that the parking lock actuator assembly (85) is disen- gaged. The parking pawl retum spring
(80) releases the parking lock pawl (81) from the lugs on the reaction intemal gear (684). With the parking lock pawl disengaged the output shaft is free to roate, allowing the vehicle to roll.
The manual shaft (84) and manual valve (340) are in the
Neutral position.
1 Power from Torque Con verter
The turbine shaft, connected to the input housing (621), is driven by the converter turbine.
2 Powerflow Terminated
The input housing contains three seprate mltiple disc clutches: The overrun clutch, the forward cluteh and the 3-4 clutch. All three clutches are released and powerflow is terminated at the input housing.
Neutral range may be selected for starting the engine when the vehicle is standing still or moving down the road.
2-4 REVERSE OVERRUN FORWARD FORWARD 3-4 L0-R0LLER LO/REV
1-2 SHIFT 2-3 SHIFT BAND INPUT CLUTCH CLUTCH SPRA6CL. CLUTCH CLUTCH CLUTCH
SOLENOID VALVE SOLENOID VALVE CLUTCH ASSEMBLY

ON ON

When the gear selector lever is moved to the Neutral (N) position, the manual valve also moves and blocks line pressure from entering any other fluid circuits. If Neutral is selected after the vehicle was operating
in Reverse (R), the following changes would occur in the hydraulic and electrical Systems:
1 REVERSE INPUT CLUTCH RELEASES 1a Manual Valve:
The manual valve is moved to the Neutral position and blocks line pressure from entering the PR and reverse circuits. The PR and reverse fluid circuits are opened to an exhaust at the manual valve.
1b Reverse Abuse Valve:
Exhausting reverse fluid pressure allows the reverse abuse valve spring to shift the valve, blocking off the reverse input fluid Circuit.
1c Reverse Input Clutch:
Reverse input fluid pressure, which was fed by reverse fluid, exhausts from the reverse input clutch pistn allowing the reverse input clutch to release.
Id Reverse Boost Valve:
Reverse input fluid exhausts from the reverse boost valve, allowing line pressure to retum to the normal operating range as in Park, Neutral and Overdrive gear ranges.
1e Reverse Input Ball Check Valve (#3):
Exhausting reverse input fluid unseats the #3 ball check valve, allowing reverse input fluid to exhaust quickly into the reverse fluid circuit.
1f Transmission Fluid Pressure (TFP) Manual Valve Position Switch:
Reverse input fluid also exhausts from the TFP manual valve position switch signaling the powertrain control module (PCM) that the transmission is in either Neutral (N) or Park (P).
2 LOW AND REVERSE CLUTCH RELEASES 2a Lo Overrun Valve:
Exhausting PR fluid pressure allows the lo overrun valve spring to shift the valve, opening up the lo/reverse fluid circuit to exhaust into the lo/lst fluid circuit.
2b Low and Reverse Clutch:
PR fluid exhausts from the outer area of the low and reverse clutch pistn. Exhausting PR fluid unseats the low and reverse clutch ball check valve (#10) for a quick exhaust. Lo/Reverse fluid pressure, which was fed by PR
fluid, exhausts from the inner area of the low and reverse clutch pistn and passes through the lo overrun valve into the lo/ lst fluid circuit.
2c 1-2 Shift Valve:
Exhausting lo/reverse fluid, in the lo/l st circuit, enters the lo fluid circuit at the 1-2 shift valve and exhausts at the manual valve.
Note: Allowing fluid to bypass an orfice when exhausting ensures a quick release of the clutch or band. This prevens the friction material from dragging and creating excess fluid temperatures or damaging the clutch or
band.
Note: In Park, Reverse and Neutral the shift solenoids are shown in the First gear State. This is the normal operating State when the vehicle is stationary or at low vehicle speeds. However, the PCM will change the shift

46B Figure 44 57
 solenoid States depending on vehicle speed. For example, if Neutral range is selected when the vehicle is operating in Second gear, the shift solenoids will remain in a Second gear State. But with the manual valve in
Neutral, line pressure is blocked, D4 fluid exhausts and the transmission will shift into Neutral.
EX K
REVERSE INPUT CLUTCH ASSEMBLY

LOW AND REVERSE CLUTCH ASSEMBLY

UNE (From Pump)

: LINE :
-UNE!
P *NO32!
1 rHd LINE z PRESSURE TAP
FORWARD CLUTCH ACCUMULATOR
I REVERSE INPUT!

48 Figure 45 58A
46B Figure 44 59
 REVERSE FORWARD
1-2 SHIFT 2-3 SHIFT 2-4 0VERRUN FORWARD 3-4 L0-R0LLER L0/REV
INPUT SPRAG a.
S0LEN0ID VALVE S0LEN0ID VALVE BAND CLUTCH CLUTCH CLUTCH CLUTCH CLUTCH
CLUTCH ASSEMBLY

0N 0N APPLIED HOLDING HOLDING

FORWARD SPRAG ASSEMBLY (642)

HOLDING
LOW AND REVERSE ROLLER CLUTCH ASSEMBLY (678)
HOLDING
1
POWER FROM TORQUE CONVERTER
(D
FORWARD
CLUTCH
APPLIED
4
INPUT SUN GEAR DRIVING
6
INPUT
INTERNAL
GEAR
HELD
7
INPUT
CARRIER
DRIVEN
POWER TO DIFFERENTIAL ASSEMBLY

FORWARD
CLUTCH
APPLIED
FORWARD SPRAG ASSEMBLY (642)
HOLDING
INPUT CARRIER ASSEMBLY
INPUT INTERNAL GEAR i (664) HELD
REACTION
CARRIER
SHAFT
(666)
HELD
INPUT HOUSING & SHAFT ASSEMBLY
(621)

48 Figure 45 60A
 LOW AND REVERSE ROLLER CLUTCH RACE (675)
HELD
REACTION
CARRIER
ASSEMBLY
(681)
HELD
LOW AND REVERSE ROLLER CLUTCH ASSEMBLY (678)
HOLDING
LOW AND REVERSE CLUTCH SUPPORT ASSEMBLY- (679)
In Overdrive Range - First Gear, torque from the engine is multi- plied through the torque converter and transmission gear sets to the vehicles drive shaft. The plaetary gears oprate in reduction to achieve a First gear starting
ratio of approximately 3.06:1.
The manual shaft (84) and manual valve (340) are in the Overdrive (D) position.
1 Power from Torque Converter
The turbine shaft, connected to the input housing (621), is driven by the converter turbine.
2 Forward Clutch Applied
The forward clutch is applied in all forward gear ranges. The forward clutch plates (649) transfer engine torque from the input housing to the forward clutch outer race (644).
3 Forward Sprag Assembly Holding
The sprag clutch (642), located between the forward clutch outer race and the forward sprag inner race and input sun gear assembly (640), locks and chives the forward sprag inner race and input sun gear assembly.
4 Input Sun Gear Driving
The input sun gear chives the input carrier pinion gears counterclockwise.
5 Low and Reverse Roller Clutch Assembly Holding
The low and reverse roller clutch (678) is located between the low and reverse clutch support assembly (679) (which is splined to the case) and the reaction carrier assembly. With the reaction carrier attempting to rotate
counterclockwise, the roller clutch locks and prevens the reaction carrier, reaction carrier shaft and input intemal gear from rotating.
6 Input Internal Gear Held
The input carrier pinion gears, rotating counterclockwise on their pins, walk clockwise around the stationary input intemal gear. This action drives the input carrier assembly (662) clockwise.
7 Input Carrier Driven
The input carrier assembly is splined to and drives the output shaft (687) clockwise in a First gear reduction of approximately 3.06:1.
Asa result of the output shaft rotating, the reaction internal gear (684), reaction carrier pinion gears, reaction sun gear (673), reaction sun shell (670), and reverse input clutch housing (605) all rotate but do not aftect the
transmissioris mechanical power flow
Coast Conditions
When the throttle is released in Overdrive Range - First Gear and engine RPM decreases, power from vehicle speed drives the output shaft and input carrier (662) faster than engine torque is driving the forward clutch outer
race (644). This allows the input carrier pinion gears to drive the forward sprag inner race and input sun gear assembly (640) clockwise faster than the forward clutch outer race. This causes the forward sprag inner race
46B Figure 44 61
 and input sun gear assembly to overran the sprag clutch and allow the vehicle to coast freely without engine compression slowing the vehicle.
Also during coast conditions, the reaction intemal gear drives the reaction carrier pinion gears. This drives the reaction carrier clockwise and overruns the low and reverse roller clutch.
As vehicle speed ulereases, less torque multiplication is needed for mximum efficiency. Therefore, it is desirable to shift the transmission to a lower gear ratio, or Second gear.
2-4 REVERSE OVERRUN FORWARD FORWARD 3-4 LO-ROLLER LO/REV
1-2 SHIFT 2-3 SHIFT BAND INPUT CLUTCH CLUTCH SPRA6CL. CLUTCH CLUTCH CLUTCH
SOLENOID VALVE SOLENOID VALVE CLUTCH ASSEMBLY

ON ON APPLIED HOLDING HOLDING

When the gear selector lever is moved to the Overdrive Range (5) position from the Neutral (N) position, the following changes occur to shift the transmission into Overdrive Range - First Gear.
1 OVERDRIVE RANGE 1a Manual Valve:
In the Overdrive position the manual valve routes line pressure into the D4 fluid Circuit.
1b Transmission Fluid Pressure (TFP) Manual Valve Position Switch:
D4 fluid is routed to the TFP manual valve position switch to signal the powertrain control module (PCM) that the transmission is in Overdrive Range (5).
1c Rear Lube:
D4 fluid is also routed to the rear of the transmission case where it is orficed (#24) into the rear lube fluid Circuit to lubrcate the rear end of the transmission.
2 FORWARD CLUTCH APPLIES
2a Forward Clutch Accumulator Ball Check Valve (#12):
D4 fluid pressure seats the forward clutch accumulator ball check valve (#12) and is orificed into the forward clutch feed fluid Circuit. This orfice (#22) helps control the forward clutch apply when engine speed is
approximately at idle.
2b Forward Abuse Valve:
When engine speed is above idle, D4 fluid acts on the forward abuse valve to move the valve against spring forc. This allows D4 fluid to feed the forward clutch feed fluid circuit quickly, bypassing the control of orfice #22.
2c Forward Clutch Assembly:
Forward clutch feed fluid is routed to the forward clutch pistn to apply the forward clutch plates and obtain a First gear ratio through the transmission gear sets.
2d Forward Clutch Accumulator:
As the forward clutch applies, forward clutch feed fluid pressure moves the forward clutch accumulator pistn against spring forc. This action absorbs some of the initial increase of forward clutch feed fluid pressure to
cushion the forward clutch apply.
3 SHIFT ACCUMULATION 3a Accumulator Valve:
D4 fluid is also directed to the accumulator valve where it is regulated into accumulator fluid pressure in response to torque signal fluid pressure, orificed accumulator fluid pressure and accumulator valve spring forc.
3b 1-2 Accumulator:
Accumulator fluid is routed to and filis the 1-2 accumulator in preparation for a 1-2 upshift.
3c 3-4 Accumulator:
Accumulator fluid also seats the #1 ball check valve, is forced through orfice #18 into the orificed accumulator fluid circuit and filis the 3-4 accumulator with fluid in preparation for a 3-4 upshift.
4 FLUID PRESSURE DIRECTED IN PREPARATION FOR A SHIFT
4a 1-2 Shift Valve:
D4 fluid is routed to the 1-2 shift valve in preparation for an upshift to second gear.
5 FLUID PRESSURE DIRECTED IN PREPARATION FOR TCC APPLY
5a TCC PWM Solenoid Valve:
Tlie solenoid duty cycle regulates actuator feed lirnit fluid (AFL) into the CC signal circuit.
5b Regulated Apply Valve and Isolator Valve:
CC signal fluid works together with orficed regulated apply fluid to reglate line pressure through the regulated apply valve, into the regulated apply fluid circuit.
5c TCC Solenoid Valve:
Regulated apply fluid is routed to the converter clutch valve in preparation for TCC apply.
INPUT CLUTCH HOUSING ASSEMBLY

48 Figure 45 62A
46B Figure 44 63
 1-2 ACCUMULATOR
AFL (To 3-2 Control Solenoid Valve)-

48 Figure 45 64A
 2-4 REVERSE OVERRUN FORWARD 3-4 L0-R0LLER L0/REV
1-2 SHIFT 2-3 SHIFT BAND INPUT CLUTCH CLUTCH FORWARD SPRAG CLUTCH CLUTCH CLUTCH
S0LEN0ID VALVE S0LEN0ID VALVE CLUTCH CL. ASSEMBLY

0FF 0N APPLIED APPLIED HOLDING

1
POWER FROM TORQUE CONVERTER
(D
8
2-4 BAND ASSEMBLY (602) APPLIED
FORWARD
CLUTCH
APPLIED
FORWARD
SPRAG
ASSEMBLY
5
INPUT
CARRIER
DRIVEN
10
INPUT
INTERNAL
GEAR
DRIVING
4
INPUT
SUN
GEAR
DRIVING
REACTION
INTERNAL
GEAR
DRIVEN
7
REACTION
CARRIER
DRIVEN
REACTION SUN GEAR HELD

REVERSEINPUT CLUTCH HOUSING (605)

HELD INPUT HOUSING 2-4 BAND \& SHAFT ASSEMBLY
ASSEMBLY ' [

(602)
APPLIED
INPUT CARRIER
FORWARD SPRAG ASSEMBLY ASSEMBLY (642)
HOLDING
SERVO
ASSEMBLY
APPLIED
FORWARD
CLUTCH
APPLIED
INPUT REACTION INTERNAL CARRIER GEAR SHAFT
46B Figure 44 65
 (664) (666)

REACTION SUN GEAR (673) HELD

REACTION
CARRIER
ASSEMBLY
(681)
As vehicle speed increases, input signis from the transmission speed sensor, the throttle position (TP) sensor, and other vehicle sensors are sent to the powertrain control module (PCM). The PCM processes this
information to determine the precise mo- ment to shift the transmission. In Second gear, the planetary gear sets continu to oprate in reduction at a gear ratio of approximately 1.63:1.
1 Power from Torque Converter
The turbine shaft, connected to the input housing (621), is driven by the converter turbine.
2 Forward Clutch Applied
The forward clutch (649) is applied and the forward clutch plates (649) transfer engine torque from the input housing to the forward clutch outer race (644).
3 Forward Sprag Clutch Holding
The forward sprag assembly locks and drives the forward sprag clutch inner race and input sun gear assembly (640).
4 Input Sun Gear Driving
The forward sprag clutch inner race and input sun gear assembly (640) drives the input carrier pinion gears.
5 Input Carrier Driven
The input carrier assembly (662) is driven clockwise by the input carrier pinion gears walking around the input intemal gear (664) as in First gear. This action drives the output shaft (687) and the reaction intemal gear
(684).
6 Reaction Internal Driven
The reaction intemal gear rotates with the output shaft and drives the reaction carrier pinion gears in a clockwise direction.
7 Reaction Carrier Driven
The reaction carrier shaft (666) and input intemal gear (664) are driven clockwise by the reaction carrier assembly.
8 2-4 Band Assembly Applied
The 2-4 band (602) is applied and holds the reverse input clutch housing (605) stationary to the transmission case.
9 Reaction Sun Gear Held
The reverse input clutch housing and the reaction sun gear (673) are splined to the reaction sun shell (670). With the
2- 4 band applied, the sun shell and reaction sun gear are also held stationary.
10 Input Internal Gear Driving
The input intemal gear drives the input carrier pinions, input carrier and output shaft in a second reduction to achieve the Second gear ratio of approximately 1.63:1.
Coast Conditions
Similar to Overdri ve Range - First Gear, the forward sprag clutch is overrun when the throttle is released. This action allows the vehicle to coast freely in Overdrive Range - Second Gear.
48 Figure 45 66A
 As vehicle speed increases, less torque multiplication is needed to move the vehicle efficiently. Therefore, it is desirable to shift the transmission to a lower gear ratio, or Third gear.

46B Figure 44 67
 2-4 REVERSE OVERRUN FORWARD FORWARD 3-4 LO-ROLLER LO/REV
1-2 SHIFT 2-3 SHIFT BAND INPUT CLUTCH CLUTCH SPRA6CL. CLUTCH CLUTCH CLUTCH
SOLENOID VALVE SOLENOID VALVE CLUTCH ASSEMBLY

OFF ON APPLIED APPLIED HOLDING

As vehicle speed increases, the powertrain control module (PCM) receives input signis from the vehicle speed sensor, the throttle position (TP) sensor and other vehicle sensors to determine the precise moment to de-energize or
tum OFF the 1 -2 shift sole- noid (SS) valve. The 1-2 SS valve is OFF when the PCM eliminates the path to ground for that circuit.
1 2-4 BAND APPLIES
1a 1-2 Shift Solenoid (SS) Valve:
The 1-2 SS valve is de-energized, allowing 1-2 signal fluid to exhaust from its circuit.
1b 1-2 Shift Valve:
Exhausting 1-2 signal fluid pressure allows 1-2 shift valve spring forc to move the 1-2 shift valve into the upshifted position. D4 fluid is routed through the 1-2 shift valve and into the 2nd fluid circuit.
1c #8 Ball Check Valve:
2nd fluid seats the #8 ball check valve, passes through an orfice (#16) and enters the 2nd cluteh fluid circuit.
1d 2nd & 4th Servo:
2nd cluteh fluid is directed to the 2nd & 4th servo to move the 2nd apply pistn against servo cushion and servo retum spring forces to apply the 2-4 band and achieve Second gear.
2 SHIFT ACCUMULATION 2a 1-2 Accumulator:
2nd cluteh fluid is also sent to the 1-2 accumulator. 2nd cluteh fluid pressure, together with spring pressure, acts against accumulator fluid pressure to absorb some of the initial increase of 2nd cluteh fluid pressure to cushion the
2- 4 band apply.
2b Accumulator Valve:
Accumulator fluid is forced out of the 1-2 accumulator when 2nd cluteh fluid pressure and spring forc move the
1- 2 accumulator pistn. Accumulator fluid flows back to the accumulator valve and into the orificed accumulator fluid circuits. Orificed accumulator fluid pressure and accumulator spring forc reglate the
accumulator valve against torque signal fluid pressure. This allows excess accumulator fluid pressure to exhaust and provides additional control of the 2-4 band apply.
3 FLUID PRESSURE DIRECTED IN PREPARATION FOR A SHIFT
3a 2-3 Shift Valve:
2nd fluid is directed to the 2-3 shift valve in preparation for an upshift to third gear. 2nd fluid also passes through the
2- 3 shift valve into the servo feed fluid circuit and is directed to the 3-4 relay and 4-3 sequence valves where it stops. Servo feed fluid has no function in second gear.
3b 3-4 Relay Valve:
2nd fluid pressure is also directed to the 3-4 relay valve in preparation for an upshift.
3c 3-2 Downshift Valve:
Spring forc holds the valve closed, blocking 2nd fluid pressure and 2nd cluteh fluid pressure. This valve is used in order to help control a 3-2 downshift.
3d 3-2 Control Solenoid Valve:
In second gear, the PCM energizes the nomially closed solenoid. This opens the actuator feed limit fluid circuit to fill the 3-2 signal circuit. The 3-2 signal fluid pressure moves the 3-2 control valve against spring forc. This action
is done in preparation for control of a 3-2 downshift and does not affect transmission operation in second gear.

INPUT CLUTCH HOUSING ASSEMBLY

48 Figure 45 68A
46B Figure 44 69
 REVERSE
1-2 SHIFT 2-3 SHIFT 2-4 OVERRUN FORWARD FORWARD SPRAG 3-4 L0-R0LLER LO/REV
INPUT
S0LEN0ID VALVE S0LEN0ID VALVE BAND CLUTCH CLUTCH CL. ASSEMBLY CLUTCH CLUTCH CLUTCH
CLUTCH

OFF OFF APPLIED HOLDING APPLIED

1
POWER FROM TORQUE CONVERTER
(D
FORWARD SPRAG ASSEMBLY (642)
HOLDING
FORWARD
CLUTCH
APPLIED
7
INPUT
CARRIER
DRIVEN
5
3-4
CLUTCH
APPLIED
6
INPUT
INTERNAL
GEAR
DRIVING
4
INPUT SUN GEAR DRIVING
8
REACTION PLANETARY GEAR SET DRIVEN

FORWARD
CLUTCH
APPLIED
INPUT CARRIER ASSEMBLY
INPUT INTERNAL GEAR , (664)
REACTION
CARRIER
SHAFT
(666)
INPUT HOUSING & SHAFT ASSEMBLY (621)

48 Figure 45 70A
 FORWARD SPRAG ASSEMBLY
As vehicle speed increases further, input signis from the trans- mission speed sensor, the throttle position (TP) sensor, and other vehicle sensors are sent to the PCM. The PCM uses this informa- tion to determine the
precise moment to shift the transmission into Third gear. In Third gear, both planetary gear sets, input and reaction, rotate at the same speed and provide a 1:1 direct drive gear ratio between the converter turbine and the
output shaft.
1 Power from Torque Converter
The turbine shaft, connected to the input housing (621), is driven by the converter turbine.
2 Forward Clutch Applied
The forward clutch (649) is applied and the forward clutch plates (649) transfer engine torque from the input housing to the forward clutch outer race (644).
3 Forward Sprag Clutch Holding
The forward sprag assembly locks and drives the forward sprag clutch inner race and input sun gear assembly (640).
4 Input Sun Gear Driving
The forward sprag clutch inner race and input sun gear assembly (640) drives the input carrier pinion gears.
5 3-4 Clutch Applied
The 3-4 clutch plates (654) are applied and transfer engine torque from the input housing (621) to the input intemal gear (664).
6 Input Internal Gear Driving
Both the input intemal gear and the input sun gear are driven at the same speed. The input carrier pinion gears are splined to these components and act as wedges to drive the input carrier assembly (662).
7 Input Carrier Driven
The input carrier drives the output shaft (687) at converter turbine speed to achieve direct drive in Third gear.
8 Reaction Planetary Gearset Driven
The reaction intemal gear (684) is driven by the output shaft. Also, the reaction carrier shaft (666) is driven by the input planetary gear set and drives the reaction carrier assembly (681). With the reaction carrier and
reaction intemal gear rotating at the same speed, the pinion gears act as wedges and drive the reaction sun gear (673) at the same speed. As a result, the entire gear set rotates as one unit at converter turbine speed.
Coast Conditions
As in First and Second gears when the throttle is released, power from vehicle speed drives the forward sprag clutch inner race and input sun gear assembly (640) faster than engine torque drives the forward clutch outer
race (644). This action causes the forward sprag clutch inner race and input sun gear assembly (640) to overrun the sprag clutch (642) and allow the vehicle to coast freely.
As vehicle speed ulereases, less torque multiplication is re- quired to oprate the engine efficiently. Therefore, it is desirable to shift to an overdrive gear ratio, or Fourth gear.

46B Figure 44 71
 2-4 REVERSE OVERRUN FORWARD FORWARD 3-4 LO-ROLLER LO/REV
1-2 SHIFT 2-3 SHIFT BAND INPUT CLUTCH CLUTCH SPRA6CL. CLUTCH CLUTCH CLUTCH
SOLENOID VALVE SOLENOID VALVE CLUTCH ASSEMBLY

OFF OFF APPLIED HOLDING APPLIED

As vehicle speed increases, the PCM receives input signis from the vehicle speed sensor, the TP sensor and other vehicle sensors to determine the precise moment to de-energize or tum OFF the 2-3 shift solenoid (SS) valve.
1 2-4 BAND RELEASES
1a 2-3 Shift Solenoid (SS) Valve:
Tlie 2-3 SS valve is de-energized, allowing 2-3 signal fluid to exhaust from its Circuit.
1b 2-3 Shift Valve and 2-3 Shuttle Valve:
Exhausting 2-3 signal fluid pressure allows AFL fluid pressure to move the 2-3 shift valve and the 2-3 shuttle valve into the upshifted position. Orificed (#28) 2nd fluid is directed into the 3-4 signal fluid circuit. Also,
AFL fluid pressure filis the D432 fluid circuil. 1c #4 and #2 Ball Check Valves:
3- 4 signal fluid unseats the 3-4 clutch exhaust ball check valve (#4) and enters the 3-4 clutch fluid circuit. 3-4 clutch fluid unseats the 3rd accumulator ball check valve (#2) and enters the 3rd accumulator fluid circuit.
1d 2nd & 4th Servo:
3rd accumulator fluid seats the 3rd accumulator exhaust ball check valve (#7) and enters the 2nd & 4th servo. 3rd accumulator fluid pressure assists servo retum spring forc to move the 2nd apply pistn and apply pin against
2nd clutch fluid pressure. This action releases the 2-4 band.
1e 3-4 Relay Valve and 4-3 Sequence Valve:
Servo feed fluid is allowed to exhaust past the 3-4 relay and 4-3 sequence valves and through an orificed exhaust (#5).
2 3-4 CLUTCH APPLIES 2a 3-4 Clutch:
3- 4 clutch fluid is directed to the 3-4 clutch pistn to apply the 3-4 clutch plates and obtain Third gear.
2b 1-2 Shift Valve:
D432 fluid pressure from the 2-3 shift valve assists spring forc to hold tlie 1-2 shift valve in the upshifted position.
3 SHIFT ACCUMULATION 3a 2nd & 4th Servo:
With 3-4 clutch fluid feeding the 3rd accumulator fluid circuit. the movement of the 2nd apply pistn in the 2nd & 4th servo acts as an accumulator by absorbing initial 3-4 clutch fluid to cushion the 3-4 clutch apply.
3b 1-2 Accumulator:
The movement of the 2nd apply pistn in the 2nd & 4th servo also forces 2nd clutch fluid out of the servo and sends it to the
1- 2 accumulator to further cushion the 3-4 clutch apply.
4 TORQUE CONVERTER CLUTCH RELEASED 4a TCC Solenoid Valve:
Under normal operating conditions, in Overdrive Range - Third Gear, the PCM keeps the normally open TCC solenoid valve de- energized. Converter feed fluid exhausts through the solenoid, and spring forc keeps the
converter clutch valve in the release position. However, at speeds above approximately 121 km/h (75 mph) tile PCM will command TCC apply in third gear. Refer to pages 62-63 for more information on TCC apply.
5 FLUID PRESSURE DIRECTED IN PREPARATION FOR A SHIFT 5a 3-4 Shift Valve:
3- 4 signal fluid is also directed to the 3-4 shift valve where it is blocked in preparation for a shift to 4th gear.
5b 3-2 Downshift Valve:
3-4 clutch fluid pressure moves the valve against spring forc. This opens the valve and allows 2nd fluid to feed the 2nd clutch fluid circuit through the valve in preparation for a 3-2 downshift. 5c 3-2 Control Solenoid
Valve:
The 3-2 control solenoid valve remains ON and maintains 3-2 signal fluid pressure to hold the 3-2 control valve against spring forc. This action is done in preparation for control of a 3-2 downshift and does not affect
transmission operation in third gear.

48 Figure 45 72A
46B Figure 44 73
 1-2SHIFT 2-4 REVERSE OVERRUN FORWARD 3-4 L0-R0LLER L0/REV
S0LEN0ID 2-3 SHIFT BAND INPUT CLUTCH CLUTCH FORWARD SPRAG CLUTCH CLUTCH CLUTCH
VALVE S0LEN0ID VALVE CLUTCH CL. ASSEMBLY

0N 0FF APPLIED APPLIED APPLIED

1
POWER FROM TORQUE CONVERTER
(D
2-4 BAND ASSEMBLY (602) APPLIED
FORWARD SPRAG ASSEMBLY (642)
OVERRUNNING
8
FORWARD
CLUTCH
APPLIED
2
3-4
CLUTCH
APPLIED
REACTION
INTERNAL
GEAR
DRIVEN
REACTION
PLANETARY
PINIONS
DRIVING
REACTION SUN GEAR HELD

FORWARD
CLUTCH
APPLIED
REVERSEINPUT CLUTCH HOUSING (605)
HELD INPUT HOUSING
3-4
CLUTCH
INPUT INTERNAL GEAR (664)
REACTION
CARRIER
SHAFT
(666)
SERVO
ASSEMBLY
APPLIED

48 Figure 45 74A
 REACTION SUN GEAR (673) HELD
REACTION
CARRIER
ASSEMBLY
(681)
To maximize engine performance and fuel economy, a Fourth gear (Overdrive) is used to achieve an approximate ratio of 0.73:1 through the transmission gear sets to the vehicle drive shaft. This allows the vehicle to
maintain a given road speed with less engine output speed.
The converter clutch is applied and converter turbine speed equals engine speed (see torque converter, page 12).
1 Power from Torque Converter
Tlie turbine sha, connected to the input housing (621), is driven by the converter turbine.
2 3-4 Clutch Applied
Tlie 3-4 clutch plates (654) remain applied in Fourth gear to transfer engine torque from the input housing (621) to the input intemal gear (664) and reaction carrier shaft (666).
3 2-4 Band Applied
Tlie 2-4 band (602) is applied and holds the reverse input clutch housing (605) stationary to the transmission case.
4 Reaction Sun Gear Held
The reaction sun shell (670) is splined to the reverse input clutch housing and the reaction sun gear (673) is splined to tlie sun shell. Both the sun shell and reaction sun gear are held stationary as a result of the 2-4 band
being applied.
5 Reaction Planetary Pinions Driving
The reaction carrier shaft chives the reaction carrier assembly (681) clockwise. The reaction carrier pinion gears rotate clockwise on their pins as they walk clockwise around the stationary reaction sun gear.
6 Reaction Internal Gear Driven
The reaction carrier pinion gears drive the reaction intemal gear (684) and output shaft (687) in an overdrive gear ratio of approximately 0.73:1.
7 Forward Sprag Assembly Overrunning
The output shaft drives the input carrier assembly (662), input pinion gears and forward sprag clutch inner race and input sun gear assembly (640) faster than the forward clutch is driving the forward clutch outer race (644).
This allows tlie forward sprag clutch inner race and input sun gear assembly to overrun the forward sprag clutch (642).
8 Forward Clutch Applied
As a result, of the forward sprag clutch overrunning, the forward clutch is ineffective in Fourth gear.
Power flow from the forward clutch housing to the output shaft (671) is the same as Overdrive Range - Third Gear. Refer to page 58A for a description of this power flow.
With power flow between the forward clutch housing and the output shaft a 1:1 direct drive ratio, the overall transmission gear ratio is 0.75:1.
Coast Conditions/Engine Compression Braking
In Fourth gear, neither tile forward sprag clutch or tile low and reverse roller clutch are used to transfer engine torque during acceleration. Therefore, there are no elements to overrun and allow tile vehicle to coast freely
when the tlirottle is released. This causes engine compression braking to slow the vehicle. However, because of tile Overdrive gear ratio, engine compres- sion braking is not as noticeable by the driver in Fourth gear
as in tile manual gear ranges.

46B Figure 44 75
 2-4 REVERSE OVERRUN FORWARD FORWARD 3-4 LO-ROLLER LO/REV
1-2 SHIFT 2-3 SHIFT BAND INPUT CLUTCH CLUTCH SPRA6CL. CLUTCH CLUTCH CLUTCH
SOLENOID VALVE SOLENOID VALVE CLUTCH ASSEMBLY

ON OFF APPLIED APPLIED APPLIED

Overdrive Range - Fourth Gear is used to maximize engine efficiency and fuel economy under most normal driving condi- lions. In order to shift the transmission into Fourth gear, the PCM receives input signis from the vehicle
speed sensor, the TP sensor and other vehicle sensors to determine the precise moment to energize or tum 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 prevens 1 -2 signal fluid from exhausting at the 1-2 SS valve, thereby increasing 1-2 signal fluid pressure.
1 2-4 BAND APPLIED
1a 1-2 Shift Solenoid (SS) Valve:
The 1-2 SS valve is energized (ON) blocking 1-2 signal fluid from exhausting through the solenoid. This creates pressure in the 1-2 signal fluid circuit.
1b 3-4 Shift Valve:
1- 2 signal fluid pressure moves the valve into the upshied position routing 3-4 signal fluid into the 4th signal fluid circuit.
1c 3-4 Relay Valve and 4-3 Sequence Valve:
4th signal fluid pressure moves botli valves hito the upshifted position causing the following changes.
Orificed (#7) 2nd fluid is routed through the 3-4 relay valve and into the servo feed fluid circuit.
Servo feed fluid is routed through the 4-3 sequence valve and into the 4th fluid circuit.
3-4 accumulator fluid routed from the 2-3 shutfle valve is blocked by botli valves.
1d 2nd & 4th Servo:
4th fluid pressure is routed through the center of the servo apply pin and acts on the apply side of the 4th apply pistn. This action moves the apply pin and applies the 2-4 band in order to obtain fourth gear.
2 3-4 SHIFT ACCUMULATION
2a 3-4 Accumulator Assembly:
3-4 accumulator fluid pressure moves the 3-4 accumulator pistn absorbing some of the initial increase of 4th cluteh apply fluid pressure in order to cushion the 2-4 band apply.
2b Accumulator Valve:
Accumulator fluid forced from the 3-4 accumulator is orificed to tlie end of tile accumulator valve. This regulates the exliaust of excess accumulator fluid pressure through the middle of tile valve.
3 TORQUE CONVERTER CLUTCH APPLIED 3a TCC Solenoid Valve:
When operating conditions are appropriate, the PCM energizes tile nomially open TCC solenoid valve. This closes the solenoid, blocks converter feed fluid from exhausting, and creates enough pressure in the converter feed fluid
circuit at tile TCC solenoid valve to shift the converter clutch valve.
3b Converter Clutch Apply Valve:
Tlie converter clutch valve is shifted into the apply position allowing release fluid to exliaust from the torque converter clutch and regulated apply fluid to enter the apply fluid circuit at the same time. This provides for smooth
engagement of tile TCC.
INPUT CLUTCH HOUSING ASSEMBLY

48 Figure 45 76A
46B Figure 44 77
 STAGE 1 (S-C)
TORQUE
CONVERTER
ASSEMBLY

UNE (From Pump)_

TCC
SOLENOID
N.O.
STAGE
(C-D)
TORQUE
CONVERTER
ASSEMBLY

UNE (From Pump)_

TCC
SOLENOID
N.O.
TORQUE
CONVERTER
ASSEMBLY

48 Figure 45 78A
 TIME
IINE (From Pump):

STAGE 3 (E-F)

TCC
SOLENOID
N.O.
When the powertrain control module (PCM) determines that the engine and transmission are operating properly to engage the torque converter clutch (TCC), the PCM energizes the TCC solenoid valve and regulates the
duty cycle of the TCC PWM solenoid valve. The following events occur in order to apply the torque converter clutch:
OFF At this time the Torque Converter Clutch is considered to be disengaged (OFF), TCC solenoid valve OFF, TCC PWM solenoid valve parked at 90% duty cycle.
PCM decisin to apply TCC (see pages 39 and 43, in the Electrical Components section, for more information).
Stage 1 The PCM immediately decreases the TCC PWM solenoid valve duty cycle to 0% (from point S to point A) then pulses the TCC PWM solenoid valve to approximately 25% duty cycle from point B to point C.
Actuator feed limit fluid at the TCC PWM solenoid is pulsed into the CC signal fluid Circuit. The CC signal fluid pressure at point C regulates a line pressure branch which creates regulated apply fluid. The PCM also
energizes the TCC solenoid valve, blocking converter feed fluid from exhausting through the solenoid and causing pressure to build up and shift the converter clutch valve to the apply position. With the converter clutch
valve in the apply position, Release fluid can exhaust through the valve. This stage is designed to move the converter clutch valve from the released to the applied position; there is not enough pressure to apply the TCC.
Stage 2 The TCC PWM solenoid valve duty cycle is ramped up from point C to point D to approximately 50%. Regulated apply fluid pressure is now strong enough to cause the converter apply to occur. Line pressure from
the pump enters the regulated apply circuit at the regulated apply valve. Regulated apply fluid is routed to the converter clutch valve into the apply fluid circuit. The pressure valu in the regulated apply circuit should now
be high enough to fully apply the TCC pressure pate. Slip speed should be at the correct valu (near 0).
In vehicles equipped with the Electronically Controlled Clutch Capacity (ECCC) system, the pressure pate does not fully lock to the torque converter cover. It is instead precisely controlled to maintain a small amount of
slippage between the engine and the turbine, reducing driveline torsional disturbances.
Stage 3 If it is determined by the PCM that it is desirable to fully lock the TCC, regulated apply fluid pressure is increased. This is caused by the TCC PWM solenoid valve duty cycle being increased from point E to point
F, to approximately 98%. This extra pressure ensures that the apply forc on the TCC pressure pate is not at the slip threshod, but a little above it. TCC pate material is therefore protected from excessive heat.
Note: The TCC PWM solenoid valve operates independentlv from the TCC solenoid valve. The TCC solenoid valve onlv Controls when the TCC is applied. The TCC PWM solenoid valve onlv Controls how the TCC is
applied.
Note: Under normal operating conditions the torque converter clutch is in the released position during first, second and third gears. However, when the transmission fluid temperatures exceedapproximately 121 C
(250F), the PCM will apply the torque converter clutch in second and third gears to help reduce fluid temperatures.

46B Figure 44 79
When the TCC pressure pate is applied, it is held against the torque converter cover. Since it is splined to the converter turbine hub, it provides a mechanical coupling (direct drive) of the engine to the transmission gear sets. This
mechanical coupling eliminates the small amount of slippage that occurs in the fluid coupling of a torque converter, resulting in a more efficient transfer of engine torque through the transmission and to the drive wheels.
ON At this time the Torque Converter Clutch is
considered to be engaged (ON).
PCM decisin to release TCC (see pages 39 and 43, in the Electrical Components section, for more information).
Stage 4 During this stage, the apply fluid pressure from the regulated apply valve is decreased by the TCC PWM solenoid valve duty cycle dropping from point G to point H, to approximately 50%. Reduced CC signal fluid pressure
from the TCC PWM solenoid valve allows orificed regulated apply fluid to move the regulated apply valve, decreasing the flow of line fluid feeding the regulated apply circuit. This reduces the apply forc on the TCC pressure pate
to the slip threshold. This gets the TCC pressure pate ready for a smooth release.
Stage 5 The TCC PWM solenoid valve duty cycle is ramped down to 0% from point H to point I through this stage. This action allows the regulated apply pressure to start at the slip threshold, and decrease to near 0 pressure over a
very short time to point I. The regulated apply pressure valu from the TCC regulator apply valve at this duty cycle (point I) should fully release the TCC pressure pate. Slip speed should be at the mximum valu. The PCM also de-
energizes the TCC solenoid allowing converter clutch valve sprmg forc to shift the converter clutch valve to the released position. Release fluid is now directed back to the torque converter.
Stage 6 The PCM pulses the TCC PWM solenoid valve to a valu of 90. This stage is designed to prepare the TCC apply and release system for another apply of the TCC.
OFF At this time the Torque Converter Clutch is considered to be disengaged (OFF).
(Some PCM calibrations may allow stages 4 - 6 to happen very rapidly in almost a straight line down from point G to point K.)
The PCM monitors for liigh TCC slip for most models. Excessive slip is recognized by Diagnostie Trouble Code (DTC) P1870. The transmission must be in hot mode or experiencing a wide open throttle maneuver in order for the
TCC to be commanded on in second and third gear.
If the PCM detects a continuous open, short to ground, or short to power in the TCC solenoid valve circuit, then DTC P0740 will set and the PCM will illuminate the malfunction indicator lamp (MIL), inhibit TCC operation, inhibit
4th gear and freeze shift adapts. The DTC P0740 will then be stored in PCM history.
If the PCM detects low TCC slip when the TCC is commanded OFF, then DTC P0742 will set and the PCM will illuminate the malfunction indicator lamp (MIL), increase line pressure and freeze shift adapts. The DTC P0742 will
then be stored in PCM history.

TORQUE
CONVERTER
ASSEMBLY

48 Figure 45 80A
STAGE 5 (H -1)

LINE (From Pump)_

46B Figure 44 81
 REVERSE FORWARD
1-2 SHIFT 2-3 SHIFT 2-4 OVERRUN FORWARD 3-4 LO-ROLLER LO/REV
INPUT SPRA6CL.
SOLENOID VALVE SOLENOID VALVE BAND CLUTCH CLUTCH CLUTCH CLUTCH CLUTCH
CLUTCH ASSEMBLY

OFF OFF APPLIED HOLDING APPLIED

48 Figure 45 82A
46B Figure 44 83
 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 4-3 downshift. Under normal operating conditions the PCM will keep the converter clutch released in Third gear. The TCC also releases under minimum and heavy throttle conditions. Figure 61 shows the TCC
PWM solenoid valve de-energized and the TCC released. Refer to pages 62A and 62B for descriptions of the torque converter clutch hydraulic and electrical circuits during release and apply.
A 4-3 downshift occurs when the PCM receives the appropriate input signis to de-energize or tum OFF current supply to the
1- 2 shift solenoid (SS) valve (opens the ground path of the circuit). During a 4-3 downshift, the following changes occur to the hydraulic system:
1 2-4 BAND RELEASES
1a 1-2 Shift Solenoid (SS) Valve:
De-energized by the PCM, the normally open solenoid opens and 1-2 signal fluid exhausts through the solenoid.
1b 3-4 Shift Valve:
With the 1-2 signal fluid pressure exhausted, the spring forc moves the valve into the downshifted position. In this position, the valve blocks the 3-4 signal fluid and the 4th signal fluid exhausts past the valve.
1c 3-4 Relay Valve and 4-3 Sequence Valve:
Actuator feed limit fluid pressure and spring forc move the 3-4 shift valve to the downshifted position. This blocks 4th clutch feed at the 3-4 shili valve and opens the 4th clutch fluid circuit to an orificed exhaust.
1d 2nd & 4th Servo:
Tlie 4th fluid exhausts from the 4th apply pistn in the servo assembly. The apply pin spring moves the 4th apply pistn and tlie apply pin in order to release the band from tile reverse input dnim and shift the transmission
into third gear.
2 SHIFT ACCUMULATION
2a 3-4 Accumulator Assembly:
Tlie 3-4 accumulator fluid exhausts from the 3-4 accumulator pistn. The orificed accumulator fluid pressure and tile spring forc move tile pistn into a third gear position.
2b Accumulator Valve:
liased by torque signal fluid pressure and spring forc, tile accumulator valve regulates tile D4 fluid into the accumulator fluid circuit.
3 TORQUE CONVERTER
3a TCC PWM Solenoid Valve:
The PCM de-energizes tile TCC solenoid valve, and operates the duty cycle of the TCC PWM solenoid valve to release the converter clutch for a smooth disengagement, prior to initiating the 4-3 downshift.
3b TCC Solenoid Valve:
The TCC solenoid valve is de-energized by tile PCM. This causes converter feed fluid pressure to exhaust through tile solenoid and allows tile converter clutch valve to shift to tile release position.

48 Figure 45 84A
 2-4 REVERSE OVERRUN FORWARD FORWARD 3-4 LO-ROLLER LO/REV
1-2 SHIFT 2-3 SHIFT BAND INPUT CLUTCH CLUTCH SPRAGCL. CLUTCH CLUTCH CLUTCH
SOLENOID VALVE SOLENOID VALVE CLUTCH ASSEMBLY

OFF ON APPLIED APPLIED HOLDING

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.
A 3-2 downshift occurs when the PCM receives the appropriate input signis to de-energize or tum OFF current supply to the
2- 3 shift solenoid (SS) valve (open the ground path of the Circuit). During a 3-2 downshift, the following changes occur to the hydraulic system:
1 3-4 CLUTCH RELEASED
la 2-3 Shift Solenoid (SS) Valve:
The 2-3 SS valve is energized (ON) blocking 2-3 signal fluid from exhausting through the solenoid. This creates pressure in the 2-3 signal fluid circuit.
1b 2-3 Shift Valve and 2-3 Shuttle Valve:
The 2-3 signal fluid pressure moves both valves to the downshifted position. This causes the following changes.
The AFL fluid is blocked from the D432 fluid circuit causing the D432 fluid to exhaust past the 2-3 shuttle valve.
The 2nd fluid is blocked from feeding the 3-4 signal fluid circuit and is routed into the servo feed fluid circuit.
The 3-4 signal fluid is exhausted past the valve. The
3- 4 clutch fluid and the 3rd accumulator fluid also exhaust.
1c 2nd & 4th Servo:
The 3rd accumulator fluid exhausts from the servo assembly. The 2nd clutch fluid pressure moves the 2nd apply pistn against the servo retum spring forc in order to move the apply pin and apply the 2-4 band.
1d 3-4 Shift Valve:
Tlie 3-4 signal fluid pressure exhausts from the 3-4 shift valve.
1e 3-2 Control Solenoid Valve and 3-2 Control Valve:
These components are used to increase the exhaust rate of 3rd accumulator fluid, as needed, depending on the vehicle speed. The 3-2 control solenoid valve is a normally closed On/Off solenoid controlled by the PCM. The PCM Controls tlie
solenoid State during a 3-2 downshift according to vehicle speed.
1f 3-2 Downshift Valve:
Tlie 3-4 clutch fluid exhausts from the valve and the spring forc moves the valve into the second gear position.
1g 3rd Accumulator Ball Check Valve (#2):
Tlie exhausting 3rd accumulator fluid seats tile #2 ball check valve and is forced through orillee #12. This fluid exhausts through the 3-4 clutch and the 3-4 signal fluid circuits and past the 2-3 shift valve. Orillee #12 slows the
exhaust of the 3rd accumulator fluid and delays the 2-4 band apply rate.
2 2-4 BAND APPLIED 2a 3rd Accumulator:
3rd accumulator fluid pressure and 3rd accumulator spring forc move the 3rd accumulator pistn to a Second gear position.
2b Accumulator Valve:
The 3rd accumulator fluid circuit is supplied by accumulator fluid through the orfice opposite the #5 ball check valve. The accumulator valve regulates drive fluid into the accumulator circuit.

46B Figure 44 85
48 Figure 45 86A
 INPUT CLUTCH
HOUSING ASSEMBLY

2-4 REVERSE OVERRUN FORWARD 3-4 L0-R0LLER LO/REV

1-2 SHIFT 2-3 SHIFT BAND INPUT CLUTCH CLUTCH FORWARD SPRAG CLUTCH CLUTCH CLUTCH
S0LEN0ID VALVE S0LEN0ID VALVE CLUTCH CL. ASSEMBLY

OFF OFF APPLIED APPLIED HOLDING APPLIED

POWER TO TORQUE CONVERTER

(D
FOR ENGINE BRAKING
OVERRUN
CLUTCH
APPLIED
FORWARD
CLUTCH
APPLIED
FORWARD SPRAG ASSEMBLY (642)
2
3-4
CLUTCH
APPLIED
1
POWER FROM DIFFERENTIAL ASSEMBLY

REACTION
CARRIER
SHAFT
(666)
OVERRUN
CLUTCH
APPLIED
FORWARD CLUTCH APPLIED 3 4
CLUTCH
FORWARD SPRAG ASSEMBLY (642)
INPUT CARRIER ASSEMBLY
INPUT INTERNAL GEAR (664)
INPUT HOUSING & SHAFT ASSEMBLY (621)

66B Figure 64 87
 Drive Range - Manual Third (D) is available to the driver when vehicle operating conditions make it desirable to use only three gear ratios. These conditions inelude city driving [where speeds are generally below 72 km/h
(45 mph)], towing a triler, 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 addi-
tional 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 upshil't 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 im- mediately shift into Third gear.
Note: Transfer of engine torque during acceleration is identical to Overdrive Range - Third Gear (refer to page 58A). The power flow in Figure 63 and the following text describes conditions during deceleration (zero or
minimum throttle conditions) and how engine compression braking is achieved.
Vehicle speed provides the torque input to the transmission through the drive shaft and transmission output shaft (687). This is shown by the direction of the power flow arrows in the drawing at the top ofFigure 63. Notice
that this flow is identical to Overdrive Range - Third Gear except that the arrows are in the opposite direction.
1 Power From the Differential Assembly
Power flow is transferred back through the transmission from the output shaft to the input clutch housing (621). Each of the components fimetion and rotation direction is the same as during acceleration (compare Figures
55 and 63).
2 3-4 Clutch Applied
The 3^1 clutch is applied and power from the output shaft travels to the input housing.
3 Forward Sprag Assembly Holding
Power from the output sha also travels through the forward sprag clutch inner race and input sun gear assembly (640) to the forward sprag assembly (642). The inner race of the forward sprag assembly is attached to the
overrun clutch hub. The inner race is held when the overrun clutch is applied, and the outer race is held with the forward clutch applied.
4 Overrun Clutch Applied
With the overrun clutch applied, power from vehicle speed is prevented from overrunning the forward sprag clutch when the throttle is released. This power is transferred back through the overrun clutch and to the engine,
thereby allowing engine compression to slow the vehicle when the throttle is released.
5 Forward Clutch Applied
Tlie forward clutch is applied but is only effective in a coast condition because the overrun clutch is applied.
In Manual Third range - First and Second gears, the forward sprag assembly overruns and engine compression braking is not available. First and Second gears oprate the same as in Overdrive Range, except for the overrun
clutch being applied, and the vehicle is allowed to coast freely when the throttle is released. To obtain increased engine compression braking at slower speeds, the gear selector must be moved to the Manual Second
position.

48 Figure 45 88A
 INPUT CLUTCH
HOUSING ASSEMBLY

2-4 REVERSE OVERRUN FORWARD FORWARD 3-4 LO-ROLLER LO/REV

1-2 SHIFT 2-3 SHIFT BAND INPUT CLUTCH CLUTCH SPRA6CL. CLUTCH CLUTCH CLUTCH
SOLENOID VALVE SOLENOID VALVE CLUTCH ASSEMBLY

OFF OFF APPLIED APPLIED HOLDING APPLIED

Drive Range - Manual Third may be selected at any time while the vehicle is being operated in a forward gear range. However, the transmission's hydraulic system prevens the transmission from shifting into Fourth gear regardless of
PCM control. When the gear selector lever is moved to Drive Range (D) from Over- drive Range (5), the manual valve also moves. Changes to the hydraulic and electrical systems are as follows:
1 FOURTH GEAR PREVENTED 1a Manual Valve:
The gear selector lever, selector shaft and manual valve are moved to Manual Third (D) position.
1b Transmission Fluid Pressure (TFP) Manual Valve Position Switch:
D3 fluid is routed to the TFP manual valve position switch and opens the normally closed D3 fluid pressure switch.
1c 2-3 Shift Valve Train:
With the 2-3 SS valve de-energized and open, AFL fluid acting on the 2-3 shift valve holds botli valves in the upshifted position. D3 fluid feeds the oveirun fluid circuit through the 2-3 shift valve.
1d 3-4 Shift Valve:
D3 fluid pressure assists spring forc to keep the valve in the downshifted position. This blocks 3-4 signal fluid and allows the 4th signal fluid circuit to exhaust. Therefore fourth gear is hydraulically prevented.
2 OVERRUN CLUTCH APPLIES
2a 1-2 Shift Solenoid (SS) Valve:
When manual third is selected, the PCM de-energizes the 1-2 SS valve to immediately downshift the transmission into third gear.
2b 3-4 Relay Valve and 4-3 Sequence Valve:
4th signal fluid pressure is exhausted. Overrun clutch feed fluid pressure assists spring forc and closes botli valves allowing it to fill the overrun clutch fluid circuit.
2c 2nd & 4th Servo:
The 4th fluid exhausts from the 4th apply pistn in the servo assembly. The apply pin spring moves the 4th apply pistn and the apply pin in order to release the band from the reverse input drum and shift the transmission into third
gear.
3 SHIFT ACCUMULATION - Same as 4-3 Downshift
4 TORQUE CONVERTER
4a TCC PWM Solenoid Valve:
The PCM de-energizes the TCC solenoid valve, and operates the duty cycle of the TCC PWM solenoid valve to release the converter clutch for a smooth disengagement, prior to initiating the 4-3 downshift.
4b TCC Solenoid Valve:
The TCC solenoid valve is de-energized by the PCM. This causes converter feed fluid pressure to exhaust through the solenoid and allows the converter clutch valve to shift to the release position.

66B Figure 64 89
48 Figure 45 90A
 1

2-4 REVERSE OVERRUN FORWARD FORWARD 3-4 L0-R0LLER LO/REV

1-2 SHIFT 2-3 SHIFT BAND INPUT CLUTCH CLUTCH SPRAG a. CLUTCH CLUTCH CLUTCH
S0LEN0ID VALVE S0LEN0ID VALVE CLUTCH ASSEMBLY

OFF ON APPLIED APPLIED APPLIED HOLDING

POWER TO TORQUE CONVERTER

(D
FOR ENGINE BRAKING
2-4 BAND ASSEMBLY (602) APPLIED
OVERRUN
CLUTCH
APPLIED
FORWARD
CLUTCH
APPLIED
FORWARD
SPRAG
ASSEMBLY
(642)
POWER FROM DIFFERENTIAL ASSEMBLY

REVERSEINPUT CLUTCH HOUSING (605)

HELD
INPUT CARRIER
FORWARD SPRAG ASSEMBLY ASSEMBLY (642)
INPUT HOUSING
OVERRUN
CLUTCH
APPLIED
INPUT REACTION INTERNAL CARRIER GEAR SHAFT
(664) (666)

68 Figure 65 91A
 REACTION SUN GEAR (673) HELD
REACTION
CARRIER
ASSEMBLY
(681)
2-4 BAND
ASSEMBLY
(602)
SERVO APPLIED ASSEMBLY APPLIED
Manual Second (2) gear range is available to the driver when vehicle operatmg conditions makc it desirable to use only two gear ratios. These conditions inelude descending a steep grade when engine compression braking
is needed, or to retain second gear when ascendmg a steep grade for additional engme performance
In Manual Second, the transmisin can upshil't and downsln between First and Second gear but is prevented from shifting into Third or Fourth gear. If the transmission is in Third or Fourth gear when Manual Second is
selected, the transmission will shift immediately into Second gear
Note: First gear in the Manual Second gear selector position is only available on some models at low speeds and under heavy throttle.
Note: Transfer of engine torque during acceleration is identical to Overdrive Range - Second Gear (refer to page 56A) to obtain an approximate gear ratio reduction of 1.63:1 through the transmission gear sets. The
power flow in Figure 65 and the follow- ing text describes conditions during deceleration (zero or mnimum throttle) and how engine compression braking is achieved.
Vehicle speed provides the torque input to the transmission through the drive shaft and transmission output shaft (687). This is shown by the direction of the power flow arrows in the drawing at the top of Figure 65. Notice
that this flow is identical to Overdrive Range - Second Gear except that the arrows are in the opposite direction.
1 Power From the Differential Assembly
Vehicle speed attempts to drive the input carrier (662) faster than engine speed is driving the input housing and sha assembly (621).
2 2-4 Band Assembly Applied
The 2-4 band is applied and holds the reverse input clutch housing which is tanged to the reaction sun shell. The reaction sun gear is splined to the reaction shell and is held by the 2-4 band. Power from the differential
travels through the reaction carrier and back to the input carrier to create second gear reduction for engine compression braking.
3 Overrun Clutch Applied
With the overrun clutch applied, power from vehicle speed is prevented from overrunning the forward sprag clutch when the throttle is released. This power is transferred back through the overrun clutch and to the engine,
thereby allowing engine compression to slow the vehicle when the throttle is released.
4 Forward Clutch Applied
The forward clutch is applied but only effective in a coast condition because the overrun clutch is applied.

48 Figure 45 92A
 INPUT CLUTCH
HOUSING ASSEMBLY

5 Forward Sprag Assembly Holding

Power from the output shaft also travels through the forward sprag clutch irmer race and input sun gear assembly to the forward sprag assembly. The inner race of the forward sprag assembly is attached to the overrun
clutch hub. The inner race is held when the overrun clutch is applied, and the outer race is held with the forward clutch applied.
The overrun clutch remains applied in Manual Second - First Gear to provide engine compression braking.

66B Figure 64 93
 2-4 REVERSE OVERRUN FORWARD FORWARD 3-4 LO-ROLLER LO/REV
1-2 SHIFT 2-3 SHIFT BAND INPUT CLUTCH CLUTCH SPRA6CL. CLUTCH CLUTCH CLUTCH
SOLENOID VALVE SOLENOID VALVE CLUTCH ASSEMBLY

OFF ON APPLIED APPLIED APPLIED HOLDING

Manual Second may be selected at any time while the vehicle is being operated in a forward gear range. However, the transmission's hydraulic system prevens the transmission from upshifting above Second gear regardless of PCM
control. When the gear selector lever is moved to Manual Second (2) from Manual Third - Third Gear, the manual valve also moves. Changes to the hydraulic and electrical systems are as follows:
1 MANUAL VALVE
The selector lever moves the manual sha and the manual valve into the manual second (2) position. This allows the line pressure to enter the D2 fluid Circuit.
2 TRANSMISSION FLUID PRESSURE (TFP) SWITCH
The D2 fluid is routed to the TFP manual valve position switch where it opens the normally closed D2 fluid pressure switch.
3 BALL CHECK VALVE #5
D2 fluid feeds the orificed D2 fluid Circuit seating the #5 ball check valve and exhausting overrun fluid through the 2-3 shifl valve.
4 THIRD AND FOURTH GEARS PREVENTED 4a 2-3 Shift Solenoid (SS) Valve:
The PCM energizes the 2-3 SS valve and the AFL fluid pressure holds the 2-3 shift valve in the downshifted position. This electronically prevens operation of the third and fourth gears.
4b 2-3 Shift Valve Train:
Tlie D2 fluid is routed between the 2-3 shuttle valve and the
2- 3 shift valve causing the following:
The 2nd fluid is blocked from the entering the 3-4 signal fluid Circuit and the 3-4 signal fluid Circuit is open to an exhaust port at the valve.
The 3-4 clutch cannot apply with the 3-4 signal fluid exhausted. Therefore, third and fourth gears are hydraulically prevented.
The 2nd fluid feeds the servo feed fluid Circuit, but has no function in manual second.
The AFL fluid is blocked by the 2-3 shift valve and the D432 fluid circuit is exhausted through the valve.
The overrun fluid is exhausted through the 2-3 shift valve.
4c 2nd & 4th Servo:
The 3rd accumulator fluid exhausts from the servo assembly. The 2nd clutch fluid pressure moves the 2nd apply pistn against the servo retum spring forc in order to move the apply pin and apply the 2-4 band.
4d 3-2 Control Solenoid Valve and 3-2 Control Valve:
These components are used to increase the exhaust rate of 3rd accumulator fluid, as needed, depending on the vehicle speed. The 3-2 control solenoid valve is a normally closed On/OfF solenoid controlled by the PCM. The PCM
Controls the solenoid State during a 3-2 downshift according to vehicle speed.
4e 3-2 Downshift Valve:
The 3-4 clutch fluid exhausts from the valve and the spring forc moves the valve into the second gear position.
4f 3-4 Shift Valve:
The 3-4 signal fluid pressure exhausts from the 3-4 shifl valve but has no effect on the valve.

48 Figure 45 94A
 INPUT CLUTCH
HOUSING ASSEMBLY

66B Figure 64 95
 REVER
2-4 SE OVERRUN FORWARD 3-4 L0-R0LLER LO/REV
1-2 SHIFT 2-3 SHIFT BAND INPUT CLUTCH CLUTCH FORWARD SPRAG CLUTCH CLUTCH CLUTCH
S0LEN0ID VALVE S0LEN0ID VALVE CLUTCH CL. ASSEMBLY

ON ON APPLIED APPLIED HOLDING HOLDING APPLIED

OVERRUN
CLUTCH
APPLIED
FORWARD
FORWARD SPRAG ASSEMBLY (642)
HOLDING
INPUT
INTERNAL
GEAR
HELD
LOW AND REVERSE CLUTCH APPLIED
1
POWER FROM DIFFERENTIAL ASSEMBLY
POWER TO TORQUE CONVERTER
(D
FOR ENGINE BRAKING

LOW AND REVERSE ROLLER CLUTCH ASSEMBLY (678)

.HOLDING
OVERRUN
CLUTCH
APPLIED
FORWARD
CLUTCH
APPLIED
FORWARD SPRAG ASSEMBLY (642)
HOLDING
INPUT CARRIER ASSEMBLY
INPUT INTERNAL GEAR , (664) HELD
REACTION
CARRIER
SHAFT
(666)
HELD
INPUT HOUSING & SHAFT ASSEMBLY (621)

48 Figure 45 96A
 INPUT CLUTCH
HOUSING ASSEMBLY

' LOW AND REVERSE CLUTCH SUPPORT ASSEMBLY- (679)

LOW AND REVERSE ROLLER CLUTCH RACE (675)
HELD
REACTION
CARRIER
ASSEMBLY
(681)
HELD
LOW AND REVERSE ROLLER CLUTCH ASSEMBLY (678)
HOLDING
Manual First is available to the driver when vehicle operating conditions require mximum engine compression braking for slowing the vehicle, or mximum engine torque transfer to the wheels. These conditions inelude:
descending a steep grade to provide mximum engine compression braking and, to retain First gear when ascending a steep grade or pulling a heavy load for mximum engine power.
Under normal drivmg conditions, the transmission is prevented from upshifting while operating in Manual First. If the transmission is in any other forward gear range when Manual First is selected, the transmission will not
shift into First gear until vehicle speed is below approximately 52 km/h (33 mph). Above this speed, the transmission will First shift into Second gear until vehicle speed slows sufficiently.
Note: Transfer of engine torque through the transmission dur- ing acceleration is identical to Overdrive Range - First Gear (refer to page 54A) to obtain an approximate gear ratio reduc- tion of 3.06:1. The power flow in
Figure 67 and the following text describes conditions during deceleration (zero or mnimum throttle) and how engine compression braking is achieved.
Vehicle speed provides the torque input to the transmission through the drive shaft and transmission output shaft (687). This is shown by the direction of the power flow arrows in the drawing at the top of Figure 67. Notice
that this flow is identical to Overdrive Range - First Gear except that the arrows are in the opposite direction.
1 Power From the Differential Assembly
Vehicle speed attempts to drive the input carrier assembly (662) faster than engine speed is driving the input housing and shaft assembly (621).
2 Overrun Clutch Applied
The overrun clutch plates (645) are applied and prevent the forward sprag clutch (642) from overrunning when the throttle is released.
3 Low and Reverse Clutch Applied
The low and reverse clutch plates (682) are applied in Manual First - First Gear. The low and reverse clutch holds the reaction carrier assembly (681) stationary to the transmission case.
4 Low and Reverse Roller Clutch Holding
With the reaction carrier held stationary, the low and reverse roller clutch (678) is prevented from being overrun when tlie throttle is released. Without an element to overrun during coast conditions, (either the sprag clutch
or roller clutch), engine compression slows the vehicle when the throttle is released.

66B Figure 64 97
 INPUT CLUTCH
HOUSING ASSEMBLY

2-4 REVERSE OVERRUN FORWARD FORWARD 3-4 L0-R0LLER LO/REV

1-2 SHIFT 2-3 SHIFT BAND INPUT CLUTCH CLUTCH SPRA6CL. CLUTCH CLUTCH CLUTCH
SOLENOID VALVE SOLENOID VALVE CLUTCH ASSEMBLY

ON ON APPLIED APPLIED HOLDING HOLDING APPLIED

Manual First (1) may be selected at any time while the vehicle is being operated in a forward gear range. However, the downshift to First gear is controlled electronically by the PCM which will not energize the 1-2 shift solenoid
(SS) valve (First gear State) uiitil the vehicle speed is below approximately 56 km/h (35 mph). Above this speed, the transmission will oprate in a Manual First - Second Gear condition until vehicle speed slows sufficiently. Note
that this speed vares depending on vehicle application.
Wlien the gear selector lever is moved to Manual First, the manual valve also moves. With vehicle speed low enough, the following hydraulic and electrical changes occur to achieve Manual First - First Gear:
1 LOW AND REVERSE CLUTCH APPLIES 1a Manual Valve:
The selector lever moves the manual shaft and the manual valve into the manual first (1) position. This allows the line pressure to enter the lo fluid Circuit.
1b TFP Manual Valve Position Switch:
Lo fluid is routed to the TFP manual valve position switch where it closes the normally open lo pressure switch. This signis to the PCM that manual first is selected.
1c 1-2 Shift Valve:
1-2 signal fluid pressure moves the valve into the downshifled position. In this position, Lo fluid from the manual valve is routed into the Lo/lst fluid Circuit and D4 fluid is blocked from entering the 2nd fluid Circuit. The 2nd
fluid exhausts through an orfice and past the valve. This orfice (#26) helps control the 2-4 band release during a 2-1 downshift. 1d Lo Overrun Valve:
The Lo/1 st fluid is regulated through the Lo Overrun valve and into the Lo/Reverse fluid Circuit in order to control the Low and Reverse clutch apply.
1e Low and Reverse Pistn:
Tlie Lo/Reverse fluid pressure acts on the inner area of the pistn in order to move the pistn and to apply the Low and Reverse clutch piafes.
2 2-4 BAND RELEASES
2a 1-2 Shift Solenoid (SS) Valve:
Below approximately 48 to 56 km/h (30 to 35 mph) the PCM energizes the normally open solenoid. This blocks the 1-2 signal fluid pressure from exhausting through the solenoid and creates pressure in the 1-2 signal fluid Circuit.
2b 3-4 Shift Valve:
1-2 signal fluid pressure to the 3-4 shilt valve is not enough to overeme the D3 fluid pressure or the 3-4 shift valve spring pressure.
2c 2nd & 4th Servo:
The 2nd clutch fluid, which was fed by the 2nd fluid, exhausts from the servo. This allows the spring forc from the servo cushion and the servo retum springs to move the 2nd apply pistn and apply the pin to release the 2-4 band.
These spring forces help control the 2-4 band release.
2d 3-2 Downshift Valve:
2nd clutch fluid exhausts from the 3-2 downshift valve. Exhausting 2nd clutch fluid unseats the 1-2 upshift ball check valve (#8) for a quick exhaust into the 2nd fluid circuit.
2e 2-3 Shift Valve Train:
Held in the downshifled position by the 2-3 signal fluid pressure from the solenoid, the valve train blocks the AFL fluid from entering the D432 fluid circuit.
2f 3-4 Relay Valve and 4-3 Sequence Valve:
2nd fluid exhausts from the 3-4 relay valve and servo feed fluid exhausts from the 4-3 sequence valve. Exhausting servo feed fluid is routed through the downshifled 2-3 shift valve and into the 2nd fluid circuit.
LOW AND REVERSE CLUTCH ASSEMBLY

70B Figure 68 98
 RANGE REFERENCE CHART
1 2 3 4 5 6 7 8
REVERSE FORWARD
RANGE GEAR SHIFT SOLENOID VALVES 2-4 INPUT OVERRUN FORWARD SPRAG CL. 3-4 LO ROLLER LO/REV.
BAND CLUTCH CLUTCH CLUTCH ASSEMBLY CLUTCH CLUTCH CLUTCH
1-2 2-3

PARK ON* ON* APPLIED

REVERSE ON* ON* APPLIED APPLIED

NEUTRAL ON* ON*

1st ON ON APPLIED HOLDING HOLDING

2nd OFF ON APPLIED APPLIED HOLDING

3rd OFF OFF APPLIED HOLDING APPLIED

4th ON OFF APPLIED APPLIED APPLIED

1st ON ON APPLIED HOLDING HOLDING

3 2nd OFF ON APPLIED APPLIED HOLDING

3rd OFF OFF APPLIED APPLIED HOLDING APPLIED

1st * * ON ON APPLIED APPLIED HOLDING HOLDING

2 2nd OFF ON APPLIED APPLIED APPLIED HOLDING
***
1st ON ON APPLIED APPLIED HOLDING HOLDING APPLIED

1 2nd OFF ON APPLIED APPLIED APPLIED HOLDING

***
* 1-2 AND 2-3 SHIFT SOLENOID OPERATION AND THE SHIFT VALVE POSITIONING IN P, R, N RANGES ARE A FUNCTION OF THE INPUT TO
THE SOLENOIDS FROM THE VSS. UNDER NORMAL OPERATING CONDITIONS THE SOLENOIDS ARE ON IN P, R, N.
* * A MANUAL SECOND - FIRST GEAR CONDITION IS ONLY AVAILABLE ON SOME MODELS. OTHERWISE, THIS CONDITION IS
ELECTRONICALLY PREVENTED.
* * * IN MANUAL SECOND AND MANUAL FIRST, SOLENOID OPERATION IS A RESULT OF PCM CALIBRATION.
SOME CALIBRATIONS WILL ALLOW ALL THREE GEARS UNDER EXTREME CONDITIONS.
ON = SOLENOID ENERGIZED OFF = SOLENOID DE-ENERGIZED
NOTE: DESCRIPTIONS ABOVE EXPLAIN COMPONENT FUNCTION DURING ACCELERATION.
EXPECTED OPERATING CONDITION IF COMPONENT IN COLUMN NUMBER IS INOPERATIVE:
COLUMN # CONDITION
1 NO 2ND, NO 4TH GEAR.
2 NO REVERSE.
3 NO ENGINE BRAKING IN MANUAL 2ND, MANUAL 1ST, AND MANUAL 3RD (3RD GEAR).
4 NO FORWARD IN AND MANUAL 3RD.
5 NO FORWARD IN AND MANUAL 3RD.
6 NO 3RD GEAR, NO 4TH GEAR.
7 NO 1ST GEAR IN , MANUAL 3RD, AND MANUAL 2ND.
8 NO REVERSE, NO ENGINE BRAKING IN MANUAL 1ST.
SHIFT SOLENOID VALVE ELECTRICAL CONDITIONS
If the PCM detects a contlnuous open or short to ground n the shlft solenolds or shift solenold circuits the followlng actlons occur:
1- 2 The PCM commands mximum line pressure.
DTC The PCM dlsables shlft adapts.
P0753 The PCM inhibits downshifts to 2nd gear if the vehicle speed is greater than 48 km/h (30 mph).
The PCM lluminates the Malfunctlon Indlcator Lamp (MIL).
2- 3 The PCM commands mximum Une pressure.
DTC The PCM disables shift adapts.
P0758 The PCM commands 2nd gear.
The PCM lluminates the Malfunctlon Indlcator Lamp (MIL).

100 Figure 71
The hydraulic circuitry of the Hydra-matic 4L60-E transmission is better understood when fluid flow can be
related to the specific components in which the fluid travels. In the Power Flow section, a simplified hydraulic
schematic was given to show what hydraulically occurs in a specific gear range. The purpose was to isolate the
hydraulics used in each gear range in order to provide the user with a basic understanding of the hydraulic
system.
In contrast, this section shows a complete hydraulic schematic with fluid passages active in the appropriate
component for each gear range. This is accomplished using two opposing foldout pages that are separated by a
half page of supporting information.
The left si de foldout contains the complete color coded hydraulic circuit for the given gear range along with
the relative location of valves, checkballs and orifices within specific components. A broken fine is also used
to seprate components such as the pump, valve body and case to assist the user when following the hydraulic
circuits as they pass between them. Also, the numbers shown in the circuits at the broken fines reference
specific holes and orfices in the spacer pate on the right hand foldout. The half page of information facing
this foldout identifies the components involved in this gear range and a description of how they function.
The right side foldout shows a two-dimensional fine drawing of the fluid passages within each component.
The active fluid passages for each gear range are appropriately col ored to correspond with the hydraulic
schematic used for that range. The half page of information facing this foldout identifies the various fluid
circuits with numbers that correspond to the circuit numbers used on the foldout page.
PASSAGE A IS LOCATED IN THE PUMP BODY (LIGHT GREY AREA)
PASSAGE B IS LOCATED IN THE VALVE BODY (LIGHT BLUE AREA)
PASSAGE C IS LOCATED ON THE SPACER PLATE (DASHED LINE)
PASSAGE D IS LOCATED IN CASE (WHITE AREA)
PASSAGE E IS LOCATED IN THE ACCUMULATOR HOUSING (LIGHT YELLOW AREA)

PARTS LIST

Figure 70 FOLDOUT 101

3-4 ACCUMULATOR
Thefollowingconditionsandcomponentproblemscouldhappeninany gear range, and are only some of the possibilities recommended to
diagnosehydraulicproblems. Alwaysrefertotheappropriatevehicle platformService manual whendiagnosingspecificconcerns.
HIGH UNE PRESSURE
Pressure Regulator Valve (216), or Reverse Boost Valve (219)
- Stuck, damaged
2-3 Shift Valve (368)
- Stuck
Pressure Relief Ball (228)
- Not seated or damaged.
Pressure Control Solenoid Valve (377)
- Damage to pins.
LOW UNE PRESSURE
Pressure Regulator Valve (216), Boost Valve (219), or Spring(217)
- Stuck, damaged, broken
Oil Pump (200)
- Cross channel air leak, body to cover or body to case
Pump Valve Bores
- Excessive valve clearance due to wear
Valve Body (350)
- Cross channel leaks
- Cross valve land leaks
Gasket/Spacer Pate
- Damaged
- Missing
Pressure Control Solenoid Valve (377)
- Valve is stuck On
- Broken elijo causes leakage
- Wire is pinched to ground
- Screen is missing
Cooler Lines
- Clogged or restricted.
2-4 REVERSE OVERRUN FORWARD 3-4 LO-ROLLER LO/REV
1-2 SHIFT 2-3 SHIFT BAND INPUT CLUTCH CLUTCH FORWARD SPRA6 CLUTCH CLUTCH CLUTCH
SOLENOID VALVE SOLENOID VALVE CLUTCH CL. ASSEMBLY

ON ON APPLIED

74A
PASSAGES I SUCTION
2 DE CREASE
3 I INE
4 CONVERTER FEED
5 RE LEASE
6 APPLY
/ C( >OLER
0 I IIBE
9 ACTUATOR FEED I IMII
10 I IETERED ACTUATOR l i l i )
11 EORQUE SIGNAL
12 PR
13 I)4-3-2
14 1 O/REVERSE
15 REVERSE
10 REVERSE INPU1
1/ 1 )4
10 1 ORWARD CLUTCI1 l i l i )
19 PEAR LUBE
20 ACCUMULATOR
21 ORIFICED ACCUMUI A l e ) P
22 1-2 SIGNAL
23 2-3 SIGNAL
24 2ND
25 2ND CLUTCH
26 C. C. SIGNAL
2/ 3-4 SIGNAL
20 3RD ACCUMULATOR
29 3-4 CLUTCH
30 4TH SIGNAL
31 SERVO FEED
32 4TH
33 3-4 ACCUMULATOR
34 D3
35 OVERRUN
36 OVERRUN CLUTCI I FEED
37 OVERRUN CLUTCI I
38 D2
39 ORIFICED D2
40 3-2 SIGNAL
41 lO
42 I ( >/1SI
43 I XIIAUST
44 ()RII ICED EXHAUST
45 VI N I
40 SI Al DRAIN
4/ V< >ll)
40 RfGULATED APPLY
COMPONENTS ( )
(8) R[ AR LUBE (ORIFICE I) CUP PLUG/RI AR CASE)
(10) o|| COOLER PIPE CONNECTOR
(11) CASE SERVO ORIFICE I) PLUG
(38) ACCUMULATOR BLEI I) PLUG
(39) I INF PRESSURE TAP
(10) 3RD ACCUM. RETAINI P AND BALL ASSI MBI Y (#7)
(49) SHIFT SOLENOIDS SCREEN
(50) PRESSURE CONTROE S( iLENOID SCREE N (61) CE IECKBALLS (#1, 2, 3, 4, 5, 6, 8, 12)
(91) CHECKBALL (#10)
(232) OIL PUMP COVER SCREEN
(237) CUECK VALVE RETAINI P AND BALL ASSEMBI Y
(238) CONVERTER CLUTCH SIC'.NAL ORIFICED CUP PLUG (240) ORIFICED CUP PLUG

74B
CASE (103) ol Val ve Body Side)

TO LOW AND REVERSE CLUTCH

)38b
12 0l2a 3a

Figure 72 FOLDOUT 75
 3'a, A
4ib n
34aD U
MP COVER (2 (Case Side)
CASE (103) (Pump Cover Side)
15b/16 ^29^28 2pb j-i U U1^u 17a/18 ^ -------------------
15c/160 O D34b O O #717e D 14c
^2c 14 ibbODii8^ Di2d2r 23
O 38d00Gl7c <044a 26 ni2e42b
le
c-1 ISrl 41c n C/ 9h U
n29e ^9m 041b 43C/44 Q
,, ^ 13 18cn n 22aGGl' lb
10 ,7 9n I O24" O243 o10c/22

10 W
27C/290 nn * .
27b/290 UU 21 25

34,R J"uj27dS 1)35a 34c n O- 10a
^ 24m/25 G 28 4f o G24c G o10b/23
25a(I 16 O D2<S 31 n 38/39 S U

u
D24h
2/25 a ^ a n no,, 29
31c 43a 33.
43b/44 36a
37a O
-bo 32a
28a U

00257
26b y
26a 9 o UOc
@
O@ n
1
J
11b (J3b U

32 9e |j 25e[) 9d/10

25d
O
Sd 1^.
O
30b
30a0 Q2- 22b

25b

48b

. 48a

HHO
24e 38e,39 9g
a a a n
31 bG 33a035d/36Oo P35b^5c/39 U
1' 20 35e/36 31
n 17, o J!20a o20b
17g 30

)
f
n 9k/io J (49)

9b
(50)

76 Figure 73
CASE (103) (2-4 Servo Bore)

29 SO

O @ 29 G38 Q34
47 fifi)
O GTTTI o
GD 3sQ o G

29 ^pv)9 41 O4
U On
11 _ 34 13 24

n &AOO
30Q D27 [ ----- )35 2J^( _____ ^ ^ Ql3 10
41

g^G
f @7 0
18 17 [12 ]
160 0 ^
0 38O0G17 P44 p 042
41
ri29 O41 ^44 m

Qis 22D14
24 010
cj cj CD35

34 25 25 034

G25 e 31 o P3S
UH24 31 r 1! - O39

26031 5 D ^ O35
a 01143 |1T| 33C0DD2O 020
O
26CD

D*Q SS
90 , 4 n^
@ U25
n

FORWARD CLUTCH ACCUMULATOR ^ BORE

25g

Figure 72 FOLDOUT 77
 O o20e/21

1
O 20d/21
SPACER PLATE (48) (Case/Control Valve Body)

GASKET (47) (Case/Spacer Pate)

38
41
G
@D 84n y
________132 _____ #12
CONTROL VALVE BODY (60) (Case Side)
110
30Q G:
I I24
o
Rol
f29l
QE)
D29
29
R BQI2 34U *
43 16) y
0 0 GG2 03
18QD013 <4O
- Q,2 042
38 41 n V 2 ,,u

, 22 27 a
34
I )?4
U U42 62642
*A "SU 0.^8 mnn
3^Dl824 240 22Ql4
(0)03 oG 22*

33- cdigo3 loQo

D34 24 24 O

D.1240,PP2. MUI

031 (33)

fin 37
d2 @ 32 W d E3

2 D
26 D@

n 25C=I 0 11
0 m n, o
90
25nu .
ron
CD
25

s
(Spacer
GASKET (52)
Plate/Control Valve Body)

78 Figure 73
v ___________________ 7
1-2 ACCUMULATOR COVER (57)

Figure 72 FOLDOUT 79
80 Figure 73
NO REVERSE OR SLIPS IN REVERSE
Turbine Shaft Seal (618)
- Missing, cut or damaged
2-3 Shift Valve (368)
- Stuck
Low Overrun Valve (361)
- Stuck
Orificed Cup Plug (240)
- Restricted, missing or damaged
Reverse Input Housing and Drum Assembly (605)
- Cracked at weld
Reverse Input Clutch Pate Retainlng Ring (614)
- Out of groove
Reverse Input Clutch Bellevllle Pate (611)
- Installed incorrectly
Low and Reverse Clutch Pistn (695)
- Porosity
ENGINE STALLS IN REVERSE
Cooler Unes
- Piuched
REVERSE FORWARD
1-2 SHIFT 2-3 SHIFT 2-4 OVERRUN FORWARD 3-4 LO-ROLLER LO/REV
INPUT SPRA6a.
S0LEN0ID VALVE S0LEN0ID VALVE BAND CLUTCH CLUTCH CLUTCH CLUTCH CLUTCH
CLUTCH ASSEMBLY

ON ON APPLIED APPLIED

76A
PASSAGES I SUCTION
2 DI CREASE
3 I INE
4 CONVERTER FEED
5 R[LEASE
6 APPLY
/ C( >OLER
0 I IIBE
9 ACTUATOR FEED I IMII
10 I II TERED ACTUATOR l i l i )
11 PORQUE SIGNAL
12 PR
13 I)4-3-2
14 1 O/REVERSE
10 REVERSE
10 REVERSE INPUT
1/ 1 )4
10 1 ORWARD CLUTCI1 l i l i )
19 PEAR LUBE
20 ACCUMULATOR
21 ORIFICED ACCUMU1 ATOP
22 1-2 SIGNAL
23 2-3 SIGNAL
24 2ND
25 2ND CLUTCH
26 C. C. SIGNAL
2/ 3-4 SIGNAL
20 3RD ACCUMULATOR
29 3-4 CLUTCH
30 4TH SIGNAL
31 SERVO FEED
32 4TH
33 3-4 ACCUMULATOR
34 D3
35 OVERRUN
36 OVERRUN CLUTCf I FEED
37 OVERRUN CLUTCf I
38 D2
39 ORIFICED D2
40 3-2 SIGNAL
41 LO
42 I ( >/1SI
43 I XIIAUST
44 ( >PII ICED EXHAUST
40 VI N I
40 SI Al DRAIN
4/ V< >ll)
40 Pl GULATED APPLY
COMPONENTS ( )
(8) R[ AR LUBE (ORIFICf I) CUP PLUG/RI AR CASE)
(10) OH COOLER PIPE CONNECTOR
(11) CASE SERVO ORIFICED PLUG
(38) ACCUMULATOR BLE I I) Pl UG
(39) IINE PRESSURE TAI'
(10) 3RD ACCUM. RETAINI P AND BALL ASSEMBI Y (#7)
(49) SHIFT SOLENOIDS SCREEN
(50) PRESSURE CONTROl SOLENOID SCREEN (01) Cl IECKBALLS (#1, 2, 3, 4, 0, 6, 8, 12)
(91) Cl IECKBALL (#10)
(232) OIL PUMP COVER SCREEN
(237) CHECK VALVE RETAINI P AND BALL ASSEMBI Y
(238) CONVERTER CLUTCH SIGNAL ORIFICED CUP PLUG (240) ORIFICED CUP PLUG

76B
PUMP BODY (200) (Pump Cover Side)

38a bl
44b n
34a
D 4

Figure 74 FOLDOUT 77
 J, > O,' 38 AA ,
1 P2 A
"~JUr

TO LOW AND REVERSE CLUTCH

CASE (103)
(Control Valve Body Side)
15C/160
9o
O
I38b
30 iu |j
29b
- 291/28 D D42b 34a
O 41a
158/16 029g8 P n n38c 17K18n - --------
,,n O * u / U U V n34b O O /-,ne n 44< 16 0 29g/28 u 22 o 18a y
,17 29aD29c 14 ^Dirv> aiT
1 C=D o 38d00i7c 044a 26 n12e
029bo^9m 15d 41c o
,U 13 18c|1 _ n 22aGG14b
13b Q24b G24a O10C/22
00 -
12 0l2a 3a
17a/18
14c
*
23
042b
0
10 C 27C/29Q ^
27b/290
34d 13b
25
30b 6 n 27b/290 UU - 21 -
n 3Oa 027dS CD33a 34c gg n 43a 10a
34fD 24m/25 ^ G 28 24f o024C 0 o10b/23
-ja49 34e 3v9
a a5 33a 31b
D
33a 3 360o3
5 63 b 359,39
31

Gb 43b/44 /? 36a #33800 CD20a 20b

37a U 17g 30

78 Figure 75
^P 28a 032a .O# 20cO'
8 483 Da 251 f -----------------------------S 48 U

2bD9c I 2A9
9k/10
1(49)

D0S
iia0
32
DD
11b 03b
25e 9d/10 A
U
(50) W
~'~u (50)
25d
A 9b
CASE (103) (Pump Cover Side)
2-4 SERVO BORE

138
41 ^]38

29 0D12 D 63
"

O * @ 2G G38 [> @ # J 0-

48U042 SS %2 ^
042
SPACER PLATE (48) (Case/Control Valve Body)
oy
O O20e/21 Q20d/21

FORWARD CLUTCH ACCUMULATOR ^ BORE

@D
34D y
________ _______ 13/ #12

41
G
CONTROL VALVE BODY (60) (Case Side)
28
#7/(40)

Figure 74 FOLDOUT 79
 CASE (103) (2-4 Servo Bore)
29 mu
@ 2 0 G38 Q:
^ ^9; 290S I812 18 >42 03
QG 38DDG17 >44 n,
G29 r9 41 0 41 <^044 _U4
D 18 n n UL.
110
9 ~ 34 13 D24 D24 010
^ <>34QG*
m
CD35 A,----- , ^ D13 10
16
160
QB o
CD29 15
I 14
O
22Q D14
0
30
_ 30Q Q27 '-LI CD35 27
CD<
D34 25 25 G34 Tp 02A
~" 24 24 39
| 125 o O O)
2437 33 A
25 ________ a u
a su o ,.
43 O38
28 O32
0 (25)

26CD 260 (9)

D*Q
@
w
24 39

&Dn039
^ O;
D 010
30
301
o@
90
m

GASKET (47) (Case/Spacer Pate)

dD
Rol 1291
r5i
Q29 ^9
110 0
29n 0G12 ~ 34U
*
G^DU38#D34 (P@#O n
O 42 14 *
* dd"
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22
(0)03 oil# #
n?4 O1-
O
V?
{^y5i:

80 Figure 75
@o
29
^ 22 ^

' G27 1=1 oa

1 124
34
D25 ^
I l?4
031 [33)
0 CD ^ O
25
o
26 ;. V 250 O (9)
G3
^ 26 ?c 0 '
90
34 24(H)3o8Q24 013 l o Q q
O34 D3^39#l^
7@ 32 0(13 03
28 Q CID
@ r
11
20
o
14
O
25
oG3
D
40
(Spacer
23

GASKET (52)
Plate/Control Valve Body)
V ____________________ /
1-2 ACCUMULATOR COVER (57)

Figure 74 FOLDOUT 81
82 Figure 75
!3-4 ACCUMULATOR

Figure 74 FOLDOUT 83
PRIVES IN NEUTRAL
Forward Clutch
- The clutch does not release.
Manual Valve Link (89)
- Disconnected
Case (103)
- The face is not fat.
- Intemal leakage exists

ENGINE STALLS IN NEUTRAL

TCC System
- Stuck On or dragging
REVER OVERR
SE FORWARD 3-4 LO- LO/REV
1-2 SHIFT 2-3 SHIFT 2-4 INPUT UN CLUTC FORWARD SPRA6
CLUTC ROLLER CLUTC
SOLENOID VALVE SOLENOID VALVE BAND
CLUTC CLUTC H CL. ASSEMBLY
H CLUTCH H
H H

ON ON

78A
PASSAGES 1 SUCTION
2 Di CREASE
3 I INE
4 CONVERTER FEED
5 R[LEASE
6 APPLY
/ COOLER ! I UBE
9 ACTUATOR FEED LIMIT 1() I II TERED ACTUATOR l i l i )
11 FORQUE SIGNAl
12 PR
13 I )4-3-2
14 I O/REVERSE
15 REVERSE
10 REVERSE INPUI 1 / l>4
10 I ORWARD CLUTCH l i l i )
19 REAR LUBE
2() ACCUMULATOR
21 ORIFICED ACCUMULATOR
22 1-2 SIGNAL
23 2-3 SIGNAL
24 2ND
2,S 2ND CLUTCH 26 C. C. SIGNAL 2/ 3-4 SIGNAL
20 3RD ACCUMULATOR
29 3-4 CLUTCH
30 4TH SIGNAL
31 SERVO FEED
32 4TH
33 3-4 ACCUMULATOR
34 D3
35 OVERRUN
36 OVERRUN CLUTCII FEED
37 OV/ERRUN CLUTCH
38 D2
39 ORIFICED D2
40 3-2 SIGNAl
41 lo
42 LO/1S1
43 EXHAUST
44 ( )R11 ICED EXHAUST
45 VI N I
40 SI Al DRAIN 4/ VOID
40 REGULATED APPLY
COMPONENTS ( )
(0) R[ AR LUBE (ORIFICE I) CUP PLUG/RI AR CASE)
(10) o|| COOLER PIPE CONNECTOR
(11) CASE SERVO ORIFICO I) PLUG
(38) ACCUMULATOR BLEI I) PLUG
(39) I INE PRESSURE TAL
(40) 3RD ACCUM. RETAINI R AND BALL ASSI MBI Y (#7)
(49) SHIFT SOLENOIDS SCREEN
(50) PRESSURE CONTROI SOLENOID SCREEN
(01) (1 IECKBALLS (#1, 2, 3, 4, 5, 6, 8, 12)
(91) (1 IECKBALL (#10)
(232) OIL PUMP COVER SCREEN
(237) CHECK VALVE RETAINI R AND BALL ASSEMBI Y
(238) CONVERTER CLUTCI I SIGNAL ORIFICED CUP PLUG (24o) ORIFICED CUP PLUG

78B
CASE (103) ol Valve Body Side)

TO LOW AND REVERSE CLUTCH

)38b
12 0l2a 3a
15c/160
C
29d
yo

Figure 76 FOLDOUT 79
 TORQUE INPUT CLUTCH
CONVERTER HOUSING ASSEMBLY
ASSEMBLY

30b 6

30a ;

341
^ 24m/25
25a[I 16 O D2<S U n2/ih 24k/25
10
32

38a ")
41b f]
34aO U
MP COVER (2 (Case Side)
CASE (103) (Pump Cover Side)
15b/16 _ 29f/28 2pb p, D G42b
160 O / U U
38c nsib _,
16 0 29g/28 ^ 22 18a LJ - f
Ol2d 14a 231
17a/18^ ----------
w
/ U LT'*' f)34b O O A /7l7e n 14c
29g/28 n V 22 o 13a W X U~
CD ^ 15 29aD
29c 14 18b
l2c <9wl2a
18 ai2d 14a
2
"d 38dQ4?cDnC 4?" h *>
n29e \]9m 41d nn
43b/44

11c ^ 13 18c
n... n. 22aQQ14b
34d
27
~)l2e
42b
0
24a olOc/22
7a0 27d
.47
#6 #5

80 Figure 77
 TORQUE INPUT CLUTCH
CONVERTER HOUSING ASSEMBLY
ASSEMBLY

CASE (103) (2-4 Servo Bore)

41

27 /20O 34d 13b
^24b
27C/290 r) n (1 A
27b/290 UU 21 25
W

035a 34b Ql3a

3^0 28 ^2Q1 24e 38e/39 ' 9g G 10b/23
29
22b

n L
34e 28 24f
24e 38e/39 9g
a a #
31c0 ' a (lo, 31 bQ 33 p,35d/360 35b 35c/39 U
2Q 35e/36 ^
31c
Q bJ33c u
8 43b/44 /O 36a # 33bG O o CD20a o20b
oC O 17g 30
43b r\ A
O 28a U32a 910
i 48a m CD 25t r
o 09c
3 03b
25e 9d/10
U
25d (50)
rQi A 9b
(__9aJ 0a
24b
7 5
26a
o9e
^0
41
9

25d
naQ
SPACER PLATE (48) (Case/Control Valve Body)
9k/10
1(49)

Vi
mmm.
47
#3
FORWARD CLUTCH ACCUMULATOR ^ BORE
- ) i_j [_j | | |_J^ I_ J iu
V^/~#12
________\32 _____ #12
CONTROL VALVE BODY (60) (Case Side)
D
34
Qy

@ 38

)
l_
O
41
G
39R SO42 *
(^38D34 @0^ g
o @o6 n n i 2 ^ ^ G3 44
1 29 ll)Dl2 tl I
160o @ D G
38 o @
# 1 ^ 0
47 fifi] O C/ , , '

80 Figure 78
 TORQUE INPUT CLUTCH
CONVERTER HOUSING ASSEMBLY
ASSEMBLY

Q^ 0
329 tDo 180D12 18 7- 03
^ 38QDD17
41
r-|29 41 ^ m
U 22D14
O
34 13 24 G24 O10
Q)a34D#
CD35 27 ni 3 10
34 ac8n24 n
24 o 03g A LJ
110
30Q O 7 m 2

ri34
u
25 25 _
125 OQ
:
G
D24 33
031 fn
o m oU
43
fc 039

D ^035
26CD

D*Q Btt.
HZG CE
042
J 010

GASKET (47) (Case/Spacer Pate)

30
O
301
[~40~l
m
QD
D29
110 0
'G:
1 22
27 a
34
)D24
14
42
GG
a
" '
'fiSDo.,^'8 nD
LJ41 43 m n n
0 (p .fl DD

Q25 c|5
Q24
031 (33)
- M I /O 37
' </ @ 32
a
20 D@ n 25C=I0
0 m
ICO
B 0
cz
CD
25
O
_ 34 13
(O) OG*
33
34 24 125
S 024 013 19o
o 24
D, o*2-Nb.i
1
U R7) O (20) o
17

80 Figure 79
 TORQUE INPUT CLUTCH
CONVERTER HOUSING ASSEMBLY
ASSEMBLY

(Spacer
GASKET (52)
Plate/Control Valve Body)
\ ____________________7
1-2 ACCUMULATOR COVER (57)

80 Figure 80
 TORQUE INPUT CLUTCH
CONVERTER HOUSING ASSEMBLY
ASSEMBLY

REVERSEINPUT CLUTCH ASSEMBLY

LOW AND REVERSE CLUTCH ASSEMBLY

80 Figure 81
 TORQUE INPUT CLUTCH
CONVERTER HOUSING ASSEMBLY
ASSEMBLY

80 Figure 82
1ST GEAR RANGE ONLY - NO UPSHIFT
Valve Body Spacer Pate (48)
- Mispositioned or damaged
Shift Solenoid Valves (379)
- Stuck or damaged
- Faulty electrical connection
2-4 Band (602)
- Worn or damaged
SLIPS IN 1ST GEAR
Forward Clutch Housing (628)
- Damaged
1-2 Accumulator Valve (371)
- Stuck
Torque Converter (1)
- Stator roller clutch not holding
REVER OVERR
SE 3-4 LO/REV
1-2 SHIFT 2-3 SHIFT 2-4 INPUT UN FORWARD FORWARD SPRA6 LO-ROLLER
CLUTCH CLUTC CLUTCH CLUTC
SOLENOID VALVE SOLENOID VALVE BAND CLUTC CLUTC CL. ASSEMBLY
H H
H H
APPLIE HOLDIN HOLDIN
0N 0N D G G

80A
PASSAGES
I SUCTION
2 DI CREASE
3 I INE
4 CONVERTER FEED
5 R[LEASE
6 APPLY
/ C( >OLER
0 I IIBE
9 ACTUATOR FEED I IMII
10 I II TERED ACTUATOR l i l i )
11 PORQUE SIGNAL
12 PR
13 I)4-3-2
14 1 O/REVERSE
10 REVERSE
10 REVERSE INPUT
1/ 1 )4
10 1 ORWARD CLUTCI1 l i l i )
19 PEAR LUBE
20 ACCUMULATOR
21 ORIFICED ACCUMU1 ATOP
22 1-2 SIGNAL
23 2-3 SIGNAL
24 2ND
25 2ND CLUTCH
26 C. C. SIGNAL
2/ 3-4 SIGNAL
20 3RD ACCUMULATOR
29 3-4 CLUTCH
30 4TH SIGNAL
31 SERVO FEED
32 4TH
33 3-4 ACCUMULATOR
34 D3
35 OVERRUN
36 OVERRUN CLUTCf I FEED
37 OVERRUN CLUTCf I
38 D2
39 ORIFICED D2
40 3-2 SIGNAL
41 LO
42 I ( >/1SI
43 I XIIAUST
44 ( >PII ICED EXHAUST
40 VI N I
40 SI Al DRAIN
4/ V< >ll)
40 Pl GULATED APPLY
COMPONENTS ( )
(8) R[ AR LUBE (ORIFICf I) CUP PLUG/RI AR CASE)
(10) OH COOLER PIPE CONNECTOR
(11) CASE SERVO ORIFICED PLUG
(38) ACCUMULATOR BLE I I) Pl UG
(39) IINE PRESSURE TAI'
(10) 3RD ACCUM. RETAINI P AND BALL ASSEMBI Y (#7)
(49) SHIFT SOLENOIDS SCREEN
(50) PRESSURE CONTROl SOLENOID SCREEN (01) Cl IECKBALLS (#1, 2, 3, 4, 0, 6, 8, 12)
(91) Cl IECKBALL (#10)
(232) OIL PUMP COVER SCREEN
(237) CHECK VALVE RETAINI P AND BALL ASSEMBI Y
(238) CONVERTER CLUTCH SIGNAL ORIFICED CUP PLUG (240) ORIFICED CUP PLUG

80B
PUMP BODY (200) (Pump Cover Side)

38a G1

44b n 34a
D 4

Figure 78 FOLDOUT 81
 TORQUE INPUT CLUTCH
CONVERTER HOUSING ASSEMBLY
ASSEMBLY

REAR LUBE

J, > O,' 38 AA ,
47 P2 A
"~JUr

TO LOW AND REVERSE CLUTCH

CASE (103)
(Control Valve Body Side)
15C/160
CASE (103) (Pump Cover Side)
9o
O
I38b

30 iu |j
- 291/28 29b O 042b 34a
O 41a

158/16 029g8 P n n38c \iu 47a

n - -------------

,,n O * u / U U V n34b O O /-,ne n 44< 16 0 29g/28 u 22 o 18a y

,17 29aD29c 14 ^Dirv> aiT

1
C=D o 38d
00i7c 044a 26 n12e

029bo^9m 15d 41c o

,U 13 18c|1 _ n 22aGG14b
24b
13b Q G24a O10C/22

00 -
12 0l2a 3a
17a/18
14c
*
23
042b
0
10 C 27C/29Q ^
27b/290
34d 13b
25
30b 6 n 27b/290 UU - 21 -
n 3Oa 027dS CD33a 34c gg n 43a 10a
34fD 24m/25 ^ G 28 24f o024C 0 o10b/23
25a-a/249 34e 3vg
a a 5 33a 31b
D
33a 3 360o3
5 63 b 359,39
31

S 43b/44 /? 36a #33800 CD20a 20b

82 Figure 79
37a U 17g 30
^P 28a 032a .O# 20cO'
8 483 Da 251 f ---------------------------S 48 U

2bD9c I 2A9
9k/10
1(49)

D0S
iia0
32
DED
11b 03b
25e 9d/10 A
U
(50) W
~'~u (50)
25d
A 9b
2-4 SERVO BORE

138
41 ^]38

29 0D12 D 63
"

o @ 2G O38 [> @ # ( ^ 0 -
48UG42 Ss 03
042
SPACER PLATE (48) (Case/Control Valve Body)
oy
O O20e/21
O 20d/21

FORWARD CLUTCH ACCUMULATOR ^ BORE

_ _ _ _ _ _ _ _ _ _ _ _ 13/ #12

41
G
28
#7/(40)

CASE (103) (2-4 Servo Bore)

29 IDU
@ 2D G38 Q:

Figure 78 FOLDOUT 81
 TORQUE INPUT CLUTCH
CONVERTER HOUSING ASSEMBLY
ASSEMBLY

^ ^9; 290S I812 18 >42 03

38
QG DDG17 A44 n,
G29 r9 41 41 <^044 _U4
0

D 18 n n UL.
110 9 ~ 34 13 D24 D24 010

^ Q^GG
m

CD35 A, , ^ O 10
16
160
QB o
CD29 15
l 14
O REAR LUBE
22Q D14
0
30
LI
_ 30Q Q27 '- CD35 27
D34 25 25 G34 'PQQ24
24
~" 24 39
| 125 o O O)
24 33 A
2537 a u
a su o ,.
43 G7] O38
28
0
O32 (25)

26CD 260 (9)

D*Q
w
24 39

&Dn039
^ O;
D 010
o@
90
m

GASKET (47) (Case/Spacer Pate)

SQ
34D y
CONTROL VALVE BODY (60) (Case Side)
29 n 0Ql2 ~ 34U *

38
G^DU #D34 $*? n
O G 4 2 (^42 14
* fiS o.P8 dd" D D 0
A ,fi > -0 G "

A QD*
34J"UU ^034
D^024
034
O O 34
G33 33^ C/35139
<P37@ 32 G(H)

o 28 Q

26 D@
28 250 O (5)
QG
30
30
G24
dD
14
O
Rol 1291
r5i
Q29 ^9
110 0
@o
29

82 Figure 79
 10
n A
D G3)3O8Q24G3 loQo
CD 4324 O
25
-
_ .O oc

D '
90

13
(Spacer

GASKET (52)
Plate/Control Valve Body)
V ____________________ /
1-2 ACCUMULATOR COVER (57)

Figure 78 FOLDOUT 81
 TORQUE INPUT CLUTCH
CONVERTER HOUSING ASSEMBLY
ASSEMBLY

REAR LUBE
REVERSEINPUT CLUTCH ASSEMBLY
LOW AND REVERSE CLUTCH ASSEMBLY

82 Figure 79
Figure 78 FOLDOUT 81
 SLIPPING OR ROUGH 1-2 SHIFT

1-2 Accumulator Valve (371)

- Stuck
2nd Apply Pistn Pin (13)
- Too long or too short
1-2 Accumulator Housing (57)
- Nicks or burrs

2ND GEAR STARTS

Forward Clutch Sprag Assembly (642)

- Installed backwards
1-2 REVER OVERR
SHIFT SE 3-4 LO- LO/REV
SOLENO 2-3 SHIFT 2-4
SOLENOID VALVE BAND
INPUT UN FORWARD
CLUTCH
FORWARD SPRAG
CLUTC ROLLER CLUTC
ID CLUTC CLUTC CL. ASSEMBLY
H CLUTCH H
VALVE H H
APPLI APPLIE HOLDIN
OFF ON ED D G

82A
PASSAGES
1 SUCTION
2 Di CREASE
3 I INE
4 CONVERTER FEED
5 R[ l EASE
6 APPLY
/ COOLER 0 LUBE
9 ACTUATOR FEED LIMIT 1() I II IERED ACTUATOR FEED
11 FORQUE SIGNAL
12 PR
13 D4-3-2
14 LO/REVERSE
15 RfVERSE
10 Rf VERSE INPUT 1 / D4
10 FORWARD CLUTCH FEED
19 Rf AR LUBE
2() ACCUMULATOR
21 ORILICED ACCUMULATOR
22 1 2 SIGNAL
23 2 3 SIGNAL
24 2ND
20 2ND CLUTCH
20 (2 C. SIGNAL
2/ 3-4 SIGNAL
20 3RD ACCUMULATOR
29 3-4 CLUTCH
30 4 III SIGNAL
31 SI RVO FEED
32 4 11 I
33 3 4 ACCUMULATOR
34 I )3
35 OVERRUN
36 OVERRUN CLUTCH FEED
37 OVERRUN CLUTCH
38 D2
39 ORIFICED D2
40 3-2 SIGNAL
41 lo
42 LO/1SI
43 EXHAIISI
44 ORIFICf D I XI fAUST
45 VENT
46 SEAL DRAIN
47 VOID

48 REGULATED APPLY

COMPONENTS ( )

(8) REAR I URL (<)Rlf ICED CLIP PLUG/Rf AR CASI )

(10) OIL COOLER PIPf CONNECTOR
(11) CASE SERVO ORIFICED PLUG
(38) ACCUMULATOR Bl IEED PLUG
(39) LINE PRI SSURI I AP
(40) 3RD ACCUM. RETAINER AND BALl ASSEMBLY (#7)
(49) SHIFT SOLENOIDS SCREEN
(50) PRESSURE CON I R()L SOLENOID SCRf I N (61) CHECKBALLS (71, 2, 3, 4, 5, 6, 8, 12)
(91) CHECKBALL (#1o)
(232) OIL PUMPCOVI R SCREEN
(237) CHECK VALVE Rf IAINER AND BALl ASSE MI5f Y
(238) CONVERTER CLIJTCH SIGNAL ORIFICED CUP PLlJG (240) ORIFICED CUP PLUG

82 B
CASE (103) ol Valve Body Side)

TO LOW AND REVERSE CLUTCH

)38b
12 0l2a 3a
15c/160
C
29d
yo

Figure 80 FOLDOUT 83
 TORQUE INPUT CLUTCH
CONVERTER HOUSING ASSEMBLY
ASSEMBLY

30b 6

30a ;

341
^ 24m/25
25a[I 16 O D2<S U n2/ih 24k/25
10
32

REAR LUBE

38a ")
41b f]
34aO U
MP COVER (2 (Case Side)
CASE (103) (Pump Cover Side)
15b/16 _ 29f/28 2pb p, D 012b

160 O / U U 38c nsib _ ,

16 0 29g/28 ^ 22 18a LJ - f
Ol2d 14a 23 1
17a/18.r> -------
w
/ U LT'*' f)34b O /-?17e n 14c
29g/28 n V 22 o 18a / W
U~
CD 17 15 29aD29c 14 18b 1718 <9wl2a ai2d214a
"d 38dQ4?cDnC 4?" h *>
n 2 9e \] 9 m 41d 43c/44
n n
1 1 c ^ 13 18c
n .. . n . 2 2 a QQ 1 4 b
34d
27
~)l2e
42b
0
24a olOc/22
7a0 27d
.47
#6 #5

84 Figure 81
 TORQUE INPUT CLUTCH
CONVERTER HOUSING ASSEMBLY
ASSEMBLY

REAR LUBE

CASE (103) (2-4 Servo Bore)

41

27 /20O 34d 13b
^24b
27C/290 r) n (1 A
27b/290 UU 21 25
W

035a 34a
Ql3a

Se 28 ^ 2Q1 24e 38e/39 ' 9g G 10b/23

29
22b

n
34e 28 24f
24e
L
38e/39 9g

a #a
31c0 ' a (lo, 31 bQ 33 p,35d/360 C>35b 35c/39 U
dlc
4a LJ33c u 2Q 35e/36 31
S 43b/44 2 33ba o Cj20a o20b
oC O 17g 30
J/a
48b /"-\ A
O 28a U32a 910
i 48a m Da 25t r
o 09c

3 03b
25e 9d/10
U
25d
(50)
rQi A 9b

l 9a I a
24b 7 5
26a
o9e
^0
41
9

25d

naQ
SPACER PLATE (48) (Case/Control Valve Body)
9k/10
|(49)

R
Vi
mmm.
47
#3
FORWARD CLUTCH ACCUMULATOR ^ BORE
- ) i_j [_j | | |_J^I_J iu
V^/~#12
____________ #12
CONTROL VALVE BODY (60) (Case Side)
@D
34
Qy

@ 38

)
l_
O
41
G
29R SO42 *
(^38D34 @0^ g
o @o6 nni2^^ G3 44
1 29 ll)Dl2 tl I

160 o @ D G 38
o @ # ^ 1 0

47 fifi] O C/ 1 >

84 Figure 82
 TORQUE INPUT CLUTCH
CONVERTER HOUSING ASSEMBLY
ASSEMBLY

Q
^329 0 tD O 18QD2 18 03

^ 38QDD17
41 41
n29 ^m
U
18 n n 22 Ql4
0
34 13 O24 G24 O10
Q) 34D#a

CD35 27 O 10
34 a?024U n
24 o Osg LJ
110
30Q O2 7 m
( ]34
u
REAR LUBE
25 25 _
125 o 0 23

G:
O24 33
031 r

O 03 oU
'' 43

fc a 039

D <%035

26CD

0* O u n B tt.
CE
042
J 010

GASKET (47) (Case/Spacer Pate)

30
O
301
~40~l
m
QD
D29
110 0
> D:
1 22
27 a
34
)D24
14

GG42 " *
a' ,sHBD,"o
nD
IJ 41 43 m nn

0 (p .fl DD
_ 34 13
(O) OG*
D23 ^
Q24
031 (33)
- 1711I/O37
1
</ @ 32
25C=I0
2 D 20 D@ n
0 m B 0
ICO cz:
CD
25
O
33
34 24 125
S 024 013 19o

1
LJ El) o (20) o
17

o 24
D, o*2-Nb.i

84 Figure 83
 TORQUE INPUT CLUTCH
CONVERTER HOUSING ASSEMBLY
ASSEMBLY

(Spacer
GASKET (52) REAR LUBE
Plate/Control Valve Body)
\ _____________________ 7
1-2 ACCUMULATOR COVER (57)

84 Figure 84
 TORQUE INPUT CLUTCH
CONVERTER HOUSING ASSEMBLY
ASSEMBLY

REAR LUBE
REVERSEINPUT CLUTCH ASSEMBLY
LOW AND REVERSE CLUTCH ASSEMBLY

84 Figure 85
 TORQUE INPUT CLUTCH
CONVERTER HOUSING ASSEMBLY
ASSEMBLY

REAR LUBE

84 Figure 86
 NO 2-3 SHIFT OR 2-3 SHIFT SLIPS. ROUGH OR HUNTING

1 - 2 Accumulator Valve (371)

- Stuck
2-4 Servo Assembly
- Restricted or missing oil passages
- Servo bore in case damaged
2-4 Band (602)
- Worn or mispositioned
THIRD GEAR ONLY
System Voltage
- 12 volts not supplied to transmission
- Electrical short (pinched solenoid wire)
3-2 Control Solenoid (394)
- Shorted or damaged
- Contamination
- Damaged Seal
REVERSE FORWARD
1-2 SHIFT 2-3 SHIFT 2-4 OVERRUN FORWARD 3-4 LO-ROLLER LO/REV
INPUT SPRA6CL.
SOLENOID VALVE SOLENOID VALVE BAND CLUTCH CLUTCH CLUTCH CLUTCH CLUTCH
CLUTCH ASSEMBLY

OFF OFF APPLIED HOLDING APPLIED

I SUCTION
2 DI CREASE
3 I INE
4 CONVERTER FEED
5 R[LEASE
6 APPLY
/ C( >OLER
0 I IIBE
9 ACTUATOR FEED I IMII
10 I II TERED ACTUATOR l i l i )
11 PORQUE SIGNAL
12 PR
13 I)4-3-2
14 1 O/REVERSE
10 REVERSE
10 REVERSE INPUT
1/ 1 )4
10 1 ORWARD CLUTCI1 l i l i )
19 PEAR LUBE
20 ACCUMULATOR
21 ORIFICED ACCUMU1 ATOP
22 1-2 SIGNAL
23 2-3 SIGNAL
24 2ND
25 2ND CLUTCH
26 C. C. SIGNAL
2/ 3-4 SIGNAL
20 3RD ACCUMULATOR
29 3-4 CLUTCH
30 4TH SIGNAL
31 SERVO FEED
32 4TH
33 3-4 ACCUMULATOR
34 D3
35 OVERRUN
36 OVERRUN CLUTCf I FEED
37 OVERRUN CLUTCf I
38 D2
39 ORIFICED D2
40 3-2 SIGNAL
41 LO
42 I ( >/1SI
43 I XIIAUST
44 ( >PII ICED EXHAUST
40 VI N I
40 SI Al DRAIN
4/ V< >ll)
40 Pl GULATED APPLY
COMPONENTS ( )
(8) R[ AR LUBE (ORIFICf I) CUP PLUG/RI AR CASE)
(10) OH COOLER PIPE CONNECTOR
(11) CASE SERVO ORIFICED PLUG
(38) ACCUMULATOR BLE I I) Pl UG
(39) IINE PRESSURE TAI'
(10) 3RD ACCUM. RETAINI P AND BALL ASSEMBI Y (#7)
(49) SHIFT SOLENOIDS SCREEN
(50) PRESSURE CONTROl SOLENOID SCREEN (01) Cl IECKBALLS (#1, 2, 3, 4, 0, 6, 8, 12)
(91) Cl IECKBALL (#10)
(232) OIL PUMP COVER SCREEN
(237) CHECK VALVE RETAINI P AND BALL ASSEMBI Y
(238) CONVERTER CLUTCH SIGNAL ORIFICED CUP PLUG (240) ORIFICED CUP PLUG

84A
TO LOW AND REVERSE CLUTCH
CASE (103)
(Control Valve Body Side)
16 m 160^
47

28
#7/(40)

CASE (103) (2-4 Servo Bore)

9
30
O

Figure 82 FOLDOUT 85
 TORQUE INPUT CLUTCH
CONVERTER HOUSING ASSEMBLY
ASSEMBLY

34

REAR LUBE

CASE (103) (Pump Cover Side)

MP COVER (2 (Case Side)
1 )3Sb

12 Ul2a 3a
34a
- 291/28 29b D G12b l _ l 41a
15 b/16 _ 291/28 p, p, 9J 17a/18 ______
18a/1BO O / U U 9 f)34b O O # /7l7e |-| 14c
15C/16 0 29g/28 IV 22 o 18a y
17 1
n n 17b/18 XI7d CD12d 14a <
29a
?P , O 2c 14 48b 12C ,>42a 27
23

7 38dQ[]Qi7c <v^44a 26 n12e

15d 41C
41d ^43c/44 Q
22a[I O
13b G24b
l/.a 7]

G44
34a
n
D 41
90
O
50b 6

86 Figure 83
 TORQUE INPUT CLUTCH
CONVERTER HOUSING ASSEMBLY
ASSEMBLY

REAR LUBE

________ #12
CONTROL VALVE BODY (60) (Case Side)
14c
23
o42b
^5
29e 9m lYd
0 ^
11 ^ 13 18cn
24bpp
0C 0 34d 13b
27b/290 UU^ 21
27d CID r 3 4 c ?lr.

3
a0 G27d 3
22a Q O14-

U24a oioc/22 25
0
22
34f Q
^ 24m/25 , _________________ _
25a n 16 0D249
U
no-u 24k/25
-> P-. 24k/25

24b 7 5
^ 31c 43a C^33.
43b/44 36a
48b O 37a 00 32a
V 488 28a U
8 m 00257
w 26b ~
26a
w
27b/290 LJ U W 21
35a 34b
B2 Q13a 10a
0 28 241 2, O ^24c Q o10b/23
34a
o 38e/39 9g ^
0 28 241 O U o10b/23 _
34a
,, o P? 38e/39 9g ^
Ia
25 b
9e

HHO
31 bG 33arT''''1>,c'^7"
1
' 20 35e/36 31
36a 9 33bG rn o r"l20a 20b
) r^
0
------ 9 fj9c

G @
1J
O n
11a
l
11b (J3b U

U
25e 9d/10
(50) W
25d 9b filil
A
5^ 1 (7l9k/10 29
,35d/3600 035b \5c/39 U (49)
'20 35e/36 31
33bQ rn o O20a
\^y

17g 30

SPACER PLATE (48) (Case/Control Valve Body)

FORWARD CLUTCH ACCUMULATOR ^ BORE
L3BJ
/ __ ,29 n 0 G12
C1^D038 9D34 @9^ o
0?9 GG12 <^42 011
fiSD0.8 n D
U41 43 GO PI n

86 Figure 84
 TORQUE INPUT CLUTCH
CONVERTER HOUSING ASSEMBLY
ASSEMBLY

n
- -2DD14
34
ay
%
s>
D O
f29l
QE) 12
29 [ilU
2D O 9 Q 38 34

(i A I
41

A
' 41
@
f 7 0
18 .17 QU
27 REAR LUBE
1=>CD n24
g 24 24 39
fc 03 <% O35
33Drn2Q

GASKET (47) (Case/Spacer Pate)

8 B.B "

D18 n n 22G G1

CD29 15 ri29
U G18 n
110
9 ~ 34
13 O 24

n &a..0D
30Q G27 ^ f 135 2

1 J35

34
[ 125
u ri24 J1
25o34 au
9o Oo ..
43 G2) O
40 28 O32
(25)

26CD 260 GD

0*0 0 | 0
(5) ds
90
9DO
25 25 ,
OQ (
G 29
^9 n.
HO | A 34 13 U D24 24
G

^03 IG O 9 22
<

"gOGo
22
27
39D Q: d 34

(125 Q7)CD24
G:
~35~l
Q34
O 24
l
-'o31 (33) Q31

86 Figure 85
 TORQUE INPUT CLUTCH
CONVERTER HOUSING ASSEMBLY
ASSEMBLY

n?4
^7@ 32 ^ O O
S 28 Q
28
250 o
03
- D
I CD
25
26 oc
D '
90
) CED REAR LUBE

iG 3

i3 ^<3^ Od5/39
10

GASKET (52)
Plate/Control Valve Body)

\ _______ 7
1-2 ACCUMULATOR COVER (57)
(Spacer

86 Figure 86
 TORQUE INPUT CLUTCH
CONVERTER HOUSING ASSEMBLY
ASSEMBLY

REAR LUBE
REVERSEINPUT CLUTCH ASSEMBLY
LOW AND REVERSE CLUTCH ASSEMBLY

86 Figure 87
 TORQUE INPUT CLUTCH
CONVERTER HOUSING ASSEMBLY
ASSEMBLY

REAR LUBE

86 Figure 88
NO TCC APPLY
Torque Converter (1)
- Intemal damage
Converter Clutch Valve (224)
- Stuck or assembled backwards
Orfice Cup Plug (240)
- Restricted or damaged
Turbine Shaft O-ring Seal (618)
- Cut or damaged
NO 3-4 SHIFT. SLIPS OR ROUGH 3-4 SHIFT
2-4 Servo Assembly
- Incorrect band apply pin
- Porosity in pistn, cover or case
- Plugged or missing orifice cup plug
REVERSE
1-2 SHIFT 2-3 SHIFT 2-4 OVERRUN FORWARD FORWARD SPRA6 3-4 LO-ROLLER LO/REV
INPUT
SOLENOID VALVE SOLENOID VALVE BAND CLUTCH CLUTCH CL. ASSEMBLY CLUTCH CLUTCH CLUTCH
CLUTCH

0N OFF APPLIED APPLIED APPLIED

86A
PASSAGES
I SUCTION
2 DE CREASE
3 I INE
4 CONVERTER FEED
5 RE LEASE
6 APPLY
/ C( >OLER
0 I IIBE
9 ACTUATOR FEED I IMII
10 I IETERED ACTUATOR l i l i )
11 EORQUE SIGNAL
12 PR
13 I)4-3-2
14 1 O/REVERSE
15 REVERSE
10 REVERSE INPU1
1/ 1 )4
10 1 ORWARD CLUTCI1 l i l i )
19 PEAR LUBE
20 ACCUMULATOR
21 ORIFICED ACCUMUI A l e ) P
22 1-2 SIGNAL
23 2-3 SIGNAL
24 2ND
25 2ND CLUTCH
26 C. C. SIGNAL
2/ 3-4 SIGNAL
20 3RD ACCUMULATOR
29 3-4 CLUTCH
30 4TH SIGNAL
31 SERVO FEED
32 4TH
33 3-4 ACCUMULATOR
34 D3
35 OVERRUN
36 OVERRUN CLUTCI I FEED
37 OVERRUN CLUTCI I
38 D2
39 ORIFICED D2
40 3-2 SIGNAL
41 lO
42 I ( >/1SI
43 I XIIAUST
44 ()RII ICED EXHAUST
45 VI N I
40 SI Al DRAIN
4/ V< >ll)
40 RfGULATED APPLY
COMPONENTS ( )
(8) R[ AR LUBE (ORIFICE I) CUP PLUG/RI AR CASE)
(10) o|| COOLER PIPE CONNECTOR
(11) CASE SERVO ORIFICE I) PLUG
(38) ACCUMULATOR BLEI I) PLUG
(39) I INF PRESSURE TAP
(10) 3RD ACCUM. RETAINI P AND BALL ASSI MBI Y (#7)
(49) SHIFT SOLENOIDS SCREEN
(50) PRESSURE CONTROE S( iLENOID SCREE N (61) CE IECKBALLS (#1, 2, 3, 4, 5, 6, 8, 12)
(91) CHECKBALL (#10)
(232) OIL PUMP COVER SCREEN
(237) CUECK VALVE RETAINI P AND BALL ASSEMBI Y
(238) CONVERTER CLUTCH SIC'.NAL ORIFICED CUP PLUG (240) ORIFICED CUP PLUG

86B
CASE (103)
(Control Valve Body Side)
28
#7/(40)

CASE (103) (2-4 Servo Bore)

9
30
O
34
16 m

Figure 84 FOLDOUT 87
 TORQUE INPUT CLUTCH
CONVERTER HOUSING ASSEMBLY
ASSEMBLY

160^
47

REAR LUBE

TO LOW AND REVERSE CLUTCH

29 [l|U12
20 G 38
9 Q34
(1 A I
41

MP COVER (2 (Case Side)

1 )3Sb
12 Ul2a 3a

-
15 b/16 _ 291/28 p, p,
291/28 29b D G 12b 9J 17a/18
34a
l_l 41a
______________
18a/1BO O / U U 9 f)34b O O # /7l7e |-| 14c

15C/16 0 29g/28 IV 22 o 18a y

17 1
n n 17b/18 XI7d 012d 14a <
29a
?P , O 2c 14 48b 12C ,>42a 27
23

7
15d
38dQ[]Qi7c41C
<v^44a 26 n12e
41d ^43c/44 Q
22a[I O
13b G24b
l/.a
G44 n
34a
D 41
90

88 Figure 85
 TORQUE INPUT CLUTCH
CONVERTER HOUSING ASSEMBLY
ASSEMBLY

O
50b 6
CASE (103) (Pump Cover Side)

REAR LUBE

________ ________ k*2 #12

14c
23
o42b
29e^5 9m lYd
0 ^
11 ^ 13 18cn pp
0C 0 34d 13b 24b
27b/290 UU^ 21
27d CID riocQ 34c
a0 G27d 3
3

22a Q O14-
U24a oioc/22 25 ~
0
34f Q 22

^ 24m/25 , _________________ _
25a (I 16 0D249
U no-u 24k/25
->24bP-. 24k/25
7 5
k31c 4^a CZ)33.
43b/44 36a
42b O 37a 00 32a
28a U
488
8 m 00257
26b ~
26a w
27b/290 LJ U W 21
35a 34b
B2 Q13a 10a

0 28 241 2, O ^24c Q o10b/23

34a
o 38e/39 9g ^
Ia
25 b
9e
HHO
0 28 241 O U o10b/23 _
34a
,, o 38e/39 9g ^
53 1 (7l9k/10 29
,35d/3600 035b \5c/39 U (49) 2~N
' 20 35e/36 31 \^y
36a 9 33bG rn o r"l20a 20b
31 bG 33arT,'''^>,c'^7"
1
' 20 35e/36 31
) r^
0
------ 9 j9c

G
1
1
@ O
11b
n

03b U
11a
l

U
25e 9d/10

25d
(50) W
9bA
33bQ pl o O20a
17g 30

88 Figure 86
 TORQUE INPUT CLUTCH
CONVERTER HOUSING ASSEMBLY
ASSEMBLY

SPACER PLATE (48) (Case/Control Valve Body)

FORWARD CLUTCH ACCUMULATOR ^ BORE REAR LUBE
CONTROL VALVE BODY (60) (Case Side)
@ Sr g 1

/ __ ,29 n 0 12
C1^D038 9D34 G)9^ O

0?9 O12 <^42 011

fiSD0.8 n D
uii 43 m pi n
n
- -2DD14
34
ay
s>%
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f29l
QE)
A
' 41
@
f 7 0
18 .17 QT)
D18 n n 22G G1

Gcbo

CD29 15 ri29
U
G18 n
110
9 ~ 34 13 O24

n
30Q Q ^
&a..0D
27
r 135 2

1 J35

34
[ 125
u ri24 J1
33
u 1I
25o34 a u
9o Oo ..
43
036
40 28 G
32

(25)

26CD 260 (9)

0*0 0 | 0
g O?*
90
9DO
25 25 ,
OQ (
27

1=>CD ri24
g 24 24 39
fc 03
<%O35
G
HO |
29
^9
A 34 13 U Q24
n. 24
G

88 Figure 87
 TORQUE INPUT CLUTCH
CONVERTER HOUSING ASSEMBLY
ASSEMBLY

22i
^03 G []9

"gOGo
22
27
39
o G:
34
(125 Q7)CD24

G:
~35~l
034 REAR LUBE
O 24
'-'ro o O34 D0~
n?4 <^3?@ 32 * Gimo
S 28 Q
28
250 o
03
- D
I CD
25
_ 26 oe
D'
90
) CED

iG
i3
3

^<3^ Od5/39
10

GASKET (47) (Case/Spacer Pate)

GASKET (52)
Plate/Control Valve Body)
___________________7
1-2 ACCUMULATOR COVER (57)
(Spacer

88 Figure 88
 TORQUE INPUT CLUTCH
CONVERTER HOUSING ASSEMBLY
ASSEMBLY

REAR LUBE
REVERSEINPUT CLUTCH ASSEMBLY
LOW AND REVERSE CLUTCH ASSEMBLY

88 Figure 89
 TORQUE INPUT CLUTCH
CONVERTER HOUSING ASSEMBLY
ASSEMBLY

REAR LUBE

88 Figure 90
With the transmission operating in Fourth gear, a 4-3 downshiftcan occurduetominimumorheavythrottleconditions
orincreasedload ontheengine.TheTCCand4thclutchreleaseduringa4-3downshift and the TCCnormally will notapply
inOverdriverangeThirdgear.
NO 4-3 DOWNSHIFT
1-2 Shift Solenoid Valve (367A)
- Stuck On
- Pinched wire to ground
3-4 Shift Valve (385)
- Stuck in upshift position
4-3 Sequence Valve (383)
- Stuck
TCC STUCK ON
TCC PWM Solenoid Valve (396)
- Stuck On
- Pinched wire to ground
Regulated Apply Valve (380)
- Stuck
REVERSE FORWARD
1-2 SHIFT 2-3 SHIFT 2-4 OVERRUN FORWARD 3-4 LO-ROLLER LO/REV
INPUT SPRAGCL.
SOLENOID VALVE SOLENOID VALVE BAND CLUTCH CLUTCH CLUTCH CLUTCH CLUTCH
CLUTCH ASSEMBLY

OFF OFF APPLIED HOLDING APPLIED

88A
PASSAGES I SUCTION
2 DE CREASE
3 I INE
4 CONVERTER FEED
5 RE LEASE
6 APPLY
/ C( >OLER
0 I IIBE
9 ACTUATOR FEED I IMII
10 I IETERED ACTUATOR l i l i )
11 EORQUE SIGNAL
12 PR
13 I)4-3-2
14 1 O/REVERSE
15 REVERSE
10 REVERSE INPU1
1/ 1 )4
10 1 ORWARD CLUTCI1 l i l i )
19 PEAR LUBE
20 ACCUMULATOR
21 ORIFICED ACCUMUI A l e ) P
22 1-2 SIGNAL
23 2-3 SIGNAL
24 2ND
25 2ND CLUTCH
26 C. C. SIGNAL
2/ 3-4 SIGNAL
20 3RD ACCUMULATOR
29 3-4 CLUTCH
30 4TH SIGNAL
31 SERVO FEED
32 4TH
33 3-4 ACCUMULATOR
34 D3
35 OVERRUN
36 OVERRUN CLUTCI I FEED
37 OVERRUN CLUTCI I
38 D2
39 ORIFICED D2
40 3-2 SIGNAL
41 lO
42 I ( >/1SI
43 I XIIAUST
44 ()RII ICED EXHAUST
45 VI N I
40 SI Al DRAIN
4/ V< >ll)
40 RfGULATED APPLY
COMPONENTS ( )
(8) R[ AR LUBE (ORIFICE I) CUP PLUG/RI AR CASE)
(10) o|| COOLER PIPE CONNECTOR
(11) CASE SERVO ORIFICE I) PLUG
(38) ACCUMULATOR BLEI I) PLUG
(39) I INF PRESSURE TAP
(10) 3RD ACCUM. RETAINI P AND BALL ASSI MBI Y (#7)
(49) SHIFT SOLENOIDS SCREEN
(50) PRESSURE CONTROE S( iLENOID SCREE N (61) CE IECKBALLS (#1, 2, 3, 4, 5, 6, 8, 12)
(91) CHECKBALL (#10)
(232) OIL PUMP COVER SCREEN
(237) CUECK VALVE RETAINI P AND BALL ASSEMBI Y
(238) CONVERTER CLUTCH SIC'.NAL ORIFICED CUP PLUG (240) ORIFICED CUP PLUG

88B
PUMP BODY (200) (Pump Cover Side)

38a G1
44b n
34aD 4

Figure 86 FOLDOUT 89
 TORQUE INPUT CLUTCH
CONVERTER HOUSING ASSEMBLY
ASSEMBLY

REAR LUBE

CASE (103) (Pump Cover Side)

J, > O,' 38 AA ,

f47 P2 A
"~JUr

TO LOW AND REVERSE CLUTCH

2-4 SERVO BORE
CASE (103)
(Control Valve Body Side)
28
#7/(40)

CASE (103) (2-4 Servo Bore)

15C/160
9o
O
I38b
30 iu |j
- 291/28 29b O 042b 34a
O 41a

158/16 029g8 P n n38c \iu n -

47a
-------------

,,n O * / U Uu V n34b O O /-,ne n 44<

90 Figure 87
16 0 29g/28 u 22 o 18a y
,17 29aD29c 14 ^Dirv> ai2d214a
1
C=D o 38d
00i7c 044a 26 n12e
029bo^9m
U
15d 41c
, 13 18c|1 _ n 22aGG14b
24b 24a
13b Q G O10C/22

00 -
12 0l2a 3a
17a/18
14c
*
23
042b
0
10 C 27C/29Q ^
27b/290
34d 13b
25
30b 6 n 27b/290 UU - 21 -
3Oa
n 027dS CD 3 3 a 34c
gg n 43a 10a

34fD 24C
24m/25 ^ G 28 24f o0 0 o10b/23
9 348
-o-or
5 33b 31bQ 33a
a"gr,,!
Q a 320,36Oo3536b31 359,39
20b
S 43b/44 /? 36a #33800 CD20a
37a U 17g 30
^ P 28a 32a . O# 20cO '
8 483
Da 251 f -----------------------------------S 48 U
2 b
D9c I 23
9k/10
1(49)

D0S
iia
D
32
Djjp
11b Q3b
25e
U
9d/10
W
A
(50)
~'~u (50)
25d
A 9b

138 41 ^]38

29 0D12 D 63
"

O *@ QO 29
38
[> @#(^ 0-

48UG42 Ss 03
^42
042
29 IDU
@ 2D G38 Q:
^ ^9; 290S I812 18 >42 03

<=) QG 38DDG17 A44 n,

G29 r9 41 041 <^044 _U4
34 D 18 n n UL.
110 9 r\ 13 O24 O24 010
^ Q^GQ
m

CD35 A,---------- , ^ D13 10
16
160 QB o
CD29 15
l 14 O
22Q D14
30
_ 30Q Q27 ^ CD35 27
D34 25 25 G34 'PQQ24
24
~" 24 39
ri25 o o O)
24 33 A
2537 a u
a su o ,.
43 G7] O38
28 O32
(25)

26CD 260 GD
D*Q
o@
90
m
D 010
SPACER PLATE (48) (Case/Control Valve Body)
oy
O O20e/21
O 20d/21

Figure 86 FOLDOUT 89
 TORQUE INPUT CLUTCH
CONVERTER HOUSING ASSEMBLY
ASSEMBLY

REAR LUBE

FORWARD CLUTCH ACCUMULATOR ^ BORE

SQ
340 y
________ _______ 13/ #12
CONTROL VALVE BODY (60) (Case Side)

41
G
0
K 24 w39

&Dn039
^ O;

GASKET (47) (Case/Spacer Pate)

29 n 0Ql2 ~ 34U
*

38
G^DU #D34 (p#^ n
OG42 (^42 14
* fiS o.P8 dd"
D
A ,fi
D 0
> -0 G "

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034 CU) D G 34 33 33^ C/35139
7@ 32 E2)3 E2)
O 28 Q

26 D@
28
250 O (5)
QG
30
30
G24
d
14
O
Rol 1291
r5i
Q29 9
110 A
O
29
13

90 Figure 87
 10
n A
D Mo^O13 loQo
CD 4324 O
25

-
_ .O oc
D '
90

(Spacer
GASKET (52)
Plate/Control Valve Body)

V _______ /
1-2 ACCUMULATOR COVER (57)

Figure 86 FOLDOUT 89
 TORQUE INPUT CLUTCH
CONVERTER HOUSING ASSEMBLY
ASSEMBLY

REAR LUBE
REVERSEINPUT CLUTCH ASSEMBLY
LOW AND REVERSE CLUTCH ASSEMBLY

90 Figure 87
Figure 86 FOLDOUT 89
With the transmission operating in Third gear, a 3-2 downshift can occur due to minimum or heavy throttleconditions or i
ncreased load on theengine. A3-2 downshift occurswhen the powertraincontrol module
(PCM)receivestheappropriateinputsignalstode-energize(turnOFF) the2-3shiftsolenoidvalve.
3- 2 FLARE OR TIE-UP
3-2 Control Solenoid (394)
- Shorted or damaged
- Contamination
- Damaged seal
1-2SHIFT REVERSE FORWARD
2-3 SHIFT 2-4 OVERRUN FORWARD 3-4 LO-ROLLER LO/REV
SOLENOID INPUT SPRAGCL.
SOLENOID VALVE BAND CLUTCH CLUTCH CLUTCH CLUTCH CLUTCH
VALVE CLUTCH ASSEMBLY

OFF ON APPLIED APPLIED HOLDING

90A
PASSAGES I SUCTION
2 DI CREASE
3 I INE
4 CONVERTER FEED
5 R[LEASE
6 APPLY
/ C( >OLER
0 I IIBE
9 ACTUATOR FEED I IMII
10 I II TERED ACTUATOR l i l i )
11 PORQUE SIGNAL
12 PR
13 I)4-3-2
14 1 O/REVERSE
10 REVERSE
10 REVERSE INPUT
1/ 1 )4
10 1 ORWARD CLUTCI1 l i l i )
19 PEAR LUBE
20 ACCUMULATOR
21 ORIFICED ACCUMU1 ATOP
22 1-2 SIGNAL
23 2-3 SIGNAL
24 2ND
25 2ND CLUTCH
26 C. C. SIGNAL
2/ 3-4 SIGNAL
20 3RD ACCUMULATOR
29 3-4 CLUTCH
30 4TH SIGNAL
31 SERVO FEED
32 4TH
33 3-4 ACCUMULATOR
34 D3
35 OVERRUN
36 OVERRUN CLUTCf I FEED
37 OVERRUN CLUTCf I
38 D2
39 ORIFICED D2
40 3-2 SIGNAL
41 LO
42 I ( >/1SI
43 I XIIAUST
44 ( >PII ICED EXHAUST
40 VI N I
40 SI Al DRAIN
4/ V< >ll)
40 Pl GULATED APPLY
COMPONENTS ( )
(8) R[ AR LUBE (ORIFICf I) CUP PLUG/RI AR CASE)
(10) OH COOLER PIPE CONNECTOR
(11) CASE SERVO ORIFICED PLUG
(38) ACCUMULATOR BLE I I) Pl UG
(39) IINE PRESSURE TAI'
(10) 3RD ACCUM. RETAINI P AND BALL ASSEMBI Y (#7)
(49) SHIFT SOLENOIDS SCREEN
(50) PRESSURE CONTROl SOLENOID SCREEN (01) Cl IECKBALLS (#1, 2, 3, 4, 0, 6, 8, 12)
(91) Cl IECKBALL (#10)
(232) OIL PUMP COVER SCREEN
(237) CHECK VALVE RETAINI P AND BALL ASSEMBI Y
(238) CONVERTER CLUTCH SIGNAL ORIFICED CUP PLUG (240) ORIFICED CUP PLUG

90B
CASE (103) ol Valve Body Side)

TO LOW AND REVERSE CLUTCH

)38b
12 0l2a 3a
15c/160
C
29d
yo

Figure 88 FOLDOUT 91
 TORQUE INPUT CLUTCH
CONVERTER HOUSING ASSEMBLY
ASSEMBLY

30b 6
30a ;
341
^ 24m/25
25a[I 16 O D2<S U n2/ih 24k/25
10
32

REAR LUBE

38a ")
41b f]
34aO U
MP COVER (2 (Case Side)
CASE (103) (Pump Cover Side)
15b/16 _ 29f/28 2pb p, D 012b

160

16 0
O / U U 38c nsib _ ,
29g/28 ^ 22 18a LJ - f
Ol2d 14a 23 1
17a/18.r> --------------
w
/ U LT'*' f)34b O /-?17e n 14c
29g/28 n
17 29aD 14 18b
V 22 o 18a W/ U~
CD 15 29c 1 <9wl2a ai2d214a
7 18

"d 38dQ4?cDnC 4?" h *>

n 2 9e \] 9m
41d 43c/44
n n
1 1 c ^ 13 18c
n .. . n . 2 2 a QQ 1 4 b
34d
27
~)l2e
42b
0
24a olOc/22
7a0 27d
.47
#6 #5

92 Figure 89
CASE (103) (2-4 Servo Bore)
41

27 /20O 34d 13b

^24b
27C/290 r) n (1 A
27b/290 UU 21 25
W
035a 34a
Ql3a

3^0 28 ^ 2
Q1 24e 38e/39 ' 9g G 10b/23
29
22b

n
34e 28 24f
24e
L
38e/39 9g
a a #
31c0 ' a (lo, 31 bQ 33 p,35d/360 C>35b 35c/39 U
dlc
4a LJ33c u 2Q 35e/36 31
S 43b/44 2 33ba o Cj20a o20b
oC O 17g 30
J/a
48b /"-\ A
O 28a U32a 910
i 48a m Da 25t r
o 09c
3 03b
25e 9d/10
U
25d
(50)
rQi A 9b

l 9a
I a
24b 7 5
26a
o9e
^0
41
9

25d

naQ
SPACER PLATE (48) (Case/Control Valve Body)
9k/10
|(49)

R
Vi
mmm.
47
#3
FORWARD CLUTCH ACCUMULATOR ^ BORE
- ) i_j [_j | | |_J^I_J iu
V^/~#12
____________ #12
CONTROL VALVE BODY (60) (Case Side)
D
34
Qy

@ 38
)
l_
O
41
G
29R SO42 *
(^38D34 @0^ g
o @o6 nni2^^ G3 44
1 29 ll)Dl2 tl I

160 o @ D G 38
o @ # ^ 1 0

Figure 88 FOLDOUT 93
 TORQUE INPUT CLUTCH
CONVERTER HOUSING ASSEMBLY
ASSEMBLY

47 fifi] O C/ 1>
Q^ 0
329 tD O 18QD2 18 03

^ 38QDD17
41 41
n29 ^m
U 18n n 220Ql4
34 13 O24 G24 O10

Q) 3 4 D #
CD35
a

27 O 10

34 a?024U n
24 o Osg LJ
110 REAR LUBE
30Q O 7 m 2

( ]34
u
25 25 _
125 o 0 23

G:
O24 33
031 r
O 03 oU
'' 43

26CD
0* O un B tt.
CE
042
J 010

fc a 039 D <%035

GASKET (47) (Case/Spacer Pate)

30
O
301
[~40~l
m
QD
D29
110 0
> D:
1 22
27 a
34
)D24
14
GG42 " *
' HB ,"o nD
a ,s D

41 43
IJ m nn

0 (p .fl DD
_ 34 13
(O) OG*
D23 ^
Q24
031 (33)
1711
- I /O 37
1
</ @ 32
0
2 D 20 D@ n 25C=I
0 m B 0
ICO cz:
CD
25
O
33
34 24 125
S 024 013 1 9 o

1
LJ El) o ( 20 )o
17

o 24
D, o*2-Nb.i

94 Figure 89
(Spacer
GASKET (52)
Plate/Control Valve Body)
\ ____________________7
1-2 ACCUMULATOR COVER (57)

Figure 88 FOLDOUT 95
 TORQUE INPUT CLUTCH
CONVERTER HOUSING ASSEMBLY
ASSEMBLY

REAR LUBE
REVERSEINPUT CLUTCH ASSEMBLY
LOW AND REVERSE CLUTCH ASSEMBLY

96 Figure 89
Figure 88 FOLDOUT 97
A manual 4-3 downshiftcan be accomplished by moving the gear selector leverintothe Manual Third
position(D)whenthetransmission soperatinginOverdriveRange-FourthGear D .
NOOVERRUN BRAKING-MANUAL 3-2-1
External Linkage
- Not adjusted properly
InputClutch Assembly
- Turbme shaft oil passages plugged or not drilled
- Turbme shaft sealing balls loose or missing
- Overrun pistn checkball not sealing
Valve Body Assembly
- Checkball mispositioned
- 4-3 sequence valve stuck
REVERSE LO/REV
FORWARD
1-2 SHIFT 2-3 SHIFT 2-4 INPUT OVERRUN FORWARD 3-4 LO-ROLLER
SOLENOID VALVE SOLENOID VALVE BAND CLUTC CLUTCH CLUTCH SPRA6CL. CLUTCH CLUTCH CLUTC
ASSEMBLY H
H
OFF OFF APPLIED APPLIED HOLDING APPLIED

92A
PASSAGES I SUCTION
2 DE CREASE
3 I INE
4 CONVERTER FEED
5 RE LEASE
6 APPLY
/ C( >OLER
0 I IIBE
9 ACTUATOR FEED I IMII
10 I IETERED ACTUATOR l i l i )
11 EORQUE SIGNAL
12 PR
13 I)4-3-2
14 1 O/REVERSE
15 REVERSE
10 REVERSE INPU1
1/ 1 )4
10 1 ORWARD CLUTCI1 l i l i )
19 PEAR LUBE
20 ACCUMULATOR
21 ORIFICED ACCUMUI A l e ) P
22 1-2 SIGNAL
23 2-3 SIGNAL
24 2ND
25 2ND CLUTCH
26 C. C. SIGNAL
2/ 3-4 SIGNAL
20 3RD ACCUMULATOR
29 3-4 CLUTCH
30 4TH SIGNAL
31 SERVO FEED
32 4TH
33 3-4 ACCUMULATOR
34 D3
35 OVERRUN
36 OVERRUN CLUTCI I FEED
37 OVERRUN CLUTCI I
38 D2
39 ORIFICED D2
40 3-2 SIGNAL
41 lO
42 I ( >/1SI
43 I XIIAUST
44 ()RII ICED EXHAUST
45 VI N I
40 SI Al DRAIN
4/ V< >ll)
40 RfGULATED APPLY
COMPONENTS ( )
(8) R[ AR LUBE (ORIFICE I) CUP PLUG/RI AR CASE)
(10) o|| COOLER PIPE CONNECTOR
(11) CASE SERVO ORIFICE I) PLUG
(38) ACCUMULATOR BLEI I) PLUG
(39) I INF PRESSURE TAP
(10) 3RD ACCUM. RETAINI P AND BALL ASSI MBI Y (#7)
(49) SHIFT SOLENOIDS SCREEN
(50) PRESSURE CONTROE S( iLENOID SCREE N (61) CE IECKBALLS (#1, 2, 3, 4, 5, 6, 8, 12)
(91) CHECKBALL (#10)
(232) OIL PUMP COVER SCREEN
(237) CUECK VALVE RETAINI P AND BALL ASSEMBI Y
(238) CONVERTER CLUTCH SIC'.NAL ORIFICED CUP PLUG (240) ORIFICED CUP PLUG

92B
CASE (103) ol Val ve Body Side)

TO LOW AND REVERSE CLUTCH

)38b
12 0l2a 3a

Figure 90 FOLDOUT 93
 TORQUE INPUT CLUTCH
CONVERTER HOUSING ASSEMBLY
ASSEMBLY

REAR LUBE

3'a, El

4ib n
34aD U
MP COVER (2 (Case Side)
CASE (103) (Pump Cover Side)
15b/16 ^29^28 2b r-i U U1^u 17a/18 ^ --------------
15c/160 O D34b O O #717e D 14c
^2c 14 ibbODii8^ Di2d2r 23
O 38d00Gl7c <pP 44a 26
ni2e
e
42b

c-1 ISrl 41c n O' o 9h U'

fl29e ^9m 041d 43c/44 Onn
,, ^ 13 18cn n22aQQb
10 ,7 9n I 024b O243 o10c/22
10 W 27C/290 nn * .
27b/290 UU 21 25

34,R J"uj27dS CD35a 34c n O- 10a
^ 24m/25 G 28 4f o 24C G o10b/23
25a(I 16 O D2<S 31 n 38/39 99 U
u
31c
D24h
2
/25 43a C^33.
a^ a n no,, 29
43b/44 36a
37a O
32a
28a U

00257
26b/
26a 9 o UOc
@
0 @ n
1
J 11b (J3b U

32 |j 25e[) 9d/10

25d
O
2M 1^.
0
30b
30a ^

25b

48b
. 48a
HHO
24e 38e,39 9g

a31 aG 33a0
a n o P
b 35d/36O 35b^5c/39 U 1' 20 35e/36 31
n 17, o J!20a o20b
17g 30

)
f
T'k/10
J (49)

9b

94 Figure 91
 TORQUE INPUT CLUTCH
CONVERTER HOUSING ASSEMBLY
ASSEMBLY

(50)

REAR LUBE

CASE (103) (2-4 Servo Bore)

29 SO
O @ 29 G38 Q34 47 fifi)
o nl o

GG 3sQ o G
29 ^pG9 41
O4
U
G38 n
"O _ 34 13 24

n
30Q Q9?
& ..0D a
22 I -------------------------135 r27ii ______ 1 ^ Q13 10
41

g^G

f *[7 0
18 17 [12 ]

160 0 ^
op<a~Qa '
GG 38O0G17 Z n 042
41
r ^ O41 ^44 m
Ql8 22D14
n"' 24 O10
cj cj CD35
34 25 25 034
G25 00 e
U
31 o pp
|-|24 31 CD O39
26031 Q D @ ^ O35

a 01143 |1T| 33ciOCD20 020

o
26CD

D*Q un
90 , ,n^
@ U25
n
SPACER PLATE (48) (Case/Control Valve Body)
25g
O o20e/21
1
O 20d/21

94 Figure 92
 TORQUE INPUT CLUTCH
CONVERTER HOUSING ASSEMBLY
ASSEMBLY

REAR LUBE

________ 132 ______ 3/ #12

FORWARD CLUTCH ACCUMULATOR BORE
>
HI
f29l
CD

38

BG
41
G
@
34 D
Qy
CONTROL VALVE BODY (60) (Case Side)

GASKET (47) (Case/Spacer Pate)

110
30Q Q:

I l?4
o
UO" u
"
07
DO o
0
@0 OO 22 11

o "gDabg-o 0
2
24
41 43 (T)
D
G29
U 18 n;
3413 u
124
22O D14
1 22
27 a
34
1 124
G
031
24

(33)

fJT) 37
$ @ 32 w o tu)
2 D
26 D@

n 25C=I 0 11

0 m n, o

94 Figure 93
 TORQUE INPUT CLUTCH
CONVERTER HOUSING ASSEMBLY
ASSEMBLY

90
-n -
>m
CD
25
O
_ 34 13
(O) QG
4
03 Q3 024 013 -a o
3i "

REAR LUBE

(Spacer
GASKET (52)
Plate/Control Valve Body)

v ___________________ 7
1-2 ACCUMULATOR COVER (57)

94 Figure 94
 TORQUE INPUT CLUTCH
CONVERTER HOUSING ASSEMBLY
ASSEMBLY

REAR LUBE
REVERSEINPUT CLUTCH ASSEMBLY
LOW AND REVERSE CLUTCH ASSEMBLY

94 Figure 95
 TORQUE INPUT CLUTCH
CONVERTER HOUSING ASSEMBLY
ASSEMBLY

REAR LUBE

94 Figure 96
A manual 3-2 downshlftcan be accomplished by movlng the gear selector leven ntothe Manual Second (2) position
whenthetransmls- slon IsoperatlnglnThlrd gear. This causes the transmlsslontoshlft i mmedlately nto Second gear and
prevens the transmlsslon from upshlftlngtoeltherThlrdorFourth gears.
NOOVERRUN BRAKING-MANUAL 3-2-1
External Linkage
- Not adjusted properly
InputClutch Assembly
- Turbine shaft oil passages plugged or not drilled
- Turbine shaft sealing balls loose or missing
- Overrun pistn checkball not sealing
Valve Body Assembly
- Checkball mispositioned
- 4-3 sequence valve stuck
REVERSE
1-2 SHIFT 2-3 SHIFT 2-4 OVERRUN FORWARD FORWARD SPRAG 3-4 LO-ROLLER LO/REV
INPUT
SOLENOID VALVE SOLENOID VALVE BAND CLUTCH CLUTCH CL. ASSEMBLY CLUTCH CLUTCH CLUTCH
CLUTCH

APPLI APPLIE APPLIE HOLDIN

OFF ON
ED D D G

94A
PASSAGES 1 SUCTION
2 DECREASE
3 I INE
4 CONVERTER FEED
5 Rf I EASE
6 APPLY
/ COOLER 0 LUBE
9 ACTUATOR FEED LIMIT 1() I II IERED ACTUATOR FEED
11 PORQUE SIGNAL
12 PR
13 D4-3-2
14 LO/REVERSE
15 RfVERSE
10 R f V E R S E INPUT 1 / D4
10 FORWARD CLUTCH FEED
19 Rf AR LUBE
2() ACCUMULATOR
21 ORIFICED ACCUMULATOR
22 1 2 SIGNAL
23 2 3 SIGNAL
24 2NI)
20 2NI) CLUTCH
20 (2 C. SIGNAL
2/ 3-4 SIGNAL
20 3RD ACCUMULATOR
29 3-4 CLUTCH
30 4 III SIGNAL
31 SI RVO FEED
32 4 11 I
33 3 4 ACCUMULATOR
34 I )3
35 OVERRUN
36 ( >\/l RRUN CLUTCH l i l i )
37 ( )\/l RRUN CLUTCH
38 D2
39 ORIFICED D2
40 3-2 SIGNAL
41 LO
42 L0/1SI
43 EXHAUS1
44 ORIF ICf I) I XI fAUST
45 VEN I
46 SEAI DRAIN
47 VOID

48 REGULATED APPLY

COMPONENTS ( )

(8) REAR LUBf (ORIFICED CUP PLUG/REAR CASE)

(10) OIL COOLER PIPf CONNECTOR
(11) CASI SERVO ORIFICED PLUG
(38) ACCUMULATOR BLEED PLUG
(39) LINE PRESSURf I AP
(40) 3RD ACCUM. RETAINER AND BALl ASSEMBLY (#7)
(49) SHIF I S< >l I N< >II>S SCREEN
(50) PRESSURf CONTROL SOLENOID SCREEN (61) CHECKBAl I S (#1, 2, 3, 4, 5, 6, 8, 12)
(91) CHECKBALl (#10)
(232) OIL PUMP COVER SCREEN
(237) CHECK VALVE Rf IAINER AND BALl ASSEMBLY
(238) CONVf R11 RCI UTCH SIGNAL ORIFICl D CUP Pl UG (240) ORIFICED CUP PLUG

94B
CASE (103) ol Val ve Body Side)

TO LOW AND REVERSE CLUTCH

)38b
12 0l2a 3a

Figure 92 FOLDOUT 95
 TORQUE INPUT CLUTCH
CONVERTER HOUSING ASSEMBLY
ASSEMBLY

REAR LUBE

3'a, El

4ib n
34aD U
MP COVER (2 (Case Side)
CASE (103) (Pump Cover Side)
15b/16 ^29^28 2p|b j-| U U1^u 17a/18 ^ --------------
15c/160 O 0 ^ D34b ? Q #717e g 14c

^2c 14 ibbODii ^ Di2d2r 238

O 38dOQGl7c <%~>44a 26 n12 42b

c-1 ISrl 41c n O' o 9h U'e
n29e ^9m 041b 43C/44 Q
,, ^ 13 18cn n 22aGGl'lb
10 27 ,29n I O24" O243 o10c/22

10 W
27C/290 nn * .
27b/290 UU 21 25
34,R J"uj27dS 1)35a 34c n O- 10a
^ 24m/25 G 28 Q Q 2^ Q ol0b/23
25a(I 16 O D2<S 31 n 38/39 SU
u
D24h
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43b/44 36a
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-bo 32a
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00257
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96 Figure 93
9b
(50)

CASE (103) (2-4 Servo Bore)

29 SO

O @ 29 G O38 Q34
47 fifi)
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29 ^OG9 41
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26CD

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90 , __ , n ^
g U25
n
SPACER PLATE (48) (Case/Control Valve Body)

Figure 92 FOLDOUT 95
 TORQUE INPUT CLUTCH
CONVERTER HOUSING ASSEMBLY
ASSEMBLY

REAR LUBE

FORWARD CLUTCH ACCUMULATOR BORE

>
r~4o~i

f29l
CD

38
0D4
41
G
@D 34
y
________ 132 ______ #12
CONTROL VALVE BODY (60) (Case Side)

GASKET (47) (Case/Spacer Pate)

110
30Q G:

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GT51 37

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96 Figure 93
3i

(Spacer
GASKET (52)
Plate/Control Valve Body)

v ___________________ 7
1-2 ACCUMULATOR COVER (57)

Figure 92 FOLDOUT 95
 TORQUE INPUT CLUTCH
CONVERTER HOUSING ASSEMBLY
ASSEMBLY

REAR LUBE
REVERSEINPUT CLUTCH ASSEMBLY
LOW AND REVERSE CLUTCH ASSEMBLY

96 Figure 93
Figure 92 FOLDOUT 95
A manual 2-1 downshiftcan be accomplished by moving the gear selector lever intothe Manual First(1) positionwhen
thetransmission is operating i n Second gear. If vehicle speed is below approximately 56 km/h (35 mph) the transmission
willshift i nto First gear. Above this speed, the transmission will shift into a Manual First - Second Gear conditionuntil vehicle
speed slowssufficiently.
NOOVERRUN BRAKING-MANUAL 3-2-1
External Linkage
- Not adjusted properly
InputClutch Assembly
- Turbine shaft oil passages plugged or not drilled
- Turbine shaft sealing balls loose or missing
- Overrun pistn checkball not sealing
Valve Body Assembly
- Checkball mispositioned
- 4-3 sequence valve stuck
REVERSE FORWARD
1-2 SHIFT 2-3 SHIFT 2-4 OVERRUN FORWARD 3-4 LO-ROLLER LO/REV
INPUT SPRAGCL.
SOLENOID VALVE SOLENOID VALVE BAND CLUTCH CLUTCH CLUTCH CLUTCH CLUTCH
CLUTCH ASSEMBLY

ON ON APPLIED APPLIED HOLDING HOLDING APPLIED

96A
PASSAGES I SUCTION
2 DE CREASE
3 I INE
4 CONVERTER FEED
5 RE LEASE
6 APPLY
/ C( >OLER
0 I IIBE
9 ACTUATOR FEED I IMII
10 I IETERED ACTUATOR l i l i )
11 EORQUE SIGNAL
12 PR
13 I)4-3-2
14 1 O/REVERSE
15 REVERSE
10 REVERSE INPU1
1/ 1 )4
10 1 ORWARD CLUTCI1 l i l i )
19 PEAR LUBE
20 ACCUMULATOR
21 ORIFICED ACCUMUI A l e ) P
22 1-2 SIGNAL
23 2-3 SIGNAL
24 2ND
25 2ND CLUTCH
26 C. C. SIGNAL
2/ 3-4 SIGNAL
20 3RD ACCUMULATOR
29 3-4 CLUTCH
30 4TH SIGNAL
31 SERVO FEED
32 4TH
33 3-4 ACCUMULATOR
34 D3
35 OVERRUN
36 OVERRUN CLUTCI I FEED
37 OVERRUN CLUTCI I
38 D2
39 ORIFICED D2
40 3-2 SIGNAL
41 lO
42 I ( >/1SI
43 I XIIAUST
44 ()RII ICED EXHAUST
45 VI N I
40 SI Al DRAIN
4/ V< >ll)
40 RfGULATED APPLY
COMPONENTS ( )
(8) R[ AR LUBE (ORIFICE I) CUP PLUG/RI AR CASE)
(10) o|| COOLER PIPE CONNECTOR
(11) CASE SERVO ORIFICE I) PLUG
(38) ACCUMULATOR BLEI I) PLUG
(39) I INF PRESSURE TAP
(10) 3RD ACCUM. RETAINI P AND BALL ASSI MBI Y (#7)
(49) SHIFT SOLENOIDS SCREEN
(50) PRESSURE CONTROE S( iLENOID SCREE N (61) CE IECKBALLS (#1, 2, 3, 4, 5, 6, 8, 12)
(91) CHECKBALL (#10)
(232) OIL PUMP COVER SCREEN
(237) CUECK VALVE RETAINI P AND BALL ASSEMBI Y
(238) CONVERTER CLUTCH SIC'.NAL ORIFICED CUP PLUG (240) ORIFICED CUP PLUG

96B
CASE (103) ol Val ve Body Side)

TO LOW AND REVERSE CLUTCH

)38b
12 0l2a 3a

Figure 94 FOLDOUT 97
 3'a, El
4ib n
34aD U
MP COVER (2 (Case Side)
CASE (103) (Pump Cover Side)
15b/16 ^29^28 2p|b j-| U U1^u 17a/18 ^ -------------
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98 Figure 95
T'k/10
J (49)

9b
(50)

CASE (103) (2-4 Servo Bore)

29 SO

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47 fifi)
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on

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41

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0114 |1T| 33cia20 020
o

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90 , 4 n^
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n
SPACER PLATE (48) (Case/Control Valve Body)
25g
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 FORWARD CLUTCH ACCUMULATOR BORE
) GED
f29l
CD

38

BG
41
G
@
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Qy
________ 132 ______ #12
CONTROL VALVE BODY (60) (Case Side)

GASKET (47) (Case/Spacer Pate)

110
30Q G:
I l?4
O
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07
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100 Figure 95
im
CD
25
O
_ 34 13

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QG
^
03
Q34 24 f4125 s024 013 -a o
"

(Spacer
GASKET (52)
Plate/Control Valve Body)

v ___________________7
1-2 ACCUMULATOR COVER (57)
 D4
FLUID
To maintain proper transmission fluid temperature, the fluid is routed to the transmission fluid cooler located in the vehicle radiator. After the fluid is cooled it is routed back to the transmission and into the lubrication fluid Circuit. Lube fluid is
routed through the oil pump assembly, into the turbine shaft and down the center axis of the transmission. This fluid is routed into the various clutch packs and onto the planetary gear sets to cool and lubrcate the various components.
The rear of the transmission is lubricated by D4 fluid feeding the rear lube fluid circuit through an orfice cup plug (#24). Rear lube fluid is routed into the transmission case extensin housing (31) to cool and lubrcate the bushings and
components in the housing.

102 Figure 95
Bushing and Bearing Locations

657 INPUT SUN GEAR BUSHING (FRONT)

659 INPUT SUN GEAR BUSHING (REAR)
663 THRUST BEARING ASSEMBLY (INPUT CARRIER TO REACTION SHAFT)

665 REACTION CARRIER SHAFT BUSHING (FRONT)

667 REACTION CARRIER SHAFT BUSHING (REAR)

669 THRUST WASHER (REACTION SHAFT/SHELL)

672 REACTION GEAR BUSHING

674 THRUST WASHER (RACE/REACTION SHELL)

683 THRUST BEARING ASSEMBLY (REACTION CARRIER/ SUPPORT)
692 REACTION GEAR SUPPORT TO CASE BEARING
7CASE BUSHING 33 CASE EXTENSION BUSHING 234 STATOR SHAFT BUSHING (FRONT)

241 STATOR SHAFT BUSHING (REAR)

242 OIL PUMP BODY BUSHING

601 THRUST WASHER (PUMP TO DRUM)

603 REVERSE INPUT CLUTCH BUSHING (FRONT) 606 REVERSE INPUT CLUTCH BUSHING (REAR)
615 STATOR SHAFT/ SELECTIVE WASHER BEARING ASSEMBLY
616 THRUST WASHER (SELECTIVE)
637 INPUT SUN GEAR BEARING ASSEMBLY
WH13165-4L60-E

Seal Locations

Figure 96 103
 3 PUMP TO CASE BOLT O-RING 5 OIL SEAL (PUMP TO CASE)

18 OIL SEAL RING (2ND APPLY PISTON - OUTER)

19 OIL SEAL RING (2ND APPLY PISTON - INNER) 21 O-RING SEAL

26 OIL SEAL RING (4TH APPLY PISTON - OUTER)

27 O-RING SEAL (2-4 SERVO COVER)

30 CASE EXTENSION TO CASE SEAL

34 CASE EXTENSION OIL SEAL ASSEMBLY 37 O-RING SEAL (ITSS TO CASE EXTENSION)

106 CASE OIL SEAL ASSEMBLY (Y CAR ONLY)

230 OIL SEAL RING (STATOR SHAFT)

243 OIL SEAL ASSEMBLY

608A REVERSE INPUT CLUTCH SEAL (INNER)

608B REVERSE INPUT CLUTCH SEAL (OUTER)

618 O-RING SEAL (TURBINE SHAFT/ SELECTIVE WASHER)

619 OIL SEAL RING (SOLID)

622 INPUT TO FORWARD HOUSING O-RING SEAL

104 623 Figure 632

3RD AND 4TH CLUTCH PISTON 630 FORWARD CLUTCH PISTON 95 OVERRUN CLUTCH PISTON

636 INPUT HOUSING TO OUTPUT SHAFT SEAL 691 OUTPUT SHAFT SEAL (MODEL DEPENDENT)
696A LOW AND REVERSE CLUTCH SEAL (OUTER)

696B LOW AND REVERSE CLUTCH SEAL (CENTER)

696C LOW AND REVERSE CLUTCH SEAL (INNER)

WH338497-4L60-E

Figure 96 105
ILLUSTRATED PARTS LIST

106
 Case and Associated Parts (1 of 2) Legend

29

YH586909-4L60-E

107
 Case and Associated Parts (1 of 2)
1 TORQUE CONVERTER ASSEMBLY (MODEL DEPENDENT)

2 PUMP TO CASE BOLT

3 PUMP TO CASE BOLT O-RING

4 OIL PUMP ASSEMBLY

5 OIL SEAL (PUMP TO CASE)

6 PUMP COVER TO CASE GASKET

7 CASE BUSHING

9 TRANSMISION VENT ASSEMBLY

10 OIL COOLER PIPE CONNECTOR (MODEL DEPENDENT)

11 CASE SERVO PLUG

12 SERVO RETURN SPRING

13 2ND APPLY PISTON PIN

14 RETAINER RING (2ND APPLY PISTON)

15 SERVO CUSHION SPRING RETAINER

16 SERVO CUSHION SPRING (OUTER)

17 2ND APPLY PISTON

18 OIL SEAL RING (2ND APPLY PISTON - OUTER)

19 OIL SEAL RING (2ND APPLY PISTON - INNER)

20 SERVO PISTON HOUSING (INNER)

21 O-RING SEAL

22 SERVO APPLY PIN SPRING

23 SERVO APPLY PIN WASHER

24 RETAINER RING (APPLY PIN)

25 4TH APPLY PISTON

26 OIL SEAL RING (4TH APPLY PISTON - OUTER)

27 O-RING SEAL (2-4 SERVO COVER)

28 2-4 SERVO COVER

29 SERVO COVER RETAINING RING

30 CASE EXTENSION TO CASE SEAL

31 CASE EXTENSION (MODEL DEPENDENT)

32 CASE EXTENSION TO CASE BOLT

33 CASE EXTENSION BUSHING

34 CASE EXTENSION OIL SEAL ASSEMBLY (MODEL DEPENDENT)

35 SPEED SENSOR RETAINING BOLT

36 INTERNAL TRANSMISION SPEED SENSOR

37 O-RING SEAL (ITSS TO CASE EXTENSION)

71 FILTER SEAL

108 Figure 98
 Case and Associated Parts (1 of 2) Legend

72 TRANSMISION OIL FILTER ASSEMBLY (MODEL DEPENDENT)

73 TRANSMISION OIL PAN GASKET

74 CHIP COLLECTOR MAGNET

75 TRANSMISION OIL PAN (MODEL DEPENDENT)

76 TRANSMISION OIL PAN SCREW

94 CONVERTER HOUSING TO CASE BOLT

95 OIL COOLER QUICK CONNECTOR (MODEL DEPENDENT)
96 OIL COOLER QUICK CONNECT CLIP (MODEL DEPENDENT)
97 CONVERTER HOUSING ACCESS HOLE PLUG (MODEL DEPENDENT)
98 CONVERTER BOLT INSPECTION PLATE (MODEL DEPENDENT)

99 CUP D4 ORIFICE PLUG

100 A/TRANS. CASE STUD (Y-CAR ONLY)

101 A/TRANS. OIL PAN PLUG ASSEMBLY (Y-CAR ONLY)

102 CONVERTER HOUSING (MODEL DEPENDENT)

103 MAIN CASE SECTION (MODEL DEPENDENT)

105 SERVO CUSHION SPRING (INNER)
(MODEL DEPENDENT)
106 CASE OIL SEAL ASSEMBLY (Y-CAR ONLY)
107 PLUG ASSEMBLY A/TRANS. OIL PAN HEX HEAD (C/K TRUCK ONLY)

109
 Case and Associated Parts (2 of 2)
103

38 TRANSMISION CASE PLUG (ACCUMULATOR BLEED)

39 PRESSURE PLUG
40 3RD ACCUMULATOR RETAINER AND BALL ASSEMBLY (#7)
41 BAND ANCHOR PIN
42 RETAINER AND BALL ASSEMBLY (DOUBLE ORIFICE) (#10)
43 ACCUMULATOR PISTON PIN
44 3-4 ACCUMULATOR PISTON
45 OIL SEAL RING (3-4 ACCUMULATOR PISTON)
46 3-4 ACCUMULATOR SPRING (MODEL DEPENDENT)
47 SPACER PLATE TO CASE GASKET
48 VALVE BODY SPACER PLATE
49 SHIFT SOLENOIDS SCREEN
50 PRESSURE CONTROL SOLENOID SCREEN
52 SPACER PLATE TO VALVE BODY GASKET
53 SPACER PLATE SUPPORT PLATE
54 1 -2 ACCUMULATOR SPRING (OUTER)
55 OIL SEAL RING (1-2 ACCUMULATOR)
56 1 -2 ACCUMULATOR PISTON
57 1-2 ACCUMULATOR COVER AND PIN ASSEMBLY
58 ACCUMULATOR COVER BOLT
59 ACCUMULATOR COVER BOLT
60 CONTROL VALVE BODY ASSEMBLY
61 CHECKBALL (#2, 3, 4, 5, 6, 8, 12)
62 VALVE BODY BOLT
63 MANUAL DETENT SPRING ASSEMBLY
64 MANUAL DETENT SPRING BOLT

110 Figure 99
65 WIRING HARNESS PASS-THRU CONNECTOR O-RING SEAL
66 WIRING HARNESS SOLENOID ASSEMBLY
67 O-RING SEAL (SOLENOID)
68 HEX WASHER HEAD BOLT (SOLENOID)
69 TRANSMISSON FLUID PRESSURE MANUAL VALVE POSITION SWITCH ASSEMBLY
70 PRESSURE SWITCH ASSEMBLY BOLT 77 SPACER PLATE SUPPORT BOLT
91 NUMBER 1 CHECKBALL
93 DIPSTICK STOP BRACKET (MODEL DEPENDENT)
103 MAIN CASE SECTION (MODEL DEPENDENT)
104 1-2 ACCUMULATOR SPRING (INNER)
YH283778-4L60-E

Figure 100 111

 Oil Pump Assembly

200
222 OIL PUMP CONVERTER CLUTCH VALVE RETAINING RING
223 STOP VALVE
224 CONVERTER CLUTCH VALVE
225 CONVERTER CLUTCH VALVE SPRING (INNER)
226 CONVERTER CLUTCH VALVE SPRING (OUTER)
227 PRESSURE RELIEF BOLT RIVET
228 PRESSURE RELIEF BALL
229 PRESSURE RELIEF SPRING
230 OIL SEAL RING (STATOR SHAFT)
231 OIL PUMP COVER SCREEN SEAL
232 OIL PUMP COVER SCREEN
233 COVER TO BODY BOLT
234 STATOR SHAFT BUSHING (FRONT)
235 OIL PUMP COVER PLUG (FWD CLUTCH FEED)
236 OIL PUMP COVER PLUG
237 CHECK VALVE RETAINER AND BALL ASSEMBLY
238 CONVERTER CLUTCH SIGNAL ORIFICE (CUP PLUG)
240 CUP ORIFICE PLUG
241 STATOR SHAFT BUSHING (REAR)
242 PUMP BODY BUSHING
243 OIL SEAL ASSEMBLY
244 FRONT HELIX RETAINER
200 PUMP BODY
201 OIL SEAL RING (SLIDE TO WEAR PLATE)
202 O-RING SEAL (SLIDE SEAL BACK UP)

XH405111-4L60-E

112 Figure 101

203 PUMP SUDE
204 PIVOT PIN SPRING
205 PIVOT SUDE PIN
206 PUMP SUDE SPRING (OUTER)
207 PUMP SUDE SPRING (INNER)
208 PUMP SUDE SEAL SUPPORT
209 PUMP SUDE SEAL
210 PUMP VANE RING
211 ROTOR GUIDE
212 OIL PUMP ROTOR
213 PUMP VANE
214 STATOR SHAFT
215 PUMP COVER
216 PRESSURE REGULATOR VALVE
217 PRESSURE REGULATOR VALVE SPRING
218 PRESSURE REGULATOR ISOLATOR SPRING
219 REVERSE BOOST VALVE
220 REVERSE BOOST VALVE SLEEVE
221 OIL PUMP REVERSE BOOST VALVE RETAINING RING
Control Valve Body Assembly (1 of 2)

350 CONTROL VALVE BODY 366 1-2 SHIFT VALVE

353 FORWARD ACCUMULATOR OIL SEAL 367A 1-2 SHIFT SOLENOID VALVE

354 FORWARD ACCUMULATOR PISTON 367B 2-3 SHIFT SOLENOID VALVE

355 FORWARD ACCUMULATOR PIN 368 2-3 SHIFT VALVE

356 FORWARD ACCUMULATOR SPRING 369 2-3 SHUTTLE VALVE

357 FORWARD ABUSE VALVE 370 1-2 ACCUMULATOR VALVE SPRING

358 FORWARD ABUSE VALVE SPRING 371 1-2 ACCUMULATOR VALVE

359 BORE PLUG 372 1-2 ACCUMULATOR VALVE SLEEVE

360 COILED SPRING PIN 374 ACTUATOR FEED LIMIT VALVE

361 LOW OVERRUN VALVE 375 ACTUATOR FEED LIMIT VALVE SPRING

Figure 100 113

 362 LOW OVERRUN VALVE SPRING 376 BORE PLUG

363 FORWARD ACCUMULATOR COVER 377 PRESSURE CONTROL SOLENOID VALVE

364 FORWARD ACCUMULATOR COVER BOLT 378 PRESSURE CONTROL SOLENOID RETAINER

365 1-2 SHIFT VALVE SPRING 395 BORE PLUG AND SOLENOID RETAINER

XH405111-4L60-E

114 Figure 101

Control Valve Body Assembly (2 of 2)

340 MANUAL VALVE 387 REVERSE ABUSE VALVE

350 CONTROL VALVE BODY 388 REVERSE ABUSE VALVE SPRING

359 BORE PLUG 389 3-2 DOWNSHIFT VALVE

360 COILED SPRING PIN 390 3-2 DOWNSHIFT VALVE SPRING

380 REGULATOR APPLY VALVE (MODEL DEPENDENT) 391 3-2 CONTROL VALVE

381 BORE PLUG 392 3-2 CONTROL VALVE SPRING

382 4-3 SEQUENCE VALVE SPRING 394 3-2 CONTROL SOLENOID VALVE

383 4-3 SEQUENCE VALVE 395 BORE PLUG AND SOLENOID RETAINER

384 3-4 RELAY VALVE 396 TCC PWM SOLENOID VALVE

385 3-4 SHIFT VALVE 397 REGULATOR APPLY SPRING (MODEL DEPENDENT)

386 3-4 SHIFT VALVE SPRING 398 ISOLATOR VALVE (MODEL DEPENDENT)
XH405114-4L60-E

Figure 100 115

 interna! Components (1 of 2)

116 Figure 103

 Internal Components (1 of 2) Legend

600 3-4 CLUTCH BOOST SPRING ASSEMBLY (5) 632 OVERRUN CLUTCH PISTON
601 THRUST WASHER (PUMP TO DRUM) 633 OVERRUN CLUTCH BALL

602 2-4 BAND ASSEMBLY 634 OVERRUN CLUTCH SPRING ASSEMBLY

603 REVERSE INPUT CLUTCH BUSHING (FRONT) 635 OVERRUN CLUTCH SPRING RETAINER SNAP RING
605 REVERSE INPUT CLUTCH HOUSING AND DRUM 636 INPUT HOUSING TO OUTPUT SHAFT SEAL
ASSEMBLY
637 INPUT SUN GEAR BEARING ASSEMBLY
606 REVERSE INPUT CLUTCH BUSHING (REAR)
638 OVERRUN CLUTCH HUB RETAINING SNAP RING
607 REVERSE INPUT CLUTCH PISTON ASSEMBLY
639 OVERRUN CLUTCH HUB
608A REVERSE INPUT CLUTCH SEAL (INNER)
640 FORWARD SPRAG CLUTCH INNER RACE AND INPUT
608B REVERSE INPUT CLUTCH SEAL (OUTER) SUN GEAR ASSEMBLY

609 REVERSE INPUT CLUTCH SPRING ASSEMBLY 642 FORWARD SPRAG ASSEMBLY

610 REVERSE INPUT CLUTCH SPRING RETAINER RING 643 SPRAG ASSEMBLY RETAINER RING

611 REVERSE INPUT CLUTCH PLATE (BELLEVILLE) 644 FORWARD CLUTCH RACE (OUTER)

612A 645A OVERRUN CLUTCH PLATE (STEEL)

REVERSE INPUT CLUTCH TURBULATOR PLATE (STEEL)
645B OVERRUN CLUTCH PLATE ASSEMBLY (FIBER)
612B REVERSE INPUT CLUTCH PLATE ASSEMBLY (FIBER)
613 REVERSE INPUT CLUTCH BACKING PLATE 646 FORWARD CLUTCH PLATE (APPLY)
(SELECTIVE)
648 FORWARD CLUTCH PLATE (WAVED)
614 REVERSE INPUT CLUTCH RETAINING RING
649A FORWARD CLUTCH PLATE (STEEL)
615 STATOR SHAFT/ SELECTIVE WASHER BEARING
ASSEMBLY 649B FORWARD CLUTCH PLATE ASSEMBLY (FIBER)

616 THRUST WASHER (SELECTIVE) 650 FORWARD CLUTCH BACKING PLATE (SELECTIVE)

617 CHECK VALVE RETAINER AND BALL ASSEMBLY 651 FORWARD CLUTCH BACKING PLATE RETAINER RING
618 O-RING SEAL (TURBINE SHAFT/ SELECTIVE WASHER) 652 3RD AND 4TH CLUTCH PLATE (STEEL)
(MODEL DEPENDENT) (2.2L ENGINE ONLY)
619 OIL SEAL RING (SOLID) 653 3RD AND 4TH CLUTCH APPLY PLATE (STEPPED)

620 RETAINER AND CHECKBALL ASSEMBLY 654A 3RD AND 4TH CLUTCH PLATE ASSEMBLY (FIBER)
(QUANTITY MODEL DEPENDENT)
621 INPUT HOUSING AND SHAFT ASSEMBLY
(MODEL DEPENDENT) 654B 3RD AND 4TH CLUTCH PLATE (STEEL)
(QUANTITY MODEL DEPENDENT)
622 O-RING SEAL INPUT TO FORWARD CLUTCH HOUSING
655 3RD AND 4TH CLUTCH BACKING PLATE (SELECTIVE)
623 3RD AND 4TH CLUTCH PISTON (MODEL DEPENDENT)
656 3RD AND 4TH CLUTCH BACKING PLATE RETAINER
625 3RD AND 4TH CLUTCH RING (APPLY) RING

626 3RD AND 4TH CLUTCH SPRING ASSEMBLY 657 INPUT SUN GEAR FRONT BUSHING

627 FORWARD CLUTCH HOUSING RETAINER AND BALL 659 INPUT SUN GEAR REAR BUSHING
ASSEMBLY
CUP PLUG
FORWARD CLUTCH HOUSING 688
628

117
 Internal Components (1 of 2) Legend
630 FORWARD CLUTCH PISTON 698 ORIFICED CUP PLUG

118
 Internal Components (2 of 2)
681A 681 D 681 E 681 D

'^HT)F Cp T;
681C 681 B 681C
687
682C
682D
682 B 682A 683 684 685 686

661 662 663 664 665 666 667

Rfi9n 662F 662B 662D

6620 662C /\ \ 662C / 662A

662E
668 669 670
671 672 673 674 675
676 677 678 679 677 681
697

680
699

690 691 692 693 694

695
696A 696B 696C

661 OUTPUT SHAFT TO INPUT CARRIER RETAINER

662 INPUT CARRIER ASSEMBLY 662A INPUT CARRIER PINION GEAR PIN 662B INPUT CARRIER PINION GEAR 662C INPUT CARRIER
PINION WASHER 662D INPUT CARRIER PINION WASHER 662E INPUT CARRIER SPACER
662F INPUT CARRIER PINION/GEAR BEARING ROLLER
663 THRUST BEARING ASSEMBLY (INPUT CARRIER TO REACTION SHAFT)
664 INPUT INTERNAL GEAR
665 REACTION CARRIER SHAFT FRONT BUSHING
666 REACTION CARRIER SHAFT
667 REACTION CARRIER SHAFT REAR BUSHING
668 REACTION SHAFT/INTERNAL GEAR RETAINER RING
669 THRUST WASHER (REACTION SHAFT SHELL)
670 REACTION SUN SHELL
671 REACTION SUN GEAR RETAINER RING
672 REACTION SUN BUSHING
673 REACTION SUN GEAR
674 THRUST WASHER (RACE/REACTION SHELL)
675 LOW AND REVERSE ROLLER CLUTCH RACE
676 LOW AND REVERSE SUPPORT TO CASE RETAINER RING
677 LOW AND REVERSE ROLLER ASSEMBLY RETAINER
RING (CAM)
678 LOW AND REVERSE ROLLER CLUTCH ASSEMBLY

119 Figure 104

 679 LOW AND REVERSE CLUTCH SUPPORT ASSEMBLY
680 LOW AND REVERSE CLUTCH SUPPORT RETAINER SPRING
681 REACTION CARRIER ASSEMBLY
681A REACTION CARRIER PINION GEAR PIN
681 B REACTION CARRIER PINION GEAR
681 C REACTION CARRIER PINION BAT WINGED WASHER
681 D REACTION CARRIER PINION WASHER
681 E REACTION CARRIER PINION/GEAR NEEDLE ROLLER
682A LOW AND REVERSE CLUTCH PLATE (WAVED)
682B SPACER LOW AND REVERSE CLUTCH PLATE (SELECTIVE)
682C LOW AND REVERSE CLUTCH PLATE ASSEMBLY (FIBER)
682D LOW AND REVERSE CLUTCH TURBULATOR PLATE (STEEL)
683 THRUST BEARING ASSEMBLY (REACTION CARRIER/ SUPPORT)
684 INTERNAL REACTION GEAR
685 INTERNAL REACTION GEAR SUPPORT
686 REACTION GEAR/SUPPORT RETAINER RING
687 OUTPUT SHAFT
690 OUTPUT SHAFT SLEEVE (MODEL DEPENDENT)
691 OUTPUT SHAFT SEAL (MODEL DEPENDENT)
692 REACTION GEAR SUPPORT TO CASE BEARING
693 LOW AND REVERSE CLUTCH RETAINER RING
694 LOW AND REVERSE CLUTCH SPRING ASSEMBLY
695 LOW AND REVERSE CLUTCH PISTON 696A LOW AND REVERSE CLUTCH SEAL (OUTER)
696B LOW AND REVERSE CLUTCH SEAL (CENTER)
696C LOW AND REVERSE CLUTCH SEAL (INNER)
697 OIL DEFLECTOR (HIGH OUTPUT MODELS ONLY)
699 INTERNAL TRANSMISION SPEED SENSOR ROTOR YH213103-4L60-E

Parking Pawl and Actuator Assembly

78 STEEL CUP PLUG

79 PARKING BRAKE PAWL SHAFT

80 PARKING PAWL RETURN SPRING

81 PARKING BRAKE PAWL

82 MANUAL SHAFT SEAL

83 MANUAL SHAFT RETAINER

84 MANUAL SHAFT (MODEL DEPENDENT)

120
85 PARKING LOCK ACTUATOR ASSEMBLY

86 PARKING LOCK BRACKET

87 PARKING LOCK BRACKET BOLT (2)

88 INSIDE DETENT LEVER

89 MANUAL VALVE LINK

90 HEX HEAD NUT

WH65111-4L60-E
Figure 105

121
 BASIC SPECIFICATIONS
Produced at:
HYDRA-MATIC 4L60-E TRANSMISSION
RPO M30
Romulus, Michigan Toledo, Ohio U.S.A.
Mxico
HYDRA-MATIC 4L60-E (FOUR-SPEED)

Vehicles used in:

DIVISION MODEL
C/K Truck Chevrolet/GMC Pickup/Suburban

F Chevrolet/Pontiac Camaro/Firebird

G Van Chevrolet/GMC Express/S avana

M/L Van Chevrolet/GMC Astro/Safari

S/T Truck Chevrolet/GMC S10/Sonoma

Y Chevrolet Corvette

245 mm Converter 258 mm Converter 298 mm Converter 300 mm Converter

Transmission Weight
245 mm Converter
258 mm Converter (Dry): 79.9 kg (176.60 Ib)
(Wet): 89.2 kg (197.70 Ib)
298 mm Converter (Dry): 70.5 kg (155.70 Ib)
(Wet): 80.5 kg (176.16 Ib)
300 mm Converter (Dry): 70.5 kg (155.70 Ib)
(Wet): 80.5 kg (176.16 Ib)
Converter Sizes Available
245, 258, 298 and 300 mm Converter (Reference)
Transmission Drive
Rear Wheel Drive
4- Wheel Drive All Wheel Drive Transmission Type
4L60-E = 4: Four Speed
L: Longitudinal Mount 60: Product Series E: Electronically Controlled Automatic Overdrive with a Torque Converter Clutch Assembly.
Current Engine Range
2.5 L to 5.7 L Gasoline 6.2 L Diesel
Control Systems
Shift Pattem - (2) Two-way on/off solenoids Shift Quality - Pressure Control Solenoid
3- 2 Control Solenoid
Torque Converter Clutch - Pulse Width Modulated solenoid control
Gear Ratios
lst 3.059
2nd 1.625
3rd 1.000
4th 0.696
Rev 2.294
Mximum Engine Torque
475 Nm (350 Ib ft) Mximum Gearbox Torque 910 Nm (670 Ib ft) Mximum Shift Speed
1-2 6,000 RPM
2-3 6,000 RPM
3-4 6,000 RPM
Mximum Gross Vehicle Weight
3,900 kg (8,600 Ib) Transmission Fluid Type
Dexron III
Transmission Fluid Capacities (Approximate)
(Dty): 7.9 L (8.4 qt)

122
(Dty): 8.8 L (9.3 qt)
(Dry): 10.6 L(11.2 qt)
(Dry): 10.6 L(11.2 qt)

(Dry): 65.4 kg (144.30 Ib)

(Wet): 72.4 kg (159.55 Ib)
Converter Bolt Circle Diameters
For 245 and 258 mm Converter - 247.65 mm (Reference) For 298 mm Converter - 273.05 mm (Reference)
For 300 mm Converter - 275.05 mm (Reference)
Converter Stall Torque Ratio Range
For 245 mm Converter - 1.63 to 2.70 For 258 mm Converter - 1.65 to 2.07 For 298 mm Converter - 1.84 to 2.34 For 300 mm Converter -
1.84 to 2.34 Converter K Factor Range
For 245 mm Converter - 122 to 240 For 258 mm Converter - 110 to 179 For 298 mm Converter - 100 to 140 For 300 mm Converter - 100 to
140 Not all K Factors are applicable across the range of Converter Stall Torque Ratios.
Transmission Packaging Information*
Engine Mounting Face to Rear of Case
593.50 mm (Reference - Less Extensin)
Overall Length
Current Minimum: 756.20 mm (Reference)
Current Mximum: 778.30 mm (Reference)
Case Extensin Lengths
Determined by Customer Requirements Current Minimum: 162.70 mm (Reference)
Current Mximum: 184.80 mm (Reference)
Current Converter Flousings Available
245 mm and 258 mm (Small Bell Style)
298 mm and 300 mm (Large Bell Style)
Two-Piece Case with Seprate Extensin Converter Flousing Main Case
*A11 dimensions shown are nominal.
Seven Position Quadrant
(P, R, N, , D, 2, 1) / (P, R, N, (D), 3, 2, 1)
Pressure Taps Available Line Pressure
Information may vary wh application. All Information, illustrations and specifications contained in Ibis book are based on tbe latest product information available at the time of
pubbcation. The right is reservedto rnake changes at any time without notice.

123
 HYDRA-MATIC PRODUCT DESIGNATION SYSTEM
The product designation system used for all Hydra-matic transaxles and transmissions consists of a series of numbers
and letters that correspond with the special features incorporated in that product line. The first character is a number
that designates the number of forward gear ranges available in that unit. Forexample: 4 = four forward gear ranges.
The second character is a letter that designates how the unit is mounted in the vehicle. When the letter T is used, it
designates that the unit is transversely mounted and is used primarily for front wheel drive vehicles. The letter L
designates that it is longitudinally mounted in the vehicle and it is used primarily for rear wheel drive vehicles. The
letter M designates that the unit is a manual transaxle or transmission but not specific to a front or rear wheel drive
vehicle application.
The third and fourth characters consists of a set of numbers, (i. e. 60), that designate the transaxle or transmission
Series number. This number signifes the relative torque capacity of the unit.
The fifth character designates the major features incorporated into this unit. For example, the letter E designates that
the unit has electronic Controls.
By using this method of classification, the HYDRA-MATIC 4L60-E is a 4-speed, longitudinally mounted, 60 series unit, with
electronic Controls.
HYDRA-MATIC
HYDRA-MATIC 4L60-E
4 L 60 E

Number of Type: Series: Major Features:

Speeds: T -Transverse Based on E - Electronic Controls

3 L - Longitudinal Relative A - All Wheel Drive

4 M - Manual Torque HD - Heavy Duty

5 Capacity
V (CVT)

124
GLOSSARY OF TECHNICAL TERMS
Accumulator: A component of the transmission that absorbs hydraulic pressure during the apply of clutch or band.
Accumulators are designed to control the quality of a shift from one gear range to another.
Adaptive Learning: Programming within the PCM that automatically adjusts hydraulic pressures in order to
compnsate for changes in the transmission (i.e. component wear).
Applied: An apply component that is holding another component to which it is splined or assembled with. Also
referred to as engaged.
Apply Components: Hydraulically operated clutches, servos, bands, and mechanical one-way roller or sprag
clutches that drive or hold members of a planetary gear set.
Apply Pate: A Steel clutch pate in a clutch pack located next to the (apply) pistn.
Backing Pate: A Steel pate in a clutch pack that is usually the last pate in that clutch assembly (farthest from the
clutch pistn).
Ball Check Valve: A spherical hydraulically controlled component (usually made of Steel) that either seis or opens
fluid circuits. It is also referred to as a check valve or checkball.
Band: An apply component that consists of a flexible strip of Steel and friction material that wraps around a drum.
When applied, it tightens around the drum and prevens the drum from rotating.
Brake Switch: An electrical device that provides signis to the Powertrain Control Module (PCM) based on the
position of the brake pedal. The PCM uses this information to apply or release the torque converter clutch (TCC).
Centrifugal Forc: A forc that is imparted on an object (due to rotation) that increases as that object moves further
away from a center/point of rotation.
Clutch Pack: An assembly of components generally consisting of clutch plates, an apply pate and a backing pate.
Clutch Pate: A hydraulically activated component that has two basic designs: (1) all Steel, or (2) a Steel core with friction material bonded to one or two
sides of the pate.
Component: Any physical part of the transmission.
Control Valve Body: A machined metal casting that contains valve trains and other hydraulically controlled
components that shift the transmission.
Coupling Speed: The speed at which a vehicle is traveling and no longer requires torque multiplication through the
torque converter. At this point the stator free wheels to allow fluid leaving the turbine to flow directly to the pump.
(See torque converter)
De-energize(d): To interrupt the electrical current that flows to an electronically controlled device making it
electrically inoperable.
Direct Drive: A condition in a gear set where the input speed and input torque equals the output speed and torque.
The gear ratio through the gear set is 1:1.
Downshift: A change in a gear ratio where input speed and torque increases.
Duty Cycle: In reference to an electronically controlled solenoid, it is the amount of time (expressed as a percentage)
that current flows through the solenoid coil.
Energize(d): To supply a current to an electronically controlled device enabling it to perform its designed function.
Engine Compression Braking: A condition where compression from the engine is used with the transmission to
decrease vehicle speed. Braking (slowing of the vehicle) occurs when a lower gear ratio is manually selected by
moving the gear selector lever.
Exhaust: The release of fluid pressure from a hydraulic circuit. (The words exhausts and exhausting are also used and
have the same intended meaning.)
Fail-Safe Mode: A condition whereby a component (i.e. engine or transmission) will partially function even if its
electrical System is disabled.
Fluid: Generally considered a liquid or gas. In this publication fluid refers primarily to transmission fluid.
Fluid Pressure: A pressure (in this textbook usually transmission fluid) that is consistent throughout its circuit.
Forc: A measurable efort that is exerted on an object (component).
Freewheeling: A condition where power is lost through a driving or holding device (i.e. roller or sprag clutches).
Friction Material: A heat and wear resistant fbrous material bonded to clutch plates and bands.

125
 GLOSSARY OF TECHNICAL TERMS
Gear: A round, toothed device that is used for transmitting torque through other components.
Gear Range: A specific speed to torque ratio at which the transmission is operating (i.e. lst gear, 2nd gear etc.).
Gear Ratio: Revolutions of an input gear as compared to the revolutions of an output gear. It can also be expressed
as the number of teeth on a gear as compared to the number of teeth on a gear that it is in mesh with.
Hydraulic Circuit: A fluid passage which often ineludes the mechanical components in that Circuit designed to
perform a specific function.
Input: A starting point for torque, revolutions or energy into another component of the transmission.
Intemal Gear: The outermost member of a gear set that has gear teeth in constant mesh with planetary pinion gears
of the gear set.
Intemal Leak: Loss of fluid pressure in a hydraulic Circuit.
Land (Valve Land): The larger diameters of a spool valve that contact the valve bore or bushing.
Line Pressure: The main fluid pressure in a hydraulic system created by the pump and pressure regulator valve.
Manual Valve: A spool valve that distributes fluid to various hydraulic circuits and is mechanically linked to the
gear selector lever.
Orfice: A restricting device (usually a hole in the spacer pate) for controlling pressure build up into another circuit.
Overdrive: An operating condition in the gear set allowing output speed to be higher than input speed and output
torque to be lower than input torque.
Overrunning: The function of a one-way mechanical clutch that allows the clutch to freewheel during certain
operating conditions of the transmission.
Pinion Gear: A small toothed gear that meshes with a larger gear.
Planet Pinion Gears: Pinion gears (housed in a carrier) that are in constant mesh with a circumferential intemal gear
and centralized sun gear.
Planetary Gear Set: An assembly of gears that consists of an intemal gear, planet pinion gears with a carrier, and a
sun gear.
Powertrain Control Module (PCM): An electronic device that manages most of the electrical Systems throughout the vehicle.
Pressure: A measurable forc that is exerted on an area and expressed as kilopascals (kPa) or pounds per square inch
(psi).
Pulse Width Modulated (PWM): An electronic signal that continuously eyeles the ON and OFF time of a device
(such as a solenoid) while varying the amount of ON time.
Race (Inner or Outer): A highly polished Steel surface that contacts bearings or sprag or roller elements.
Reduction (Gear Reduction): An operating condition in the gear set allowing output speed to be lower than input
speed and output torque to be higher than input torque.
Residual Fluid Pressure: Excess pressure contained within an area after the supply pressure has been terminated.
Roller Clutch: A mechanical clutch (holding device) consisting of roller bearings assembled between inner and outer
races.
Servo: A spring loaded device consisting of a pistn in a bore that is operated (stroked) by hydraulic pressure to apply
or release a band.
Solenoid Valve: An electronic device used to control transmission shift pattems or reglate fluid pressure.
Spool Valve: A cylindrical hydraulic control device having a variety of land and valley diameters, used to control
fluid flow.
Sprag Clutch: A mechanical clutch (holding device) consisting of figure eight like elements assembled between
inner and outer races.
Throttle Position: The travel of the throttle pate that is expressed in percentages and measured by the throttle
position (TP) sensor.
Torque: A measurable twisting forc expressed in terms of Newton- meters (N*m), pounds feet (lbs ft) or pounds
inches (lbs in).
Torque Converter: A component of an automatic transmission, (attached to the engine flywheel) that transfers
torque frorn the engine to the transmission through a fluid coupling.
Variable Capacity Pump: The device that provides fluid for operating the hydraulic circuits in the transmission.
The amount of fluid supplied vares depending on vehicle operating conditions.

126
ABBREVIATIONS
AC - Altemating Current
A/C - Air Conditioning
ACC or ACCUM - Accumulator
AFL - Actuator Feed Limit
ALDL - Assembly Line Diagnostic Link
AMP - Amperage
ASM - Assembly
AT - Automatic Transmission
C - Degrees Celsius CC - Converter Clutch CL - Clutch CONT - Control CONV - Converter
DC - Direct Current
D.C. - Duty Cycle
DLC - Diagnostic Link Connector
DRAC - Digital Ratio Adaptor Converter
DTC - Diagnostic Trouble Code
D2 - Drive 2 (circuit)
D3 - Drive 3 (circuit)
D4 - Drive 4 (circuit)
D432 - Drive 432 (circuit)
ECM - Electronic Control Module ECT - Engine Coolant Temperature EX - Exhaust
F - Degrees Fahrenheit FD - Feed FWD - Forward
Hz - Hertz
ISS - Input Speed Sensor
KM/H - Kilometers per Hour kPa - KiloPascals
MAP - Manifold Absolute Pressure MPH - Miles per Hour
N - Neutral NC - Normally Closed N m - Newton Meters NO - Normally Open
ORF - Orificed
ORUN - Overrun
OSS - Output Speed Sensor
P - Park
PCM - Powertrain Control Module PC - Pressure Control (solenoid)
PR - Park Reverse (circuit)
PRESS REG - Pressure Regulator PSI - Pounds per Square Inch PWM - Pulse Width Modulated
R - Reverse
REV - Reverse
RPM - Revolutions per Minute
SEL - Selective SIG - Signal SOL - Solenoid SS - Shift Solenoid
TCC - Torque Converter Clutch TFP - Transmission Fluid Pressure TFT - Transmission Fluid Temperature TP -
Throttle Position (sensor)
TRANS - Transmission or Transaxle
V - Volts
VSS - Vehicle Speed Sensor
2WD - 2 Wheel Drive 4WD - 4 Wheel Drive

127
 INDEX
A
Abbreviations ................................................................................ 116
Accumulators .............................................................................. 32-33
forward clutch accumulator .............................................................. 32
1- 2 accumulator ............................................................... 32
3-4 accumulator ................................................................................ 33
2- 4 servo used as accumulator......................................... 33
Accumulator Valve .......................................................................... 30
Actuator Feed Limit Valve ............................................................... 30
Apply Components ...................................................................... 15-23
forward clutch ................................................................................. 19
forward sprag clutch ......................................................................... 21
low and reverse clutch ...................................................................... 23
low and reverse roller clutch ............................................................ 22
overrun clutch.................................................................................. 18
reverse input clutch ......................................................................... 17
servo assembly and 2-4 band........................................................... 16
3- 4 clutch ........................................................................ 20
B
Ball Check Valves Location and Function .................................. 34-35
Band Assembly (2-4) ...................................................................... 16
Basic Specifications ...................................................................... 112
Boost Valve ...................................................................................... 29
Bushing and Bearing Locations........................................................ 99
C
Case and Associated Parts ....................................................... 102-104
Clutch (3-4) ..................................................................................... 20
Color Legend ............................................................................. 10A-B
Complete Hydraulic Circuits ....................................................... 73-98
park ............................................................................................. 74-75
reverse ......................................................................................... 76-77
neutral.......................................................................................... 78-79
overdrive range - first gear .......................................................... 80-81
overdrive range - second gear...................................................... 82-83
overdrive range - third gear ......................................................... 84-85
overdrive range - fourth gear (TCC applied) ............................... 86-87
overdrive range - 4-3 downshift .................................................. 88-89
overdrive range - 3-2 downshift .................................................. 90-91
manual third - third gear .............................................................. 92-93
manual second - second gear ....................................................... 94-95
manual first - first gear ................................................................ 96-97
lubrication points .............................................................................. 98
Conten s, Table of ............................................................................. 2
Control Valve Body Assembly ................................................ 106-107
Cross Sectional Views .................................................................. 8-8A
D
Downshift Control Solenoid (3-2) ............................................ 30, 41
E
Electrical Components ................................................................ 36-44
component locations ........................................................................ 36
fail safe mode ................................................................................... 36
automatic transmission fluid pressure manual valve position switch 37
vehicle speed sensor ......................................................................... 38
transmission fluid temperatura sensor .............................................. 38
torque converter clutch solenoid valve ............................................. 39
shift solenoid valves ......................................................................... 40
3-2 downshift control solenoid valve ............................................... 41
pressure control solenoid valve ........................................................ 42
TCC PWM solenoid valve ............................................................... 43
components extemal to the transmission .......................................... 44

128
Explanation of Gear Ranges ............................................................... 9
F
Fail Safe Mode ................................................................................. 36
First Gear (overdrive) ..................................................... 54-55, 80-81
Forward Clutch................................................................................ 19
Forward Sprag Clutch ...................................................................... 21
G
General Description............................................................................ 9
Glossary Of Technical Terms .................................................. 114-115
H
How To Use This Book ................................................................... 4-5
Hydra-matic Product Designation System ..................................... 113
Hydraulic Control Components ................................................... 26-35
location of major components .......................................................... 26
oil pump assembly .......................................................... 27
pressure regulation ........................................................................... 28
valves located in the oil pump assembly .......................................... 29
valves located in the control valve body...................................... 30-31
accumulators ............................................................................... 32-33
ball check valves location and function ....................................... 34-35
I
Illustrated Parts List ................................................................ 101-111
case and associated parts ......................................................... 102-104
oil pump assembly ........................................................................ 105
control valve body assembly ................................................... 106-107
internal components ................................................................ 108-110
parking pawl and actuator assembly .............................................. 111
Introduction ........................................................................................ 3
L
Low and Reverse Clutch .................................................................. 23
Low and Reverse Roller Clutch ....................................................... 22
Lubrication Points ........................................................................... 98
M
Major Mechanical Components ..................................................... 10
Manual First - First Gear ................................................ 70-71, 96-97
Manual Second - Second Gear ....................................... 68-69, 94-95
Manual Third - Third Gear ............................................. 66-67, 92-93
Manual Valve ................................................................................... 30
N
Neutral .............................................................................. 52-53,78-79

129
 INDEX
O
Oil Pump Assembly .................................................................27, 105
Operating Conditions - Range Reference Chart ................................72
Overdrive Range - First Gear ......................................... 54-55, 80-81
Overdrive Range - Fourth Gear (TCC Released) ....................... 60-61
Overdrive Range - Fourth Gear (TCC Applied) ............. 62-63, 86-87
Overdrive Range - Second Gear .......................................56-57, 82-83
Overdrive Range - Third Gear..........................................58-59, 84-85
Overdrive Range - 4-3 Downshift ......................................... 64, 88-89
Overdrive Range - 3-2 Downshift ......................................... 65, 90-91
Overrun Clutch ................................................................................. 18
P
Park ..................................................................................48-49, 74-75
Parking Pawl and Actuator Assembly ............................................ 111
Planetary Gear Sets ..................................................................... 24-25
description ...................................................................................... 24A
reduction ........................................................................................ 24A
direct drive ..................................................................................... 24B
overdrive ........................................................................................ 24B
reverse direction of rotation ........................................................... 24B
Power Flow ................................................................................. 45-72
mechanical powerflow from TCC ........................................... 46-46A
common hydraulic functions .....................................................46B-47
park ............................................................................................. 48-49
reverse ......................................................................................... 50-51
neutral ......................................................................................... 52-53
overdrive range - first gear .......................................................... 54-55
overdrive range - second gear ..................................................... 56-57
overdrive range - third gear ......................................................... 58-59
overdrive range - fourth gear ....................................................... 60-61
overdrive fourth, TCC released to applied ............................... 62-62A
overdrive fourth, TCC applied to released ................................ 62B-63
overdrive range - 4-3 downshift .............................................. 64-64A
overdrive range - 3-2 downshift ................................................64B-65
manual third - third gear .............................................................. 66-67
manual second - second gear ....................................................... 68-69
manual first - first gear ................................................................ 70-71
Preface ............................................................................................... 1
Pressure Control Solenoid Valve..............................................30, 42
Pressure Regulation ...........................................................................28
Pressure Regulator Valve ..................................................................29
Principles of Operation............................................................... 9A-44
major mechanical components ......................................................... 10
color legend ............................................................................... 10A-B
range reference chart ........................................................................ 11
torque converter .......................................................................... 12-14
apply components ....................................................................... 15-23
planetary gear sets ....................................................................... 24-25
hydraulic control components ..................................................... 26-35
electrical components .................................................................. 36-44
R
Range Reference Charts ........................................................... 11, 72
Reverse ............................................................................50-51, 76-77
Reverse Input Clutch ........................................................................ 17
S
Seal Locations .............................................................................. 100
Servo Assembly .............................................................................. 16
Shift Solenoid Valves ....................................................................... 40
Stator Assembly .............................................................................. 13

130
T
Table of Contents .............................................................................. 2
Torque Converter Clutch Solenoid ................................................... 39
TCC PWM Solenoid Valve ...................................................... 30, 43
Regulated Apply Valve .................................................................... 30
Torque Converter Clutch Apply Valve ............................................ 29
TFP Manual Valve Position Switch ................................................. 37
Third Gear (overdrive) ................................................ 58-59, 84-85
Torque Converter Clutch ............................................................. 12-14
converter pump and turbine............................................................. 12
pressure plate................................................................................... 12
stator assembly ................................................................................ 13
torque converter apply and release .................................................. 14
Torque Converter Clutch Applied ................................ 62B-63, 86-87
Torque Converter Clutch Released ......................................... 62-62A
TFT sensor ....................................................................................... 38
Transmission Adapt Function .......................................................... 42
U
Understanding The Graphics ........................................................ 6-8A
V
Valves Located In The Control Valve Body ............................... 30-31
3-4 shift valve ................................................................................... 30
3-2 downshift valve .......................................................................... 30
reverse abuse valve .......................................................................... 30
3-2 control solenoid valve ................................................................ 30
3-2 control valve .............................................................................. 30
manual valve .................................................................................... 30
pressure control solenoid valve ........................................................ 30
actuator feed limit valve ................................................................... 30
TCC PWM solenoid valve ............................................................... 30
regulated apply valve and isolator valve .......................................... 30
3-4 relay valve and 4-3 sequence valve ............................................ 30
accumulator valve ............................................................................ 30
2-3 shift solenoid valve .................................................................... 30
2-3 shift valve and 2-3 shuttle valve................................................. 30
1-2 shift solenoid valve .................................................................... 31
1-2 shift valve ................................................................................... 31
forward abuse valve ......................................................................... 31
low overrun valve ............................................................................. 31
forward clutch accumulator .............................................................. 31
Valves Located In The Oil Pump Assembly .................................... 29
pressure regulator valve ................................................................... 29
boost valve ....................................................................................... 29
torque converter clutch apply valve ................................................. 29
pressure relief ball ............................................................................ 29
torque converter clutch solenoid ...................................................... 29
retainer and checkball assemblies .................................................... 29
orifice cup plugs ............................................................................... 29
Vehicle Speed Sensor ....................................................................... 38

131