4L60E TechGuide PDF

HYDRA-MATIC
4L60-E
CONTENTS
INTRODUCTION ..................................................................................... 3
HOW TO USE THIS BOOK ...................................................................... 4
UNDERSTANDING THE GRAPHICS ....................................................... 6
TRANSMISSION CUTAWAY VIEW (FOLDOUT) ....................................... 8
GENERAL DESCRIPTION ....................................................................... 9
PRINCIPLES OF OPERATION ............................................................... 9A
MAJOR MECHANICAL COMPONENTS (FOLDOUT) ...................... 10
RANGE REFERENCE CHART ......................................................... 11
TORQUE CONVERTER .................................................................. 12
APPLY COMPONENTS ................................................................. 15
PLANETARY GEAR SETS ............................................................. 24
HYDRAULIC CONTROL COMPONENTS ........................................ 26
ELECTRICAL COMPONENTS ........................................................ 36
POWER FLOW ...................................................................................... 45
COMPLETE HYDRAULIC CIRCUITS ..................................................... 73
LUBRICATION POINTS ......................................................................... 98
BUSHING AND BEARING LOCATIONS ................................................. 99
SEAL LOCATIONS .............................................................................. 100
ILLUSTRATED PARTS LIST ................................................................ 101
BASIC SPECIFICATIONS .................................................................... 112
PRODUCT DESIGNATION SYSTEM ................................................... 113
GLOSSARY ........................................................................................ 114
ABBREVIATIONS ............................................................................... 116
INDEX ................................................................................................ 117
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 principles, technical terms used herein are specific to the
transmission industry. However, words commonly associated with the
specific transaxle or transmission function have been defined in a Glossary
rather than within the text of this book.
The Hydra-matic 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 specific 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 includes all
text, illustrations, tables and charts.
INTRODUCTION
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 Principles
of Operation, exacting explanations of the major
components and their functions are presented. In
every situation possible, text describes component
operation during the apply and release cycle as well
as situations where it has no effect at all. The
descriptive text is then supported by numerous
graphic illustrations to further emphasize the
operational theories presented.
The second major section entitled Power Flow,
blends the information presented in the Principles
of Operation section into the complete transmission
assembly. The transfer of torque from the engine
through the transmission is graphically displayed on
a full page while a narrative description is provided
on a facing half page. The opposite side of the half
page contains the narrative description of the
hydraulic fluid as it applies components or shifts

valves in the system. Facing this partial page is a
hydraulic schematic that shows the position of valves,
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 inclusion
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 staff 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.
HOW TO USE THIS BOOK

First time users of this book may find the page layout
a little unusual or perhaps confusing. However, with
a minimal amount of exposure to this format its
usefulness becomes more obvious. If you are
unfamiliar with this publication, the following
guidelines are helpful in understanding the functional
intent for the various page layouts:
Read the following section, Understanding the

Graphics to know how the graphic illustrations
are used, particularly as they relate to the
mechanical power flow and hydraulic controls
(see Understanding the Graphics page 6).
Unfold the cutaway illustration of the Hydramatic 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 Principles of Operation section (beginning on

page 9A) presents information regarding the major
apply components and hydraulic control
components used in this transmission. This section
describes how specific components work and
interfaces with the sections that follow.
The Power Flow section (beginning on page 45)

presents the mechanical and hydraulic functions
corresponding to specific gear ranges. This section
builds on the information presented in the
Principles of Operation section by showing
specific fluid circuits that enable the mechanical

components to operate. The mechanical power
flow is graphically displayed on a full size page
and 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 partial 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.
HOW TO USE THIS BOOK

RANGE REFERENCE CHART
RK g
PA nnin
u
eR
gin
En
3-4
CLUTCH
INPUT
PLANETARY
GEARSET
LO AND
REVERSE
CLUTCH
LO ROLLER
CLUTCH
ASSEMBLY
REACTION
PLANETARY
GEARSET
1
POWER FROM
TORQUE
CONVERTER
(1)
OUTPUT
SHAFT
2
POWERFLOW
TERMINATED
NO POWER
TRANSMITTED TO
OUTPUT SHAFT
(687)
LO & REVERSE
CLUTCH
APPLIED
PARK
(Engine Running)
TORQUE
CONVERTER
ASSEMBLY
su p tra m
Press pumto the hen pumand
ulaterding ts. Wthe de m
accoiremeneds fluid fro
requut excesure, lator
outp e presre regu
of linpressu
the
LOW AND REVERSE

CLUTCH ASSEMBLY
#9
APPLY
COOLER
#10
FORWARD
SPRAG CL
ASSEMBLY
FORWARD
CLUTCH
k (P
Par
the oil
r in the
leve from ing:
ctor re llow
sele essu e fo gthe line pr to th ): Re
Withsition, rected lve(218sure)
po p is di lator Vae pres
ion
(lin
m
gu
pu re Re outputnsmissp
(Engine Running)
OVERRUN
CLUTCH
LO/REV
PR
LUBE
1c
COOLER
PR
LINE
PR
EX
EX
REVERSE
D2
LO
D3
D4
RELEASE
PR
REGULATED APPLY
FILTER
(49)
AFL
EX
D4
LO
AFL
EX
ON
EX
2-3 SHUTTLE
EX
EX
AFL
D2
2ND
D3
29
2-3 SHIFT VALVE
3-4 ACC
SERVO FD
IT
Figure 39
AFL (To 3-2 Control Solenoid)
28
EX
TORQUE SIG
OVERRUN
EX
1-2 SIGNAL
D4-3-2
AFL
3-4 SIGNAL
EX
EX
EX
EX
TORQUE SIGNAL
CU
D3
3-4 SHIFT VALVE
EX
4TH SIG
3-4 SIG
LINE
PRESSURE
CONTROL
SOLENOID
VALVE
FILTER (50)
AFL
ACTUATOR FEED LIMIT
1-2 SHIFT
SOLENOID
VALVE
N.O.
EX
26
42
PARKING LOCK
ACTUATOR
ASSEMBLY
(85)
32
HY
DR
PA AUL
GE IC
68 CIR
TE
25
1-2 SIGNAL
1-2 SHIFT VALVE
2-3 SIGNAL
2-3 SHIFT
SOLENOID
VALVE
N.O.
ON
EX
27
AFL
AFL
LE
EX
COOLER
APPLY
PRESS REG
CONV FD
LINE
BOOST VALVE
PR
LO/REVERSE
23
LO OVERRUN
LO/1ST
EX
1b
TORQUE SIGNAL
SUCTION
CONVERTER CLUTCH VALVE
DECREASE
D3
REVERSE INPUT
INSIDE
DETENT
LEVER
(88)
ISOLATOR
SPEED
SENSOR
PR
CC SIGNAL
MP
PARKING BRAKE
PAWL (81)
ENGAGED
TEMP
SENSOR
LO-N.O.
D3-N.C.
REV INPUT
OFF
LINE
LINE
PARKING
PAWL
LO
D2-N.C.
REV-N.O.
10
PARKING LOCK
ACTUATOR ASSEMBLY
D4
2ND
CO
CONTROL VALVE
ASSEMBLY
D4
D4-N.O.
TCC
SOLENOID
N.O.
MANUAL
SHAFT
FWD CL FEED
D2
TFP
SWITCH
ASSEMBLY
INSIDE
DETENT LEVER
EX
EX
D3
1a
PR
REGULATED APPLY
PUMP
ASSEMBLY
EX
EX
BOTTOM
PAN
(SUMP)
PARKING PAWL
RETURN SPRING
(80)
TURBINE
SHAFT
FORWARD CLUTCH
ACCUMULATOR
EX
FILTER
REG APPLY
MANUAL
SHAFT
(84)
2-4
BAND
ASSEMBLY
EX
STATOR
ROLLER
CLUTCH
LINE
PRESSURE
TAP
FILTER
(232)
SPEED SENSOR
ROTOR
(699)
TORQUE
CONVERTER
ASSEMBLY
REACTION
INTERNAL
GEAR
(684)
HELD
OIL
PUMP
ROTOR
(212)
R N D 3 2 1
MANUAL VALVE
LINE
PUMP
ASSEMBLY
OUTPUT
SHAFT
(687)
HELD
AIR
BLEED
TRANSMISSION
CASE
(8)
PUMP
ASSEMBLY
(4)
COOLER
EX
LINE
EX
TORQUE
CONVERTER
ASSEMBLY
(1)
LINE
AIR
BLEED
PRESSURE
RELIEF
VALVE
INPUT HOUSING
& SHAFT ASSEMBLY
(621)
LO/REVERSE
INPUT CLUTCH
HOUSING
REVERSE
INPUT CLUTCH
HYDRA-MATIC 4L60-E
CASE
ASSEMBLY
PARK
RELEASE
HALF PAGE TEXT FOR EASY

REFERENCE TO BOTH PAGES
LARGE CUTAWAY VIEW

OF TRANSMISSION
(FOLDOUT)
Figure 40
43
42
PAGE NUMBER
FOR REFERENCE TO
FLUID FLOW SCHEMATIC

(FOLDOUT)
FLUID FLOW THROUGH

COMPONENTS (FOLDOUT)
RK g
PA nnin
u
eR
gin
En
13
32
22
24 24
33
43
36
33
33
37
36
17
35
14
43
FORWARD
CLUTCH
ACCUMULATOR
BORE
D4
D4
2ND
34
31
33
43
25
48
24 38
24
- NON-FUNCTIONAL HOLES
HAVE BEEN REMOVED FROM
COMPONENT DRAWINGS TO
TO SIMPLIFY TRACING FLUID
FLOW.
10
24
23
9
35
INDICATES BOLT HOLES
42
14
35/39
10
47
33
- EXHAUST FLUID NOT SHOWN
20
17
20
17
9
25
9
25
11
25
11
20
21
21
21
3
9
25
33
32
36
28
26
26
9
20
21
24
37
44
48
20
25
11
3
25
NOTE:
14
13
31
31
20
20
11
25
27
24
32
28
26
CASE (103)
(2-4 Servo Bore)
42
47
41
38
12
9
22
24
22
35
24
24
25
25
PR
PR
47
#12
14
12
43
41
24
34
29
34
10
39
39
17
18
27
30
10
24
24
31
43
26
34
41
41
17
17
42
44
12
38 41
34 13
22
30
13
34
18
17
34
18
15
11
10
12
29
9
29
14
22
27
31
48
26
47
18
17
38
16
29
15
9
24
38
43
29
42
12
44
34
35
28
15
40
42
44
41
24
41
38
29
14
12
17
17
41
18
13
24
31
25
48
41
14
18
12
38
15
34
34
25 25
25
24
43
12
14
12
CONTROL VALVE BODY (60)

(Case Side)
12
17
18
18
34
18
29
9
27
30
34
34
12
38
16
29
15
27
30
25
D2
D3
38e
34b
34a
CASE (8)
PR
FILTERED AFL
D4
2ND
D2
LO/REVERSE
LO
41d
41c
ACCUMULATOR
D4-3-2
LO/1ST
PR
EX
EX
LO
41b
18a
20d
LO
D2
LO
3-4 ACCUMULATOR
D4
ACCUM
ORF ACC
20e
20c
21
21a
D2
AFL
D4
EX
D4
EX
O EX
EX
D4
PR
LO/REV
EX
LINE
LO
D2
D4
D3
EX
D3
41a
D4
17a
15b
17b
15c
17c
12a
18b
16
16
18
25e
25d
25b
18
2ND CL
2ND
24m
24k
25
25
EX
D4-3-2
D2
EX
EX
EX
OVERRUN
3-4 ACC
SERVO FD
2ND
D3
EX
REVERSE INPUT
REVERSE
EX
2ND
2ND
2ND CL
OVERRUN CL FD
35c
35d
2ND CL
35e
36a
24g
25a
24h
39
36
36
21
ORIFICED ACCUM
9f
17f
11a
17g
TORQUE SIGNAL
D3
EX
EX
EX
EX
AFL
EX
EX
EX
EX
D3
D4
9d
31a
35a
33a
10
9c
33c
EX
EX
31b
37a
9p
9b
26a
9e
9a
AFL
EX
EX
D3
D3
3-4 CL
2ND CL
LINE
AFL
25f
34f
29e
34c
34d
34e
26b
31c
TORQUE SIGNAL
4TH SIGNAL
4TH
2ND CLUTCH
DECREASE
EX
3RD ACCUMULATOR
OVERRUN
LUBE
3-4 SIGNAL
12
38
15
#3
47
17
42
17
34
40
43
18
47
21a
(50)
24
42
43 28 29 29 16
9d/10
23
22
17
43
47
9b
38
41
29 29
47
29
11
39
2ND CL
OVERRUN CLUTCH
CASE (8)
REVERSE INPUT
PRESS REG
EX
4TH
RELEASE
APPLY
OVERRUN CLUTCH
REGULATED APPLY
OVERRUN
38
29
16
29
44
(11)
41
13
47
11
28
#7/(40)
13
24
34
#2
UT
CH
RELEASE
OVERRUN CLUTCH
3-4 CLUTCH
CL
35b
3RD ACCUM
CONV FD
LINE
3b
15
29
#4
20e/21
20d/21
10
34
38
25
47
24
24
15
20c
18
25g
9c
22
24
47
35
27
31
35
SPACER PLATE (48)

(Case/Control Valve Body)
12
2ND CLUTCH
BOOST VALVE
EX
SUCTION
REVERSE INPUT
20
20
30 27
47
#5
47
17 17
33
17
11
47
(49)
9f
#6
11
47
32
24
34
29
9k/10
35b 35c/39
35e/36
31
17f
20a 20b
17g
30
25
30
10b/23
31
33
31
(38)
SUCTION
APPLY
OVERRUN CLUTCH
FORWARD CLUTCH FEED
CONV FD
LUBE
33b
32a
25e
25d
SI
35d/36
20
33a
24
10a
CU
13a
9g
37
43 43
#8
47
24c
38e/39
25
28
47
3 48
47
26
11
48
36
10c/22
25
COOLER
24f 24e
31a
11
25
47
14b
24a
16 3
43
26
47
23
27
42b
12e
9h
22a
28
REGULATED APPLY
CASE (8)
11 29
47 9
14c
12d 14a
26
43c/44
21
11a
9e
9a
12c
21
CASE (103)
(Control Valve Body Side)
43
3-
32
44
40
PR
31b
11b
21
47
D2
D4
2ND
68
VALVE BODY (60)

GASKET (52)
SPACER PLATE (48)
GASKET (47)
LO
34e
3c
#1
25
12d
12b
FWD CL FEED
D2
ORIFICED D2
11
47
47
47
47
RU
PR
D3
18
CASE (103)
(Pump Cover Side)
10
25
17e
18a
17d
42a
44a
41d
24b
27a 24d
25f
26b
26a
2-4 SERVO BORE
D2
12e
D2
D3
TEMP
SENSOR
D4-N.O.
FORWARD CLUTCH FEED

2ND CLUTCH
REVERSE INPUT
OVERRUN
11
26
17c
41c
18c
13b
34c
36a
48a
17b/18
12c
18b
38d
28a
9p
D4
D2
20
34b
22
16a
15d
34d
35a
37a
48b
25
16
38
LO
D3-N.C.
25
9
VE
O
22
D2-N.C.
28
37
17
LO-N.O.
REV-N.O.
37
47
47
41a
19
TFP
SWITCH
ASSEMBLY
#12
28
32
33
43b/44
25b
TO
LOW AND
REVERSE
CLUTCH
33
9
16
#3
44
26
14b
38c
FORWARD
CLUTCH
ACCUMULATOR
20
#8
47
17
3-
REVERSE INPUT
#6
BOTTOM
PAN
(SUMP)
(75)
3
37
48
9
9
34a
17a/18
38c
14
29c
13
27c/29
27b/29
27d
30a
22b
24m/25
24g
16
24k/25
24h
7
5
31c
33c
43a
34f
33
38a
D3
#5
14
35
47
38b
REVERSE
18c
36
33
36
26
9
33
LINE
28a
REVERSE INPUT
47
47
32
PR
31
10
30b
25a
37
#7
(40)
4T
3a
REVERSE
47
24
27
23
14c
14a
EX
(237)
29 11 18
41b
12b
9m
9n
11c
#10
42b
LO/1ST
16
18 11 29
38a
3a
29b
29g/28
29a
15a
29e
12
47
24
33
29f/28
17
29d
47
14
10
35
34
15c/16
19
24
12
32
3c
15a
43c
LO OVERRUN
MANUAL VALVE
3RD ACCUM
3b
24c
24b
LO/REVERSE
48
PUMP COVER (215)

(Case Side)
9o
17
42
47
13
39
48
#2
22 10c
25
24e
24a
44a
48
37
16
REAR
LUBE
14
12
22
22
13
48
17
44
9
24
37
24f
24d
2ND
FWD CL FD
(39)
(10)
37
12a
12
15b/16
18
17
41
18
34
27
22
43
17d
ON
ACTUATOR FEED LIMIT
16
38b
12
38
28
12
29g 28
9k
29f
10
ORIFICED EX
EX
45
46
41
11
27
47
13b
R N D 3 2 1
16
(237)
PUMP COVER (215)

(Pump Body Side)
34
38
29
15
29
47
30
37
28
(237)
34
16
47
29
11
18
34
42a
FORWARD ABUSE
3RD ACCUMULATOR
ACTUATOR FEED LIMIT
;;
;
16
47
38
16
18
25
9g
FILTER
(49)
29
3
16
29
10a
1-2 SHIFT
SOLENOID
VALVE
N.O.
16
43
11
43
41
3
3
16
11
33b
29
23 10b
2ND
1-2 SIGNAL
EX
3-2 CONTROL
AFL
LINE
FORWARD CLUTCH FEED

FILTER
(72)
D4-3-2
REVERSE
REVERSE INPUT
ON
(10)
43
47
30
D4-3-2
9n
3-2
CONTROL
SOLENOID
VALVE
N.C.
9m
9h
OFF
25g
AFL
29c
2-3 SHIFT
SOLENOID
VALVE
N.O.
1-2 SHIFT VALVE
46
37
29
38d
ACTUATOR FEED LIMIT

2-3 SIGNAL
5
37
29
18
8
43
20b
43
16
5 8
37 29
18
(237)
38
12
17e
LO/1ST
ORIFICED EX
37
47
37
29
47
20a
D4
2ND
ACCUMULATOR
D2
1-2 SIGNAL
47
37
PUMP BODY (200)

(Pump Cover Side)
14
9o
15d
16a
18
2ND CLUTCH
3-4 CLUTCH
29b
REGULATED APPLY
SUCTION
CONVERTER & LUBE
MAINLINE
SOLENOID SIGNAL
ACCUMULATOR
ACTUATOR FEED LIMIT
TORQUE SIGNAL
REV ABUSE
3-2 SIGNAL
29a
#1
13a
3-4 SIGNAL
REV INPUT
EX
PR
LO/REVERSE
3-4 ACCUM
1-2 ACCUMULATOR
3-2 DOWNSHIFT
2ND CLUTCH
40
19
VALVE BODY (60)

3-4 ACCUMULATOR
#4
3-4 CL
EX
1-2 ACCUMULATOR COVER (57)
2-3 SHUTTLE
46
43
11
3-4 ACCUMULATOR
(238)
45
43
43
3-4 SHIFT VALVE
3-4 CLUTCH
OVERRUN CLUTCH
FLUID PRESSURES
1-2 SIGNAL
4TH SIGNAL
3-4 SIGNAL
1-2 SIGNAL
2ND
29d
LINE
D3
31
D4
13
27c 29
29
PRESSURE
CONTROL
SOLENOID
VALVE
2-3 SHIFT VALVE
3-4 SIGNAL
27b
TORQUE SIG
4-3 SEQUENCE VALVE
4TH
1-2 SIGNAL
3-4 ACCUM
FILTERED AFL
30a
27d
22a
FILTER
(50)
ACCUM VALVE
EX
OVERRUN CLUTCH FEED
16
24
ACCUMULATOR
4TH
22b
EX
(237)
EX
ISOLATOR
CC SIGNAL
3-4 ACCUM
OVERRUN CL
SERVO FD
3-4 RELAY
43a
32a
ORF EX
44
27a
EX
TCC
SOLENOID
(66)
N.O.
PUMP
ASSEMBLY
(4)
OFF
LINE
PRESSURE
TAP
(39)
EX
ACTUATOR FEED LIMIT
REG APPLY
LINE
SERVO FEED
2ND
4TH SIGNAL
11c
43b
AFL
30b
REG APPLY
(237)
EX
LINE
(238)
ACTUATOR FEED LIMIT
TORQUE SIGNAL
SERVO FEED
REGULATED APPLY
10
TCC PWM
SOLENOID
VALVE
N.C.
48b
COOLER
OIL
COOLER
PIPE
CONNECTOR
(10)
PRESSURE
RELIEF
VALVE
D3
LINE
48a
11b
FILTER
(232)
32
AFL
AIR
BLEED
(240)
EX
EX
3-4 CLUTCH
OVERRUN CLUTCH
SERVO FEED
CC SIGNAL
EX
2ND CLUTCH
2ND CLUTCH
#10
48
48
47
(232)
1
OVERRUN
FORWARD CLUTCH FEED
LUBE
REAR LUBE
OVERRUN CLUTCH
COOLER
REV INPUT
LUBE
43
(232)
3
4
43
EX
(240)
(240)
43
43
47
(240)
45
;;;;
;;;;;;;
;;;;
;;;;;;;
;;;;;;;
;;;
;;;
;;
;;;;;;;
;;
;;;;;;;
;
;;;;;;;
PRESSURE RELIEF
VALVE BORE
45
47
;;;;
;;;;;;;
;;;;
;;;;;;;
;;;;;;;;;
;;
;;
;;;;;;;;;
;;;;;;;;;
;;;;;;;
3
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of linpressu
the
#7
#9
3-4 CLUTCH
FORWARD CLUTCH FEED
LUBE
3RD ACCUM
11
Engine Running
EX
k (P
Par
the oil
r in the
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ctor re llow
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Withsition, rected lve(218sure)
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ut
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LOW AND REVERSE

CLUTCH ASSEMBLY
INPUT CLUTCH
HOUSING ASSEMBLY
REVERSE INPUT
CLUTCH ASSEMBLY
2ND & 4TH

SERVO
TORQUE
CONVERTER
ASSEMBLY
PARK
Engine Running
25
25
9
10
25
20
GASKET (47)
(Case/Spacer Plate)
D4
ORIFICED D2
2ND
GASKET (52)
(Spacer Plate/Control Valve Body)
Figure 64
Figure 65
FOLDOUT 69
HALF PAGE TEXT AND LEDGEND
COMPLETE ILLUSTRATED
PARTS LIST
Figure 1
UNDERSTANDING THE GRAPHICS

CASE
ASSEMBLY
(103)
CONVERTER
HOUSING
(102)
TORQUE
CONVERTER
(1)
3-4 ACCUMULATOR
PISTON
(44)
SPACER PLATE
GASKETS
(47 & 52)
SERVO
ASSEMBLY
(12-29)
TCC
SOLENOID
(66)
1-2 ACCUMULATOR
PISTON
(56)
SPACER
PLATE
(48)
CONTROL
VALVE
ASSEMBLY
(60)
FILTER
(72)
BOTTOM
PAN
(75)
Figure 2
The flow of transmission fluid starts in the bottom

pan and is drawn through the filter, 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 provide a better understanding of fluid flow in 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.
A two dimensional line drawing of the component

to indicate fluid passages and orifices.
A graphic schematic representation that displays

valves, checkballs, orifices and so forth, required
for the proper function of transmission in a specific
gear range. In the schematic drawings, fluid
circuits are represented by straight lines and
orifices are represented by indentations in a circuit.
All circuits are labeled and color coded to provide
reference points between the schematic drawing
and the two dimensional line drawing of the
components.
Figure 4 (page 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
operate the hydraulic control systems. A brief
description of how fluid pressures affect valve
operation is also provided.

2ND & 4TH
SERVO
TORQUE
CONVERTER
ASSEMBLY
REVERSE INPUT
CLUTCH ASSEMBLY
INPUT CLUTCH
HOUSING ASSEMBLY
LOW AND REVERSE

CLUTCH ASSEMBLY
VALVE BODY SIDE
EX
CASE (8)
ACCUMULATOR
3-4 ACCUMULATOR
D4
20d
ORF ACC
ACCUM
20e
21a
PR
D4-3-2
D2
AFL
D4
FILTERED AFL
D4
2ND
D2
LO/REVERSE
EX
14b
LO/1ST
CONTROL
VALVE BODY
ASSEMBLY (60)
D2
38c
EX
PR
LO/REV
PR
D2
D4
EX
O EX
EX
D4
EX
38b
38a
LO
LO
TEMP
SENSOR
PR
D4
2ND
D2
38e
PR
D3
34a
39
21
D4
ORIFICED D2
2ND
ORIFICED D2
41d
LO
41c
41b
41a
VALVE BODY (60)

GASKET (52)
SPACER PLATE (48)
GASKET (47)
LO
D4
2ND
12b
FWD CL FEED
D2
18a
D3
D4-N.O.
THREE DIMENSIONAL
D2
D3
D4
D3
LO
12d
12c
34b
LINE
EX
LO-N.O.
D3-N.C.
12e
PR
D2
D3
12a
17a
17b
18b
18
15c
17c
16
16
21
20c
EX
EX
LO
LO
D4
2ND CL
25e
25d
25b
25
15b
2ND
24m
24k
2ND CL
25a
24g
25
EX
D4-3-2
D2
EX
EX
EX
REVERSE
REVERSE INPUT
EX
EX
2ND
2ND
2ND CL
OVERRUN CL FD
35e
24h
36a
36
36
21
ORIFICED ACCUM
9f
17f
11a
17g
TORQUE SIGNAL
D3
EX
3-4 ACC
SERVO FD
2ND
D3
OVERRUN
AFL
EX
EX
EX
D3
D4
9d
33a
31a
10
33c
EX
EX
EX
EX
EX
EX
2ND CL
3-4 CL
35d
35c
39
35b
18
3-4 CLUTCH
35a
AFL
EX
D3
D3
LINE
OVERRUN
31b
37a
9c
9b
AFL
9e
9a
9p
26a
25f
34f
26b
31c
29e
34c
34e
34d
TORQUE SIGNAL
PRESS REG
BOOST VALVE
CONV FD
LINE
REVERSE INPUT
3-4 SIGNAL
OVERRUN CLUTCH
REGULATED APPLY
EX
SUCTION
4TH SIGNAL
4TH
DECREASE
RELEASE
EX
3RD ACCUMULATOR
OVERRUN
REVERSE INPUT
APPLY
OVERRUN CLUTCH
FORWARD CLUTCH FEED
CONV FD
2ND CLUTCH
CASE (8)
LUBE
LUBE
COOLER
OVERRUN CLUTCH
2ND CL
4TH
RELEASE
OVERRUN CLUTCH
3RD ACCUM
FORWARD CLUTCH FEED
23
14c
2ND CLUTCH
22
44
26
14a
SUCTION
LO/REVERSE
LO/1ST
FORWARD
CLUTCH
ACCUMULATOR
REV-N.O.
D2-N.C.
CASE SIDE
27
42b
EX
D4
D2
#12
17
43c
#3
2ND CLUTCH
REVERSE INPUT
OVERRUN
16
REGULATED APPLY
CASE (8)
#8
24c
24a
44a
20
TFP
SWITCH
ASSEMBLY
BOTTOM
PAN
(SUMP)
(75)
REVERSE INPUT
#6
24d
24b
REVERSE
#5
22 10c
25
24e
LO OVERRUN
18c
17d
ON
D3
REVERSE INPUT
42a
1-2 SHIFT
SOLENOID
VALVE
N.O.
FORWARD CLUTCH FEED
15a
FILTER
(72)
PR
REVERSE
LINE
28
24f
13b
1-2 SIGNAL
TWO DIMENSIONAL
10a
2ND
THREE DIMENSIONAL
3a
9k
3b
3c
9g
10
2ND
FWD CL FD
R N D 3 2 1
3RD ACCUM
12
29g 28
#2
29
23 10b
FILTER
(49)
ORIFICED EX
EX
MANUAL VALVE
28a
TWO DIMENSIONAL
GRAPHIC
SCHEMATIC
REPRESENTATION
1-2 ACCUMULATOR
COVER
(57)
OIL PUMP
ASSEMBLY
(4)
CASE
ASSEMBLY
(103)
THREE DIMENSIONAL
THREE DIMENSIONAL
PUMP COVER
CASE SIDE
THREE DIMENSIONAL
SUCTION
CONVERTER & LUBE
MAINLINE
SOLENOID SIGNAL
ACCUMULATOR
ACTUATOR FEED LIMIT
TORQUE SIGNAL
LINE
28
2-3 SHIFT
SOLENOID
VALVE
N.O.
ON
ACTUATOR FEED LIMIT
D4-3-2
REGULATED APPLY
REVERSE
REVERSE INPUT
15d
LO/1ST
9n
29f
30
38d
ACTUATOR FEED LIMIT

2-3 SIGNAL
1-2 SIGNAL
FORWARD ABUSE
3RD ACCUMULATOR
ACTUATOR FEED LIMIT
AFL
17e
20b
EX
9o
D4
2ND
ACCUMULATOR
D2
1-2 SHIFT VALVE
3-2 CONTROL
33b
20a
2-3 SHUTTLE
ORIFICED EX
9m
9h
OFF
29b
3-2
CONTROL
SOLENOID
VALVE
N.C.
VALVE BODY (60)

3-4 ACCUMULATOR
3-2 SIGNAL
40
29c
25g
AFL
D4-3-2
3-4 CLUTCH
3-4 CLUTCH
FLUID PRESSURES
REV ABUSE
2ND CLUTCH
14
18
3-2 DOWNSHIFT
29a
#1
2ND CLUTCH
VALVE BODY
SPACER
PLATE
(48)
3-4 ACCUM
13a
3-4 SIGNAL
4TH SIGNAL
3-4 SIGNAL
1-2 SIGNAL
2ND
#4
3-4 CL
19
1-2 ACCUMULATOR
2-3 SHIFT VALVE
1-2 SIGNAL
3-4 SHIFT VALVE
EX
D4
D3
29d
REV INPUT
PRESSURE
CONTROL
SOLENOID
VALVE
16a
LINE
4-3 SEQUENCE VALVE
4TH
13
27c 29
TORQUE SIG
3-4 RELAY
EX
OVERRUN CLUTCH FEED
29
3-4 ACCUM
FILTERED AFL
31
ACCUM VALVE
CC SIGNAL
3-4 ACCUM
OVERRUN CL
SERVO FD
3-4 SIGNAL
1-2 SIGNAL
FILTER
(50)
PR
LO/REVERSE
3-4 ACCUMULATOR
ACCUMULATOR
4TH
22b
30a
27d
22a
ORF EX
44
43a
27b
OVERRUN CLUTCH
TCC
SOLENOID
(66)
N.O.
EX
(237)
EX
OFF
LINE
PRESSURE
TAP
(39)
EX
43b
32a
EX
PUMP
ASSEMBLY
(4)
27a
(237)
EX
EX
(238)
REG APPLY
LINE
SERVO FEED
2ND
4TH SIGNAL
30b
11c
6
LINE
OIL
COOLER
PIPE
CONNECTOR
(10)
COOLER
10
REG APPLY
11b
FILTER
(232)
EX
PRESSURE
RELIEF
VALVE
48b
ACTUATOR FEED LIMIT

ISOLATOR VALVE
REGULATED APPLY
TCC PWM
SOLENOID
VALVE
N.C.
48a
EX
AFL
AIR
BLEED
(240)
D3
LINE
32
AFL
9
ACTUATOR FEED LIMIT
TORQUE SIGNAL
SERVO FEED
LUBE
EX
#10
2ND CLUTCH
2ND CLUTCH
3-4 CLUTCH
OVERRUN CLUTCH
SERVO FEED
CC SIGNAL
24
APPLY
OVERRUN
FORWARD CLUTCH FEED
GASKET
(52)
REAR LUBE
COOLER
REV INPUT
LUBE
SPACER
PLATE
(48)
EX
OVERRUN CLUTCH
GASKET
(47)
#7
#9
LUBE
3RD ACCUM
11
3-4 CLUTCH
FORWARD CLUTCH FEED
EX
TWO DIMENSIONAL
TWO DIMENSIONAL
Figure 3
TWO DIMENSIONAL
FOLDOUT 7
FOLDOUT 7A

TYPICAL BUSHING AND VALVE
NOTE: NOT ALL VALVES ARE

USED WITH A BUSHING
BUSHING
SPRING
VALVE
BORE
PLUG
RESTRICTING
ORIFICE
VALVE
BODY
VALVE
BODY
SPACER
PLATE
RETAINING
PIN
BALL
CHECK
VALVE
SPRING
ASSIST
FLUID
SIGNAL
FLUID
APPLY
FLUID
APPLY FLUID SEATS

THE BALL CHECK VALVE
FORCING FLUID THROUGH
AN ORIFICE IN THE SPACER
PLATE, WHICH CREATES
A SLOWER APPLY.
SPACER
PLATE
SIGNAL
FLUID
SPRING
APPLY ASSIST
FLUID
FLUID
BUSHING
TO APPLY
COMPONENT
BUSHING
BORE
PLUG
SPACER
PLATE
SPRING
VALVE
EXHAUST FROM THE

APPLY COMPONENT
UNSEATS THE
BALL CHECK VALVE,
THEREFORE CREATING
A QUICK RELEASE.
RETAINING
PIN
EX
WITH SIGNAL FLUID PRESSURE
EQUAL TO OR LESS THAN
SPRING AND SPRING ASSIST
FLUID PRESSURE THE VALVE
REMAINS IN CLOSED POSITION.
EX
WITH SIGNAL FLUID PRESSURE
GREATER THAN SPRING AND
SPRING ASSIST FLUID PRESSURE
THE VALVE MOVES OVER.
Figure 4
FLUID PRESSURES
SUCTION
CONVERTER & LUBE
MAINLINE
SOLENOID SIGNAL
ACCUMULATOR
TORQUE SIGNAL
ACTUATOR FEED LIMIT
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.
Figure 5
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".
7B
HYDRA-MATIC 4L60-E
CASE
ASSEMBLY
TURBINE
SHAFT
REVERSE
INPUT CLUTCH
TORQUE
CONVERTER
ASSEMBLY
INPUT CLUTCH
HOUSING
STATOR
ROLLER
CLUTCH
OVERRUN
CLUTCH
PUMP
ASSEMBLY
FORWARD
CLUTCH
2-4
BAND
ASSEMBLY
FORWARD
SPRAG
CLUTCH
ASSEMBLY
INSIDE
DETENT LEVER
Figure 6
3-4
CLUTCH
MANUAL
SHAFT
INPUT
PLANETARY
GEARSET
CONTROL VALVE
ASSEMBLY
LOW AND
REVERSE
CLUTCH
LOW AND
REVERSE
ROLLER
CLUTCH
ASSEMBLY
PARKING LOCK
ACTUATOR ASSEMBLY
REACTION
PLANETARY
GEARSET
PARKING
PAWL
OUTPUT
SHAFT
SPEED
SENSOR
Figure 7
HYDRA-MATIC 4L60-E
CROSS SECTIONAL DRAWING
A cross sectional line drawing is typically the standard
method for illustrating either an individual mechanical
component or a complete transmision 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
8A
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 identification but it also enhances
the graphic and color continuity between sections.
GENERAL DESCRIPTION
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 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
maximum fuel efficiency without sacrificing vehicle
performance.
The four-element torque converter contains a pump, a

turbine, a pressure plate splined to the turbine, and a
stator assembly. The torque converter acts as a fluid
coupling to smoothly transmit power from the engine
to the transmission. It also hydraulically provides
additional torque multiplication when required. The
pressure plate, when applied, provides a mechanical
direct drive coupling of the engine to the transmission.
The 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 two planetary gear sets provide the four forward gear
ratios and reverse. Changing gear ratios 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 friction components used in this transmission

consist of five multiple disc clutches and one band.
The multiple disc clutches combine with two
mechanical components, one roller clutch and one sprag
clutch, to deliver five different gear ratios through the
gear sets. The gear sets then transfer torque through the
output shaft.
EXPLANATION OF GEAR RANGES
Figure 8
The transmission can be operated in any one of the

seven different positions shown on the shift quadrant
(Figure 8).
P Park position enables the engine to be started while
preventing the vehicle from rolling either forward or
backward. For safety reasons, the vehicles parking
brake should be used in addition to the transmission
Park position. Since the output shaft is mechanically
locked to the case through the parking pawl and reaction internal 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
operate without driving the vehicle. If necessary, this
position should be selected to restart the engine while
the vehicle is moving.
D Overdrive range should be used for all normal
driving conditions for maximum efficiency and fuel
economy. Overdrive range allows the transmission to
operate in each of the four forward gear ratios. Downshifts to a lower gear, or higher gear ratio are available
for safe passing by depressing the accelerator or by

manually selecting a lower gear with the shift selector.
The transmission should not be operated in Overdrive
towing a trailer or driving on hilly terrain. Under such
conditions that put an extra load on the engine, the
transmission should be driven in a lower manual gear
selection for maximum efficiency.
D Manual Third can be used for conditions where it
may be desirable to use only three gear ratios. These
conditions include towing a trailer 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 congested traffic and hilly terrain. It has the same starting
ratio (first gear) as Manual Third but prevents the transmission from shifting above second gear. Thus, Manual
Second can be used to retain second gear for acceleration and engine braking as desired. Manual Second
can be selected at any vehicle speed but will not downshift into second gear until the vehicle speed drops
below approximately 100 km/h (62 mph).
PRINCIPLES OF OPERATION
An automatic transmission is the mechanical
component of a vehicle that transfers power
(torque) from the engine to the wheels. It
accomplishes this task by providing a number
of forward gear ratios that automatically change
as the speed of the vehicle increases. The
reason for changing forward gear ratios is to
provide the performance and economy expected
from vehicles manufactured today. On the
performance end, a gear ratio that develops a
lot of torque (through torque multiplication) is
required in order to initially start a vehicle
moving. Once the vehicle is in motion, less
torque is required in order to maintain the
vehicle at a certain speed. When the vehicle
has reached a desired speed, economy becomes
the important factor and the transmission will
shift into overdrive. At this point output speed
is greater than input speed, and, input torque
is greater than output torque.
Another important function of the automatic
transmission is to allow the engine to be started
and run without transferring torque to the

wheels. This situation occurs whenever Park
(P) or Neutral (N) 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
operate the gear sets at a gear ratio consistent
with the drivers needs. The following pages
describe the theoretical operation of the
mechanical, hydraulic and electrical
components found in the Hydra-matic 4L60-E
transmission. When an understanding of these
operating principles has been attained, diagnosis
of these transmission systems is made easier.
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 maximum engine braking when descending steep grades.
FOLDOUT 9
9A
MAJOR MECHANICAL COMPONENTS

TORQUE
CONVERTER
ASSEMBLY
(1)
MAIN
CASE
(103)
PUMP
ASSEMBLY
(4)
SPLINED
TOGETHER
SPLINED
TOGETHER
FORWARD
SPRAG CLUTCH
INNER RACE
AND INPUT
FORWARD SPRAG SUN GEAR
ASSEMBLY
ASSEMBLY
(642)
(640)
SPLINED
TOGETHER
INPUT
INTERNAL
GEAR
(664)
INPUT CARRIER
ASSEMBLY
(662)
SPLINED
TOGETHER
INPUT HOUSING
& SHAFT ASSEMBLY
(621)
SPLINED
TOGETHER
SPLINED
TOGETHER
SPLINED TO
OUTPUT SHAFT
(687)
REVERSE INPUT
CLUTCH HOUSING
(605)
2-4 BAND
ASSEMBLY (602)
FORWARD CLUTCH
OUTER RACE
(644)
OVERRUN
CLUTCH HUB
(639)
SERVO
ASSEMBLY
SPLINED
TO TORQUE
CONVERTER TURBINE
LOCKS TOGETHER WITH

REACTION
SUN SHELL
(670)
MAIN
CASE
(103)
BAND
ANCHOR
PIN (41)
MAIN
CASE
(103)
LOW AND REVERSE

CLUTCH SUPPORT
ASSEMBLY
(679)
LOW AND REVERSE

ROLLER CLUTCH
RACE
(675)
REACTION
INTERNAL
GEAR
(684)
LOW AND REVERSE
CLUTCH PLATE
ASSEMBLY
(682)
SPLINED TO
REACTION
CARRIER
SHAFT
(666)
PARKING BRAKE
PAWL (81)
SPLINED
TOGETHER
PARKING LOCK
ACTUATOR
ASSEMBLY
(85)
REACTION
CARRIER
ASSEMBLY
(681)
LOCKS TOGETHER WITH

REVERSE INPUT
CLUTCH HOUSING
(605)
10
Figure 9
OUTPUT
SHAFT
(687)
SPLINED TO
INPUT
CARRIER
ASSEMBLY
(662)
MANUAL
SHAFT
(84)
LOW AND REVERSE

ROLLER CLUTCH
ASSEMBLY
(678)
SPEED SENSOR
ROTOR
(699)
PARKING PAWL
RETURN SPRING
(80)
REACTION
SUN SHELL
(670)
REACTION
SUN GEAR
(673)
REACTION
CARRIER
SHAFT
(666)
INSIDE
DETENT
LEVER
(88)
SPLINED TO
REACTION
CARRIER
ASSEMBLY
(681)
COLOR LEGEND
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 parts that are splined together, rotating at engine
speed, held stationary, and so forth. Color differentiation is
particularly helpful when using the Power Flow section for
understanding the transmission operation.
The color legend below provides the general guidelines that
were followed in assigning specific colors to the major
components. However, due to the complexity of this transmission,
some colors (such as grey) were used for artistic purposes rather
than based on the specific function or location of that component.
Components that are stationary.
Examples: Converter Housing (102), Main Case
(103), Oil Pump Assembly (4), Low and Reverse
Clutch Support (679), Extension Housing (31).
Components that rotate at engine speed.
Examples: Torque Converter Cover and Pump, and
the Oil Pump.
Components that rotate at turbine speed. Examples:
Converter Turbine, Pressure Plate, Turbine Shaft and
Input Housing Assembly (621).
Components that rotate at transmission output speed
and other components. Examples: Reaction Internal
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 Internal 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.
All seals
10A
COLOR LEGEND
APPLY COMPONENTS
The Range Reference Chart on page 11, provides another

valuable source of information for explaining the overall function
of the Hydra-matic 4L60-E transmission. This chart highlights
the major apply components that function in a selected gear
range, and the specific gear operation within that gear range.
Included as part of this chart is the same color reference to each
major component that was previously discussed. If a component
is active in a specific gear range, a word describing its activity
will be listed in the column below that component. The row
where the activity occurs corresponds to the appropriate
transmission range and gear operation.
An abbreviated version of this chart can also be found at the top
of the half page of text located in the Power Flow section. This
provides for a quick reference when reviewing the mechanical
power flow information contained in that section.
10B
COLOR LEGEND
COLOR LEGEND
APPLY 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 parts that are splined together, rotating at engine
speed, held stationary, and so forth. Color differentiation is
particularly helpful when using the Power Flow section for
understanding the transmission operation.
The Range Reference Chart on page 11, provides another

valuable source of information for explaining the overall function
of the Hydra-matic 4L60-E transmission. This chart highlights
the major apply components that function in a selected gear
range, and the specific gear operation within that gear range.
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.
Included as part of this chart is the same color reference to each

major component that was previously discussed. If a component
is active in a specific gear range, a word describing its activity
will be listed in the column below that component. The row
where the activity occurs corresponds to the appropriate
transmission range and gear operation.
An abbreviated version of this chart can also be found at the top
of the half page of text located in the Power Flow section. This
provides for a quick reference when reviewing the mechanical
power flow information contained in that section.
Components that are stationary.

Examples: Converter Housing (102), Main Case
(103), Oil Pump Assembly (4), Low and Reverse
Clutch Support (679), Extension Housing (31).
Components that rotate at engine speed.
Examples: Torque Converter Cover and Pump, and
the Oil Pump.
Components that rotate at turbine speed. Examples:
Converter Turbine, Pressure Plate, Turbine Shaft and
Input Housing Assembly (621).
Components that rotate at transmission output speed
and other components. Examples: Reaction Internal
Gear (684), Output Shaft (687), Speed Sensor Rotor
(699), Forward Sprag Assembly (642), and Low and
Reverse Roller Clutch Assembly (678).
SHIFT SOLENOID VALVES
Components such as the Stator in the Torque

Converter (1), the Reverse Input Clutch Housing
(605) and the Reaction Sun Shell (670).
RANGE
GEAR
1-2
PARK
*
ON
*
ON
*
REVERSE
Components such as the Reaction Carrier Assembly

(681) and the Input Internal Gear (664).
NEUTRAL
Components such as the Overrun Clutch Hub (639)

and the Forward Sprag Clutch Inner Race and Input
Sun Gear Assembly (640).
2-3
REVERSE
INPUT
CLUTCH
OVERRUN
CLUTCH
FORWARD
CLUTCH
FORWARD
SPRAG CL.
ASSEMBLY
3-4
CLUTCH
LO ROLLER
CLUTCH
ON
APPLIED
*
ON
*
ON
*
1st
ON
2nd
OFF
ON
3rd
OFF
OFF
4th
ON
OFF
LO/REV.
CLUTCH
APPLIED
APPLIED
ON
APPLIED
APPLIED
HOLDING
APPLIED
HOLDING
APPLIED
HOLDING
HOLDING
All bearings, bushings, gaskets and spacer plates.

3
All seals
***
1
***
*
**
***
10B
1st
ON
ON
2nd
OFF
ON
3rd
OFF
OFF
1st
10A
ON
2-4
BAND
ON
ON
2nd
OFF
ON
1st
ON
ON
2nd
OFF
ON
**
APPLIED
APPLIED
APPLIED
APPLIED
APPLIED
APPLIED
APPLIED
APPLIED
APPLIED
HOLDING
APPLIED
HOLDING
APPLIED
HOLDING
APPLIED
APPLIED
HOLDING
APPLIED
APPLIED
HOLDING
APPLIED
APPLIED
HOLDING
APPLIED
APPLIED
HOLDING
HOLDING
APPLIED
HOLDING
HOLDING
APPLIED
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.
Figure 10
11
TORQUE CONVERTER
THRUST
BEARING
ASSEMBLY
(F)
CONVERTER HOUSING
COVER ASSEMBLY
(A)
THRUST
BEARING
ASSEMBLY
(F)
DAMPER
ASSEMBLY
(C)
PRESSURE PLATE
ASSEMBLY
(B)
STATOR
ASSEMBLY
(E)
TURBINE
ASSEMBLY
(D)
CONVERTER PUMP
ASSEMBLY
(G)
TORQUE CONVERTER:
The torque converter (1) is the primary component for

transmittal of power between the engine and the
transmission. It is bolted to the engine flywheel (also known
as the flexplate) so that it will rotate at engine speed.
Some of the major functions of the torque converter are:
to provide for a smooth conversion 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 operate the transmission oil pump (4)
through the converter hub.
to provide a mechanical link, or direct drive, from the
engine to the transmission through the use of 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 plate assembly (B) splined to the turbine
assembly to enable direct mechanical drive when
appropriate.
A
G
CONVERTER
HUB
STATOR
SHAFT
(216)
TURBINE
SHAFT
CONVERTER PUMP ASSEMBLY AND TURBINE

ASSEMBLY
When the engine is running the converter pump assembly

acts as a centrifugal pump by picking up fluid at its center
and discharging it at its rim between the blades (see Figure
12). The force of this fluid then hits the turbine blades
and causes the turbine to rotate. As the engine and
converter pump increase in RPM, so does the turbine.
PRESSURE PLATE, DAMPER AND
CONVERTER HOUSING ASSEMBLIES
The pressure plate is splined to the turbine hub and applies

(engages) with the converter cover to provide a mechanical
coupling of the engine to the transmission. When the
pressure plate assembly is applied, the 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.
12
Torque converter failure

could cause loss of drive
and or loss of power.

To reduce torsional shock during the apply of the pressure plate to the
converter cover, a spring loaded damper assembly (D) is used. The
pressure plate is attached to the pivoting mechanism of the damper
assembly which allows the pressure plate to rotate independently of
the damper assembly up to approximately 45 degrees. During
engagement, the springs in the damper assembly cushion the pressure
plate engagement and also reduce irregular torque pulses from the
engine or road surface.
Figure 11
TORQUE CONVERTER
FLUID FLOW
STATOR
ASSEMBLY
(E)
TURBINE
ASSEMBLY
(D)
CONVERTER PUMP
ASSEMBLY
(G)
Figure 12
Stator roller clutch failure
roller clutch freewheels in both directions can

cause poor acceleration at low speed.
roller clutch locks up in both directions can

cause poor acceleration at high speed.
Overheated fluid.
STATOR ASSEMBLY
STATOR
STATOR HELD
FLUID FLOW REDIRECTED
CONVERTER
MULTIPLYING
FLUID FLOW
FROM TURBINE
CONVERTER AT
COUPLING SPEED
STATOR ROTATES
FREELY
The stator assembly is located between the

pump assembly and turbine assembly, and is
mounted on a one-way roller clutch. This oneway roller clutch allows the stator to rotate in
one direction and prevents (holds) the stator
from rotating in the other direction. The
function of the stator is to redirect fluid
returning from the turbine in order to assist the
engine in turning the converter pump assembly.
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 prevents the stator from rotating
in the same direction as the fluid flow, thereby
redirecting fluid to assist the engine in turning
the converter pump. In this mode, fluid leaving
the converter pump has more force to turn the
turbine assembly and multiply engine torque.
As vehicle speed increases and less torque is
required, centrifugal force acting on the fluid
changes the direction of the fluid leaving the
turbine such that it hits the back side of the
stator blades (converter at coupling speed).
When this occurs, the roller clutch overruns
and allows the stator to rotate freely. Fluid is
no longer being redirected to the converter
pump and engine torque is not being multiplied.
Figure 13
13
TORQUE CONVERTER
RELEASE
APPLY
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 plate at the end of the
turbine shaft. The pressure plate is forced away from
the converter cover and allows the torque converter
turbine to rotate at speeds other than engine speed.
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 plate assembly. Release fluid is then
routed out of the torque converter between the turbine
shaft and the stator shaft.
The release fluid then flows between the friction

element on the pressure plate and the converter cover
to enter the apply side of the torque converter. The
fluid then exits the torque converter through the apply
passage, which 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 harness or solenoid damaged

Converter clutch valve stuck or assembled backwards
Pump to case gasket mispositioned
Orifice 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 internal damage
Engine speed sensor internal damage
Apply fluid pressure forces the pressure plate 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 6263.
TORQUE
CONVERTER
ASSEMBLY
(1)
RELEASE
FLUID
TORQUE
CONVERTER
ASSEMBLY
(1)
APPLY
FLUID
TURBINE
SHAFT
(502)
TURBINE
SHAFT
(621)
APPLY
FLUID
APPLY
FLUID
RELEASE
FLUID
RELEASE
FLUID
PRESSURE
PLATE
PRESSURE
PLATE
TCC RELEASE
14
TCC APPLY
Figure 14
APPLY COMPONENTS
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.
CUTAWAY
VIEW
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 principles for this transmission.
MATING
OR
RELATED
COMPONENTS
BRIEF
DESCRIPTION
APPLY COMPONENTS
CUSHION
SPRING
(16)
RETAINING
RING
(29)
RETAINER SPRING
RING
RETAINER
(14)
(15)
APPLY COMPONENTS
2-4 BAND
ASSEMBLY
(602)
LUBE
WINDOW
REVERSE
INPUT
HOUSING
(605)
4TH APPLY
PISTON
(25)
INNER
SERVO PISTON
HOUSING
(20)
2ND APPLY
PISTON
(17)
25
24
23
22
20
17
16
105
15
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.
14
13
Reverse Input Clutch Applied
12
2-4 Band Applied Second Gear
side of the 2nd apply piston (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 piston. Therefore, the force
from 3rd accumulator fluid pressure, in
addition to servo return spring (12) force,
overcomes the force of 2nd clutch fluid
pressure. The 2nd apply piston then
moves the apply pin (13) away from the
2-4 band to release the band from the
2-4 Band Release and 3-4 Clutch
reverse input housing.
Accumulation
In Third gear, 3rd accumulator fluid is 3rd accumulator fluid is fed by 3-4 clutch
routed to the release side of the 2nd apply fluid which is used to apply the 3-4
piston. The surface area on the release clutch. The movement of the 2nd apply
To apply the 2-4 band in Second gear,
2nd clutch fluid is routed to the apply
side of the 2nd apply piston (17). 2nd
clutch fluid pressure moves the piston
against servo cushion (16) and servo
return (12) spring forces. These spring
forces help cushion the 2-4 band apply in
Second gear. The 2nd apply piston moves
the apply pin (13) to compress the band
around the reverse input housing.
#7
CHECKBALL
piston against 2nd clutch fluid pressure

acts as an accumulator to absorb initial 34 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 piston (25).
4th fluid pressure moves the 4th apply
piston (25) and apply pin (13) to apply
the band. The 4th apply piston moves
against the 4th apply spring (22) to help
cushion the band apply in Fourth gear.
#7
CHECKBALL
2ND
3RD
CLUTCH ACCUM
4TH
16
EX
2ND
3RD
CLUTCH ACCUM
EX
THIRD GEAR 2-4 SERVO RELEASED
609
610
611
SELECTIVE
BACKING
PLATE
(613)
RETAINING
RING
(614)
BELLEVILLE
PLATE
(611)
FIBER
PLATE
(612B)
STEEL
PLATE
(612A)
No reverse/slips in reverse could be caused by:
612A
612B
Porosity in the piston.

Excessive clutch plate travel.
Clutch plate retaining ring out of groove.
Return spring assembly retaining ring out of groove.
Belleville plate installed incorrectly.
613
614
4TH
FOURTH GEAR 2-4 SERVO APPLIED
Figure 16
FUNCTIONAL
DESACRIPTION
RETAINING
RING
(610)
4TH
2ND
3RD
CLUTCH ACCUM
EX
SECOND GEAR 2-4 SERVO APPLIED
SPRING
ASSEMBLY
(609)
LUBE
INPUT
#7
CHECKBALL
INNER
SEAL
(608)
PISTON
ASSEMBLY
(607)
With the clutch plates applied, the belleville

plate is compressed to cover the fluid bleed
hole and prevent fluid from exhausting. The
belleville plate also functions to assist spring
force 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.
607
Centrifugal force, resulting from th

reverse input housing rotating, force
residual fluid to the outside of the pisto
cavity. During the clutch release th
belleville plate moves away from th
fluid bleed hole. This allows residu
fluid at the outside of the piston housin
to exhaust through the bleed hole.
this fluid did not completely exhau
from behind the piston there could be
partial apply, or drag of the revers
input clutch plates.
To apply the reverse input clutch, reverse SHAFT

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 STATOR
to enter the housing behind the reverse input SHAFT
(214)
clutch piston (607). Any air in the reverse
input fluid circuit will exhaust through the
fluid bleed hole to prevent excess cushion
REVERSE
during the clutch apply. As fluid pressure
APPLY
increases, the piston compresses the steel,
FLUID
fiber and belleville (611) clutch plates
together until they are held against the reverse
input clutch backing plate (613). The backing
plate is splined to the housing and held in
place by the retaining ring (614).
28
OUTER
SEAL
(608)
REVERSE
INPUT
HOUSING
(605)
REVERSE INPUT CLUTCH
No upshift in 1st gear could

be caused by a worn or
damaged 2-4 band or if the
band anchor pin is not
engaged.
BAND
ANCHOR
PIN (41)
SERVO
APPLY
PIN
(13)
RETURN
SPRING
(12)
To release the reverse input clutch,

reverse input fluid exhausts from the
reverse input housing and back through
the stator shaft. Without fluid pressure,
force from the piston spring assembly
and belleville plate moves the reverse
input clutch piston away from the clutch
pack. This disengages the clutch plates
from the backing plate and disconnects
the reverse input housing from the input
housing assembly.
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.
APPLY PIN
SPRING
(22)
29
Reverse Input Clutch Release
SERVO ASSEMBLY AND

2-4 BAND
2-4 SERVO
COVER
(28)
CASE
(103)
Figure 17
17
DISASSEMBLED
VIEW
Figure 15
15
APPLY COMPONENTS
CUSHION
SPRING
(16)
RETAINING
RING
(29)
RETAINER SPRING
RETAINER
RING
(15)
(14)
2-4 BAND
ASSEMBLY
(602)
CASE
(103)
SERVO ASSEMBLY AND

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.
2-4 SERVO
COVER
(28)
APPLY PIN
SPRING
(22)
LUBE
WINDOW
4TH APPLY
PISTON
(25)
INNER
SERVO PISTON
HOUSING
(20)
2ND APPLY
PISTON
(17)
RETURN
SPRING
(12)
No upshift in 1st gear could

be caused by a worn or
damaged 2-4 band or if the
band anchor pin is not
engaged.
BAND
ANCHOR
PIN (41)
SERVO
APPLY
PIN
(13)
SOME
MODELS
29
28
25
24
23
22
20
17
16
105
15
14
13
12
2-4 Band Applied Second Gear
In Third gear, 3rd accumulator fluid is

routed to the release side of the 2nd apply
piston. The surface area on the release
#7
CHECKBALL
4TH
SECOND GEAR 2-4 SERVO APPLIED
16
EX
2ND
3RD
CLUTCH ACCUM
In Fourth gear, 4th fluid is routed through

the center of the apply pin and acts on the
apply side of the 4th apply piston (25).
4th fluid pressure moves the 4th apply
piston (25) and apply pin (13) to apply
the band. The 4th apply piston moves
against the 4th apply spring (22) to help
cushion the band apply in Fourth gear.
#7
CHECKBALL
2ND
3RD
CLUTCH ACCUM
2-4 Band Applied Fourth Gear
#7
CHECKBALL
EX
piston against 2nd clutch fluid pressure

acts as an accumulator to absorb initial 34 clutch apply fluid. This action helps
cushion the 3-4 clutch apply, as well as
release the 2-4 band.
4TH
THIRD GEAR 2-4 SERVO RELEASED
Figure 16
EX
2ND
3RD
CLUTCH ACCUM
2-4 Band Release and 3-4 Clutch

Accumulation
side of the 2nd apply piston (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 piston. Therefore, the force
from 3rd accumulator fluid pressure, in
addition to servo return spring (12) force,
overcomes the force of 2nd clutch fluid
pressure. The 2nd apply piston 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
To apply the 2-4 band in Second gear,

2nd clutch fluid is routed to the apply
side of the 2nd apply piston (17). 2nd
clutch fluid pressure moves the piston
against servo cushion (16) and servo
return (12) spring forces. These spring
forces help cushion the 2-4 band apply in
Second gear. The 2nd apply piston moves
the apply pin (13) to compress the band
around the reverse input housing.
4TH
FOURTH GEAR 2-4 SERVO APPLIED
APPLY COMPONENTS
Reverse Input Clutch Release
REVERSE
INPUT
HOUSING
(605)
To release the reverse input clutch,

reverse input fluid exhausts from the
reverse input housing and back through
the stator shaft. Without fluid pressure,
force from the piston spring assembly
and belleville plate moves the reverse
input clutch piston away from the clutch
pack. This disengages the clutch plates
from the backing plate and disconnects
the reverse input housing from the input
housing assembly.
REVERSE
INPUT
HOUSING
(605)
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.
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 piston (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 piston compresses the steel, fiber
and belleville (611) clutch plates together until
they are held against the reverse input clutch
backing plate (613). The backing plate is
splined to the housing and held in place by the
retaining ring (614).
610
611
SPRING
ASSEMBLY
(609)
RETAINING
RING
(610)
LUBE
INPUT
SHAFT
STATOR
SHAFT
(214)
SELECTIVE
BACKING
PLATE
(613)
REVERSE
APPLY
FLUID
RETAINING
RING
(614)
BELLEVILLE
PLATE
(611)
FIBER
PLATE
(612B)
STEEL
PLATE
(612A)
No reverse/slips in reverse could be caused by:
609
INNER
SEAL
(608)
PISTON
ASSEMBLY
(607)
With the clutch plates applied, the belleville

plate is compressed to cover the fluid bleed
hole and prevent fluid from exhausting. The
belleville plate also functions to assist spring
force 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.
607
OUTER
SEAL
(608)
Centrifugal force, resulting from the

reverse input housing rotating, forces
residual fluid to the outside of the piston
cavity. During the clutch release the
belleville plate moves away from the
fluid bleed hole. This allows residual
fluid at the outside of the piston housing
to exhaust through the bleed hole. If
this fluid did not completely exhaust
from behind the piston there could be a
partial apply, or drag of the reverse
input clutch plates.
612A
612B
Figure 17
Porosity in the piston.

Excessive clutch plate travel.
Clutch plate retaining ring out of groove.
Return spring assembly retaining ring out of groove.
Belleville plate installed incorrectly.
613
614
17
APPLY COMPONENTS
away from the clutch pack. This disengages the clutch plates
from the forward clutch apply plate and disconnects the
overrun clutch hub from the input housing.
During the exhaust of overrun clutch fluid, the overrun clutch
checkball unseats (see illustration). Centrifugal force,
resulting from the input housing rotating, forces residual
overrun clutch fluid to the outside of the piston housing and
INPUT
past the unseated checkball. If this fluid did not completely
HOUSING exhaust from behind the piston there could be a partial apply,
(621)
or drag of the overrun clutch plates.
TURBINE
SHAFT
OVERRUN CLUTCH
OVERRUN CLUTCH CHECKBALL
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 force the overrun clutch hub to rotate at the same
speed as the input housing. This prevents the forward
sprag clutch from being overrun during coast conditions,
thereby providing engine compression braking to slow
the vehicle.
APPLIED
633
633
EX
OVERRUN
CLUTCH
PISTON
(632)
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 piston (632).
Overrun clutch fluid pressure seats the overrun
clutch checkball (633), which is located in the
overrun clutch piston, and moves the piston
to compress the overrun
RELEASED
STEEL
CLUTCH
PLATE
(645A)
FIBER
CLUTCH
PLATE
(645B)
INPUT
HOUSING
(621)
LUBE
PASSAGE
TURBINE
SHAFT
SNAP
RING
(635)
OVERRUN
CLUTCH
APPLY
FLUID
clutch spring assembly (634).

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 piston compresses
the steel and fiber clutch plates together until they are
held against the forward clutch apply plate (646). When
fully applied, the steel and fiber plates are locked together
and hold the overrun clutch hub to the input housing.
SPRING
ASSEMBLY
(634)
Overrun Clutch Released
To release the overrun clutch, overrun clutch fluid

exhausts from the input housing and back through the
turbine shaft. Without fluid pressure, force from the
piston spring assembly moves the overrun clutch piston
633
18
632
634
Overrun piston checkball not sealing or overrun

piston seals cut or damaged can cause no
overrun braking - manual 3-2-1.
635
645A
Figure 18
645B
APPLY COMPONENTS
forward clutch piston away from the clutch pack. This disengages
the clutch plates from the backing plate and disconnects the
input housing from the forward clutch outer race.
During the exhaust of forward clutch feed fluid, the forward
clutch housing checkball unseats (see illustration). Centrifugal
force, resulting from the input housing rotating, forces residual
forward clutch feed fluid to the outside of the piston housing
INPUT
HOUSING and past the unseated checkball. If this fluid did not completely
exhaust from behind the piston there could be a partial apply,
(621)
or drag of the forward clutch plates.
TURBINE
SHAFT
FORWARD CLUTCH
The forward clutch assembly is located in the input

housing and turbine shaft assembly (621) and is applied
in all forward drive ranges. The steel clutch plates (649A)
are splined to the input housing while the fiber clutch
plates (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 HOUSING CHECKBALL

APPLIED
RELEASED
627
EX
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 piston (630).
Forward clutch feed fluid pressure seats the forward
clutch housing checkball, which is located in the
forward clutch housing (627), and moves the piston to
compress the piston 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 piston
moves the apply plate (646) and compresses
TURBINE
SHAFT
627
INPUT
HOUSING
(621)
SPRING APPLY WAVED SELECTIVE RETAINING

ASSEMBLY PLATE PLATE BACKING
RING
(634)
(646)
(648)
(648)
PLATE
(650)
FORWARD CLUTCH
APPLY FLUID
the steel and fiber clutch plates together until

they are held against the selective forward
clutch backing plate (650). The backing plate,
which is selective for assembly purposes, is
splined to the input housing and held in place by
the retaining ring (651).
Also included in the forward clutch assembly is a steel
waved plate (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 shaft. Without fluid pressure, force from the
piston spring assembly and waved plate moves the
627
628
630
632
634
635
O-RING
SEAL
(622)
FORWARD
CLUTCH
HOUSING
(628)
FORWARD
CLUTCH
PISTON
(630)
STEEL
PLATE
(649A)
FIBER
PLATE
(649B)
Worn forward clutch plates, damaged forward clutch housing, damaged or

missing forward clutch piston seals, or porosity in forward clutch piston can
cause slips in 1st gear.
646
648
Figure 19
649A
649B
650
651
19
APPLY COMPONENTS
backing plate and disconnects the input housing from the
forward clutch outer race.
AIR BLEED
ORIFICE
CUP PLUG
(698)
During the exhaust of 3-4 clutch fluid, the 3-4 clutch checkball
unseats (see illustration). Centrifugal force, resulting from
the input housing rotating, forces residual 3-4 clutch fluid to
the outside of the piston housing and past the unseated
checkball. If this fluid did not completely exhaust from behind
INPUT
HOUSING the piston there could be a partial apply, or drag of the 3-4
(621)
clutch plates.
TURBINE
SHAFT
3-4 CLUTCH
3-4 CLUTCH CHECKBALL

APPLIED
RELEASED
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 fiber clutch plates (654A) are splined to
the input internal gear (664). When applied, the 3-4
clutch plates transfer engine torque from the input
housing to the input internal gear.
620
620
EX
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 piston (623). 3-4 clutch fluid
pressure seats the 3-4 clutch checkball (620), which
is located in the input housing, and moves the piston
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.
3-4 accumulator
piston seal or seal
groove damage or
porosity in the 3-4
accumulator piston
or bore can cause no
3-4 shift/slips or
rough 3-4 shift.
3-4 CLUTCH
PISTON
(623)
SPRING
ASSEMBLY
(634)
BOOST
SPRING
(600)
RETAINING
RING
(656)
INPUT
HOUSING
(621)
3-4 CLUTCH
APPLY FLUID
TURBINE
SHAFT
As fluid pressure increases, the apply ring

moves against the retainer ring plate (652)
and stepped apply plate (653). This force compresses
the steel and fiber clutch plates (654) together until
they are held against the selective 3-4 clutch backing
plate (655). The backing plate, 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, force from the piston
spring assembly and boost springs (600) move the
3-4 clutch apply ring and piston away from the clutch
pack. This disengages the clutch plates from the
623
20
625
626
AIR BLEED
ORIFICE
CUP PLUG
(698)
653
654A
Figure 20
3-4 CLUTCH
APPLY RING
(625)
STEPPED
APPLY
PLATE
(653)
654B
655
STEEL
PLATE
(654A)
656
FIBER
PLATE
(654B)
APPLY COMPONENTS
Forward Sprag Clutch Released
FORWARD CLUTCH
SPRAG ASSEMBLY
(638-644)
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.
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 DRIVING THE INNER RACE
OUTER
RACE
(644)
OVERRUN
CLUTCH
HUB
(639)
FORWARD
SPRAG
ASSEMBLY
(642)
OUTER
RACE
(644)
(B)
(A)
LD
HE
INNER
RACE
(640)
SPRAG CLUTCH RELEASED

INNER RACE ROTATES FASTER THAN OUTER RACE
OUTER
RACE
(644)
FR
EE
INNER
RACE
(640)
INNER RACE
AND INPUT
SUN GEAR
ASSEMBLY
(640)
RETAINING
RING
(638)
SPRAG
RETAINER
(643)
Installing the forward clutch sprag assembly

backwards can cause second gear starts.
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).
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 rotate at the same speed as the
input housing. This prevents 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
Figure 21
644
657
640
659
21
APPLY COMPONENTS
Roller Clutch Released
LOW AND REVERSE

ROLLER CLUTCH
ASSEMBLY
(675-679)
The roller clutch is overrun by the reaction carrier assembly and

inner race when the throttle is released during First gear operation
with the selector lever in Overdrive, Manual Third and Manual
Second. When the throttle 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 the rollers and rotates freely in a clockwise direction.
Lube passage plugged, damage to inner splines, or inadequate

spring tension in the low roller clutch can cause slips in 1st gear.
LOW AND REVERSE ROLLER CLUTCH
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 internal 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.
LOW AND REVERSE

CLUTCH
SUPPORT
(679)
ROLLER
CLUTCH
ASSEMBLY
(678)
ROLLER CLUTCH HOLDING
LOW AND
REVERSE
CLUTCH
SUPPORT
(679)
ROLLER
CLUTCH
RACE
(675)
ROLLERS
HELD
ROLLER
CLUTCH
RACE
(675)
LD
HE
ROLLER CLUTCH RELEASED
RAMP
LOW AND
REVERSE
CLUTCH
SUPPORT
(679)
ROLLERS
FREE
ROLLER
CLUTCH
RACE
(675)
FREE
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
is also held stationary.
RETAINING
RING
(677)
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 prevents 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.
679
675
22
677
678
Figure 22
677
APPLY COMPONENTS
Low and Reverse Clutch Released
To release the low and reverse clutch, apply fluid pressure

exhausts from the behind the low and reverse clutch piston.
When exhausting, PR fluid unseats the PR checkball (42)
for a quick exhaust. Without fluid pressure, force from
the piston spring assembly and waved plate moves the
low and reverse clutch piston away from the clutch pack.
This disengages the clutch plates from the low and reverse
clutch support, thereby allowing the reaction carrier
assembly to rotate freely.
LOW AND REVERSE

CLUTCH ASSEMBLY
LOW AND REVERSE

SUPPORT
ASSEMBLY
(679)
RETAINER
RING
(676)
FIBER
PLATE
(682C)
STEEL
PLATE
(682D)
OUTER
SEAL
(696)
CENTER
SEAL
(696)
CASE
(103)
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.
LOW AND
REVERSE
CLUTCH
PISTON
(695)
INNER
SEAL
(696)
RETAINER
RING
(693)
SPRING
ASSEMBLY
(694)
SELECTIVE
SPACER
PLATE
(682B)
WAVED
PLATE
(682A)
PR
FLUID
LO/REVERSE
FLUID
To apply the low and reverse clutch, two

different fluids are routed to the low and reverse
clutch piston (695). In Manual First, lo/reverse
fluid is routed to the inner area of the clutch
piston. In Park and Reverse, PR fluid is routed
to the outer area of the low and reverse clutch
piston, in addition to lo/reverse fluid acting on
the inner area of the piston, to provide a greater
holding capacity of the clutch. Fluid pressure
moves the piston to compress the low and
reverse clutch piston spring assembly (634). PR
fluid seats the PR checkball and is orificed to
the piston to help control the clutch apply. Also
included in the forward clutch assembly is a
steel waved plate (682A) that, in addition to the
spring assembly, helps cushion the clutch apply.
As fluid pressure increases, the piston
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
plate (682B) is selective for assembly purposes.
Worn low and reverse clutch plates or porosity

in piston can cause no reverse/slips in reverse.
676
679
682C
APPLIED
RELEASED
DOUBLE ORIFICE
RETAINER & BALL ASSEMBLY
(42)
682D
Figure 23
682B
682A
693
694
695
23
PLANETARY GEAR SETS
PLANETARY GEAR SETS
REDUCTION - FIRST GEAR
(664)
HELD
INPUT
CARRIER
ASSEMBLY
(662)
DRIVEN
(662)
DRIVEN
INPUT
INTERNAL
GEAR
(664)
HELD
REACTION
CARRIER
SHAFT
(666)
HELD
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 rotate around
the sun gear, and,
an internal ring gear that encompasses the entire gear set.
INPUT
SUN
GEAR
(640)
DRIVING
(640)
DRIVING
(681)
HELD
REACTION
SUN
GEAR
(673)
(684)
DRIVEN
Planetary gear sets are used in the Hydra-matic 4L60-E transmission

as the primary method of multiplying torque, or twisting force, of
the engine (known as reduction). A planetary gear set is also used
to reverse the direction of input torque, function as a coupling for
direct drive, and provide an overdrive gear ratio.
This arrangement provides both strength and efficiency and also

evenly distributes the energy forces flowing through the gear
set. Another benefit of planetary gears is that gear clash, a
common occurrence in manual transmissions, is eliminated
because the gear teeth are always in mesh.
MAIN
CASE
(103) OUTPUT
SHAFT
(687)
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
REACTION
CARRIER
ASSEMBLY
(681)
HELD
REACTION
INTERNAL
GEAR
(684)
DRIVEN
(673)
REDUCTION - SECOND GEAR
(664)
DRIVEN
INPUT
CARRIER
ASSEMBLY
(662)
DRIVEN
(662)
DRIVEN
REACTION
CARRIER
SHAFT
(666)
DRIVEN
(681)
DRIVEN
REACTION
SUN
GEAR
(673)
HELD
(684)
DRIVING
(673)
HELD
Figure 24
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.
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 increases (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.
MAIN
CASE
(103) OUTPUT
SHAFT
(687)
REACTION
CARRIER
ASSEMBLY
(681)
DRIVEN
which member of the gear set provides the input torque,

which member of the gear set, if any, is held stationary,
and,
which member of the gear set provides the output torque.
Torque vs. Speed
INPUT
SUN
GEAR
(640)
DRIVING
(640)
DRIVING
24
INPUT
INTERNAL
GEAR
(664)
DRIVEN
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:
REDUCTION
Increasing the output torque is known as operating in reduction

because there is a decrease in the speed of the output member
proportional to the increase in output torque. Therefore, with a
constant input speed, the output torque increases when the
transmission is in a lower gear, or higher gear ratio. In the
Hydra-matic 4L60-E, planetary gear set reduction occurs when
the transmission is operating in First, Second and Reverse gears.
REACTION
INTERNAL
GEAR
(684)
DRIVING
In First gear, the input planetary gear set provides 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 internal
gear (664) is prevented from rotating by the low roller clutch
(678). The input sun gear drives the input carrier pinions. As
the pinions rotate 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.
24A
PLANETARY GEAR SETS
PLANETARY GEAR SETS
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. However, in Second gear the reaction sun gear
(673) is held by applying the 2-4 band. The reaction internal 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 internal gear clockwise.
The input internal gear then drives the input pinion gears in a
second reduction to achieve the Second gear ratio.
REDUCTION - THIRD GEAR
(664)
DRIVING
(662)
DRIVEN
INPUT
INTERNAL
INPUT
GEAR
CARRIER
(664)
ASSEMBLY
DRIVING
(662)
DRIVEN
REACTION
CARRIER
SHAFT
(666)
OUTPUT
SHAFT
(687)
DIRECT DRIVE
Direct drive in a planetary gear set is obtained when any two

members of the gear set rotate in the same direction at the same
speed. This 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).
(640)
DRIVING
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 achieved 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 internal
gear (684) and output shaft (687) clockwise in an overdrive
ratio of .70:1.
REACTION
INTERNAL
GEAR
(684)
DRIVEN
INPUT
SUN
GEAR
(640)
DRIVING
REDUCTION - FOURTH GEAR
(684)
DRIVEN
MAIN
CASE
(103)
(681)
DRIVING
REACTION
SUN
GEAR
(673)
HELD
(673)
HELD
OUTPUT
SHAFT
(687)
REACTION
CARRIER
ASSEMBLY
(681)
DRIVING
REACTION
INTERNAL
GEAR
(684)
DRIVEN
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 internal
gear and output shaft counterclockwise in a reduction of 2.30:1.
REDUCTION - REVERSE
(684)
DRIVEN
MAIN
CASE
(103)
(681)
HELD
REACTION
SUN
GEAR
(673)
DRIVING
(673)
DRIVING
24B
Figure 25
OUTPUT
SHAFT
(687)
REACTION
CARRIER
ASSEMBLY
(681)
HELD
REACTION
INTERNAL
GEAR
(684)
DRIVEN
25
HYDRAULIC CONTROL COMPONENTS

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
OIL PUMP
ASSEMBLY
(4)
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.
3-4
ACCUMULATOR
2-4
SERVO
ASSEMBLY
26
CONTROL BODY
VALVE ASSEMBLY
(60)
Figure 26
1-2
ACCUMULATOR
FORWARD
CLUTCH
ACCUMULATOR

PUMP
BODY
(200)
SLIDE
SPRING
(OUTER)
(206)
SLIDE
SPRING
(INNER)
(207)
PIVOT
PIN
PIVOT
SPRING PIN
(204)
(205)
STATOR
SHAFT
(214)
ROTOR ROTOR
GUIDE (212)
(211)
VANE
RING
(210)
SLIDE
(203)
SLIDE
SLIDE
SEAL
SEAL O-RING
SEAL
(209)
RING SEAL
SUPPORT
(202)
(201)
(208)
DECREASE
LINE
LINE
ROTOR
(212)
DECREASE
SUCTION
EX
FILTER
(72)
VANE
(213)
BOTTOM
PAN
(SUMP)
(75)
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 increases
and fluid volume is positively displaced, thereby creating a
vacuum at the pump intake port. The vacuum force 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
force to allow excess line pressure fluid to return 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
ASSEMBLY
(4)
VANE
RING
(210)
SLIDE
(203)
FILTER
(232)
PRESSURE
RELIEF
VALVE
VANE
RING
(210)
AIR
BLEED
(240)
EX
PUMP
COVER
(215)
Pump Related Diagnostic Tips
Figure 27
Transmission Overheating
Loss of drive
High or low line pressure
Oil out the vent tube
27

PRESSURE REGULATION
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 varies 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) which acts against the pressure regulator valve.
- pressure regulator spring force.
- 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
force 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
When engine torque is a maximum, the PCS regulates torque

signal fluid pressure to a maximum. Maximum torque signal
fluid pressure moves the boost valve against the isolator spring
to increase the force 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 force 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 maximum. The output
of the oil pump continuously varies between these minimum
and maximum points depending on vehicle operating conditions.
Pressure Regulator Related

Diagnostic Tips
A stuck or damaged pressure regulator valve could cause:
AIR
BLEED
(240)
High or low line pressure

Slipping clutches or bands or harsh apply
Transmission overheating
Low or no cooler/lube flow
EX
EX
FILTER
(232)
PRESSURE
RELIEF
VALVE
DECREASE
DECREASE
FILTER
(232)
PRESSURE
RELIEF
VALVE
AIR
BLEED
(240)
EX
Maximum Pressure Regulation
EX
moves the valve against spring force 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 force and toward the center
of the pump body, causing the slide to partially cover the pump
intake port. This increases the concentricity between the pump
slide and rotor which decreases the vacuum affect on the fluid,
thereby decreasing line pressure.
REVERSE INPUT
EX
TORQUE SIGNAL
MINIMUM PUMP OUTPUT
PRESSURE
CONTROL
SOLENOID
VALVE
MAXIMUM PUMP OUTPUT
Figure 28
FILTER
(50)
TORQUE SIGNAL
EX
TORQUE SIG
AFL
TORQUE SIGNAL
REVERSE INPUT
EX
PRESSURE
CONTROL
SOLENOID
VALVE
EX
BOOST VALVE
CONV FD
LINE
FILTER
(50)
PUMP
ASSEMBLY
(4)
SUCTION
TORQUE SIG
EX
BOOST VALVE
REVERSE INPUT
TORQUE SIGNAL
PRESS REG
PRESS REG
CONV FD
LINE
REVERSE INPUT
EX
SUCTION
EX
EX
AFL
28
PUMP
ASSEMBLY
(4)
LINE
LINE

VALVES LOCATED IN THE OIL PUMP ASSEMBLY
Pressure Regulator Valve (216)
Pressure Relief Ball (228)
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) force, 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.
The pressure relief ball and spring (229) prevent line pressure
from exceeding approximately 2240 to 2520 kPa (320 to 360
psi). Above this pressure, line fluid pressure moves the ball
against spring force and exhausts until line pressure decreases
sufficiently.
A pressure relief ball not seated or damaged could cause high
or low oil pressure.
A stuck pressure regulator valve 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.
Boost Valve (219)
APPLY
OVERRUN CLUTCH
FORWARD CLUTCH FEED
Torque signal fluid pressure moves the boost valve against the
isolator spring (218). The isolator spring then exerts the force
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.
EX
EX
RELEASE
APPLY
OVERRUN CLUTCH
FORWARD CLUTCH FEED
PRESS REG
EX
BOOST VALVE
CONV FD
LINE
REVERSE INPUT
SUCTION
CONV FD
217
EX
(237)
PUMP
ASSEMBLY
(4)
218
EX
219
EX
(237)
TORQUE SIG
REV INPUT
220
TCC
SOLENOID
(66)
N.O.
SUCTION
EX
222
OVERRUN CLUTCH
FORWARD CLUTCH FEED
EX
EX
LINE
REVERSE INPUT
REGULATED APPLY
223
216
(238)
FILTER
(232)
224
LINE
COOLER
225
PRESSURE
RELIEF
VALVE
EX
226
DECREASE
228
232
RELEASE
AIR
BLEED
(240)
229
231
227
No TCC apply could be caused by internal damage to the

TCC solenoid.
221
Retainer and Checkball Assemblies (237)
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 force
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 force.
These two assemblies are located in the reverse input and overrun
clutch fluid circuits. Their function is to allow air to escape
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.
Orifice 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 converter clutch shudder could be caused by a
restricted or damaged orifice cup plug.
Figure 29
29

VALVES LOCATED IN THE CONTROL VALVE BODY
3-4 Shift Valve (385)
Biased by 1-2 signal fluid pressure from the 1-2 shift solenoid,
spring force 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 force and directs
3-4 signal fluid into the 4th signal fluid circuit. However, in
Manual Third, D3 fluid assists spring force 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.
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 force before exhausting.
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 idle. During
these conditions, reverse fluid pressure increases and moves the
valve against spring force. Reverse fluid can then quickly fill
the reverse input fluid circuit. This bypasses the control of the
reverse input orifice (#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 the 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 the 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 force 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 force 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 include
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 cycle 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 force acting on the valve limits AFL fluid pressure to a
maximum of approximately 795 kPa (115 psi). When line
pressure is above this value, orificed AFL fluid pressure moves
the valve against spring force to block line pressure, thereby
30
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 force 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 force 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 force 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 3-4 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

VALVES LOCATED IN THE CONTROL VALVE BODY
Forward Abuse Valve (357)
exhausting of various fluids to obtain the appropriate gear range

as determined by the PCM or gear selector lever.
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 force. D4 fluid can then quickly fill the forward
clutch feed fluid circuit. This bypasses the control of the forward
clutch accumulator orifice (#22) for a faster clutch apply.
A stuck 2-3 shift valve could cause no reverse or slips in

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.
Lo Overrun Valve (361)
In Reverse, PR fluid moves the valve against spring force and

fills the lo/reverse fluid circuit. In Manual First, the lo overrun
valve regulates lo/1st fluid pressure into the lo/reverse fluid
circuit. This regulation is biased by spring force 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
The 1-2 shift valve is biased by 1-2 signal fluid pressure, spring
force 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/1st 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/1st fluid, flows around the valve land
and through the valve body.
Forward clutch accumulator spring force 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 Hydraulic
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.
EX
EX
EX
ISOLATOR VALVE
EX
ACTUATOR FEED LIMIT
TORQUE SIGNAL
D4
ACCUMULATOR
2-3 SHIFT
SOLENOID
VALVE
N.O.
D4-3-2
EX
EX
EX
1-2 SIGNAL
AFL
ORIFICED EX
REVERSE INPUT
3-4 CLUTCH
1-2 SIGNAL
1-2 SHIFT
SOLENOID
VALVE
N.O.
1-2 SHIFT VALVE
D4-3-2
EX
O EX
REVERSE
EX
EX
3-4 CLUTCH
EX
LO
LO/1ST
D4
EX
REV ABUSE
1-2 SIGNAL
D4-3-2
LO
LO/1ST
D4
D4-3-2
4TH SIGNAL
3-4 SIGNAL
1-2 SIGNAL
2ND
3-2 DOWNSHIFT
2ND
2ND
ORIFICED EX
EX
ACTUATOR FEED LIMIT
EX
3-2
CONTROL
SOLENOID
VALVE
N.C.
ACTUATOR FEED LIMIT

3-2 CONTROL
EX
EX
PR
LO/REV
D4
FWD CL FD
R N D 3 2 1
LO/1ST
LO/REVERSE
LO/1ST
LO/REV
PR
FWD CL FD
MANUAL VALVE
LO
D2
EX
D3
PR
D4
REVERSE
LINE
REVERSE INPUT
3RD ACCUM
EX
EX
REVERSE
LO OVERRUN
FORWARD ABUSE
3RD ACCUMULATOR
ACTUATOR FEED LIMIT
AFL
ACTUATOR FEED LIMIT
EX
2ND CLUTCH
3-4 CLUTCH
3-4 CLUTCH
3-2 SIGNAL
D2
3-4 SIGNAL
3-4 SHIFT VALVE
4TH SIGNAL
3-4 SIGNAL
1-2 SIGNAL
2ND
EX
1-2 SIGNAL
D2
D4-3-2
ACTUATOR FEED LIMIT
2-3 SIGNAL
2-3 SHUTTLE
EX
3-4 SIGNAL
D3
2ND
2-3 SHIFT VALVE
4TH
1-2 SIGNAL
D3
3-4 ACC
SERVO FD
2ND
EX
D3
4-3 SEQUENCE VALVE
EX
OVERRUN CLUTCH FEED
OVERRUN
3-4 RELAY
EX
OVERRUN CLUTCH FEED
4TH
ACCUM VALVE
CC SIGNAL
3-4 ACCUM
OVERRUN CL
SERVO FD
SERVO FEED
2ND
EX
LINE
EX
EX
REG APPLY
REG APPLY
LINE
CC SIGNAL
SERVO FEED
2ND
4TH SIGNAL
EX
REGULATED APPLY
PRESSURE
CONTROL
SOLENOID
VALVE
D3
TCC PWM
SOLENOID
VALVE
N.C.
FILTERED AFL
OVERRUN CL
3-4 ACCUM
SERVO FD
OVERRUN
D3
3-4 ACC
SERVO FD
AFL
LINE
AFL
CC SIGNAL
AFL
A sticking 1-2 shift valve could cause no upshift in 1st gear.
FORWARD
CLUTCH
ACCUMULATOR
FWD CL FEED
Figure 30
31

ACCUMULATORS
353
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 piston
opposes a spring force, 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 friction element begins to hold. As the fluid
pressure increases, it also moves the accumulator piston against
spring force 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 create a harsh shift. However, accumulator spring force
and accumulator fluid pressure absorb some of the initial apply
fluid pressure to allow a more gradual apply of the clutch or band.
354
355
356
363
R N D 3 2 1
EX
EX
FORWARD
CLUTCH
ACCUMULATOR
D4
FWD CL FEED
#12
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 piston (354). Forward clutch feed
fluid pressure moves the accumulator piston against spring force
(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.
EX
LO
D2
FORWARD CLUTCH ACCUMULATOR

D3
PR
D4
REVERSE
LINE
EX
MANUAL
VALVE
Slips in 1st gear could be caused by:
22
FWD CL FEED
EXAMPLE: FORWARD CLUTCH ACCUMULATION
A missing, cut or damaged forward clutch accumulator

piston seal.
A piston out of its bore.
Porosity in the piston or valve body.
A stuck abuse valve.
1-2 and 3-4 ACCUMULATOR ASSEMBLIES

Accumulator Valve Function
EX
3-4 ACCUM
19
#1
ORF ACC
55
3-4 ACCUMULATOR
ACCUM
56
ORIFICED ACCUM
18
54
ACCUMULATOR
2ND CLUTCH
1-2 ACCUMULATOR
TORQUE SIGNAL
104
1-2 ACCUMULATOR ASSEMBLY
D4
ACCUMULATOR
57
EX
EXAMPLE: 1-2 UPSHIFT
ACCUMULATOR
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 plate (48) and 1-2 accumulator cover (57) and consists
of a piston (56), spring (54) and apply pin.
A stuck 1-2 accumulator piston could cause slipping or a rough
1-2 shift.
ACCUM VALVE
32
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 force. 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 maximum, 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 force 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.
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 piston against spring force
Figure 31

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 piston,
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
force 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.
3-4 ACCUMULATOR
EX
3-4 ACCUM
ORF ACC
#1
ACCUM
ORIFICED
43
19
ACCUM
18
45
2ND CLUTCH
ACCUMULATOR
2nd clutch fluid pressure exhausts from the 1-2 accumulator

assembly during a 2-1 downshift. As spring force and
accumulator fluid pressure move the 1-2 accumulator piston
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 fills the
1-2 accumulator and the rate at which 2nd clutch fluid exhausts
from the accumulator.
44
Downshift Control
1-2 ACCUMULATOR
D4
ACCUMULATOR
The 3-4 accumulator assembly is located in the transmission

case and consists of a piston (44), piston spring (46) and piston
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.
3-4 ACCUMULATOR ASSEMBLY
TORQUE SIGNAL
46
ACCUM VALVE
EX
ACCUMULATOR
EXAMPLE: 3-4 UPSHIFT
No 3-4 shift, slips or rough 3-4 shift could be caused by:
Porosity in 3-4 accumulator piston or bore.

3-4 accumulator piston 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 piston against
exhausting 3-4 accumulator fluid.
#7
CHECKBALL
2-3 UPSHIFT ACCUMULATION
2ND
CLUTCH
EXHAUST
A 2nd servo apply piston seal missing, cut or damaged

could cause a slipping or rough 1-2 shift.
A 4th servo piston installed backwards could cause slips
in 1st gear.
No 3-4 shift, slips or rough 3-4 shift could be caused by
damaged piston 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.
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 piston against spring force 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.
3RD
ACCUM
4TH
CLUTCH
2-4 SERVO ASSEMBLY
Figure 32
33

BALL CHECK VALVE LOCATION AND FUNCTION
#1 3-4 ACCUMULATOR
#8 1-2 UPSHIFT
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.
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.
#2 3RD ACCUMULATOR
Located in the valve body, the 3rd accumulator ball check valve
directs exhausting 3rd accumulator fluid through orifice #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 include orifice #12 in the spacer
plate. For these models, all exhausting 3rd accumulator fluid is
routed to the 3-2 control 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 plate 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 increase of PR fluid pressure at the clutch piston 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.
#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.
#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 increase 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.
Ball Check Valves Related Diagnostic Tips
Understanding the design principle 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.
#7 3RD ACCUMULATOR EXHAUST
Located in the transmission case, it unseats when 3rd accumulator

fluid exhausts from 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.
34
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.

BALL CHECK VALVE LOCATION AND FUNCTION
ACCUM
21a
20e
21
18
21
3-4 CLUTCH
20d
#1
CASE (103)
ORIFICED ACCUMULATOR
#10
#2
28
29f
12
29g 28
REVERSE INPUT
15c
15b
17
16
16
#3
3RD ACCUMULATOR
#1
#7
3-4 SIGNAL
REV INPUT
#4
29
27b

(Case Side)
#6
#5
#8
20
36
36
39
#6
35e
35c
35b
SERVO
BORE
35d
#5
3-4 CLUTCH
13
27c 29
OVERRUN CLUTCH FEED

ORIFICED D2
#4
EX
OVERRUN
#3
3RD ACCUM
#7
#2
#12
INPUT
HOUSING
(621)
#9
D4
Figure 33
PR
17a
#12
18
22
18
#10
CASE
BOTTOM
17b
TURBINE
SHAFT
TCC RELEASE
#9
2ND CLUTCH
2ND CL
FORWARD CL FEED
16
25
25
24m
#8
24k
2ND
3RD ACCUMULATOR
FWD CL FEED
35
ELECTRICAL COMPONENTS
The Hydra-matic 4L60-E transmission incorporates 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 harness 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
maximum to prevent any clutch or band slippage
the TCC solenoid is OFF, preventing converter clutch apply
4
With both shift solenoids OFF, the transmission will operate in

Third gear when the selector lever is in the Overdrive position.
However, with the Hydra-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 follows:
Gear Selector Lever Position Transmission Gear Operation
Overdrive Range D
Third gear
Drive Range (D)
Third gear
Manual Second (2)
Second gear
Manual First (1)
Second gear
Reverse (R)
Reverse
Park, Neutral (P, N)
Park, 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 electrical components that provide input information to
the PCM. Since this input information may vary between
vehicle applications, it is important that the appropriate
General Motors Service Manual is used during repair or
diagnosis of the transmission.
DLC
PCM
11
the 3-2 control solenoid is OFF, providing a faster 3-2 downshift

both shift solenoids are OFF
D3
R
D2
INPUTS
INFORMATION SENSORS
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
36
VEHICLE SPEED SENSOR (VSS)

TRANMISSION FLUID TEMPERATURE (TFT) SENSOR
TFP MANUAL VALVE POSITION SWITCH
THROTTLE POSITION (TP) SENSOR
ENGINE SPEED SENSOR
ENGINE COOLANT TEMPERATURE (ECT) SENSOR
TCC BRAKE SWITCH
4 WHEEL DRIVE LOW SWITCH
AIR CONDITIONING REQUEST
CRUISE CONTROL INFORMATION
MANIFOLD ABSOLUTE PRESSURE (MAP) SENSOR
10
OUTPUTS
ELECTRONIC CONTROLLERS
POWERTRAIN CONTROL MODULE

(PCM)
DIAGNOSTIC LINK CONNECTOR
(DLC)
ELECTRONICALLY CONTROLLED
TRANSMISSION COMPONENTS
A. PRESSURE CONTROL SOLENOID VALVE
B. TORQUE CONVERTER CLUTCH (TCC)
SOLENOID VALVE
C. 1-2 SHIFT SOLENOID VALVE
D. 2-3 SHIFT SOLENOID VALVE
E. 3-2 CONTROL SOLENOID VALVE
F. TCC PWM SOLENOID VALVE
Figure 34
FIVE PIN
CONNECTOR
D4
INDICATOR
SWITCH
D2
INDICATOR
SWITCH
TRANSMISSION
FLUID PRESSURE
MANUAL VALVE
POSITION SWITCH
ASSEMBLY (69)
D2
D4
R
P
N
R
D3
TRANSMISSION FLUID PRESSURE (TFP) MANUAL VALVE

POSITION SWITCH ASSEMBLY
The TFP manual valve position switch 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 switch depending on the manual valve position.
These fluids open and close the fluid pressure switches in the
TFP manual valve position switch to provide a signal to the PCM
indicating the gear range position of the manual valve. The
combination of opened and closed switches determines the voltage
measured at each of the three pins in the TFP manual valve
position switch 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
switch circuitry used to signal the manual valve position.
Normally Open Fluid Pressure Switch
LO
INDICATOR
SWITCH
TEMPERATURE
SENSOR
Body
Fluid
Body
O-Ring
REVERSE
INDICATOR
SWITCH
Fluid
Contact
O-Ring
Diaphragm
Diaphragm
Contact
D3
INDICATOR
SWITCH
Contact
Element
Ground
Contact
NORMALLY OPEN
NORMALLY CLOSED
FLUID*
RANGE
INDICATOR
Ground
Contact
Contact
Element
REV D4
The D4, Lo, and Reverse fluid pressure switches are normally
open and electrical current is stopped at these switches 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 ( ). This creates a
closed circuit and allows current to flow from the positive contact,
through the switch and to ground.
Normally Closed Fluid Pressure Switch
The D2 and D3 fluid pressure switches 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 switch and stops current from flowing
through the switch.
Example: (Manual Third Range)
CIRCUIT+
D3
D2
LO
Park/Neutral
Reverse
Overdrive
Manual Third
Manual Second
Manual First
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 switch and D3 fluid pressure opens
the D3 fluid pressure switch. With the D2 switch normally
closed, pins N and P measure 0 volts while pin R measures
approximately 12 volts. This combination signals the PCM that
the manual valve is in the Manual Third position.
A Transmission Fluid Pressure Manual Valve Position Switch

Assembly malfunction will set a DTC P1810 and the PCM will
command the following default actions:
Maximum line pressure.
Assume D4 shift pattern.
TCC on in commanded fourth gear.
The PCM stores DTC P1810 in PCM history.
*: 1 = Pressurized
0 = Exhausted
R N D 3 2 1
EX
+: 1 = Grounded (Resistance <50 ohms, 0 volts)

0 = Open (Resistance >50k ohms, 12 volts)
(N/O)
D2
(N/C)
TFP
SWITCH
ASSEMBLY
GROUND
Figure 35
LO-N.O.
REV-N.O.
D2-N.C.
D3-N.C.
LO
LO
D2
D3
TEMP
SENSOR
LO
D4
(N/C)
D2
D3
(N/O)
D3
REVERSE INPUT
D4
(N/O)
D3
LO
REV
LINE
D4
D4
PR
REVERSE
SWITCH LOGIC MANUAL THIRD (3) (Engine Running)
LINE
EX
MANUAL
VALVE
D4
D2
D4-N.O.
37
VEHICLE SPEED SENSOR (VSS)
ROTOR (713)
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 extension 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.
SPEED SENSOR (10)

O-RING
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.
This 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).
MAGNETIC PICKUP
ELECTRICAL
CONNECTOR
OUTPUT VOLTS
VEHICLE SPEED SENSOR
5.0
Note: On four wheel drive (4WD) applications the VSS is

located on the transfer case.
HIGH SPEED
LOW SPEED
Vehicle Speed Sensor Circuit Low will set DTC P0502 and the
PCM will command the following default actions:
Freeze shift adapts.
Maximum line pressure.
Calculate A/T OSS from A/T ISS sensor output.
DTC P0502 stores in PCM history.
TIME
FIGURE A: CONDITIONED SIGNAL
TRANSMISSION FLUID TEMPERATURE (TFT) SENSOR

CONNECTOR
RESISTOR
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.
TRANSMISSION
FLUID PRESSURE
MANUAL VALVE
POSITION SWITCH
ASSEMBLY (69)
TEMPERATURE SENSOR
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.
Sensor Resistance (K ohms)
SENSOR RESISTANCE VS. TEMPERATURE

110
100
90
80
70
60
50
40
30
20
10
0
-50
-30
-10
10
30
50
70
Temperature C
38
90
110
130
150
TFT Sensor Circuit Range/Performance will set DTC P0711

and the PCM will command the following default actions:
Defaults the TFT to 140C (284F) for shift
scheduling (hot mode pattern).
Figure 36
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 force holds the valve in the release position.
CONVERTER
FEED
FLUID
MOUNTING
FLANGE
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:
EXHAUST
STEEL
PLUNGER
VALVE
The TCC is released when the brake pedal is depressed.

The TCC is released under minimum and maximum 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).
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. However, 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 include:
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 force.
STEEL BAR
WRAPPED WITH
COPPER COIL
TORQUE CONVERTER CLUTCH SOLENOID (NORMALLY OPEN)
Low torque converter slip when the TCC is commanded OFF

will set DTC P0742 TCC System Stuck On and the PCM will
command the following default actions:
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 P0740 in PCM history
Figure 37

39
SPRING METERING O-RING
BALL
COIL
ASSEMBLY
FRAME
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:
PLUNGER CONNECTOR
SIGNAL
FLUID
EXHAUST
GEAR
Park, Reverse, Neutral
First
Second
Third
Fourth
1-2 SOLENOID
ON
ON
OFF
OFF
ON
2-3 SOLENOID
ON
ON
ON
OFF
OFF
Shift Solenoid De-energized (OFF)
The shift solenoids are OFF when the PCM opens the path to ground
for the solenoids electrical circuit. When OFF, solenoid signal fluid
pressure (blue color) moves the metering ball and plunger against
spring force, 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 VALVE (OFF)
29
AFL
D4-3-2
1-2 SIGNAL
EX
LO
3-4 SHIFT VALVE
D3
LO/1ST
26
25
D4
EX
ORIFICED EX
1-2 SIGNAL
1-2 SHIFT
SOLENOID
VALVE
N.O.
D4-3-2
4TH SIGNAL
3-4 SIGNAL
ACTUATOR FEED LIMIT
ON
EX
D4-3-2
EX
EX
3-4 SIGNAL
2-3 SHIFT
SOLENOID
VALVE
N.O.
EX
D2
2-3 SHUTTLE
EX
2-3 SHIFT VALVE
2-3 SIGNAL
28
D3
3-4 ACCUM
SERVO FEED
2ND
AFL
AFL
FILTER
(49)
OVERRUN
AFL
1-2 SHIFT VALVE
EX
O EX
ON
2ND
EXAMPLE A: PARK/REVERSE/NEUTRAL/FIRST GEAR
2-3 SIGNAL
OFF
EX
EX
D4-3-2
EX
EX
D4-3-2
3-4 SIGNAL
EX
2-3 SHUTTLE
2-3 SHIFT
SOLENOID
VALVE
N.O.
1-2 SIGNAL
D3
EX
LO
3-4 SHIFT VALVE
LO/1ST
25
D4-3-2
EX
D4
ORIFICED EX
EX
1-2 SHIFT
SOLENOID
VALVE
N.O.
2ND
EXAMPLE B: THIRD GEAR
40
O EX
1-2 SHIFT VALVE
1-2 SIGNAL
3-4 SIGNAL
26
4TH SIGNAL
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 orifice #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 force (downshifted position) in Park, Reverse, Neutral and First
gears. In Fourth gear, D432 fluid pressure assists spring force 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 force.
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
force 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
ACTUATOR FEED LIMIT
D2
AFL
2-3 SHIFT VALVE
To energize the shift solenoids, the PCM provides 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.
29
28
D3
3-4
ACCUM
SERVO FEED
2ND
AFL
AFL
FILTER
(49)
OVERRUN
AFL
Shift Solenoid Energized (ON)
OFF
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 orifice #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 orifices (#25 and #29) between the AFL and solenoid
signal fluid circuits are smaller than the exhaust ports through the solenoids.
This prevents fluid pressure buildup in the solenoid signal fluid circuits at
the end of the shift valves when the shift solenoids are OFF.
Figure 38
3-2 CONTROL SOLENOID VALVE
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).
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 force to block the exhaust port thereby increasing
3-2 signal fluid pressure and the 3-2 control valve shifts.
SPRING
When the solenoid is OFF, no current flows to the solenoid coil.

Spring force 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 force holds the 3-2 control valve open.
EXHAUST METERING O-RING

O-RING
BALL
FLUID
FLUID
SCREEN SCREEN
HOUSING
Solenoid De-energized
COIL
ASSEMBLY
PLUNGER
PRESSURE
SUPPLY
(AFL)
PRESSURE
CONTROL
(3-2 SIGNAL)
CONNECTOR
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 turned 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 the open position by spring force 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:
Figure 39

The PCM commands a soft landing to third gear
The PCM commands maximum line pressure
41
EXHAUST VARIABLE ARMATURE SPRING FRAME
BLEED
ORIFICE
Duty Cycle, Frequency and Current Flow
SPOOL
VALVE
SPRING
SPOOL
VALVE
SPOOL
VALVE
SLEEVE
FLUID
SCREENS
PUSH
ROD
DAMPER
SPRING
COIL
ASSEMBLY
PRESSURE CONTROL SOLENOID VALVE
A duty cycle may be defined as the percent of time current is

flowing through a solenoid coil during each cycle. The number of
cycles 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.
ACTUATOR TORQUE
SIGNAL
FEED
FLUID
LIMIT
FLUID
The pressure control (PC) solenoid valve is a precision electronic

pressure regulator that controls transmission line pressure based
on current flow through its coil windings. As current flow 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.
Pressure Control Solenoid Valve
12
40%
The PCM controls the PC solenoid valve on a positive duty

cycle at a fixed frequency of 292.5 Hz (cycles 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.
60%
VOLTS
(ON)
TIME
1 CYCLE = 1/292.5 SECOND
PRESSURE CONTROL SOLENOID VALVE POSITIVE DUTY CYCLE
Approximate
Duty Cycle
Current
Line Pressure
+ 5%
0.1 Amps
Maximum
+40%
1.1 Amps
Minimum
100
CONTROL PRESSURE (PSI)
90
Pressure control solenoid valve resistance should measure

between 3.5 and 4.6 ohms when measured at 20C (68F).
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 (engine torque). In other
words, as the throttle angle (engine torque increases), 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 force.
80
70
60
50
40
30
20
10
0
0.0
0.1
0.2
0.3
0.4
0.5
0.6
0.7
0.8
0.9
1.0
1.1
INPUT CURRENT (AMP)
PRESSURE CONTROL SOLENOID VALVE CURRENT FLOW
Transmission Adapt Function:
Programming within the PCM also allows for automatic

adjustments in shift pressure that are based on the changing
characteristics of the transmission components. As the apply
components within the transmission wear, shift time (time required
to apply a clutch or band) increases. In order to compensate for
this wear, the PCM adjusts trim pressure by controlling the PC
solenoid valve in order to maintain the originally calibrated shift
timing. The automatic adjusting process is referred to as adaptive
learning and it is used to assure consistent shift feel plus increase
transmission durability. The PCM monitors the A/T ISS sensor
and A/T OSS during commanded shifts to determine if a shift is
occurring too fast (harsh) or too slow (soft) and adjusts the PC
solenoid valve signal to maintain a set shift feel.
A Pressure Control Solenoid electrical problem will set a DTC

P0748 and the PCM will command the following default actions:
Transmission adapts must be reset whenever the transmission is

overhauled or replaced (see appropriate service manual).
42
Figure 40
Disable the PC solenoid valve.

FRAME
EXHAUST
SEAT
EXHAUST
INTERNAL
O-RING
Torque Converter Clutch Pulse Width Modulated (TCC PWM)

Solenoid Valve
DIAPHRAGM
O-RING
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.
ARMATURE
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 hydraulic
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 plate 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 increases 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 receives a high voltage signal from the brake switch,
signalling that the brake pedal is depressed, the PCM immediately
releases the TCC.
Note: Duty cycles given are for example only. Actual duty
cycles will vary depending on vehicle application and vehicle
operating conditions.
ACTUATOR
CC
FEED LIMIT SIGNAL
FLUID
FLUID
METERING
BALL
CONNECTOR
75
TIME
TCC (ECCC) APPLY AND RELEASE
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:
CONV FD
REG APPLY
REG APPLY
LINE
CC SIGNAL
D3
ISOLATOR VALVE
REGULATED APPLY
EX
REGULATED APPLY
APPLY
RELEASE
TCC PWM
SOLENOID
VALVE
N.C.
AFL
COOLER
EX
CC SIGNAL
REGULATED APPLY
EX
APPLY
RELEASE
TORQUE
CONVERTER
ASSEMBLY
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).
REVERSE INPUT
LO-N.O.
RELEASE
APPLY
ECCC
APPLY
FLUID
PRESSURE
25
D
50
100%
PERCENT DUTY CYCLE
TCC PWM SOLENOID VALVE
COIL
INLET
ASSEMBLY SEAT
EX
TCC
SOLENOID
(66)
N.O.
ON
Figure 41
TFP
SWITCH
ASSEMBLY
REV-N.O.
D2-N.C.
LO
D3-N.C.
TEMP
SENSOR
D4
D2
D4-N.O.
43
ELECTRICAL COMPONENTS EXTERNAL TO THE TRANSMISSION
THROTTLE POSITION (TP) SENSOR
AIR CONDITIONING (A/C) SWITCH SIGNAL
The TPS is a potentiometer mounted to the throttle body that

provides the PCM with information relative to throttle angle
(accelerator pedal movement). The PCM provides a 5 volt
reference signal and a ground to the TPS and the sensor returns
a signal voltage that changes with throttle valve 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, shift patterns, shift feel and
TCC apply and release timing. In general, with greater
accelerator pedal travel and higher TPS voltage signal, the
following conditions occur:
When the A/C cycling switch closes, the PCM is signaled

that the A/C compressor is ON. The PCM uses this
information to adjust transmission line pressure, shift timing
and TCC apply timing.
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 force on the
clutches and/or band.
The PCM keeps the TCC released during heavy 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 coolant
stream. Low coolant temperature produces high resistance in
the sensor while high coolant temperature produces low
resistance. With respect to transmission operation, the PCM
monitors the voltage signal from the sensor, which is high at
low coolant temperatures, to prevent TCC apply when coolant
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 applications, a
separate engine speed sensor is used to monitor engine speed
from the crankshaft. This information is used to help determine
shift patterns and TCC apply and release timing.
TCC BRAKE SWITCH
The TCC brake switch is a normally closed switch when the

brake pedal is in the released position. When the brake pedal
is depressed, the switch is open and the PCM commands
TCC release.
44
CRUISE CONTROL INFORMATION
The PCM monitors input signals from the cruise control switch
to alter shift patterns when the cruise control is engaged.
Depending on application, the PCM alters the shift pattern 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 prevents the transmission from
upshifting to quickly after downshifting when the cruise control
is engaged.
FOUR WHEEL DRIVE (4WD) LOW SWITCH
With 4WD applications, the VSS is located on the transfer case.

The 4WD Low switch signals the PCM that the vehicle is
operating in 4WD Low. The PCM then multiplies transfer case
output speed signal by the transfer case ratio in low range to
determine the transmission output shaft speed. The PCM uses
this information to provide earlier upshifts and prevent an
overspeed condition when operating in 4WD 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 wired to the PCM

that is located under the vehicle 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 specific
electrical diagnosis information.
POWER FLOW
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, right hand pages contain a simplified

version 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.
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 items 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.
It is the intent of this section to provide an overall

simplified explanation of the mechanical, hydraulic
and electrical operation of the Hydra-matic 4L60-E
transmission. If the operating principle of a clutch,
band or valve is unclear, refer to the previous sections
of this book for individual component descriptions.
RK g)
PA nnin
Ru
e
gin
(En
)
k (P
Par
the he oil
er finrom ting:
v
or le re ow
lect essu e foll
e se e pr o th ): Regh th lin d t
18 )
Witsition, irecte Valve(2ressure
d
po p is lator (line psion
u t
pum Reg tpu mis
2
POWERFLOW
TERMINATED
LOW AND REVERSE

CLUTCH
APPLIED
NO POWER
TRANSMITTED TO
OUTPUT SHAFT
(687)
re ou ns p
ssu mp tra pum
Pretes pu to the hen emand
ulaordingents. Wthe dfrom
accuirem ceeds, fluidr
req ut ex ssure ulato
outpne preure reg
of lipress
the
LOW AND REVERSE

CLUTCH ASSEMBLY
#9
1
POWER FROM
TORQUE
CONVERTER
(1)
PARK
(Engine Running)
TORQUE
CONVERTER
ASSEMBLY
APPLY
#10
COOLER
RELEASE
(Engine Running)
PARK
LO/REV
PR
LUBE
1c
COOLER
PR
LINE
EX
REVERSE
D4
D2
LO
FILTER
(49)
EX
D4
1-2 SHIFT
SOLENOID
VALVE
N.O.
EX
ON
EX
AFL
D2
2ND
EX
EX
3-4 SIGNAL
2-3 SHUTTLE
EX
D3
29
28
3-4 ACC
SERVO FD
EX
EX
2-3 SHIFT VALVE

EX
AFL
OVERRUN
3-4 SHIFT VALVE
EX
4TH SIG
3-4 SIG
1-2 SIGNAL
D3
PRESSURE
CONTROL
SOLENOID
VALVE
D4-3-2
TORQUE SIGNAL
TORQUE SIG
FILTER (50)
EX
LO
AFL
26
1-2 SHIFT VALVE
25
LINE
1-2 SIGNAL
2ND
AFL
EX
EX
AFL
2-3 SIGNAL
2-3 SHIFT
SOLENOID
VALVE
N.O.
ON
EX
AFL
Figure 46
Figure 42
23
LO/1ST
27
AFL
ACTUATOR FEED LIMIT
Figure 45
LO OVERRUN
32
UIT
EX
1b
DR
PA AUL
GE IC
74 CIR
C
PR
LO/REVERSE
HY
D3
RELEASE
COOLER
PR
APPLY
REGULATED APPLY
PRESS REG
BOOST VALVE
LINE
REVERSE INPUT
PR
TORQUE SIGNAL
CONV FD
DECREASE
EX
D3-N.C.
REV INPUT
OFF
CC SIGNAL
TE
D3
SUCTION
LO-N.O.
LINE
48
B
LE
TEMP
SENSOR
REV-N.O.
MP
LO
D2-N.C.
ISOLATOR VALVE
PARKING LOCK
ACTUATOR
ASSEMBLY
(85)
CO
D4
D4-N.O.
D4
TFP
SWITCH
ASSEMBLY
1a
FWD CL FEED
D2
TCC
SOLENOID
N.O.
REG APPLY
PARKING BRAKE
PAWL (81)
ENGAGED
EX
PR
EX
10
LINE
48
EX
BOTTOM
PAN
(SUMP)
INSIDE
DETENT
LEVER
(88)
FILTER
EX
EX
D3
EX
PR
REGULATED APPLY
PARKING PAWL
RETURN SPRING
(80)
MANUAL
SHAFT
(84)
EX
SPEED SENSOR
ROTOR
(699)
REACTION
INTERNAL
GEAR
(684)
HELD
OIL
PUMP
ROTOR
(212)
R N D 3 2 1
FORWARD CLUTCH
ACCUMULATOR
MANUAL VALVE
FILTER
(232)
PUMP
ASSEMBLY
OUTPUT
SHAFT
(687)
HELD
PUMP
ASSEMBLY
(4)
LINE
AIR
BLEED
MAIN
CASE
(103)
TORQUE
CONVERTER
ASSEMBLY
(1)
COOLER
EX
EX
LINE
PRESSURE
TAP
LINE
LO/REVERSE
PRESSURE
RELIEF
VALVE
INPUT HOUSING
& SHAFT ASSEMBLY
(621)
LINE
AIR
BLEED
49
45
MECHANICAL POWERFLOW FROM THE TORQUE CONVERTER

TO THE TURBINE SHAFT
MECHANICAL POWERFLOW FROM

THE TORQUE CONVERTER TO
THE TURBINE SHAFT
(Engine Running)
(Engine Running)
2
POWER TO
DRIVE OIL PUMP
1
POWER FROM
THE ENGINE
2a
OIL PUMP
ROTOR
(205)
DRIVEN
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 lubricate all of
the components throughout the unit. It also requires a holding
force to be applied to the bands and clutches during the various
gear range operations. The oil pump 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 also rotates at engine speed.
3 Fluid Coupling Drives the Turbine
Transmission fluid inside the torque converter (1) creates a fluid

coupling which in turn drives the torque converter turbine.
4 Input Housing and Turbine Shaft Assembly Driven
As the 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.
3
FLUID COUPLING
DRIVES THE TURBINE
4
TURBINE
SHAFT DRIVEN
TORQUE CONVERTER
ASSEMBLY
(1)
NOTE: To minimize the amount of repetitive 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 identical in all gear ranges.
SPLINED TO
TORQUE CONVERTER
STATOR ASSEMBLY
SPLINED TO
TORQUE CONVERTER
TURBINE ASSEMBLY
TURBINE
SHAFT
(621)
KEYED TO
OIL PUMP
ROTOR
(212)
46
Figure 43
OIL PUMP
ASSEMBLY
(4)
46A
3 TORQUE
1 PRESSURE
CONVERTER
REGULATION
TORQUE
CONVERTER
ASSEMBLY
LO-N.O.
D3-N.C.
RELEASE
AIR
BLEED
3f
EX
BOOST VALVE
TORQUE SIGNAL
LINE
FILTER
EX
REVERSE INPUT
EX
SUCTION
D4
EX
CC SIGNAL
AFL
ACTUATOR FEED LIMIT
LINE
CONVERTER FEED
EX
BOTTOM
PAN
(SUMP)
TCC
SOLENOID
N.O.
LINE
10
OFF
REG APPLY
EX
ISOLATOR VALVE
REGULATED APPLY
2c 2nd & 4th Servo:
LINE
3b TCC PWM Solenoid Valve:
2c
ACCUM
FILTER (50)
#7
TORQUE SIGNAL
ACCUM
ACTUATOR FEED LIMIT
18
ORIFICED ACCUM
1c
PRESSURE
CONTROL
SOLENOID
VALVE
ACTUATOR FEED LIMIT
EX
EX
3-4 ACCUMULATOR
EX 19
3-4 ACCUM
3RD ACCUMULATOR
32
#1
2ND CLUTCH
4TH
EX
2ND & 4TH

SERVO
LINE
ACCUMULATOR
AFL
3e Converter Clutch Valve:
3RD ACCUM
EX
AFL
11
EX
30
EX
Converter feed fluid is supplied to the TCC solenoid valve

in preparation for torque converter clutch apply.
EX
EX
ACCUM VALVE
3d TCC Solenoid Valve:
Release fluid pressure is routed to the torque converter to

keep the TCC released. Fluid leaves the converter in the
apply fluid circuit and returns to the cooler through the
converter clutch valve.
31
2a
TORQUE SIG
D4
Line pressure is routed through the regulated apply valve

into the regulated apply fluid circuit. Regulated apply fluid
is routed to the converter clutch valve in preparation for
TCC apply.
3f Torque Converter:
3c Regulated Apply Valve:
Spring force holds the valve in the release position allowing

regulated converter feed fluid to enter the release circuit.
Release fluid is routed to the torque converter. Apply fluid
from the torque converter also passes through the converter
clutch valve into the cooler circuit.
TORQUE SIGNAL
2 SHIFT ACCUMULATION
Actuator feed limit fluid is routed from the actuator feed

limit valve to the TCC PWM solenoid valve where it stops
in preparation for torque converter clutch apply.
CONVERTER FEED
PRESS REG
APPLY
DECREASE
RELEASE
COOLER
CONV FD
1a
CC SIGNAL
PUMP
ASSEMBLY
3d
EX
EX
3e
3c
LINE
EX
2b 1-2 and 3-4 Accumulator Assemblies:
REG APPLY
TCC PWM
SOLENOID
VALVE
N.C.
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.
FILTER
(232)
AFL
3b
LINE
EX
AIR
BLEED
3a
EX
2a Accumulator Valve:
LINE (to Manual Valve)
PRESSURE
RELIEF
VALVE
Controlled by the PCM, the PC solenoid valve regulates

filtered actuator feed limit fluid pressure into the torque
signal fluid circuit.
Line pressure is routed through the pressure regulator valve

and into the converter feed fluid circuit. Converter feed
fluid is routed to the converter clutch valve.
REVERSE INPUT
APPLY
1c Pressure Control (PC) Solenoid Valve:
3a Pressure Regulator Valve:
#9
Line pressure is routed through the valve and into the actuator
feed fluid circuit. The valve limits actuator feed fluid pressure
to a maximum pressure. Actuator feed fluid is routed to the
pressure control solenoid valve, the TCC PWM solenoid
valve, the 3-2 control solenoid valve, and also feeds the 1-2
signal and 2-3 signal fluid circuits.
3 TORQUE CONVERTER (RELEASED POSITION ONLY)
TEMP
SENSOR
REV-N.O.
1b Actuator Feed Limit (AFL) Valve:
In 3rd gear, 4th gear and manual 3rd gear, 3rd accumulator
fluid is routed to the 2nd & 4th servo, which acts as an
accumulator for the 3-4 clutch.
LO
D4
D2-N.C.
Regulates pump output (line pressure) in response to torque

signal fluid pressure acting on the reverse boost valve, spring
force, 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 converter feed circuit through the pressure regulator valve.
Accumulator fluid is routed to each of the accumulator

assemblies in preparation for upshifts and downshifts.
D4
D4-N.O.
1a Pressure Regulator Valve:
D3
D2
TFP
SWITCH
ASSEMBLY
1 PRESSURE REGULATION
D4 (from Manual Valve)
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.
(Engine Running)
COMMON HYDRAULIC FUNCTIONS FOR ALL RANGES
HYDRAULIC POWERFLOW COMMON

FUNCTIONS FOR ALL RANGES
1b
2b
2ND CLUTCH
1-2 ACCUMULATOR
46B
Figure 44
47
PARK
PARK
(Engine Running)
(Engine Running)
1
POWER FROM
TORQUE
CONVERTER
(1)
2
POWERFLOW
TERMINATED
LOW AND REVERSE

CLUTCH
APPLIED
NO POWER
TRANSMITTED TO
OUTPUT SHAFT
(687)
1-2 SHIFT
SOLENOID
VALVE
2-3 SHIFT
SOLENOID
VALVE
ON
ON
2-4
BAND
REVERSE
INPUT
CLUTCH
OVERRUN
CLUTCH
FORWARD
CLUTCH
FORWARD
SPRAG CL.
ASSEMBLY
3-4
CLUTCH
LO-ROLLER
CLUTCH
LO/REV
CLUTCH
APPLIED
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
internal 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.
Power from Torque Converter
The turbine shaft, connected to the input housing (621), is

driven by the converter turbine.
2
Powerflow Terminated
The input housing contains three separate multiple disc

clutches: The overrun clutch, the forward clutch and the 3-4
clutch. All three clutches are released and powerflow is
terminated at the input housing.
INPUT HOUSING
& SHAFT ASSEMBLY
(621)
TORQUE
CONVERTER
ASSEMBLY
(1)
MAIN
CASE
(103)
PUMP
ASSEMBLY
(4)
OIL
PUMP
ROTOR
(212)
REACTION
INTERNAL
GEAR
(684)
HELD
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 range or internal damage to the transmission could occur.
Also, the manual linkage must 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 internal leak between fluid passages 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.
OUTPUT
SHAFT
(687)
HELD
SPEED SENSOR
ROTOR
(699)
PARKING PAWL
RETURN SPRING
(80)
MANUAL
SHAFT
(84)
INSIDE
DETENT
LEVER
(88)
48
PARKING BRAKE
PAWL (81)
ENGAGED
PARKING LOCK
ACTUATOR
ASSEMBLY
(85)
Figure 45
48A
PARK
PARK
(Engine Running)
1-2 SHIFT
SOLENOID
VALVE
2-3 SHIFT
SOLENOID
VALVE
ON
ON
2-4
BAND
REVERSE
INPUT
CLUTCH
OVERRUN
CLUTCH
FORWARD
CLUTCH
FORWARD
SPRAG CL.
ASSEMBLY
3-4
CLUTCH
LO-ROLLER
CLUTCH
(Engine Running)
TORQUE
CONVERTER
ASSEMBLY
LO/REV
CLUTCH
LOW AND REVERSE

CLUTCH ASSEMBLY
APPLIED
FLUID PRESSURE DIRECTED IN PREPARATION FOR A SHIFT
1b Lo Overrun Valve:
#10
COOLER
LINE
COOLER
R N D 3 2 1
FORWARD CLUTCH
ACCUMULATOR
EX
D2
LO
D4
D3
D3
D2-N.C.
PR
LO-N.O.
D3-N.C.
REGULATED APPLY
REV INPUT
PR
1b
23
EX
PR
LO/REVERSE
TEMP
SENSOR
REV-N.O.
TORQUE SIGNAL
REVERSE
APPLY
BOOST VALVE
OFF
LO OVERRUN
LO
D4
EX
EX
EX
EX
ON
Figure 46
AFL
29
D2
28
EX
EX
EX
2-3 SHUTTLE
3-4 SIGNAL
2-3 SHIFT VALVE
3-4 ACC
SERVO FD
COMPLETE HYDRAULIC CIRCUIT

Page 74
2ND
D3
3-4 SHIFT VALVE
EX
EX
EX
OVERRUN
EX
4TH SIG
3-4 SIG
AFL
D3
D4-3-2
TORQUE SIG
PRESSURE
CONTROL
SOLENOID
VALVE
ACTUATOR FEED LIMIT
TORQUE SIGNAL
1-2 SIGNAL
FILTER (50)
2ND
AFL
EX
EX
LO
AFL
1-2 SHIFT
SOLENOID
VALVE
N.O.
1-2 SHIFT VALVE
AFL
3
LINE
CC SIGNAL
25
26
27
9
LINE
1-2 SIGNAL
ISOLATOR VALVE
REG APPLY
AFL
REGULATED APPLY
8
LO/1ST
FILTER
(49)
2-3 SIGNAL
2-3 SHIFT
SOLENOID
VALVE
N.O.
ON
EX
AFL
TCC
SOLENOID
N.O.
LINE
LINE
REVERSE INPUT
CONV FD
10
BOTTOM
PAN
(SUMP)
32
D4
D4-N.O.
TFP
SWITCH
ASSEMBLY
EX
1a
D4
EX
FWD CL FEED
D2
EX
D3
SUCTION
EX
FILTER
EX
PRESS REG
EX
COOLER
DECREASE
PUMP
ASSEMBLY
EX
RELEASE
FILTER
(232)
LINE
PR
AIR
BLEED
EX
MANUAL VALVE
PR
EX
LINE
PRESSURE
TAP
LINE
EX
Note: Refer to Shift Solenoid Valves on page 40 for a description

of solenoid and shift valve operation.
48B
LO/REVERSE
LINE
PRESSURE
RELIEF
VALVE
Line pressure is routed through 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
the valve enough to open the regulated apply fluid circuit to
an exhaust. This prevents any pressure build up in the
regulated apply fluid circuit in Park, Reverse, and Neutral.
PR
AIR
BLEED
Regulated Apply Valve and Isolator Valve:
PR
LUBE
Transmission Fluid Pressure (TFP) Manual Valve

Position Switch:
No fluid at the TFP manual valve position switch signals the

powertrain control module (PCM) that the transmission is in
either Park or Neutral range. The PCM then energizes, or
turns ON the 1-2 shift solenoid valve and the 2-3 shift
solenoid valve.
3
LO/REV
1c
COOLER
Low/reverse fluid is routed from the lo overrun valve to the

low and reverse clutch piston to apply the low and reverse
clutch plates.
1c Low and Reverse Clutch:
APPLY
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.
RELEASE
#9
Mechanically controlled by the gear selector lever, the manual

valve is in the Park (P) position and directs line pressure
from the pressure regulator valve into the PR fluid circuit.
1a Manual Valve:
49
REVERSE
REVERSE
1
POWER FROM
TORQUE
CONVERTER
(1)
2
REVERSE INPUT
CLUTCH (605)
APPLIED
4
5
LOW AND REVERSE REACTION
CLUTCH
CARRIER
APPLIED
HELD
3
REACTION
SUN GEAR
DRIVEN
POWER TO
DIFFERENTIAL
ASSEMBLY
1-2 SHIFT
SOLENOID
VALVE
2-3 SHIFT
SOLENOID
VALVE
ON
ON
2-4
BAND
REVERSE
INPUT
CLUTCH
OVERRUN
CLUTCH
FORWARD
CLUTCH
FORWARD
SPRAG CL.
ASSEMBLY
APPLIED
3-4
CLUTCH
LO-ROLLER
CLUTCH
LO/REV
CLUTCH
APPLIED
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 operate 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.

The reverse input clutch plates (612) are applied and connect
the reverse input clutch housing (605) to the input housing.
Engine torque is transferred from the input housing, through
the 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 the reaction sun

shell and is driven clockwise by the sun shell.
4
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 internal gear (664) stationary.
REACTION
SUN SHELL
(670)
INPUT HOUSING
& SHAFT ASSEMBLY
(621)
REVERSE INPUT
CLUTCH (605)
APPLIED
REACTION
SUN GEAR
(673)
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 internal gear in a counterclockwise
direction. The reaction internal gear is splined to and drives
the output shaft (687) counterclockwise to obtain Reverse
and a gear reduction of approximately 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.
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.
MAIN
CASE
(103)
LOW AND REVERSE

CLUTCH PLATE
ASSEMBLY
(682)
APPLIED
REACTION
INTERNAL
GEAR
(684)
OUTPUT
SHAFT
(687)
SPEED SENSOR
ROTOR
(699)
REACTION
CARRIER
ASSEMBLY
(681)
HELD
50
Figure 47
50A
REVERSE
1-2 SHIFT
SOLENOID
VALVE
2-3 SHIFT
SOLENOID
VALVE
ON
ON
2-4
BAND
REVERSE
INPUT
CLUTCH
OVERRUN
CLUTCH
FORWARD
CLUTCH
FORWARD
SPRAG CL.
ASSEMBLY
REVERSE
3-4
CLUTCH
LO-ROLLER
CLUTCH
APPLIED
LO/REV
CLUTCH
APPLIED
REVERSE INPUT
CLUTCH ASSEMBLY
LOW AND REVERSE

CLUTCH ASSEMBLY
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 the reverse fluid circuit from the PR fluid
circuit already pressurized in Park.
1b Pressure Regulator and Reverse Boost Valves:
EX
INPUT
LO/REV
PR
REV
LINE
LINE
R N D 3 2 1
LINE
PRESSURE
TAP
LINE
LINE (From Pump)
FORWARD CLUTCH
ACCUMULATOR
EX
PR
2 LOW AND REVERSE CLUTCH APPLIES

2a #3 Ball Check Valve:
REVERSE
D2
LO
D4
LO
D4-N.O.
TFP
SWITCH
ASSEMBLY
PRESS REG
D4
D3
DECREASE
D4
D3
1a
EX
FWD CL FEED
D2
When engine speed is above idle, reverse fluid acts on the

reverse abuse valve to move the valve against spring force.
This allows reverse fluid to feed the reverse input fluid
circuit quickly, bypassing the control of orifice #17.
D3
2b Reverse Abuse Valve:
CONV FD
EX
Note: Remember that the function of an orifice is to control the

flow rate of fluid and rate of apply or release of a clutch or band.
EX
PR
LO/REVERSE
MANUAL 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.
EX
PR
BOOST VALVE
D3-N.C.
LO-N.O.
1c
REVERSE INPUT
REV INPUT
REV INPUT
Reverse input fluid is then routed to the reverse input clutch

piston to apply the reverse input clutch plates to obtain
reverse gear.
TEMP
SENSOR
REV-N.O.
1b
LINE
D2-N.C.
2c Reverse Input Clutch:
PR
23
EX
LINE
TORQUE SIG
The 1-2 SS valve remains energized (ON). 1-2 signal fluid

pressure is high with the 1-2 SS valve energized and keeps
the 1-2 shift valve in the downshifted position against spring
force. 1-2 signal fluid is also routed to the 3-4 shift valve.
PR
LO/REVERSE
10
3 FLUID PRESSURE DIRECTED IN PREPARATION

FOR A SHIFT
3a 1-2 Shift Solenoid (SS) Valve:
REV
EX
EX
AFL
EX
EX
EX
2-3 SIGNAL
2-3 SHIFT
SOLENOID
VALVE
N.O.
ON
EX
D2
2ND
EX
Figure 48
3-4 ACC
SERVO FD

Page 76
2-3 SHUTTLE
3-4 SIGNAL
EX
4TH SIG
3-4 SIG
D3
2-3 SHIFT VALVE

EX
REV
D4
LO
TORQUE SIG
1-2 SIGNAL
EX
EX
EX
EX
REV INPUT
LINE
#3
REV
29
28
OVERRUN
REV ABUSE
17
AFL
2b
D4-3-2
REVERSE INPUT
ON
2ND
3-4 SHIFT VALVE
3a
1-2 SHIFT
SOLENOID
VALVE
N.O.
1-2 SHIFT VALVE
2a
D3
26
27
25
1-2 SIGNAL
TORQUE SIGNAL
AFL
ACTUATOR FEED LIMIT
FILTER
(49)
PRESSURE
CONTROL
SOLENOID
VALVE
LO/1ST
AFL
FILTER (50)
32
AFL
AFL
LO OVERRUN
AFL
3b 2-3 Shift Solenoid (SS) Valve:
50B
PR
Reverse input fluid is routed to the TFP manual valve position

switch. The TFP manual valve position switch signals the
PCM that the transmission is in Reverse.
1c Transmission Fluid Pressure (TFP) Manual Valve

Position Switch:
The 2-3 SS valve remains energized (ON). 2-3 signal fluid

is high with the 2-3 SS valve energized and keeps the 2-3
shift valve and the 2-3 shuttle valve in the downshifted
position.
#10
2c
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 signals. Reverse input fluid is
also routed through the reverse boost valve and seats the air
bleed ball check valve located in the fluid pump.
3b
51
NEUTRAL
NEUTRAL
(Engine Running)
(Engine Running)
1
POWER FROM
TORQUE
CONVERTER
(1)
NO POWER
TRANSMITTED TO
OUTPUT SHAFT
(687)
2
POWERFLOW
TERMINATED
1-2 SHIFT
SOLENOID
VALVE
2-3 SHIFT
SOLENOID
VALVE
ON
ON
2-4
BAND
REVERSE
INPUT
CLUTCH
OVERRUN
CLUTCH
FORWARD
CLUTCH
FORWARD
SPRAG CL.
ASSEMBLY
3-4
CLUTCH
LO-ROLLER
CLUTCH
LO/REV
CLUTCH
When the gear selector lever is placed in the Neutral (N) position, mechanical power flow is identical to Park (P) range,
except that the parking lock actuator assembly (85) is disengaged. The parking pawl return spring (80) releases the parking
lock pawl (81) from the lugs on the reaction internal gear (684).
With the parking lock pawl disengaged the output shaft is free
to rotate, allowing the vehicle to roll.
Neutral position.

2
Powerflow Terminated
The input housing contains three separate multiple disc

clutches: The overrun clutch, the forward clutch and the 3-4
clutch. All three clutches are released and powerflow is
terminated at the input housing.
INPUT HOUSING
& SHAFT ASSEMBLY
(621)
TORQUE
CONVERTER
ASSEMBLY
(1)
Neutral range may be selected for starting the engine when

the vehicle is standing still or moving down the road.
MAIN
CASE
(103)
PUMP
ASSEMBLY
(4)
REACTION
INTERNAL
GEAR
(684)
OUTPUT
SHAFT
(687)
SPEED SENSOR
ROTOR
(699)
PARKING PAWL
RETURN SPRING
(80)
MANUAL
SHAFT
(84)
INSIDE
DETENT
LEVER
(88)
52
PARKING BRAKE
PAWL (81)
DISENGAGED
PARKING LOCK
ACTUATOR
ASSEMBLY
(85)
Figure 49
52A
NEUTRAL
NEUTRAL
(Engine Running)
1-2 SHIFT
SOLENOID
VALVE
2-3 SHIFT
SOLENOID
VALVE
ON
ON
2-4
BAND
REVERSE
INPUT
CLUTCH
OVERRUN
CLUTCH
FORWARD
CLUTCH
FORWARD
SPRAG CL.
ASSEMBLY
(Engine Running)
3-4
CLUTCH
LO-ROLLER
CLUTCH
LO/REV
CLUTCH
REVERSE INPUT
CLUTCH ASSEMBLY
LOW AND REVERSE

CLUTCH ASSEMBLY
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:
#10
INPUT
1c
2b
PR
PR
LO/REVERSE
LO
INPUT
REV
EX

Page 78
Figure 50
AFL
EX
EX
2-3 SHUTTLE
EX
2-3 SHIFT VALVE

EX
REV ABUSE
D2
2ND
D3
29
28
3-4 ACC
SERVO FD
EX
REV
3-4 SIGNAL
EX
4TH SIG
3-4 SIG
OVERRUN
ON
EX
1-2 SIGNAL
D4
REV
1-2 SHIFT
SOLENOID
VALVE
N.O.
AFL
2-3 SIGNAL
2-3 SHIFT
SOLENOID
VALVE
N.O.
ON
EX
TORQUE SIG
EX
26
D4-3-2
LO
25
1-2 SIGNAL
AFL
EX
EX
EX
#3
27
1-2 SHIFT VALVE
17
3-4 SHIFT VALVE
23
2ND
REVERSE INPUT
2c
1e
REV
D3
LO/1ST
FILTER
(49)
LINE
LO OVERRUN
AFL
PRESSURE
CONTROL
SOLENOID
VALVE
ACTUATOR FEED LIMIT
1b
AFL
PR
2a
FILTER (50)
D2
LO
D4
REV INPUT
EX
PR
AFL
TORQUE SIGNAL
D3
D3
PRESS REG
BOOST VALVE
LINE
REVERSE
DECREASE
EX
D3-N.C.
REV INPUT
32
TEMP
SENSOR
LO-N.O.
1f
LINE
AFL
LO
TORQUE SIG
2c 1-2 Shift Valve:
D4
D2-N.C.
10
D4
D4-N.O.
TFP
SWITCH
ASSEMBLY
PR fluid exhausts from the outer area of the low and reverse
clutch piston. 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
piston and passes through the lo overrun valve into the lo/
1st fluid circuit.
1a
REV-N.O.
1d
2b Low and Reverse Clutch:
FWD CL FEED
D2
REVERSE INPUT
EX
EX
EX
PR
D3
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/1st fluid circuit.
2 LOW AND REVERSE CLUTCH RELEASES

2a Lo Overrun Valve:
CONV FD
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).
1f Transmission Fluid Pressure (TFP) Manual Valve

Position Switch:
MANUAL VALVE
Exhausting reverse input fluid unseats the #3 ball check

valve, allowing reverse input fluid to exhaust quickly into
the reverse fluid circuit.
1e Reverse Input Ball Check Valve (#3):
FORWARD CLUTCH
ACCUMULATOR
LO/REVERSE
PR
LINE
PRESSURE
TAP
R N D 3 2 1
LINE
LINE
EX
LINE (From Pump)
Reverse input fluid exhausts from the reverse boost valve,

allowing line pressure to return to the normal operating
range as in Park, Neutral and Overdrive gear ranges.
LINE
1d Reverse Boost Valve:
52B
Reverse input fluid pressure, which was fed by reverse fluid,

exhausts from the reverse input clutch piston allowing the
reverse input clutch to release.
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 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.
1c Reverse Input Clutch:
Note: Allowing fluid to bypass an orifice when exhausting

ensures a quick release of the clutch or band. This prevents the
friction material from dragging and creating excess fluid
temperatures or damaging the clutch or band.
LO/REV
REV
Exhausting reverse fluid pressure allows the reverse abuse

valve spring to shift the valve, blocking off the reverse input
fluid circuit.
PR
1b Reverse Abuse Valve:
Exhausting lo/reverse fluid, in the lo/1st circuit, enters the

lo fluid circuit at the 1-2 shift valve and exhausts at the
manual valve.
EX
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.
1 REVERSE INPUT CLUTCH RELEASES

1a Manual Valve:
53
OVERDRIVE RANGE FIRST GEAR

1
POWER FROM
TORQUE
CONVERTER
(1)
2
FORWARD
CLUTCH
APPLIED
6
7
3
4
INPUT
INPUT
FORWARD SPRAG
INPUT
ASSEMBLY
SUN GEAR INTERNAL CARRIER
GEAR
DRIVEN
(642)
DRIVING
HELD
HOLDING
5
LOW AND
REVERSE
ROLLER
CLUTCH
POWER TO
ASSEMBLY
DIFFERENTIAL
(678)
ASSEMBLY
HOLDING
1-2 SHIFT
SOLENOID
VALVE
2-3 SHIFT
SOLENOID
VALVE
ON
ON
2-4
BAND
REVERSE
INPUT
CLUTCH
OVERRUN
CLUTCH
FORWARD
CLUTCH
FORWARD
SPRAG CL.
ASSEMBLY
APPLIED
HOLDING
3-4
CLUTCH
LO-ROLLER
CLUTCH
LO/REV
CLUTCH
HOLDING
In Overdrive Range First Gear, torque from the engine is multiplied through the torque converter and transmission gear sets to
the vehicles drive shaft. The planetary gears operate in reduction
to achieve a First gear starting ratio of approximately 3.06:1.
Overdrive D position.

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 drives the forward sprag
inner race and input sun gear assembly.
4
FORWARD
CLUTCH
APPLIED
FORWARD SPRAG
ASSEMBLY
(642)
HOLDING
INPUT CARRIER
ASSEMBLY
(662)
INPUT
INTERNAL
GEAR
(664)
HELD
REACTION
CARRIER
SHAFT
(666)
HELD
INPUT HOUSING
& SHAFT ASSEMBLY
(621)
OUTER RACE
OVERRUN
(644)
CLUTCH HUB
(639)
LOW AND REVERSE

ROLLER CLUTCH
ASSEMBLY
(678)
HOLDING
LOW AND
REVERSE
CLUTCH SUPPORT
ASSEMBLY
(679)
54
MAIN
CASE
(103)
The input sun gear drives the input carrier pinion gears
counterclockwise.
5
MAIN
CASE
(103)
REACTION
INTERNAL
GEAR
LOW AND REVERSE
(684)
CLUTCH PLATE
ASSEMBLY
(682)
LOW AND REVERSE

ROLLER CLUTCH
RACE
(675)
HELD
REACTION
CARRIER
ASSEMBLY
(681)
HELD
Figure 51
OUTPUT
SHAFT
(687)
SPEED SENSOR
ROTOR
(699)
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 prevents the reaction carrier,
reaction carrier shaft and input internal gear from rotating.
6
FORWARD SPRAG CLUTCH

INNER RACE AND INPUT
SUN GEAR ASSEMBLY
(640)
FORWARD CLUTCH
Input Sun Gear Driving
Input Internal Gear Held
The input carrier pinion gears, rotating counterclockwise on

their pins, walk clockwise around the stationary input internal
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.
As a 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 affect the transmissions 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 and input sun gear assembly to overrun the sprag clutch and
allow the vehicle to coast freely without engine compression
slowing the vehicle.
Also during coast conditions, the reaction internal gear drives
the reaction carrier pinion gears. This drives the reaction carrier
clockwise and overruns the low and reverse roller clutch.
As vehicle speed increases, less torque multiplication is needed

for maximum efficiency. Therefore, it is desirable to shift the
transmission to a lower gear ratio, or Second gear.
54A
LO/REV
CLUTCH
HOLDING
2c
When the gear selector lever is moved to the Overdrive Range D

position from the Neutral (N) position, the following changes occur
to shift the transmission into Overdrive Range First Gear.
3-4 CLUTCH
REAR LUBE
FILTER (50)
FORWARD ABUSE
EX
EX
FORWARD CLUTCH FEED
D4
D4
D4
TORQUE SIGNAL
EX
PRESSURE
CONTROL
SOLENOID
VALVE
AFL
EX
EX
FWD CL FD
2a
ACTUATOR FEED LIMIT
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 force.
D4
EX
EX
LINE
REV INPUT
AFL
D4
TEMP
SENSOR
LO-N.O.
LINE
5b
32
2b
D2-N.C.
REV-N.O.
REG APPLY
As the forward clutch applies, forward clutch feed fluid pressure

moves the forward clutch accumulator piston against spring
force. This action absorbs some of the initial increase of forward
clutch feed fluid pressure to cushion the forward clutch apply.
#12
LO
2d Forward Clutch Accumulator:
D4
D4-N.O.
D3-N.C.
22
1b
TFP
SWITCH
ASSEMBLY
TCC
SOLENOID
N.O.
D2
LO
D4
CC SIGNAL
EX
FWD CL FEED
D2
OFF
ISOLATOR VALVE 9
D3
EX
TCC PWM
SOLENOID
VALVE
N.C.
EX
PR
REGULATED
EX
24
MANUAL
VALVE
AFL
FORWARD CLUTCH
ACCUMULATOR
APPLY
5a
2c Forward Clutch Assembly:
Forward clutch feed fluid is routed to the forward clutch piston

to apply the forward clutch plates and obtain a First gear ratio
through the transmission gear sets.
5c
When engine speed is above idle, D4 fluid acts on the forward

abuse valve to move the valve against spring force. This
allows D4 fluid to feed the forward clutch feed fluid circuit
quickly, bypassing the control of orifice #22.
R N D 3 2 1
TORQUE SIG
1a
EX
REG APPLY
10
LINE
PRESSURE
TAP
REVERSE
BOOST VALVE
REV INPUT
2d
LINE
2b Forward Abuse Valve:
LINE
REV INPUT
D4 fluid pressure seats the forward clutch accumulator ball

check valve (#12) and is orificed into the forward clutch feed
fluid circuit. This orifice (#22) helps control the forward
clutch apply when engine speed is approximately at idle.
FORWARD CLUTCH FEED
APPLY
COOLER
EX
PRESS REG
EX
FWD CL FD
DECREASE
EX
1c
RELEASE
LINE (From Pump)
CONV FEED
2 FORWARD CLUTCH APPLIES

2a Forward Clutch Accumulator Ball Check Valve (#12):
3a Accumulator Valve:
LINE
D4 fluid is also routed to the rear of the transmission case

where it is orficed (#24) into the rear lube fluid circuit to
lubricate the rear end of the transmission.
1b Transmission Fluid Pressure (TFP) Manual Valve

Position Switch:
OVERRUN CLUTCH
In the Overdrive position the manual valve routes line pressure

into the D4 fluid circuit.
1c Rear Lube:
FWD CL FEED
1 OVERDRIVE RANGE
1a Manual Valve:
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 D .
INPUT CLUTCH
HOUSING ASSEMBLY
D4
HOLDING
LO-ROLLER
CLUTCH
D3
APPLIED
3-4
CLUTCH
D3
FORWARD
SPRAG CL.
ASSEMBLY
LINE
FORWARD
CLUTCH
OVERRUN
CLUTCH
ON
REVERSE
INPUT
CLUTCH
ON
2-4
BAND
2-3 SHIFT
SOLENOID
VALVE
1-2 SHIFT
SOLENOID
VALVE
3b 1-2 Accumulator:
D4
LO
EX
EX
1-2 ACCUMULATOR
Figure 52
EX
EX
EX
3-4 SIG
EX
3b
3-4 ACC
SERVO FD
2ND CL
2-3 SHUTTLE
AFL
2-3 SHIFT
SOLENOID
VALVE
N.O.
2-3 SHIFT VALVE
ON
EX
28
D2
D3
OVERRUN
ACCUM
AFL
2ND
29
2-3 SIGNAL
AFL (To 3-2 Control Solenoid Valve)
AFL
AFL
4a
D4-3-2
1-2 SIGNAL
ON
2ND
EX
4TH SIG
3-4 SIGNAL
EX
1-2 SHIFT
SOLENOID
VALVE
N.O.
25

Page 80
ORF ACC
26
27
1-2 SHIFT VALVE
54B
Regulated apply fluid is routed to the converter clutch valve in

preparation for TCC apply.
3-4 SHIFT VALVE
18
5c TCC Solenoid Valve:
D3
3-4 ACCUMULATOR
EX 19
3-4 ACCUM
CC signal fluid works together with orficed regulated apply

fluid to regulate line pressure through the regulated apply valve,
into the regulated apply fluid circuit.
ACCUM
5b Regulated Apply Valve and Isolator Valve:
1-2 SIGNAL
LO/1ST
3c
The solenoid duty cycle regulates actuator feed limit fluid

(AFL) into the CC signal circuit.
30
#1
AFL
3a
D4 fluid is routed to the 1-2 shift valve in preparation for an

upshift to second gear.
FOR TCC APPLY
5a TCC PWM Solenoid Valve:
ACCUM
ACCUM VALVE

FOR A SHIFT
4a 1-2 Shift Valve:
FILTER
(49)
AFL
31
Accumulator fluid also seats the #1 ball check valve, is forced

through orifice #18 into the orificed accumulator fluid circuit and
fills the 3-4 accumulator with fluid in preparation for a 3-4 upshift.
3c 3-4 Accumulator:
D4
Accumulator fluid is routed to and fills the 1-2 accumulator in

preparation for a 1-2 upshift.
55
OVERDRIVE RANGE SECOND GEAR

1
POWER FROM
TORQUE
CONVERTER
(1)
2
8
FORWARD
2-4 BAND
ASSEMBLY (602) CLUTCH
APPLIED
APPLIED
3
5
10
4
6
7
9
FORWARD
INPUT
INPUT
INPUT REACTION REACTION REACTION
SPRAG
CARRIER INTERNAL SUN INTERNAL CARRIER SUN GEAR
ASSEMBLY DRIVEN
GEAR
GEAR
GEAR
DRIVEN
HELD
(642)
DRIVING DRIVING DRIVEN
HOLDING
POWER TO
DIFFERENTIAL
ASSEMBLY
1-2 SHIFT
SOLENOID
VALVE
2-3 SHIFT
SOLENOID
VALVE
2-4
BAND
OFF
ON
APPLIED
REVERSE
INPUT
CLUTCH
OVERRUN
CLUTCH
FORWARD
CLUTCH
FORWARD
SPRAG CL.
ASSEMBLY
APPLIED
HOLDING
3-4
CLUTCH
LO-ROLLER
CLUTCH
LO/REV
CLUTCH
As vehicle speed increases, input signals 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 moment to shift the transmission. In Second gear, the planetary
gear sets continue to operate in reduction at a gear ratio of
approximately 1.63:1.
1

2
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
The forward sprag assembly locks and drives the forward

sprag clutch inner race and input sun gear assembly (640).
4
The forward sprag clutch inner race and input sun gear
assembly (640) drives the input carrier pinion gears.
SERVO
ASSEMBLY
APPLIED
INPUT REACTION
INTERNAL CARRIER
INPUT CARRIER
GEAR
SHAFT
REVERSE INPUT
(664)
FORWARD SPRAG ASSEMBLY
(666)
(662)
CLUTCH HOUSING
ASSEMBLY
FORWARD
(605)
(642)
CLUTCH
INPUT HOUSING
HELD
HOLDING
& SHAFT ASSEMBLY APPLIED
2-4 BAND
(621)
ASSEMBLY
(602)
APPLIED
MAIN
CASE
(103)
REACTION
INTERNAL
GEAR
LOW AND REVERSE
(684)
CLUTCH PLATE
ASSEMBLY
(682)
The input carrier assembly (662) is driven clockwise by the

input carrier pinion gears walking around the input internal
gear (664) as in First gear. This action drives the output
shaft (687) and the reaction internal gear (684).
6
Reaction Internal Driven
The reaction internal gear rotates with the output shaft and
drives the reaction carrier pinion gears in a clockwise direction.
7
Reaction Carrier Driven
OUTPUT
SHAFT
(687)
SPEED SENSOR
ROTOR
(699)
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 internal 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 Overdrive 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.
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.
REACTION
SUN GEAR
(673)
HELD
56
The reaction carrier shaft (666) and input internal gear (664)
are driven clockwise by the reaction carrier assembly.
INNER RACE AND
INPUT SUN GEAR ASSEMBLY
(640)
FORWARD CLUTCH
OUTER RACE
OVERRUN
(644)
CLUTCH HUB
(639)
REACTION
SUN SHELL
(670)
HELD
REACTION
CARRIER
ASSEMBLY
(681)
Figure 53
56A
LO/REV
CLUTCH
INPUT CLUTCH
HOUSING ASSEMBLY
As vehicle speed increases, the powertrain control module (PCM)

receives input signals from the vehicle speed sensor, the throttle
position (TP) sensor and other vehicle sensors to determine the
precise moment to de-energize or turn OFF the 1-2 shift solenoid (SS) valve. The 1-2 SS valve is OFF when the PCM
eliminates the path to ground for that circuit.
3-4 CLUTCH
FWD CL FEED
26
27
2ND
D2
D3
EX
4TH SIG
3-4 SIGNAL
ON
D4
EX
3-2
CONTROL
SOLENOID
VALVE
N.C.
14
3-2 CONTROL
EX
4TH
FWD CL FD
AFL
3-4 ACC
SERVO FD
3RD ACCUMULATOR
2ND & 4TH

SERVO
4TH
ACTUATOR FEED LIMIT
3-4 CLUTCH
3-2 SIGNAL
3d
EX
EX
D4
EX
OVERRUN CL
OVERRUN CL FD
EX
EX
EX
EX
EX
3-4 ACC
SERVO FD
EX
EX
2ND
3-4 SIG
AFL
EX
2ND CL
EX
4-3 SEQUENCE VALVE
EX
11
ON
ORF EX
EX
3-4 RELAY
3b
3RD ACCUM
2-3 SHIFT
SOLENOID
VALVE
N.O.
2ND CL
SIGNAL
4TH SIG
ACCUM
1-2 ACCUMULATOR
2ND CL
2ND
2-3 SHUTTLE
2a
3a
1d
OFF
AFL
28
ORF ACC
56B
2ND
1-2 SHIFT
SOLENOID
VALVE
N.O.
29
2-3 SHIFT VALVE
3-4 ACCUMULATOR
EX 19
3-4 ACCUM

Page 82
AFL
OVERRUN
2ND
2-3 SIGNAL
In second gear, the PCM energizes the normally 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 force. This
action is done in preparation for control of a 3-2 downshift
and does not affect transmission operation in second gear.
D4-3-2
1-2 SIGNAL
18
3d 3-2 Control Solenoid Valve:
2ND
3c
1a
1-2 SHIFT VALVE
D3
30
3-4 CL
2ND CL
ACCUM
#1
EX
1-2 SIG
LO/1ST
D4
LO
EX
3-4 SHIFT VALVE
3c 3-2 Downshift Valve:
Spring force holds the valve closed, blocking 2nd fluid

pressure and 2nd clutch fluid pressure. This valve is used in
order to help control a 3-2 downshift.
2b
AFL
25
EX
1-2 SIGNAL
1b
D4
3-2 DOWNSHIFT
2nd fluid pressure is also directed to the 3-4 relay valve in

preparation for an upshift.
ACCUM
3b 3-4 Relay Valve:
#8
2ND
D2
LO
D4
FILTER
(49)
D4
16
D3
AFL
PRESSURE
CONTROL
SOLENOID
VALVE
ACCUM VALVE
1c
FWD CL FD
LINE
REVERSE
EX
EX
EX
31
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.
D4

FOR A SHIFT
3a 2-3 Shift Valve:
REAR LUBE
OVERRUN CLUTCH
APPLY
CC SIGNAL
EX
APPLY
REGULATED
D4
ACTUATOR FEED LIMIT
EX
EX
D4
REV INPUT
FORWARD CLUTCH FEED
LINE
TORQUE SIGNAL
32
D3-N.C.
FORWARD ABUSE
AFL
TCC
SOLENOID
N.O.
FILTER (50)
AFL
TEMP
SENSOR
LO-N.O.
#12
LO
D4-N.O.
D2-N.C.
Accumulator fluid is forced out of the 1-2 accumulator

when 2nd clutch fluid pressure and spring force move the
1-2 accumulator piston. Accumulator fluid flows back to
the accumulator valve and into the orificed accumulator
fluid circuits. Orificed accumulator fluid pressure and
accumulator spring force regulate 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.
D4
REV-N.O.
LINE
22
OFF
ISOLATOR VALVE 9
REG APPLY
D4
TFP
SWITCH
ASSEMBLY
TCC PWM
SOLENOID
VALVE
N.C.
2b Accumulator Valve:
FWD CL FEED
EX
EX
D2
2a 1-2 Accumulator:
2nd clutch fluid is also sent to the 1-2 accumulator. 2nd

clutch fluid pressure, together with spring pressure, acts
against accumulator fluid pressure to absorb some of the
initial increase of 2nd clutch fluid pressure to cushion the
2-4 band apply.
D3
AFL
SERVO FEED
PR
TORQUE SIG
FORWARD CLUTCH
ACCUMULATOR
24
MANUAL
VALVE
D3
10
R N D 3 2 1
2nd clutch fluid is directed to the 2nd & 4th servo to move the
2nd apply piston against servo cushion and servo return spring
forces to apply the 2-4 band and achieve Second gear.
REG APPLY
1d 2nd & 4th Servo:
LINE
PRESSURE
TAP
EX
REV INPUT
BOOST VALVE
REV INPUT
LINE
2nd fluid seats the #8 ball check valve, passes through an

orifice (#16) and enters the 2nd clutch fluid circuit.
LINE
1c #8 Ball Check Valve:
PRESS REG
COOLER
EX
FORWARD CLUTCH FEED
EX
DECREASE
RELEASE
EX
LINE (From Pump)
CONV FEED
Exhausting 1-2 signal fluid pressure allows 1-2 shift valve

spring force 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.
1b 1-2 Shift Valve:
LINE
The 1-2 SS valve is de-energized, allowing 1-2 signal fluid

to exhaust from its circuit.
1 2-4 BAND APPLIES

HOLDING
LO-ROLLER
CLUTCH
APPLIED
3-4
CLUTCH
FORWARD
SPRAG CL.
ASSEMBLY
APPLIED
FORWARD
CLUTCH
ON
OVERRUN
CLUTCH
OFF
REVERSE
INPUT
CLUTCH
2-4
BAND
2-3 SHIFT
SOLENOID
VALVE
1-2 SHIFT
SOLENOID
VALVE
2ND CL
Figure 54
57
OVERDRIVE RANGE THIRD GEAR

1
POWER FROM
TORQUE
CONVERTER
(1)
3
FORWARD SPRAG
ASSEMBLY
(642)
HOLDING
2
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
2-3 SHIFT
SOLENOID
VALVE
OFF
OFF
POWER TO
DIFFERENTIAL
ASSEMBLY
REVERSE
INPUT
CLUTCH
OVERRUN
CLUTCH
FORWARD
CLUTCH
FORWARD
SPRAG CL.
ASSEMBLY
3-4
CLUTCH
APPLIED
HOLDING
APPLIED
LO-ROLLER
CLUTCH
LO/REV
CLUTCH

2
2-4
BAND
As vehicle speed increases further, input signals from the transmission speed sensor, the throttle position (TP) sensor, and other
vehicle sensors are sent to the PCM. The PCM uses this information 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.
1-2 SHIFT
SOLENOID
VALVE
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).
The forward sprag assembly locks and drives the forward

sprag clutch inner race and input sun gear assembly (640).
4
The forward sprag clutch inner race and input sun gear
assembly (640) drives the input carrier pinion gears.
5
FORWARD
CLUTCH
APPLIED
3-4
CLUTCH
APPLIED
INPUT CARRIER
ASSEMBLY
FORWARD SPRAG
(662)
ASSEMBLY
(642)
HOLDING
INPUT
INTERNAL
GEAR
(664)
REACTION
CARRIER
SHAFT
(666)
3-4 Clutch Applied
The 3-4 clutch plates (654) are applied and transfer engine
torque from the input housing (621) to the input internal
gear (664).
6
Input Internal Gear Driving
Both the input internal 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
The input carrier drives the output shaft (687) at converter

turbine speed to achieve direct drive in Third gear.
INPUT HOUSING
& SHAFT ASSEMBLY
(621)
8
INNER RACE AND
INPUT SUN GEAR
ASSEMBLY
FORWARD CLUTCH
(640)
OUTER RACE
OVERRUN
(644)
CLUTCH HUB
(639)
Reaction Planetary Gearset Driven
The reaction internal 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
internal 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
REACTION
INTERNAL
GEAR
(684)
OUTPUT
SHAFT
(687)
SPEED SENSOR
ROTOR
(699)
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 increases, less torque multiplication is required to operate the engine efficiently. Therefore, it is desirable
to shift to an overdrive gear ratio, or Fourth gear.
58
Figure 55
58A
INPUT CLUTCH
HOUSING ASSEMBLY
2a
3-4 CLUTCH
D4
FWD CL FD
D4
EX
AFL
EX
EX
EX
FEED
SERVO
EX
1c
ON
#2
3-2
CONTROL
SOLENOID
VALVE
N.C.
14
3-2 CONTROL
EX
OVERRUN CL
OVERRUN CL FD
3-4 ACC
EX
EX
3RD ACC
AFL
3-4 ACC
EX
EX
SERVO FD
4TH
D2
LO
D4
EX
D2
2ND
D3
3-4 CL
2ND
4TH
ACTUATOR FEED LIMIT
3-4 CLUTCH
3-2 SIGNAL
EX
1e
EX
EX
D3
LO
EX
4TH SIG
3-4 SIGNAL
1a
EX
D4
D3
D4
EX
REVERSE
EX
EX
EX
EX
OFF
2-3 SHIFT
SOLENOID
VALVE
N.O.
2ND CL
3RD ACCUMULATOR
Figure 56
3a
2ND & 4TH

SERVO
12
2ND CL
2-3 SIGNAL
EX
EX
OFF
ORF EX
#4
3-4 CL
1-2 SHIFT
SOLENOID
VALVE
N.O.
4-3 SEQUENCE VALVE
#7
3b
3-4 RELAY
3RD ACCUM
13
1d
11
2ND CL
2ND
3-4 SIGNAL
ACCUM
1-2 ACCUMULATOR
2ND CL
3-4 CLUTCH
EX
18
3-4 ACCUMULATOR
EX 19
3-4 ACCUM
5c 3-2 Control Solenoid Valve:
2-3 SHUTTLE
4TH SIGNAL
SIG
ORF ACC
5b 3-2 Downshift Valve:
3-4 SIG
3-4 ACC
2ND
#1
2-3 SHIFT VALVE
1b
ACCUM
AFL
28
29
5a
3-4 CL
2ND
OVERRUN
2ND
5b
2ND CL
26
30
3-2 DOWNSHIFT
5 FLUID PRESSURE DIRECTED IN PREPARATION FOR A SHIFT

5a 3-4 Shift Valve:
AFL
1-2 SIGNAL
D4-3-2
3-4 SHIFT VALVE
16
#8
2ND
AFL
25
1-2 SHIFT VALVE
ACCUM
D4
1-2 SIG
LO/1ST
27
2b
D3
ACCUM VALVE
FWD CL FD
LINE
3-4 CL
FILTER
(49)
4 TORQUE CONVERTER CLUTCH RELEASED

4a TCC Solenoid Valve:
REAR LUBE
OVERRUN CLUTCH
RELEASE
APPLY
CC SIGNAL
EX
1-2 SIGNAL
APPLY
EX
REGULATED
AFL
EX
EX
D4
LINE
D4
REV INPUT
FORWARD CLUTCH FEED
31
D4
TEMP
SENSOR
D3-N.C.
4a
#12
LO
FORWARD ABUSE
TORQUE SIGNAL
22
D4
REV-N.O.
PRESSURE
CONTROL
SOLENOID
VALVE
D4-N.O.
FILTER (50)
ACTUATOR FEED LIMIT
3b 1-2 Accumulator:
D4
AFL
FWD CL FEED
D2-N.C.
TCC
SOLENOID
N.O.
AFL
24
32
EX
LINE
D2
TFP
SWITCH
ASSEMBLY
REG APPLY
The movement of the 2nd apply piston 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.
D3
OFF
With 3-4 clutch fluid feeding the 3rd accumulator fluid circuit,
the movement of the 2nd apply piston in the 2nd & 4th servo acts
as an accumulator by absorbing initial 3-4 clutch fluid to cushion
the 3-4 clutch apply.
PR
LO-N.O.
ISOLATOR VALVE 9
3a 2nd & 4th Servo:
D432 fluid pressure from the 2-3 shift valve assists spring force
to hold the 1-2 shift valve in the upshifted position.
TCC PWM
SOLENOID
VALVE
N.C.
2b 1-2 Shift Valve:
EX
2 3-4 CLUTCH APPLIES

2a 3-4 Clutch:
FORWARD CLUTCH
ACCUMULATOR
AFL
LINE
PRESSURE
TAP
MANUAL
VALVE
Servo feed fluid is allowed to exhaust past the 3-4 relay and 4-3
sequence valves and through an orificed exhaust (#5).
3-4 clutch fluid is directed to the 3-4 clutch piston to apply the 3-4
clutch plates and obtain Third gear.
R N D 3 2 1
TORQUE SIG
REG APPLY
10
BOOST VALVE
REV INPUT
1e 3-4 Relay Valve and 4-3 Sequence Valve:

Page 84
LINE
REV INPUT
3rd accumulator fluid seats the 3rd accumulator exhaust ball

check valve (#7) and enters the 2nd & 4th servo. 3rd accumulator
fluid pressure assists servo return spring force to move the 2nd
apply piston and apply pin against 2nd clutch fluid pressure.
This action releases the 2-4 band.
58B
LINE
PRESS REG
COOLER
EX
FORWARD CLUTCH FEED
EX
DECREASE
1d 2nd & 4th Servo:
The 3-2 control solenoid valve remains ON and maintains 3-2

signal fluid pressure to hold the 3-2 control valve against spring
force. This action is done in preparation for control of a 3-2
downshift and does not affect transmission operation in third gear.
EX
LINE (From Pump)
CONV FEED
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.
1c #4 and #2 Ball Check Valves:
LINE
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 fills the D432 fluid circuit.
3-4 clutch fluid pressure moves the valve against spring force.
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.
1b 2-3 Shift Valve and 2-3 Shuttle Valve:
The 2-3 SS valve is de-energized, allowing 2-3 signal fluid to

exhaust from its circuit.
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.
FWD CL FEED
1 2-4 BAND RELEASES

Under normal operating conditions, in Overdrive Range Third

Gear, the PCM keeps the normally open TCC solenoid valve deenergized. Converter feed fluid exhausts through the solenoid,
and spring force keeps the converter clutch valve in the release
position. However, at speeds above approximately 121 km/h (75
mph) the PCM will command TCC apply in third gear. Refer to
pages 6263 for more information on TCC apply.
As vehicle speed increases, the PCM receives input signals from the
vehicle speed sensor, the TP sensor and other vehicle sensors to
determine the precise moment to de-energize or turn OFF the 2-3
shift solenoid (SS) valve.
APPLIED
HOLDING
LO/REV
CLUTCH
APPLIED
LO-ROLLER
CLUTCH
3-4
CLUTCH
FORWARD
SPRAG CL.
ASSEMBLY
FORWARD
CLUTCH
OVERRUN
CLUTCH
OFF
REVERSE
INPUT
CLUTCH
OFF
2-4
BAND
2-3 SHIFT
SOLENOID
VALVE
1-2 SHIFT
SOLENOID
VALVE
5c
59
OVERDRIVE RANGE FOURTH GEAR

1
POWER FROM
TORQUE
CONVERTER
(1)
3
2-4 BAND
ASSEMBLY (602)
APPLIED
7
FORWARD SPRAG
ASSEMBLY
(642)
OVERRUNNING
8
FORWARD
CLUTCH
APPLIED
2
3-4
CLUTCH
APPLIED
6
REACTION
INTERNAL
GEAR
DRIVEN
5
REACTION
PLANETARY
PINIONS
DRIVING
4
REACTION
SUN GEAR
HELD
POWER TO
DIFFERENTIAL
ASSEMBLY
1-2 SHIFT
SOLENOID
VALVE
2-3 SHIFT
SOLENOID
VALVE
2-4
BAND
ON
OFF
APPLIED
OVERRUN
CLUTCH
FORWARD
CLUTCH
FORWARD
SPRAG CL.
ASSEMBLY
APPLIED
3-4
CLUTCH
LO-ROLLER
CLUTCH
LO/REV
CLUTCH
APPLIED
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

2
REVERSE
INPUT
CLUTCH
3-4 Clutch Applied
The 3-4 clutch plates (654) remain applied in Fourth gear to

transfer engine torque from the input housing (621) to the
input internal gear (664) and reaction carrier shaft (666).
2-4 Band Applied
The 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
the sun shell. Both the sun shell and reaction sun gear are
held stationary as a result of the 2-4 band being applied.
5
SERVO
ASSEMBLY
APPLIED
FORWARD
REVERSE INPUT
CLUTCH
CLUTCH HOUSING
APPLIED
(605)
3-4
HELD
INPUT HOUSING
CLUTCH
& SHAFT ASSEMBLY
APPLIED
2-4 BAND
(621)
ASSEMBLY
(602)
APPLIED
INPUT REACTION
INTERNAL CARRIER
GEAR
SHAFT
(664)
(666)
Reaction Planetary Pinions Driving
The reaction carrier shaft drives 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 internal

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
the forward sprag clutch inner race and input sun gear
assembly to overrun the forward sprag clutch (642).
8
As a result, of the forward sprag clutch overrunning, the

forward clutch is ineffective in Fourth gear.
REACTION
SUN SHELL
(670)
HELD
MAIN
CASE
(103)
REACTION
INTERNAL
GEAR
LOW AND REVERSE
(684)
CLUTCH PLATE
ASSEMBLY
(682)
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 the forward sprag clutch nor the low and
reverse roller clutch are used to transfer engine torque during
acceleration. Therefore, there are no elements to overrun and
allow the vehicle to coast freely when the throttle is released.
This causes engine compression braking to slow the vehicle.
However, because of the Overdrive gear ratio, engine compression braking is not as noticeable by the driver in Fourth gear as
in the manual gear ranges.
REACTION
SUN GEAR
(673)
HELD
60
OUTPUT
SHAFT
(687)
SPEED SENSOR
ROTOR
(699)
REACTION
CARRIER
ASSEMBLY
(681)
Figure 57
60A
(Torque Converter Clutch Applied)

FORWARD
SPRAG CL.
ASSEMBLY
LO-ROLLER
CLUTCH

INPUT CLUTCH
HOUSING ASSEMBLY
LO/REV
CLUTCH
APPLIED
3-4 CLUTCH
EX
FWD CL FD
D4
LO
D4
AFL
D2
2ND
D3
AFL
OVERRUN CL
OVERRUN CL FD
14
3-2 CONTROL
EX
ON
#2
3-2
CONTROL
SOLENOID
VALVE
N.C.
EX
EX
EX
3RD ACC
EX
EX
SERVO FD
EX
EX
EX
3-4 ACC
EX
3RD ACCUMULATOR
3-4 ACC
2ND
4TH
FWD CL FD
D4
EX
EX
3-4 CL
EX
4TH SIG
3-4 SIGNAL
EX
SERVO FEED
D2
LO
EX
4TH
ACTUATOR FEED LIMIT
3-4 CLUTCH
3-2 SIGNAL
EX
D4
2ND CL
D3
D4
D3
CC SIGNAL
EX
1c
2ND CL
OFF
Figure 58
#4
12
4TH
2-3 SHIFT
SOLENOID
VALVE
N.O.
4-3 SEQUENCE VALVE
EX
5
2ND CL
ORF EX
2ND & 4TH

SERVO
3-4 RELAY
3-4 CL
EX
1-2 ACCUMULATOR
2ND CL
1d
13
3RD ACCUM
3-4 SIGNAL
3-4 CLUTCH
2ND
ACCUM
#7
ORF ACC
2-3 SHUTTLE
4TH SIGNAL
SIG
11
2-3 SIGNAL
3-4 SIG
EX
2a
2ND
4TH SIGNAL
28
3-4 ACC
3-4 ACCUMULATOR
EX 19
3-4 ACCUM
18
1b
AFL
2-3 SHIFT VALVE
#1
29
OVERRUN
ON
2ND
AFL
3-4 CL
2ND CL
1-2 SHIFT
SOLENOID
VALVE
N.O.
2ND
3-2 DOWNSHIFT
ACCUM
3b Converter Clutch Apply Valve:
30
2b
D4-3-2
16
#8
2ND
1a
EX
26
1-2 SIGNAL
3-4 SHIFT VALVE
EX
1-2 SIG
LO/1ST
27
ACCUM
EX
REVERSE
3-4 CL
1-2 SIGNAL
D3
31
AFL
25
1-2 SHIFT VALVE
ACCUM VALVE
3 TORQUE CONVERTER CLUTCH APPLIED

3a TCC Solenoid Valve:
D4
PRESSURE
CONTROL
SOLENOID
VALVE
FILTER
(49)
REGULATED APPLY
EX
EX
EX
AFL
LINE
D4
D4
REV INPUT
FORWARD CLUTCH FEED
D4
Accumulator fluid forced from the 3-4 accumulator is orificed

to the end of the accumulator valve. This regulates the
exhaust of excess accumulator fluid pressure through the
middle of the valve.
D3-N.C.
TORQUE SIGNAL
TEMP
SENSOR
FORWARD ABUSE
FILTER (50)
ACTUATOR FEED LIMIT
3-4 accumulator fluid pressure moves the 3-4 accumulator

piston absorbing some of the initial increase of 4th clutch
apply fluid pressure in order to cushion the 2-4 band apply.
D2-N.C.
AFL
#12
LO
D4-N.O.
AFL
32
LINE
22
D4
REV-N.O.
TCC
SOLENOID
N.O.
ON
REG APPLY
D4
LO-N.O.
ISOLATOR VALVE 9
EX
FWD CL FEED
TFP
SWITCH
ASSEMBLY
EX
TCC PWM
SOLENOID
VALVE
N.C.
D2
3a
D3
1d 2nd & 4th Servo:
EX
PR
FORWARD CLUTCH
ACCUMULATOR
3b
REG APPLY
TORQUE SIG
AFL
2 3-4 SHIFT ACCUMULATION

2a 3-4 Accumulator Assembly:
R N D 3 2 1
24
MANUAL
VALVE
4th fluid pressure is routed through the center of the servo

apply pin and acts on the apply side of the 4th apply piston.
This action moves the apply pin and applies the 2-4 band in
order to obtain fourth gear.
LINE
APPLY
1c 3-4 Relay Valve and 4-3 Sequence Valve:
10
REAR LUBE
OVERRUN CLUTCH
RELEASE
REV INPUT
LINE
PRESSURE
TAP
REV INPUT
BOOST VALVE
LINE
PRESS REG
COOLER
EX
LINE
FORWARD CLUTCH FEED
EX
4th signal fluid pressure moves both valves into 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 shuttle
valve is blocked by both valves.
EX
LINE (From Pump)
DECREASE
1-2 signal fluid pressure moves the valve into the upshifted
position routing 3-4 signal fluid into the 4th signal fluid circuit.
60B
CONV FEED
1b 3-4 Shift Valve:

Page 86
LINE
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.
The converter clutch valve is shifted into the apply position

allowing release fluid to exhaust 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 the TCC.
1 2-4 BAND APPLIED

When operating conditions are appropriate, the PCM

energizes the normally 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 the TCC solenoid valve to shift the
converter clutch valve.
FWD CL FEED
Overdrive Range Fourth Gear is used to maximize engine

efficiency and fuel economy under most normal driving conditions. In order to shift the transmission into Fourth gear, the
PCM receives input signals from the vehicle speed sensor, the
TP sensor and other vehicle sensors to determine the precise
moment to energize or turn ON the 1-2 shift solenoid (SS)
valve. The 1-2 SS valve is ON when the PCM provides a path to
ground for that electrical circuit. This prevents 1-2 signal fluid
from exhausting at the 1-2 SS valve, thereby increasing 1-2
signal fluid pressure.
APPLIED
3-4
CLUTCH
APPLIED
FORWARD
CLUTCH
OFF
OVERRUN
CLUTCH
ON
REVERSE
INPUT
CLUTCH
2-4
BAND
2-3 SHIFT
SOLENOID
VALVE
1-2 SHIFT
SOLENOID
VALVE
61
(Torque Converter Clutch from Released to Applied)
(Torque Converter Clutch from Released to Applied)
BOOST VALVE
LINE (From Pump)
LINE
REG APPLY
CC SIGNAL
APPLY
LINE (From Pump)
Figure 59
REG APPLY
LINE
APPLY
EX
ON
ISOLATOR VALVE 9
CC SIGNAL
BOOST VALVE
TCC PWM
SOLENOID
VALVE
N.C.
EX
TORQUE SIG
REGULATED APPLY
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 value in the regulated apply circuit should
now be high enough to fully apply the TCC pressure plate.
Slip speed should be at the correct value (near 0).
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 force on the
TCC pressure plate is not at the slip threshold, but a little
above it. TCC plate material is therefore protected from
excessive heat.
Note: The TCC PWM solenoid valve operates independently

from the TCC solenoid valve. The TCC solenoid valve only
controls when the TCC is applied. The TCC PWM solenoid
valve only controls how the TCC is applied.
RELEASE
APPLY
D4-N.O.
D4
D2
AFL
EX
RELEASE
D3
APPLY
LO
LO
D3-N.C.
TEMP
SENSOR
D2-N.C.
10
REV-N.O.
D4
LO-N.O.
REV INPUT
REVERSE INPUT
TFP
SWITCH
ASSEMBLY
EX
COOLER
TIME
REV INPUT
CONV FEED
PRESS REG
EX
EX
DECREASE
LINE
RELEASE
REG APPLY
TCC (ECCC)
APPLY
FLUID
PRESSURE
25
50
EX
75
62
TCC
SOLENOID
N.O.
STAGE
3
TCC (ECCC) LOCK
STAGE 3
(E - F)
ON
ISOLATOR VALVE 9
PERCENT DUTY CYCLE
100%
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.
In vehicles equipped with the Electronically Controlled

Clutch Capacity (ECCC) system, the pressure plate 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.
EX
REG APPLY
TORQUE
CONVERTER
ASSEMBLY
#9
REV INPUT
CONV FEED
PRESS REG
BOOST VALVE
EX
TCC PWM
SOLENOID
VALVE
N.C.
STAGE 2
(C - D)
AFL
EX
TORQUE SIG
REGULATED APPLY
APPLY
RELEASE
APPLY
D3
D4-N.O.
REG APPLY
D4
D2
LINE
LO
RELEASE
PERCENT DUTY CYCLE
LO
D3-N.C.
D2-N.C.
REV-N.O.
TEMP
SENSOR
D4
LO-N.O.
10
TFP
SWITCH
ASSEMBLY
REV INPUT
REVERSE INPUT
EX
COOLER
EX
TIME
EX
RELEASE
25
DECREASE
TCC (ECCC)
APPLY
FLUID
PRESSURE
50
75
TCC
SOLENOID
N.O.
STAGE
2
TCC (ECCC) APPLY AND ECCC
LINE
100%
ON
REG APPLY
EX
EX
ISOLATOR VALVE 9
LINE (From Pump)
TORQUE
CONVERTER
ASSEMBLY
#9
STAGE 1
(S - C)
CC SIGNAL
TCC PWM
SOLENOID
VALVE
N.C.
EX
D4-N.O.
PCM decision to apply TCC (see pages 39 and 43, in the

Electrical Components section, for more information).
AFL
D4
D2
TORQUE SIG
REGULATED APPLY
APPLY
EX
RELEASE
D3
RELEASE
APPLY
LO
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.
TEMP
SENSOR
EX
LO
D3-N.C.
D2-N.C.
D4
LO-N.O.
REV-N.O.
10
REVERSE INPUT
TFP
SWITCH
ASSEMBLY
REV INPUT
REV INPUT
CONV FEED
PRESS REG
LINE
EX
EX
TIME
COOLER
25
RELEASE
APPLY
DECREASE
TCC (ECCC)
APPLY
FLUID
PRESSURE
EX
50
STAGE
1
75
TCC (ECCC) APPLY
#9
100%
PERCENT DUTY CYCLE
TORQUE
CONVERTER
ASSEMBLY
TCC
SOLENOID
N.O.
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 exceed approximately 121C (250F), the PCM
will apply the torque converter clutch in second and third
gears to help reduce fluid temperatures.
Page 86
62A
(Torque Converter Clutch from Applied to Released)
APPLY
BOOST VALVE
REG APPLY
APPLY
BOOST VALVE
SIGNAL
EX
CC
EX
RELEASE
D3
RELEASE
APPLY
TORQUE SIG
REGULATED APPLY
TCC PWM
SOLENOID
VALVE
N.C.
OFF
ISOLATOR VALVE 9
REG APPLY
LINE
TCC
SOLENOID
N.O.
EX
LINE (From Pump)
EX
Figure 60
LINE (From Pump)
APPLY
BOOST VALVE
CC SIGNAL
EX
LINE
EX
OFF
ISOLATOR VALVE 9
REG APPLY
APPLY
TORQUE SIG
REGULATED APPLY
D3
RELEASE
APPLY
TCC PWM
SOLENOID
VALVE
N.C.
D4-N.O.
D4
D2
AFL
LO
LO
D3-N.C.
D2-N.C.
10
REV-N.O.
TEMP
SENSOR
REV INPUT
D4
LO-N.O.
REVERSE INPUT
RELEASE
TCC (ECCC) OFF
TFP
SWITCH
ASSEMBLY
COOLER
REG APPLY
J TIME
EX
EX
EX
REV INPUT
CONV FEED
DECREASE
PRESS REG
EX
H
LINE
25
TCC (ECCC)
APPLY
FLUID
PRESSURE
EX
RELEASE
50
STAGE
6
PERCENT DUTY CYCLE
75
100%
APPLY
D4-N.O.
D4
D2
AFL
LO
LO
D3-N.C.
D2-N.C.
REV-N.O.
TEMP
SENSOR
10
LO-N.O.
REVERSE INPUT
TFP
SWITCH
ASSEMBLY
EX
REV INPUT
COOLER
REV INPUT
CONV FEED
PRESS REG
LINE
EX
TIME
STAGE 6
(J - K)
DECREASE
STAGE
5
25
TCC (ECCC)
APPLY
FLUID
PRESSURE
RELEASE
EX
50
D4
CC SIGNAL
75
TCC (ECCC) RELEASE
TORQUE
CONVERTER
ASSEMBLY
PERCENT DUTY CYCLE
STAGE 5
(H - I)
TCC
SOLENOID
N.O.
100%
LINE
ON
ISOLATOR VALVE 9
REG APPLY
EX
LINE (From Pump)
TORQUE
CONVERTER
ASSEMBLY
#9
TCC PWM
SOLENOID
VALVE
N.C.
EX
D4-N.O.
EX
D4
D2
AFL
EX
TORQUE SIG
REGULATED APPLY
RELEASE
APPLY
LO
RELEASE
D3
LO
D3-N.C.
APPLY
D2-N.C.
10
REV-N.O.
TEMP
SENSOR
LO-N.O.
REV INPUT
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EX
TFP
SWITCH
ASSEMBLY
REV INPUT
CONV FEED
PRESS REG
LINE
EX
TIME
COOLER
REG APPLY
PERCENT DUTY CYCLE
DECREASE
RELEASE
EX
62B
STAGE 4
(G - H)

Page 86
25
TCC (ECCC)
APPLY
FLUID
PRESSURE
The PCM monitors for high TCC slip for most models.
Excessive slip is recognized by Diagnostic 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.
50
D4
(Some PCM calibrations may allow stages 4 - 6 to happen

very rapidly in almost a straight line down from point G to
point K.)
STAGE
4
#9
REVERSE INPUT
Stage 6 The PCM pulses the TCC PWM solenoid valve to a

value of 90. This stage is designed to prepare the TCC
apply and release system for another apply of the TCC.
OFF
considered to be disengaged (OFF).
75
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 value from the
TCC regulator apply valve at this duty cycle (point I) should
fully release the TCC pressure plate. Slip speed should be at
the maximum value. The PCM also de-energizes the TCC
solenoid allowing converter clutch valve spring force to shift
the converter clutch valve to the released position. Release
fluid is now directed back to the torque converter.
TCC (ECCC) RELEASE

#9
PCM decision 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 force on the TCC pressure plate to the slip threshold.
This gets the TCC pressure plate ready for a smooth release.
100%
ON
considered to be engaged (ON).
(Torque Converter Clutch from Applied to Released)

TORQUE
CONVERTER
ASSEMBLY
When the TCC pressure plate 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.
TCC
SOLENOID
N.O.
63
OVERDRIVE RANGE 4-3 DOWNSHIFT
FEED
EX
EX
D2
D4
FWD CL FD
D4
D4
EX
EX
EX
AFL
De-energized by the PCM, the normally open solenoid opens

and 1-2 signal fluid exhausts through the solenoid.
#4
4TH
#2
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.
14
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.
3-2 CONTROL
EX
Figure 61
ON
3-2
CONTROL
SOLENOID
VALVE
N.C.
EX
3RD ACC
12
FEED
3-4 CL
Biased by torque signal fluid pressure and spring force, the

accumulator valve regulates the D4 fluid into the accumulator
fluid circuit.
3b TCC Solenoid Valve:
4TH
ACTUATOR FEED LIMIT
3-4 CLUTCH
3-2 SIGNAL
With the 1-2 signal fluid pressure exhausted, the spring

force 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.
EX
4TH
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 signals to de-energize or turn 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:
3RD ACCUMULATOR
APPLIED
3 TORQUE CONVERTER
SERVO
3-4 ACC
2ND CL
2ND & 4TH

SERVO
OVERRUN CL
OVERRUN CL FD
EX
SERVO FD
EX
2ND
EX
3-4 ACC
2ND
D3
3-4 CL
EX
4TH SIG
3-4 SIGNAL
EX
EX
HOLDING
LO/REV
CLUTCH
OFF
1c
4-3 SEQUENCE VALVE
ORF EX
2-3 SHIFT
SOLENOID
VALVE
N.O.
3-4 RELAY
EX
AFL
EX
EX
EX
EX
D4
2ND CL
2ND
SIGNAL
4TH SIG
13
3RD ACCUM
64
3-4 SIGNAL
2ND CL
3-4 CLUTCH
APPLIED
LO-ROLLER
CLUTCH
The 3-4 accumulator fluid exhausts from the 3-4 accumulator

piston. The orificed accumulator fluid pressure and the
spring force move the piston into a third gear position.
3-4 SIG
11
3-4
CLUTCH
2a 3-4 Accumulator Assembly:
1-2 ACCUMULATOR
2ND CL
#7
1d
2-3 SIGNAL
EX
OFF
3-4 ACC
2ND
2a
ACCUM
2-3 SHUTTLE
ORF ACC
18
4TH SIGNAL
FORWARD
SPRAG CL.
ASSEMBLY
The 4th fluid exhausts from the 4th apply piston in the servo
assembly. The apply pin spring moves the 4th apply piston
and the apply pin in order to release the band from the
reverse input drum and shift the transmission into third gear.
3-4 ACCUMULATOR
EX 19
3-4 ACCUM
AFL
28
1-2 SHIFT
SOLENOID
VALVE
N.O.
29
2-3 SHIFT VALVE
3-4 CL
ACCUM
2ND
2ND
1b
2ND CL
D2
LO
LO
26
OVERRUN
2b
3-2 DOWNSHIFT
#1
AFL
30
FORWARD
CLUTCH
1d 2nd & 4th Servo:
1a
D4-3-2
3-4 SHIFT VALVE
16
OVERRUN
CLUTCH
1-2 SIG
LO/1ST
1-2 SHIFT VALVE
ACCUM VALVE
#8
2ND
D3
D4
D3
EX
25
EX
27
1-2 SIGNAL
OFF
REVERSE
INPUT
CLUTCH
Actuator feed limit fluid pressure and spring force move the
3-4 shift valve to the downshifted position. This blocks 4th
clutch feed at the 3-4 shift valve and opens the 4th clutch
fluid circuit to an orificed exhaust.
EX
D3
ACCUM
FWD CL FD
LINE
3-4 CL
CC SIGNAL
EX
APPLY
EX
AFL

1-2 SIGNAL
REGULATED
FILTER
(49)
D4
OFF
2-4
BAND
1c 3-4 Relay Valve and 4-3 Sequence Valve:
EX
EX
AFL
LINE
D4
REV INPUT
FORWARD CLUTCH FEED
31
D3-N.C.
D4
TORQUE SIGNAL
TEMP
SENSOR
FORWARD ABUSE
ACTUATOR FEED LIMIT
2-3 SHIFT
SOLENOID
VALVE
1b 3-4 Shift Valve:
D2-N.C.
FILTER (50)
PRESSURE
CONTROL
SOLENOID
VALVE
#12
AFL
22
LO
D4-N.O.
REV-N.O.
TCC
SOLENOID
N.O.
AFL
D4
LO-N.O.
OFF
D4
1-2 SHIFT
SOLENOID
VALVE
1 2-4 BAND RELEASES

D4
LINE
FWD CL FEED
EX
D2
TFP
SWITCH
ASSEMBLY
REG APPLY
32
EX
REVERSE
D3
3b
EX
ISOLATOR VALVE 9
PR
TCC PWM
SOLENOID
VALVE
N.C.
FORWARD CLUTCH
ACCUMULATOR
24
MANUAL
VALVE
3a
REAR LUBE
OVERRUN CLUTCH
RELEASE
REG APPLY
R N D 3 2 1
AFL
LINE
PRESSURE
TAP
TORQUE SIG
10
BOOST VALVE
REV INPUT
LINE
REV INPUT
LINE
APPLY
COOLER
EX
FORWARD CLUTCH FEED
PRESS REG
EX
EX
DECREASE
SERVO
EX
3-4 ACCUM
CONV FEED
LINE (From Pump)
SERVO FD
LINE
#5 ORIFICE CONTROLLED EXHAUST
4TH
OVERRUN CL
OVERRUN CL FD
EX
EX
4-3 SEQUENCE VALVE
ORF EX
FWD CL FEED
3-4 RELAY
3-4 CLUTCH
INPUT CLUTCH
HOUSING ASSEMBLY
4TH SIG
(Torque Converter Clutch Released)
2ND

Page 88
64A
LO/REV
CLUTCH
14
1e
FWD CL FD
LINE
EX
D2
LO
D3
D4
EX
D3
D4
CL
EX
FWD CL FD
D4
REV INPUT
FORWARD CLUTCH FEED

D4
D4
EX
D4
REAR LUBE
3-4
CC SIGNAL
EX
D3-N.C.
FORWARD ABUSE
APPLY
EX
TEMP
SENSOR
LO-N.O.
REGULATED
#12
LO
D2-N.C.
TCC
SOLENOID
N.O.
LINE
22
D4
D4-N.O.
REV-N.O.
REG APPLY
OFF
ISOLATOR VALVE 9
D4
TFP
SWITCH
ASSEMBLY
TCC PWM
SOLENOID
VALVE
N.C.
FWD CL FEED
EX
D2
EX
D3
1c 2nd & 4th Servo:
The 3rd accumulator fluid exhausts from the servo assembly.

The 2nd clutch fluid pressure moves the 2nd apply piston
against the servo return spring force in order to move the
apply pin and apply the 2-4 band.
PR
AFL
FORWARD CLUTCH
ACCUMULATOR
REVERSE
REG APPLY
TORQUE SIG
R N D 3 2 1
24
MANUAL
VALVE
10
LINE
PRESSURE
TAP
BOOST VALVE
LINE
REV INPUT
REV INPUT
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.
LINE
APPLY
PRESS REG
COOLER
EX
FORWARD CLUTCH FEED
EX
DECREASE
EX
RELEASE
CONV FEED
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.
1 3-4 CLUTCH RELEASED

LINE
LINE (From Pump)
HIGH SPEED
CONTROLLED 3RD ACCUMULATOR EXHAUST
OVERRUN CLUTCH
3RD ACCUMULATOR
EX
FWD CL FEED
CLUTCH
EX
3-4
3-2 CONTROL
3-2
CONTROL
SOLENOID
VALVE
N.C.
ON
INPUT CLUTCH
HOUSING ASSEMBLY
1c
A forced 3-2 downshift occurs by increasing throttle valve angle

(percentage of accelerator pedal travel or throttle position) while
the vehicle is operating in Third gear. As with a 4-3 downshift,
a 3-2 downshift can also occur when the vehicle is decelerating
during coast conditions or when load on the vehicle increases.
A 3-2 downshift occurs when the PCM receives the appropriate
input signals to de-energize or turn 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:
ACTUATOR FEED LIMIT

3-4 CLUTCH
3-2 SIGNAL
HOLDING
LO-ROLLER
CLUTCH
APPLIED
3-4
CLUTCH
FORWARD
SPRAG CL.
ASSEMBLY
APPLIED
FORWARD
CLUTCH
ON
OVERRUN
CLUTCH
OFF
REVERSE
INPUT
CLUTCH
2-4
BAND
2-3 SHIFT
SOLENOID
VALVE
1-2 SHIFT
SOLENOID
VALVE
LO
1g
OFF
AFL
EX
AFL
SERVO FEED
EX
EX
14
3-2 CONTROL
3-2
CONTROL
SOLENOID
VALVE
N.C.
EX
3RD ACC
OVERRUN CL
OVERRUN CL FD
3-4 ACC
EX
EX
EX
EX
3-4 ACC
EX
EX
2ND
2ND
D2
3-4 CL
D3
3RD
4TH
#2
4TH
ACTUATOR FEED LIMIT
3-4 CLUTCH
3-2 SIGNAL
EX
EX
D4
D4
EX
EX
4TH SIG
3-4 SIGNAL
SERVO FD
EX
EX
EX
EX
LINE
EX
2ND CL
2ND CL
CL
12
3-4
4TH
Figure 62
#4
2ND CL
4-3 SEQUENCE VALVE
EX
#7
2ND & 4TH

SERVO
1a
EX
ORF EX
1c
3-4 RELAY
ACCUM
13
3RD
11
3-4 SIGNAL
ON
EX
3-4 CLUTCH
2-3 SHIFT
SOLENOID
VALVE
N.O.
2ND
ACCUM
1-2 ACCUMULATOR
2ND CL
4TH SIGNAL
SIG
2-3 SIGNAL
2a
18
ORF ACC
3-4 ACCUMULATOR
EX 19
3-4 ACCUM
29
4TH SIGNAL
OFF
64B
2ND
3-4 SIG
3-4 ACC
ACCUM
#1
1b
1-2 SHIFT
SOLENOID
VALVE
N.O.
AFL
2-3 SHUTTLE
3-4 CL
2ND CL
28
2-3 SHIFT VALVE
1f
3-2 DOWNSHIFT

Page 90
2ND
1d
2ND
D4-3-2
OVERRUN
2b
#8
2ND
1-2 SIGNAL
16
AFL
3-4 SHIFT VALVE

30
25
1-2 SHIFT VALVE
D3
ACCUM
26
27
1-2 SIG
LO/1ST
ACCUM VALVE
2 2-4 BAND APPLIED

2a 3rd Accumulator:
The 3rd accumulator fluid circuit is supplied by accumulator

fluid through the orifice opposite the #5 ball check valve.
The accumulator valve regulates drive fluid into the
accumulator circuit.
1-2 SIGNAL
D4
1g 3rd Accumulator Ball Check Valve (#2):
TORQUE SIGNAL
31
3-2 Downshift Valve:
3rd accumulator fluid pressure and 3rd accumulator spring

force move the 3rd accumulator piston to a Second gear
position.
PRESSURE
CONTROL
SOLENOID
VALVE
AFL
ACTUATOR FEED LIMIT
The 3-4 clutch fluid exhausts from the valve and the spring
force moves the valve into the second gear position.
The exhausting 3rd accumulator fluid seats the #2 ball check
valve and is forced through orifice #12. This fluid exhausts
through the 3-4 clutch and the 3-4 signal fluid circuits and
past the 2-3 shift valve. Orifice #12 slows the exhaust of the
3rd accumulator fluid and delays the 2-4 band apply rate.
FILTER
(49)
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.
AFL
32
AFL
FILTER (50)
1e 3-2 Control Solenoid Valve and 3-2 Control Valve:
1f
AFL
The 3-4 signal fluid pressure exhausts from the 3-4 shift
valve.
1d 3-4 Shift Valve:
ACCUMULATOR
1e
65
MANUAL THIRD THIRD GEAR
(from Overdrive Range Fourth Gear)

4
OVERRUN
CLUTCH
APPLIED
POWER TO
TORQUE
CONVERTER
(1)
FOR ENGINE
BRAKING
5
FORWARD
CLUTCH
APPLIED
3
FORWARD SPRAG
ASSEMBLY
(642)
HOLDING
2
3-4
CLUTCH
APPLIED
1
POWER FROM
DIFFERENTIAL
ASSEMBLY
FORWARD
CLUTCH
APPLIED
OVERRUN
CLUTCH
APPLIED
3-4
CLUTCH
APPLIED
INPUT CARRIER
ASSEMBLY
FORWARD SPRAG
(662)
ASSEMBLY
(642)
HOLDING
INPUT
INTERNAL
GEAR
(664)
REACTION
CARRIER
SHAFT
(666)
1-2 SHIFT
SOLENOID
VALVE
2-3 SHIFT
SOLENOID
VALVE
OFF
OFF
REVERSE
INPUT
CLUTCH
OVERRUN
CLUTCH
FORWARD
CLUTCH
FORWARD
SPRAG CL.
ASSEMBLY
3-4
CLUTCH
APPLIED
APPLIED
HOLDING
APPLIED
LO-ROLLER
CLUTCH
LO/REV
CLUTCH
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 include city driving [where speeds
are generally below 72 km/h (45 mph)], towing a trailer, or
driving in hilly terrain. Manual Third also provides for engine
compression braking when descending slight grades and can be
used to retain Third gear when ascending slight grades for additional engine performance. Manual Third is also referred to as
Drive Range because it has a 1:1 direct drive gear ratio available
through the transmission gear sets.
In Manual Third, the transmission can upshift and downshift
between First, Second and Third gears in the same manner as
Overdrive Range. However, the transmission is prevented from
shifting into Fourth gear while operating in this gear selector
position. If the transmission is in Overdrive Range Fourth
Gear when Manual Third is selected, the transmission will immediately 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 of Figure 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 function and rotation direction is the
same as during acceleration (compare Figures 55 and 63).
INPUT HOUSING
& SHAFT ASSEMBLY
(621)
2
INNER RACE AND
INPUT SUN GEAR
ASSEMBLY
FORWARD CLUTCH
(640)
OUTER RACE
OVERRUN
(644)
CLUTCH HUB
(639)
OUTPUT
SHAFT
(687)
3-4 Clutch Applied
The 3-4 clutch is applied and power from the output shaft
travels to the input housing.
3
Power from the output shaft 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
REACTION
INTERNAL
GEAR
(684)
2-4
BAND
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.
SPEED SENSOR
ROTOR
(699)
The 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 operate 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.
66
Figure 63
66A
3-4 CLUTCH
D2
LO
D3
D4
EX
D4
D3
D3
D3-N.C.
EX
REV INPUT
FWD CL FD
TEMP
SENSOR
D4
FWD CL FEED
D4
D4
EX
FWD CL FD
EX
3-4 CL
CC SIGNAL
EX
#12
LO
D4-N.O.
EX
LINE
APPLY
APPLY
D4
REGULATED
22
EX
FEED
SERVO
3-4 ACC
14
3-2 CONTROL
EX
ON
3-2
CONTROL
SOLENOID
VALVE
N.C.
EX
AFL
EX
EX
3RD ACC
OVERRUN CL
OVERRUN CL FD
4TH
EX
OVERRUN CL FD
D2
D3
#2
4TH
ACTUATOR FEED LIMIT
3-4 CLUTCH
3-2 SIGNAL
2ND
EX
3-4 ACC
SERVO FD
EX
3-4 CL
12
4TH
AFL
EX
OVERRUN CLUTCH
EX
LO
D2
D3
3-4 CL
EX
4TH SIG
3-4 SIGNAL
EX
EX
EX
D4
D4
2ND CL
Figure 64
2ND CL
#4
2ND CL
2b
2ND & 4TH

SERVO
1-2 ACCUMULATOR
2ND CL
EX
OFF
2c
4-3 SEQUENCE VALVE
EX
3-4 RELAY
ORF EX
3RD ACCUM
13
3-4 SIGNAL
4TH SIGNAL
SIG
2ND
#7
ACCUM
ORF ACC
2-3 SHIFT
SOLENOID
VALVE
N.O.
3-4 CLUTCH
11
2-3 SIGNAL
EX
3a
18
3-4 SIG
3-4 ACC
4TH SIGNAL
3-4 ACCUMULATOR
EX 19
3-4 ACCUM
AFL
OFF
29
2-3 SHUTTLE
2ND
1c
28
1-2 SHIFT
SOLENOID
VALVE
N.O.
3-4 CL
ACCUM
#1
ORF D2
OVERRUN
20
2-3 SHIFT VALVE
2ND CL
AFL
2ND
3-2 DOWNSHIFT
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.
1d
16
3-4 SHIFT VALVE

30
3b
#8
2ND
#6
21
ACCUM VALVE
4 TORQUE CONVERTER
1-2 SIGNAL
#5
D3
ACCUM
2ND
D4-3-2
31
3 SHIFT ACCUMULATION Same as 4-3 Downshift
1-2 SHIFT VALVE
D4
26
27
2a
1-2 SIG
LO/1ST
EX
EX
25
EX
EX
1-2 SIG
TORQUE SIGNAL
PRESSURE
CONTROL
SOLENOID
VALVE
LINE
The 4th fluid exhausts from the 4th apply piston in the servo
assembly. The apply pin spring moves the 4th apply piston
and the apply pin in order to release the band from the
reverse input drum and shift the transmission into third gear.
AFL
ACTUATOR FEED LIMIT
2c 2nd & 4th Servo:
FILTER
(49)
32
AFL
AFL
EX
AFL
FILTER (50)
4th signal fluid pressure is exhausted. Overrun clutch feed

fluid pressure assists spring force and closes both valves
allowing it to fill the overrun clutch fluid circuit.
66B
FORWARD ABUSE
D4
24
D4
D2-N.C.
TCC
SOLENOID
N.O.
2b 3-4 Relay Valve and 4-3 Sequence Valve:

Page 92
EX
FWD CL FEED
REV-N.O.
LINE
TFP
SWITCH
ASSEMBLY
1b
REG APPLY
D2
OFF
When manual third is selected, the PCM de-energizes the

1-2 SS valve to immediately downshift the transmission
into third gear.
D3
LO-N.O.
ISOLATOR VALVE 9
REVERSE
REG APPLY
4b
PR
OVERRUN CLUTCH
BOOST VALVE
LINE
TCC PWM
SOLENOID
VALVE
N.C.
FORWARD CLUTCH
ACCUMULATOR
1a
EX
LINE
PRESSURE
TAP
MANUAL
VALVE
4a
AFL
R N D 3 2 1
D3 fluid pressure assists spring force 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
1d 3-4 Shift Valve:
PRESS REG
TORQUE SIG
10
LINE
With the 2-3 SS valve de-energized and open, AFL fluid

acting on the 2-3 shift valve holds both valves in the upshifted
position. D3 fluid feeds the overrun fluid circuit through
the 2-3 shift valve.
REV INPUT
EX
REV INPUT
1c 2-3 Shift Valve Train:
D3 fluid is routed to the TFP manual valve position switch

and opens the normally closed D3 fluid pressure switch.
COOLER
EX
EX
REAR LUBE
RELEASE
LINE (From Pump)
DECREASE
FORWARD CLUTCH FEED
EX
CONV FEED
1b Transmission Fluid Pressure (TFP) Manual Valve

Position Switch:
The gear selector lever, selector shaft and manual valve are
moved to Manual Third (D) position.
LINE
OVERRUN CLUTCH
4b TCC Solenoid Valve:
FWD CL FEED
1 FOURTH GEAR PREVENTED

1a Manual 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.
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 prevents the transmission
from shifting into Fourth gear regardless of PCM control. When
the gear selector lever is moved to Drive Range (D) from Overdrive Range D , the manual valve also moves. Changes to the
hydraulic and electrical systems are as follows:
APPLIED
HOLDING
INPUT CLUTCH
HOUSING ASSEMBLY
APPLIED

LO/REV
CLUTCH
APPLIED
LO-ROLLER
CLUTCH
3-4
CLUTCH
FORWARD
SPRAG CL.
ASSEMBLY
FORWARD
CLUTCH
OVERRUN
CLUTCH
OFF
REVERSE
INPUT
CLUTCH
OFF
2-4
BAND
2-3 SHIFT
SOLENOID
VALVE
1-2 SHIFT
SOLENOID
VALVE
3RD ACCUMULATOR
67
MANUAL SECOND SECOND GEAR

2
2-4 BAND
ASSEMBLY
(602)
APPLIED
POWER TO
TORQUE
CONVERTER
(1)
FOR ENGINE
BRAKING
(from Manual Third Third Gear)

3
OVERRUN
CLUTCH
APPLIED
4
FORWARD
CLUTCH
APPLIED
5
FORWARD
SPRAG
ASSEMBLY
(642)
HOLDING
1
POWER FROM
DIFFERENTIAL
ASSEMBLY
SERVO
ASSEMBLY
APPLIED
INPUT REACTION
INTERNAL CARRIER
INPUT CARRIER
GEAR
SHAFT
REVERSE INPUT
(664)
(666)
OVERRUN
(662)
CLUTCH HOUSING
ASSEMBLY
CLUTCH
(605)
(642)
APPLIED FORWARD
HELD
HOLDING
CLUTCH
INPUT HOUSING
APPLIED
& SHAFT ASSEMBLY
2-4 BAND
(621)
ASSEMBLY
(602)
APPLIED
INNER RACE AND
INPUT SUN GEAR
ASSEMBLY (640)
FORWARD CLUTCH
OUTER RACE
OVERRUN
(644)
CLUTCH HUB
(639)
REACTION
SUN SHELL
(670)
HELD
MAIN
CASE
(103)
REACTION
INTERNAL
GEAR
LOW AND REVERSE
(684)
CLUTCH PLATE
ASSEMBLY
(682)
SPEED SENSOR
ROTOR
(699)
2-3 SHIFT
SOLENOID
VALVE
2-4
BAND
OFF
ON
APPLIED
REVERSE
INPUT
CLUTCH
OVERRUN
CLUTCH
FORWARD
CLUTCH
FORWARD
SPRAG CL.
ASSEMBLY
APPLIED
APPLIED
HOLDING
3-4
CLUTCH
LO-ROLLER
CLUTCH
LO/REV
CLUTCH
Manual Second (2) gear range is available to the driver when

vehicle operating conditions make it desirable to use only two gear
ratios. These conditions include descending a steep grade when
engine compression braking is needed, or to retain second gear
when ascending a steep grade for additional engine performance.
In Manual Second, the transmission can upshift and downshift
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 following text describes conditions during deceleration (zero or minimum throttle) and how engine compression braking is achieved.
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
Vehicle speed attempts to drive the input carrier (662) faster

than engine speed is driving the input housing and shaft
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
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
The forward clutch is applied but only effective in a coast

condition because the overrun clutch is applied.
5
Power from the output shaft also travels through the forward
sprag clutch inner 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.
REACTION
SUN GEAR
(673)
HELD
68
OUTPUT
SHAFT
(687)
1-2 SHIFT
SOLENOID
VALVE
REACTION
CARRIER
ASSEMBLY
(681)
Figure 65
The overrun clutch remains applied in Manual Second First

Gear to provide engine compression braking.
68A
INPUT CLUTCH
HOUSING ASSEMBLY
OVERRUN CLUTCH
LINE
D4
FWD CL FD
D4
EX
EX
EX
AFL
EX
D2
EX
3-4 ACC
AFL
EX
SERVO FEED
OVERRUN CL
OVERRUN CL FD
3-4 ACC
EX
EX
14
3-2 CONTROL
EX
3-2
CONTROL
SOLENOID
VALVE
N.C.
EX
3RD ACC
EX
LO
D3
EX
SERVO FD
4TH
OFF
#2
4TH
ACTUATOR FEED LIMIT
3-4 CLUTCH
3-2 SIGNAL
3RD
OVERRUN CL FD
D2
2ND
D4
D2
D3
OVERRUN CLUTCH
3-4 CL
EX
4TH SIG
3-4 SIGNAL
D2
LO
D4
D3
D3
EX
EX
EX
D4
EX
EX
4a
2ND CL
2ND CL
ON
12
Figure 66
2ND CL
CL
2ND & 4TH

SERVO
2-3 SHIFT
SOLENOID
VALVE
N.O.
4-3 SEQUENCE VALVE
EX
#4
3-4
EX
29
4c
ORF EX
3-4 RELAY
#7
2ND
13
2-3 SIGNAL
AFL
ACCUM
20
3RD
3-4 SIGNAL
11
EX
OFF
#6
ORF D2
1-2 SHIFT
SOLENOID
VALVE
N.O.
3-4 CLUTCH
3-4 SIG
4TH SIGNAL
SIG
ACCUM
1-2 ACCUMULATOR
2ND CL
18
ORF ACC
4b
#5
2-3 SHUTTLE
28
OVERRUN
21
2-3 SHIFT VALVE
3-4 ACCUMULATOR
EX 19
3-4 ACCUM
AFL
2ND
D4-3-2
#1
2ND CL
2ND
26
27
3-4 ACCUM
3-4 CL
1-2 SIG
LO/1ST
25
1-2 SHIFT VALVE
3-2 DOWNSHIFT
ACCUM
4e 3-2 Downshift Valve:
4f
AFL

1-2 SIG
2ND
4e
D3
REVERSE
OVERRUN CLUTCH
CL
EX
3-4
FILTER
(49)
#8
2ND
3-4 SHIFT VALVE

30
FWD CL FD
APPLY
1-2 SIGNAL
16
D4
D3
ACCUM
ACCUM VALVE
4d 3-2 Control Solenoid Valve and 3-2 Control Valve:
EX
RELEASE
CC SIGNAL
AFL
EX
EX
PRESS REG
EX
EX
REV INPUT
The 3rd accumulator fluid exhausts from the servo assembly.

The 2nd clutch fluid pressure moves the 2nd apply piston
against the servo return spring force in order to move the
apply pin and apply the 2-4 band.
TEMP
SENSOR
D3-N.C.
FWD CL FEED
4c 2nd & 4th Servo:
LINE (From Pump)
D4
D4
#12
LO
D4
D4-N.O.
REG APPLY
EX
D4
PRESSURE
CONTROL
SOLENOID
VALVE
22
AFL
LO-N.O.
FORWARD ABUSE
FILTER (50)
ACTUATOR FEED LIMIT
31
D4
TORQUE SIGNAL
FWD CL FEED
APPLY
LINE
D2
TFP
SWITCH
ASSEMBLY
32
AFL
D2-N.C.
TCC
SOLENOID
N.O.
D3
EX
REGULATED
PR
REV-N.O.
LINE
REG APPLY
FORWARD CLUTCH
ACCUMULATOR
24
MANUAL
VALVE
OFF
ISOLATOR VALVE 9
TCC PWM
SOLENOID
VALVE
N.C.
R N D 3 2 1
EX
The 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.
AFL
LINE
PRESSURE
TAP
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 prevents operation of the third
and fourth gears.
4b 2-3 Shift Valve Train:
TORQUE SIG
LINE
10
FORWARD CLUTCH FEED
EX
BOOST VALVE
REV INPUT
LINE
REV INPUT
D2 fluid feeds the orificed D2 fluid circuit seating the #5 ball check
valve and exhausting overrun fluid through the 2-3 shift valve.
4 THIRD AND FOURTH GEARS PREVENTED
COOLER
EX
REAR LUBE
EX
3 BALL CHECK VALVE #5
68B
EX
DECREASE
The D2 fluid is routed to the TFP manual valve position switch

where it opens the normally closed D2 fluid pressure switch.

Page 94
CONV FEED
2 TRANSMISSION FLUID PRESSURE (TFP) SWITCH
The 3-4 signal fluid pressure exhausts from the 3-4 shift
valve but has no effect on the valve.
LINE
The selector lever moves the manual shaft and the manual valve
into the manual second (2) position. This allows the line pressure
to enter the D2 fluid circuit.
4f 3-4 Shift Valve:
The 3-4 clutch fluid exhausts from the valve and the spring
force moves the valve into the second gear position.
FWD CL FEED
1 MANUAL 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.
CLUTCH
3-4
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 prevents 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:
HOLDING

LO/REV
CLUTCH
APPLIED
LO-ROLLER
CLUTCH
APPLIED
3-4
CLUTCH
FORWARD
SPRAG CL.
ASSEMBLY
APPLIED
FORWARD
CLUTCH
ON
OVERRUN
CLUTCH
OFF
REVERSE
INPUT
CLUTCH
2-4
BAND
2-3 SHIFT
SOLENOID
VALVE
1-2 SHIFT
SOLENOID
VALVE
ACCUMULATOR
4d
69
MANUAL FIRST FIRST GEAR

FORWARD SPRAG
INPUT
INTERNAL
ASSEMBLY
(642)
GEAR
HOLDING
HELD
FORWARD
CLUTCH
APPLIED
(from Manual Second Second Gear)

3
LOW AND
REVERSE
CLUTCH
APPLIED
4
LOW AND
REVERSE
ROLLER
CLUTCH
ASSEMBLY
(678)
HOLDING
1
POWER FROM
DIFFERENTIAL
ASSEMBLY
POWER TO
TORQUE
CONVERTER
(1)
FOR ENGINE
BRAKING
2
OVERRUN
CLUTCH
APPLIED
OVERRUN
CLUTCH
APPLIED
FORWARD
CLUTCH
APPLIED
INPUT HOUSING
& SHAFT ASSEMBLY
(621)
FORWARD SPRAG
ASSEMBLY
(642)
HOLDING
INPUT CARRIER
ASSEMBLY
(662)
INPUT
INTERNAL
GEAR
(664)
HELD
REACTION
CARRIER
SHAFT
(666)
HELD
1-2 SHIFT
SOLENOID
VALVE
2-3 SHIFT
SOLENOID
VALVE
ON
ON
LOW AND
REVERSE
CLUTCH SUPPORT
ASSEMBLY
(679)
70
MAIN
CASE
(103)

INNER RACE AND
INPUT SUN GEAR ASSEMBLY
(640)
FORWARD CLUTCH
OUTER RACE
(644)
OVERRUN
CLUTCH HUB
(639)
REACTION
INTERNAL
LOW AND REVERSE GEAR
(684)
CLUTCH PLATE
ASSEMBLY
(682)
APPLIED
LOW AND REVERSE

ROLLER CLUTCH
RACE
(675)
HELD
OVERRUN
CLUTCH
FORWARD
CLUTCH
FORWARD
SPRAG CL.
ASSEMBLY
APPLIED
APPLIED
HOLDING
3-4
CLUTCH
LO-ROLLER
CLUTCH
LO/REV
CLUTCH
HOLDING
APPLIED
Vehicle speed attempts to drive the input carrier assembly

(662) faster than engine speed is driving the input housing
and shaft assembly (621).
OUTPUT
SHAFT
(687)
SPEED SENSOR
ROTOR
(699)
The overrun clutch plates (645) are applied and prevent the
forward sprag clutch (642) from overrunning when the
throttle is released.
3
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
ASSEMBLY
(678)
HOLDING
REVERSE
INPUT
CLUTCH
Manual First is available to the driver when vehicle operating

conditions require maximum engine compression braking for
slowing the vehicle, or maximum engine torque transfer to the
wheels. These conditions include: descending a steep grade to
provide maximum engine compression braking and, to retain
First gear when ascending a steep grade or pulling a heavy load
for maximum engine power.
Under normal driving 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 during acceleration is identical to Overdrive Range First Gear
(refer to page 54A) to obtain an approximate gear ratio reduction of 3.06:1. The power flow in Figure 67 and the following
text describes conditions during deceleration (zero or minimum
throttle) and how engine compression braking is achieved.
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.
MAIN
CASE
(103)
2-4
BAND
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
the 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.
REACTION
CARRIER
ASSEMBLY
(681)
HELD
Figure 67
70A
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) until the
vehicle speed is below approximately 56 km/h (35 mph). Above
this speed, the transmission will operate in a Manual First Second
Gear condition until vehicle speed slows sufficiently. Note that this
speed varies depending on vehicle application.
When 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:
3-4 CLUTCH
OVERRUN CLUTCH
REAR LUBE
LO/REVERSE
D4
FWD CL FD
D4
EX
LO/1ST
D4
EX
AFL
LO
ORF EX
EX
SERVO FEED
4-3 SEQUENCE VALVE

EX
3-4 RELAY
2f
AFL (To 3-2 Control Solenoid Valve)
EX
OVERRUN CL
OVERRUN CL FD
4TH
EX
3-4 ACC
2ND
SERVO FD
2ND & 4TH

SERVO
EX
EX
OVERRUN CL FD
D2
EX
3-4 ACC
3-4 SIG
3-4 ACCUM
ON
EX
2-3 SHIFT
SOLENOID
VALVE
N.O.
EX
D3
2ND
OVERRUN CLUTCH
EX
2-3 SHUTTLE
2e
2c
28
AFL
4TH SIGNAL
SIG
AFL
2-3 SIGNAL
2ND CL
20
ORF D2
3RD ACCUM
ACCUM
1-2 ACCUMULATOR
2ND CL
#6
OVERRUN
11
2f 3-4 Relay Valve and 4-3 Sequence Valve:
#5
21
EX
ON
D4-3-2
18
EX
2ND
2-3 SHIFT VALVE
3-4 ACCUMULATOR
EX 19
3-4 ACCUM
ORF ACC
PR
D3
D2
EX
EX
4TH SIG
3-4 SIGNAL
29
2e 2-3 Shift Valve Train:
D4
ACCUM
#1
D3
EX
D2
EX
EX
EX
EX
2ND CL
3-4 CL
2ND CL
D3
2ND
1-2 SHIFT
SOLENOID
VALVE
N.O.
2d
3-2 DOWNSHIFT
26
2a
2b
1d
AFL
27
25
LO/1ST
1c
1-2 SIG
1-2 SHIFT VALVE
1-2 SIGNAL
#8
3-4 SHIFT VALVE
23
LO OVERRUN
ACCUM
30
FILTER
(49)
AFL
LO/REVERSE
D3
2ND
16
D4
LINE
D4
LO
D4
REV INPUT
FWD CL FEED
PRESSURE
CONTROL
SOLENOID
VALVE
D3-N.C.
FORWARD ABUSE
AFL
ACCUM VALVE
2b 3-4 Shift Valve:
#12
LO
TEMP
SENSOR
LO-N.O.
1-2 SIG
22
D4
D4-N.O.
D2-N.C.
TORQUE SIGNAL
31
REV-N.O.
FILTER (50)
AFL
D4
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.
D4
TORQUE SIGNAL
ACTUATOR FEED LIMIT
2 2-4 BAND RELEASES

FWD CL FEED
1b
The Lo/Reverse fluid pressure acts on the inner area of the

piston in order to move the piston and to apply the Low and
Reverse clutch plates.
D2
LO
D2
TFP
SWITCH
ASSEMBLY
10
32
D3
D4
EX
LINE
EX
REVERSE
D3
OVERRUN CLUTCH
REV INPUT
LINE (To Reg Apply Valve)
PRESS REG
PR
BOOST VALVE
EX
AFL (To TCC PWM Solenoid Valve)
1-2 signal fluid pressure to the 3-4 shift valve is not enough
to overcome the D3 fluid pressure or the 3-4 shift valve
spring pressure.
EX
REV INPUT
1e Low and Reverse Piston:
FORWARD CLUTCH
ACCUMULATOR
MANUAL
VALVE
DECREASE
24
LINE
R N D 3 2 1
CONV FEED
1a
LINE
PRESSURE
TAP
FWD CL FD
LO/REVERSE
LINE (From Pump)
EX
The Lo/1st 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.

Page 96
LINE
1d Lo Overrun Valve:
70B
FORWARD CLUTCH FEED
1-2 signal fluid pressure moves the valve into the downshifted
position. In this position, Lo fluid from the manual valve is
routed into the Lo/1st fluid circuit and D4 fluid is blocked
from entering the 2nd fluid circuit. The 2nd fluid exhausts
through an orifice and past the valve. This orifice (#26)
helps control the 2-4 band release during a 2-1 downshift.
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 downshifted 2-3 shift
valve and into the 2nd fluid circuit.
PR
#10
LINE
1c 1-2 Shift Valve:
Held in the downshifted position by the 2-3 signal fluid

pressure from the solenoid, the valve train blocks the AFL
fluid from entering the D432 fluid circuit.
EX
Lo fluid is routed to the TFP manual valve position switch

where it closes the normally open lo pressure switch. This
signals to the PCM that manual first is selected.
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.
1e
1b TFP Manual Valve Position Switch:
2d 3-2 Downshift 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.
The 2nd clutch fluid, which was fed by the 2nd fluid, exhausts
from the servo. This allows the spring force from the servo
cushion and the servo return springs to move the 2nd apply
piston and apply the pin to release the 2-4 band. These
spring forces help control the 2-4 band release.
1 LOW AND REVERSE CLUTCH APPLIES

1a Manual Valve:
2c 2nd & 4th Servo:
FWD CL FEED
APPLIED
HOLDING
LOW AND REVERSE

CLUTCH ASSEMBLY
INPUT CLUTCH
HOUSING ASSEMBLY
HOLDING
LO/REV
CLUTCH
APPLIED
LO-ROLLER
CLUTCH
APPLIED
3-4
CLUTCH
FORWARD
SPRAG CL.
ASSEMBLY
FORWARD
CLUTCH
OVERRUN
CLUTCH
ON
REVERSE
INPUT
CLUTCH
ON
2-4
BAND
2-3 SHIFT
SOLENOID
VALVE
1-2 SHIFT
SOLENOID
VALVE
4TH
2ND CL
Figure 68
71
OPERATING CONDITIONS
RANGE
GEAR
1-2
PARK
ON
*
ON
*
ON
*
REVERSE
NEUTRAL
2-3
2-4
BAND
REVERSE
INPUT
CLUTCH
OVERRUN
CLUTCH
FORWARD
CLUTCH
FORWARD
SPRAG CL.
ASSEMBLY
3-4
CLUTCH
LO ROLLER
CLUTCH
LO/REV.
CLUTCH
ON
APPLIED
*
ON
*
ON
*
1st
ON
ON
2nd
OFF
ON
3rd
OFF
OFF
4th
ON
OFF
1st
ON
ON
2nd
OFF
ON
3rd
OFF
OFF
ON
ON
2nd
OFF
ON
1st
ON
ON
2nd
OFF
ON
APPLIED
APPLIED
APPLIED
APPLIED
HOLDING
APPLIED
HOLDING
APPLIED
HOLDING
HOLDING
1st
***
1
***
*
**
***
**
APPLIED
APPLIED
APPLIED
APPLIED
APPLIED
APPLIED
HOLDING
APPLIED
HOLDING
APPLIED
APPLIED
HOLDING
APPLIED
APPLIED
HOLDING
APPLIED
APPLIED
HOLDING
APPLIED
APPLIED
HOLDING
APPLIED
APPLIED
HOLDING
APPLIED
APPLIED
HOLDING
APPLIED
HOLDING
HOLDING
APPLIED
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 #
1
2
3
4
5
6
7
8
CONDITION
NO 2ND, NO 4TH GEAR.
NO REVERSE.
NO ENGINE BRAKING IN MANUAL 2ND, MANUAL 1ST, AND MANUAL 3RD (3RD GEAR).
NO FORWARD IN D AND MANUAL 3RD.
NO FORWARD IN D AND MANUAL 3RD.
NO 3RD GEAR, NO 4TH GEAR.
NO 1ST GEAR IN D , MANUAL 3RD, AND MANUAL 2ND.
NO REVERSE, NO ENGINE BRAKING IN MANUAL 1ST.
SHIFT SOLENOID VALVE ELECTRICAL CONDITIONS

If the PCM detects a continuous open or short to ground in the shift solenoids or shift solenoid circuits the following actions occur:
1-2
The PCM commands maximum line pressure.
DTC
The PCM disables shift adapts.
P0753
The PCM inhibits downshifts to 2nd gear if the vehicle speed is greater than 48 km/h (30 mph).
The PCM illuminates the Malfunction Indicator Lamp (MIL).
2-3
DTC
P0758
72
The PCM commands maximum line pressure.

The PCM disables shift adapts.
The PCM commands 2nd gear.
The PCM illuminates the Malfunction Indicator Lamp (MIL).
Figure 69
COMPLETE HYDRAULIC CIRCUITS

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.
checkballs and orifices within specific

components. A broken line is also used to separate
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 lines reference specific holes and orifices
in the spacer plate 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.
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 right side foldout shows a two-dimensional

line drawing of the fluid passages within each
component. The active fluid passages for each
gear range are appropriately colored to correspond
with the hydraulic schematic used for that range.
The half page of information facing this foldout
identifies the various fluid circuits with numbers
that correspond to the circuit numbers used on
the foldout page.
The left side foldout contains the complete color

coded hydraulic circuit for the given gear range
along with the relative location of valves,
PASSAGE
PASSAGE
PASSAGE
PASSAGE
PASSAGE
A IS LOCATED IN THE PUMP BODY (LIGHT GREY AREA)

B IS LOCATED IN THE VALVE BODY (LIGHT BLUE AREA)
C IS LOCATED ON THE SPACER PLATE (DASHED LINE)
D IS LOCATED IN CASE (WHITE AREA)
E IS LOCATED IN THE ACCUMULATOR HOUSING (LIGHT YELLOW AREA)

(FOLDOUT)
A
FLUID FLOW THROUGH

COMPONENTS (FOLDOUT)
E
RK g
PA nnin
Ru
ine
g
En
EX
LO
24
12
13
36
33
37
26
13
33
36
42
14
18
17
34
41
47
47
41
38
43
FORWARD
CLUTCH
ACCUMULATOR
BORE
17
39
39
D4
D4
2ND
25
9
25
48
24
10
23
9
35
COMPONENT DRAWINGS TO
FLOW.
14
13
24 38
35/39
10
47
20
17
20
17
9
25
9
11
25
11
20
21
21
3
9
25
42
24
33
32
36
28
26
25
3
21
21
33
37
44
48
26
9
20
NOTE:
14
12
9
22
24
31
31
33
43
25
24
24
31
27
34
20
25
24
22
35
24
24
25
20
20
11
12
43
41
34
29
27
30
17
34 13
14
17
17
42
44
12
38 41
18
34
35
#12
41
18
17
34
18
15
22
10
CASE (103)
(2-4 Servo Bore)
47
14
12
38
34
12
29
9
9
11
10
32
28
11
3
38
16
29
15
29
10
24
24
31
31
43
26
24
27
41
38
29
43
29
14
22
24
24 24
43
12
28
15
40
9
42
9
30
35
33
31
48
26
47
17
17
12
15
43
42

(Case Side)
12
44
25
43
43
42
43 28 29 29 16
#3
14
42
44
41
13
24
24
25
48
PR
PR
38e
34a
39
41
13
38
9b
34
34
25 25
25
25
D2
D3
34b
41c
41d
LO
41b
41a
41
18
22
27
30
34
D3
18a
CASE (8)
FILTERED AFL
D4
2ND
D2
EX
LO/REVERSE
LO/1ST
PR
D2
D4
PR
LO/REV
EX
LINE
LO
D2
D4
D3
EX
12a
34
18
40
21a
23
17
24
34
(50)
12
17
17
38
15
34
25
25
9
10
25
20
GASKET (47)
(Case/Spacer Plate)
D4
ORIFICED D2
2ND
3-4 ACCUMULATOR
D4
D4-3-2
LO
LO
O EX
EX
D4
ACCUMULATOR
PR
AFL
D2
D4
EX
D2
D4-3-2
EX
EX
EX
EX
EX
3-4 ACC
SERVO FD
2ND
OVERRUN
D3
EX
AFL
EX
REVERSE INPUT
REVERSE
EX
D4
15b
17a
17b
15c
17c
18b
16
16
24m
25e
25d
25b
25
18
2ND CL
2ND
24k
2ND CL
25a
25
20d
ACCUM
ORF ACC
20e
21a
21
21
ORIFICED ACCUM
20c
9f
17f
11a
17g
TORQUE SIGNAL
D3
EX
D4
9d
31a
35a
33a
10
9c
9b
33c
37a
EX
EX
EX
EX
EX
EX
EX
EX
EX
EX
D3
2ND
2ND
2ND CL
OVERRUN CL FD
35c
35d
35e
24g
24h
36a
39
36
36
35b
18
3-4 CLUTCH
EX
OVERRUN
31b
9p
26a
9e
9a
AFL
AFL
34f
25f
34c
34d
34e
26b
31c
29e
D3
D3
3-4 CL
LINE
3-4 SIGNAL
OVERRUN CLUTCH
REGULATED APPLY
PRESS REG
BOOST VALVE
2ND CL
4TH SIGNAL
4TH
2ND CLUTCH
DECREASE
TORQUE SIGNAL
REVERSE INPUT
RELEASE
OVERRUN CLUTCH
2ND CL
3RD ACCUMULATOR
OVERRUN
CASE (8)
LUBE
CONV FD
LINE
EX
4TH
RELEASE
APPLY
OVERRUN CLUTCH
47
22
38
9d/10
41
14
18
12
17
18
18
34
18
29
9
27
32
34
12
38
16
29
15
11
30
3RD ACCUM
2ND CLUTCH
EX
SUCTION
REVERSE INPUT
3b
15
47
38
41
29
29 29
47
29
(11)
38
12
16
SUCTION
APPLY
OVERRUN CLUTCH
FORWARD CLUTCH FEED
#4
13
24
34
15
29
20e/21
20d/21
10
24
25
47
35
27
31
35
22
24
47
25g
9c
20
20
11
47
#5
47
17 17
33
17
30 27
47
20c
18
#6
11
47
32
24
34
29
(49)
9f
47
44
28
CONV FD
10b/23
31
25
30
31
#2
29
LUBE
COOLER
47
9g
38e/39
35b 35c/39
35e/36
31
17f
20a 20b
17g
30
25
28
33
24
10a
24c
REGULATED APPLY
13a
43
47
26
37
43 43
#8
47 9
11
11
47
3 48
36
10c/22
25
21
27a 24d
CASE (8)
SPACER PLATE (48)

11
21
9a
UT
CH
Figure 64
CU
CL
68
33b
32a
25e
CASE (103)
SI
PR
16 3
25
26
25
48
47
14b
22a
24f 24e
31a
35d/36
20
33a
47
9
47
23
27
42b
12e
9h
24a
11a
9e
44
9
N
11 29
10
(38)
43
3-
D4
2ND
25d
40
ORIFICED D2
32
47
D2
22
VALVE BODY (60)

GASKET (52)
SPACER PLATE (48)
GASKET (47)
LO
31b
11b
21
12d
12b
FWD CL FEED
D2
28
36a
3c
#1
12c
D3
FORWARD CLUTCH FEED

2ND CLUTCH
REVERSE INPUT
OVERRUN
47
47
14c
12d 14a
26
43c/44
9k/10
26b
26a
25
47
#7/(40)
12e
PR
D2
D3
TEMP
SENSOR
D4-N.O.
18
CASE (103)
(Pump Cover Side)
41a
17e
18a
17d
42a
44a
41d
24b
25f
9p
2-4 SERVO BORE
RU
D4
D2
37
47
19
D2
34c
34e
28a
48a
17c
41c
18c
13b
37a
48b
8
25
11
17
LO
D3-N.C.
20
47
38
D2-N.C.
33
17b/18
12c
18b
15d
34d
35a
43b/44
25b
TO
LOW AND
REVERSE
CLUTCH
33
9
VE
O
16
LO-N.O.
REV-N.O.
17
37
TFP
SWITCH
ASSEMBLY
#12
36
33
25
11
47
FORWARD
CLUTCH
ACCUMULATOR
20
#3
3
37
48
17a/18
34b
22
16a
38d
27d
30a
22b
24m/25
24g
16
24k/25
24h
7
5
31c
33c
43a
47
REVERSE INPUT
#8
16
18 11 29
37
(237)
37
1
29 11 18
34a
12b
38c
14
29c
13
27c/29
27b/29
34f
16
38c
38a
D3
#6
BOTTOM
PAN
(SUMP)
(75)
14b
14
33
26
26
#7
(40)
38b
REVERSE
#5
44
26
23
14c
30b
47
27
EX
(39)
3
48
41b
29b
9m
10
47
36
28
3-
LINE
18c
28
32
33
PR
(10)
45
8
48
38a
3a
29g/28
29a
9n
11c
#10
10
13
24
32
3b
REVERSE
31
33
37
48
4T
3c
22
35
12a
15a
29e
12
47
25a
43
29f/28
17
29d
47
14
39
47
15c/16
19
24
12
32
3RD ACCUM
12
29g 28
3a
24a
44a
43c
14a
PUMP COVER (215)

(Case Side)
9o
17
42
47
22
42b
LO/1ST
MANUAL VALVE
28a
REVERSE INPUT
24c
LO/REVERSE
15b/16
REAR
LUBE
14
12
35
34
48
#2
22 10c
25
24e
24d
ORIFICED EX
EX
16
16
24
37
24f
LO OVERRUN
FWD CL FD
16
47
41
44
13
22
27
37
17d
2ND
ACTUATOR FEED LIMIT
;
;;
(10)
43
(237)
12
17
17
41
18
34
27
30
24b
R N D 3 2 1
;;
;;
5
37
18
29
46
34
18
12
38
24
28
9k
(237)
38b
16
11
47
28
29f
10
ON
FORWARD ABUSE
3RD ACCUMULATOR
ACTUATOR FEED LIMIT
LINE
FORWARD CLUTCH FEED

FILTER
(72)
3-2 CONTROL
AFL
16
43
PUMP COVER (215)

(Pump Body Side)
34
38
29
15
29
18
34
42a
EX
REVERSE
REVERSE INPUT
9g
FILTER
(49)
10a
1-2 SHIFT
SOLENOID
VALVE
N.O.
11
37
37
3
29
47
29
11
47
18
25
29
23 10b
2ND
1-2 SIGNAL
43
8
38
16
13b
1-2 SHIFT VALVE
D4-3-2
9n
15a
SUCTION
CONVERTER & LUBE
MAINLINE
SOLENOID SIGNAL
ACCUMULATOR
ACTUATOR FEED LIMIT
TORQUE SIGNAL
ORIFICED EX
REGULATED APPLY
3-2
CONTROL
SOLENOID
VALVE
N.C.
LO/1ST
43
43
41
3
3
16
29
30
OFF
1-2 SIGNAL
46
(237)
38
12
3
16
11
33b
29c
9o
15d
3-2 SIGNAL
40
14
29a
9m
9h
D4-3-2
3-4 CLUTCH
16a
FLUID PRESSURES
REV ABUSE
2ND CLUTCH
3-2 DOWNSHIFT
29b
#4
3-4 CL
25g
AFL
ON
45
43
47
38d
2-3 SHIFT
SOLENOID
VALVE
N.O.
16
5 8
37 29
18
29
17e
ACTUATOR FEED LIMIT

2-3 SIGNAL
47
(232)
1
20b
(232)
16
37
47
29
47
20a
D4
2ND
ACCUMULATOR
D2
(240)
(240)
3
4
43
47
37
PUMP BODY (200)

(Pump Cover Side)
2ND CLUTCH
1-2 ACCUMULATOR
4TH SIGNAL
3-4 SIGNAL
1-2 SIGNAL
2ND
18
VALVE BODY (60)

3-4 ACCUMULATOR
2-3 SHUTTLE
46
43
11
43
PR
LO/REVERSE
#1
13a
3-4 SIGNAL
(238)
3-4 ACCUM
3-4 SHIFT VALVE
19
29
1-2 SIGNAL
3-4 CLUTCH
REV INPUT
EX
OVERRUN CLUTCH
D3
29d
LINE
EX
48
48
16
3-4 ACCUMULATOR
D4
2-3 SHIFT VALVE
4TH
1-2 SIGNAL
13
27c 29
TORQUE SIG
EX
OVERRUN CLUTCH FEED
27b
EX
(237)
30a
27d
22a
PRESSURE
CONTROL
SOLENOID
VALVE
ACCUM VALVE
3-4 SIGNAL
3-4 ACCUM
FILTERED AFL
31
ACCUMULATOR
4-3 SEQUENCE VALVE
4TH
22b
FILTER
(50)
ORF EX
44
3-4 RELAY
43a
32a
EX
43b
ISOLATOR
30b
27a
EX
CC SIGNAL
3-4 ACCUM
OVERRUN CL
SERVO FD
SERVO FEED
2ND
4TH SIGNAL
AFL
ACTUATOR FEED LIMIT
REG APPLY
LINE
(237)
PUMP
ASSEMBLY
(4)
OFF
EX
11c
TCC
SOLENOID
(66)
N.O.
10
REG APPLY
11b
LINE
(238)
EX
LINE
PRESSURE
TAP
(39)
OIL
COOLER
PIPE
CONNECTOR
(10)
REGULATED APPLY
FILTER
(232)
TCC PWM
SOLENOID
VALVE
N.C.
48a
48b
COOLER
PRESSURE
RELIEF
VALVE
D3
LINE
ACTUATOR FEED LIMIT
TORQUE SIGNAL
SERVO FEED
AIR
BLEED
(240)
EX
32
24
43
LUBE
EX
AFL
#10
2ND CLUTCH
2ND CLUTCH
3-4 CLUTCH
OVERRUN CLUTCH
SERVO FEED
CC SIGNAL
REAR LUBE
OVERRUN
FORWARD CLUTCH FEED
EX
LUBE
OVERRUN CLUTCH
COOLER
REV INPUT
43
43
(240)
47
;;;;
;;;;;;;;
;;;;;;;;
;;
;;
;;;;;;;;
;;
;
;;;;;;;;
;;;;;;;;
;
45
45
47
EX
PRESSURE RELIEF
VALVE BORE
;;;;
;;;;;;;
;;;;;;;
;;
;;;
;;;;;;;
;;
;;;
;;;;;;;
;;;;;;;
#9
#7
3RD ACCUM
Engine Running
ns p
sure mp ou tra pum
Preses pu to thWe hen mand
ulat rdingents. the defrom
accoirem ceeds, fluidr
requut ex sure lato
outp e presre regu
of linpressu
e
th
3-4 CLUTCH
FORWARD CLUTCH FEED
LUBE
11
EX
(P)
Park l
the e oi
r in th
leve fromwing:
ctor sure follo
sele pres the Regthe line to
8): )
Withsition, rected Valve(21essure
di
pr
r
po p is lato (line ion
pum Regu tput miss
LOW AND REVERSE

CLUTCH ASSEMBLY
INPUT CLUTCH
HOUSING ASSEMBLY
REVERSE INPUT
CLUTCH ASSEMBLY
2ND & 4TH

SERVO
TORQUE
CONVERTER
ASSEMBLY
Engine Running
PARK
Figure 65
GASKET (52)
FOLDOUT 69
HALF PAGE TEXT AND LEDGEND
COMPLETE ILLUSTRATED
PARTS LIST
Figure 70
FOLDOUT 73
PARK
(Engine Running)
REVERSE INPUT
CLUTCH ASSEMBLY
2ND & 4TH

SERVO
TORQUE
CONVERTER
ASSEMBLY
INPUT CLUTCH
HOUSING ASSEMBLY
LOW AND REVERSE

CLUTCH ASSEMBLY
EX
ORIFICED D2
2ND
CASE (8)
ACCUMULATOR
PR
D4-3-2
AFL
D2
FILTERED AFL
D4
2ND
D2
LO/1ST
PR
EX
LO/REVERSE
LO
D2
D4
EX
PR
LO/REV
EX
LO
12c
PR
PR
38e
34a
21
D4
ORIFICED D2
2ND
D4
2ND
D2
D3
34b
41d
LO
41c
41b
VALVE BODY (60)

GASKET (52)
SPACER PLATE (48)
GASKET (47)
LO
D3
18a
D4
12d
12b
FWD CL FEED
D2
FORWARD CLUTCH FEED

2ND CLUTCH
REVERSE INPUT
PR
D3
D4-N.O.
12a
18
LO
D3-N.C.
TEMP
SENSOR
12e
D2
D3
41a
D4
17a
17b
18b
22
18
15c
17c
17
REV-N.O.
D4
D2
#12
15b
16
25e
25d
25b
24m
25
16
#3
16
2ND CL
2ND
24k
2ND CL
25a
25
24g
#8
D2
LO
D2
D3
D4
EX
FORWARD
CLUTCH
ACCUMULATOR
LO-N.O.
D2-N.C.
38c
38a
LINE
EX
2ND
2ND
2ND CL
OVERRUN CL FD
24h
36a
35e
36
20
TFP
SWITCH
ASSEMBLY
3-4 ACCUMULATOR
D4
21a
20e
20d
21
ORF ACC
ACCUM
20c
21
ORIFICED ACCUM
EX
EX
EX
EX
O EX
EX
D4
EX
35d
35c
39
36
14b
38b
REVERSE
35b
D4
D4-3-2
D2
EX
LO
REVERSE INPUT
EX
9f
D4
EX
3-4 ACC
SERVO FD
2ND
D3
EX
AFL
EX
EX
17f
11a
EX
TORQUE SIGNAL
D3
EX
EX
EX
EX
OVERRUN
EX
EX
EX
2ND CL
D3
17g
9d
10
31a
35a
33a
31b
AFL
EX
D3
3-4 CL
OVERRUN
33c
37a
9b
9c
AFL
9e
9a
26a
9p
26b
31c
34f
25f
34e
34d
29e
D3
LINE
EX
REVERSE INPUT
3-4 SIGNAL
OVERRUN CLUTCH
REGULATED APPLY
PRESS REG
BOOST VALVE
CONV FD
LINE
EX
SUCTION
34c
TORQUE SIGNAL
REVERSE INPUT
4TH SIGNAL
2ND CLUTCH
4TH
DECREASE
RELEASE
APPLY
OVERRUN CLUTCH
FORWARD CLUTCH FEED
3RD ACCUMULATOR
OVERRUN
CONV FD
REVERSE
OVERRUN CLUTCH
2ND CLUTCH
39
2ND CL
4TH
RELEASE
APPLY
CASE (8)
LUBE
LUBE
OVERRUN CLUTCH
14a
3-4 CLUTCH
LO/REVERSE
3RD ACCUM
27
23
14c
LO/1ST
REVERSE INPUT
#6
44
26
42b
FWD CL FD
LO OVERRUN
SUCTION
PR
24a
44a
43c
24c
24b
2ND
ACTUATOR FEED LIMIT
22 10c
25
24e
24d
ON
1-2 SHIFT
SOLENOID
VALVE
N.O.
REGULATED APPLY
17d
CASE (8)
COOLER
1-2 SIGNAL
D3
#5
BOTTOM
PAN
(SUMP)
(75)
Figure 71
42a
R N D 3 2 1
REVERSE
18c
OVERRUN
74
LINE
3a
24f
13b
MANUAL VALVE
REVERSE INPUT
FILTER
(72)
3b
28
ORIFICED EX
EX
3RD ACCUM
3c
15a
SUCTION
CONVERTER & LUBE
MAINLINE
SOLENOID SIGNAL
ACCUMULATOR
ACTUATOR FEED LIMIT
TORQUE SIGNAL
#2
28a
FORWARD CLUTCH FEED
28
12
29g 28
9k
LINE
D4-3-2
29f
10
2ND
REVERSE
REVERSE INPUT
9g
FILTER
(49)
10a
LO/1ST
FORWARD ABUSE
3RD ACCUMULATOR
ACTUATOR FEED LIMIT
AFL
29
23 10b
ON
1-2 SIGNAL
9n
15d
REGULATED APPLY
OFF
9o
38d
2-3 SHIFT
SOLENOID
VALVE
N.O.
1-2 SHIFT VALVE
3-2 CONTROL
30
20b
EX
17e
ACTUATOR FEED LIMIT

2-3 SIGNAL
2-3 SHUTTLE
ORIFICED EX
33b
20a
D4
2ND
ACCUMULATOR
D2
29a
3-2
CONTROL
SOLENOID
VALVE
N.C.
9m
9h
29c
AFL
3-2 SIGNAL
40
VALVE BODY (60)

3-4 ACCUMULATOR
D4-3-2
3-4 CLUTCH
25g
1-2 ACCUMULATOR
2ND CLUTCH
16a
FLUID PRESSURES
REV ABUSE
18
3-2 DOWNSHIFT
#1
#4
3-4 CL
3-4 ACCUM
2ND CLUTCH
29
14
1-2 SIGNAL
29b
OVERRUN CLUTCH
3-4 SHIFT VALVE
4TH SIGNAL
3-4 SIGNAL
1-2 SIGNAL
2ND
19
13a
3-4 SIGNAL
D3
1-2 SIGNAL
3-4 CLUTCH
EX
LINE
EX
D4
4TH
PR
LO/REVERSE
3-4 ACCUMULATOR
2-3 SHIFT VALVE
3-4 SIGNAL
29d
REV INPUT
PRESSURE
CONTROL
SOLENOID
VALVE
ACCUM VALVE
4-3 SEQUENCE VALVE
4TH
13
27c 29
TORQUE SIG
3-4 ACCUM
FILTERED AFL
31
24
ACCUMULATOR
EX
OVERRUN CLUTCH FEED
27b
FILTER
(50)
EX
(237)
30a
27d
22a
EX
TCC
SOLENOID
(66)
N.O.
3-4 RELAY
43a
22b
ORF EX
44
27a
EX
32a
PUMP
ASSEMBLY
(4)
OFF
LINE
PRESSURE
TAP
(39)
(237)
EX
EX
(238)
30b
ISOLATOR VALVE
REG APPLY
REG APPLY
LINE
CC SIGNAL
SERVO FEED
3-4 ACCUM
2ND
OVERRUN CL
4TH SIGNAL
SERVO FD
11c
43b
OIL
COOLER
PIPE
CONNECTOR
(10)
ACTUATOR FEED LIMIT
REGULATED APPLY
10
LINE
48a
FILTER
(232)
32
TCC PWM
SOLENOID
VALVE
N.C.
11b
COOLER
PRESSURE
RELIEF
VALVE
D3
LINE
48b
AFL
TORQUE SIGNAL
SERVO FEED
AIR
BLEED
(240)
EX
AFL
ACTUATOR FEED LIMIT
LUBE
EX
3-4 CLUTCH
OVERRUN CLUTCH
SERVO FEED
CC SIGNAL
#10
2ND CLUTCH
2ND CLUTCH
FORWARD CLUTCH FEED
REAR LUBE
OVERRUN
EX
LUBE
COOLER
REV INPUT
EX
OVERRUN CLUTCH
#7
#9
3-4 CLUTCH
FORWARD CLUTCH FEED
LUBE
3RD ACCUM
11
EX
PARK
(Engine Running)
The following conditions and component problems could happen in any
gear range, and are only some of the possibilities recommended to
diagnose hydraulic problems. Always refer to the appropriate vehicle
platform service manual when diagnosing specific concerns.
HIGH LINE PRESSURE
Pressure Regulator Valve (216), or

Reverse Boost Valve (219)
Stuck, damaged

Stuck
Pressure Relief Ball (228)

Not seated or damaged.

Damage to pins.
LOW LINE 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 Plate
Damaged
Missing
Valve is stuck On
Broken clip causes leakage
Wire is pinched to ground
Screen is missing
Cooler Lines
Clogged or restricted.
1-2 SHIFT
SOLENOID
VALVE
2-3 SHIFT
SOLENOID
VALVE
ON
ON
2-4
BAND
REVERSE
INPUT
CLUTCH
OVERRUN
CLUTCH
FORWARD
CLUTCH
FORWARD
SPRAG CL.
ASSEMBLY
3-4
CLUTCH
LO-ROLLER
CLUTCH
LO/REV
CLUTCH
APPLIED
74A
PARK
(Engine Running)
PASSAGES
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
30
31
32
33
34
35
36
37
38
39
40
41
42
43
44
45
46
47
48
SUCTION
DECREASE
LINE
CONVERTER FEED
RELEASE
APPLY
COOLER
LUBE
ACTUATOR FEED LIMIT
FILTERED ACTUATOR FEED
TORQUE SIGNAL
PR
D4-3-2
LO/REVERSE
REVERSE
REVERSE INPUT
D4
FORWARD CLUTCH FEED
REAR LUBE
ACCUMULATOR
1-2 SIGNAL
2-3 SIGNAL
2ND
2ND CLUTCH
C. C. SIGNAL
3-4 SIGNAL
3RD ACCUMULATOR
3-4 CLUTCH
4TH SIGNAL
SERVO FEED
4TH
3-4 ACCUMULATOR
D3
OVERRUN
OVERRUN CLUTCH FEED
OVERRUN CLUTCH
D2
ORIFICED D2
3-2 SIGNAL
LO
LO/1ST
EXHAUST
ORIFICED EXHAUST
VENT
SEAL DRAIN
VOID
REGULATED APPLY
COMPONENTS (
(8)
(10)
(11)
(38)
(39)
(40)
(49)
(50)
(61)
(91)
(232)
(237)
(238)
(240)
74B
REAR LUBE (ORIFICED CUP PLUG/REAR CASE)

OIL COOLER PIPE CONNECTOR
CASE SERVO ORIFICED PLUG
ACCUMULATOR BLEED PLUG
LINE PRESSURE TAP
3RD ACCUM. RETAINER AND BALL ASSEMBLY (#7)
SHIFT SOLENOIDS SCREEN
PRESSURE CONTROL SOLENOID SCREEN
CHECKBALLS (#1, 2, 3, 4, 5, 6, 8, 12)
CHECKBALL (#10)
OIL PUMP COVER SCREEN
CHECK VALVE RETAINER AND BALL ASSEMBLY
CONVERTER CLUTCH SIGNAL ORIFICED CUP PLUG
ORIFICED CUP PLUG
PARK
(Engine Running)
2
V
13
46
37
(237)
(10)
48
(237)
48
46
3
47
(237)
47
29
16
9
22
24
34
27
30
27
47
10
47
24
34f
31
28
48
32
28
28
32
9
20
31b
35d/36
20
33a
11
47
26b
26a
9a
44
47
25
#6
11
37
47
17 17
20
43 43
#8
24
47
25
30
20
31
33
31
11
30 27
22
24
13
24
34
15
41
13
43
17
12
(50)
15
#3
12
17
3
34
41
47
CASE (103)
SPACER PLATE (48)

38
12
2-4 SERVO BORE
29 29
47
44
18
41
9
9
27
30
33
48
36
26
26
26
11
CASE (103)
(2-4 Servo Bore)
25
9
10
23
9
10
47
20
20
17
9
11
11
25
20
21
21
21
3
9
25
24
35/39
33
17
25
3
21
25
24 38
25
26
26
43
33
28
20
13
24
35
32
36
48
25
24
37
44
20
11
33
43
25
9
27
34
COMPONENT DRAWINGS
FLOW.
14
24
31
25
48
9
22
22
35
31
42
43
41
14
12
34
29
24
31
20
12
17
42
44
24
34 13
24
35
20
18
24
32
28
17
34
25
#12
NOTE:
14
17
17
38 41
22
10
39
18
15
27
30
10
24
24
39
36
33
37
13
31
43
43
48
24 24
31
33
31
25
43
41
18
17
12
29
11
10
30
27
24
24
24
29
29
14
12
16
15
9
24
34
35
34
25 25
25
25
22
27
30
34
47
41
38
FORWARD
CLUTCH
ACCUMULATOR
BORE
38
34
34
43
12
22
13
3
38
29
42
44
41
38
28
15
40
42
44
18
34
14
12
17
17
38
15
11
(11)
14
18
12
41
29
17
29
15
29
11
16
12
41
18
18
34
29
29
34
12
38
47
32
14

(Case Side)
38
41
29
16
16
#7/(40)
42
47
#2
19
28
14
12
(38)
43
47
18
38
9b
22
17
42
34
9d/10
43
18
3
40
21a
24
42
43 28 29 29 16
47
47
17
24
34
15
29
47
23
38
25
20c
#4
27
31
35
24
47
10
24
47
35
33
32
17
34
29
#5
47
28
36
20e/21
20d/21
3b
47
26
47
3 48
47
18
25g
25e
25d
26
11
11
48
47
11a
32 9e
25
47
47
(49)
9f
9c
11b
21
35b 35c/39
35e/36
31
20a 20b
17g
30
32a
3c
#1
47
33b
17f
43
3
25
10b/23
9g
25f
9p
11
47
28a
48a
25
36a
37a
48b
24c
38e/39
16 3
47 9
47
26
26
33
25
24f 24e
31a
9k/10
43b/44
25b
TO
LOW AND
REVERSE
CLUTCH
33
17
36
33
37
35
34e
37
36
33
33
43
47
37
#7
(40)
24m/25
24g
16
24k/25
24h
7
5
31c
33c
43a
25a
39
47
47
48
14
24
25
47
30b
13
35
34
#10
11 29
25
38c
34
12
22
13
22
47
14
11
18
24
12
19
18
10
47
47
41a
29g/28
18
18
34a
47
44
41
9o
17
42
47
29
15c/16
29
17
38
12
29
15
11
12
41b
12b
29b
38a
3a
17a/18
14c
34b
17e
18a
22
16a
12d 14a
17
17b/18
17d
29a
23
14 18b
12c
42a
27
29c
15a
44a 26
42b
29d
38d
17c
12e
9h
41c
15d
9m
41d
43c/44
29e
9n
14b
22a
13
18c
11c
24b
24a
10c/22
34d
13b
10
27c/29
25
27b/29
21
34c
27d
30a
27a 24d
35a
13a 10a
22b
REAR
LUBE
14
37
CASE (103)
(Pump Cover Side)
29
17
16
47
9
11
18
16
29f/28
15b/16
34
38
16
48
16
34
29
12a
12
41
38b
38
41
29 11 18
PUMP COVER (215)

(Case Side)
38
16
PUMP COVER (215)

(Pump Body Side)
37
PUMP BODY (200)

(Pump Cover Side)
37
16
18 11 29
37
37
37
16
(237)
11
43
29
12
37
47
43
47
11
16
47
16
43
46
43
(238)
16
(39)
5
37
29
18
8
43
43
48
48
16
5 8
37 29
18
43
43
2
3
3
4
43
45
43
43
(10)
43
47
(232)
(232)
(240)
2
47
45
(240)
45
45
47
(240)
PRESSURE RELIEF
VALVE BORE
25
25
9
10
25
20
GASKET (47)
(Case/Spacer Plate)
Figure 72
GASKET (52)
FOLDOUT 75
REVERSE
REVERSE INPUT
CLUTCH ASSEMBLY
2ND & 4TH

SERVO
TORQUE
CONVERTER
ASSEMBLY
INPUT CLUTCH
HOUSING ASSEMBLY
LOW AND REVERSE

CLUTCH ASSEMBLY
EX
ORIFICED D2
CASE (8)
D4-3-2
FILTERED AFL
LO/1ST
PR
D4
2ND
D2
LO/REVERSE
D2
EX
LO
PR
PR
39
38e
34a
21
D4
ORIFICED D2
2ND
D4
2ND
D2
D3
LO
VALVE BODY (60)

GASKET (52)
SPACER PLATE (48)
GASKET (47)
LO
41c
18a
12c
FWD CL FEED
D2
D4-N.O.
12d
12b
34b
LO
D3-N.C.
PR
D3
41b
REV-N.O.
TEMP
SENSOR
12e
D2
D3
12a
17a
17b
18
18b
15c
17c
15b
16
25e
25d
25b
25
16
2ND CL
2ND
24m
24k
2ND CL
25a
25
24g
24h
D4
D2
LO
D2
D3
D4
EX
FORWARD
CLUTCH
ACCUMULATOR
LO-N.O.
D2-N.C.
38a
FORWARD CLUTCH FEED
2ND CLUTCH
REVERSE INPUT
PR
AFL
LO
EX
14b
38c
41d
3-4 ACCUMULATOR
D4
21a
20e
20d
21
ORF ACC
ACCUM
20c
D2
D4
PR
LO/REV
EX
EX
38b
41a
TFP
SWITCH
ASSEMBLY
D4
OVERRUN CL FD
36a
35e
35d
36
22
18
35c
39
14a
D3
36
21
ORIFICED ACCUM
EX
EX
EX
EX
O EX
LINE
EX
2ND
2ND
2ND CL
D4
D4-3-2
D2
EX
EX
35b
REVERSE INPUT
#12
17
ACCUMULATOR
D4
EX
3-4 ACC
SERVO FD
2ND
LO
REVERSE INPUT
EX
9f
17f
11a
TORQUE SIGNAL
EX
D3
EX
AFL
EX
EX
EX
17g
9d
10
31a
35a
33a
D3
EX
EX
EX
OVERRUN
EX
EX
EX
2ND CL
D3
D4
3-4 CLUTCH
31b
AFL
EX
EX
D3
3-4 CL
OVERRUN
33c
37a
9c
9b
AFL
9e
9p
26a
26b
31c
34f
25f
34e
34d
29e
D3
LINE
REVERSE INPUT
PRESS REG
BOOST VALVE
CONV FD
LINE
EX
3-4 SIGNAL
OVERRUN CLUTCH
REGULATED APPLY
34c
TORQUE SIGNAL
4TH SIGNAL
SUCTION
9a
3RD ACCUMULATOR
OVERRUN
2ND CLUTCH
4TH
DECREASE
RELEASE
REVERSE INPUT
APPLY
OVERRUN CLUTCH
FORWARD CLUTCH FEED
CONV FD
REVERSE
OVERRUN CLUTCH
LUBE
OVERRUN CLUTCH
2ND CL
4TH
RELEASE
APPLY
CASE (8)
LUBE
3RD ACCUM
LO/1ST
2ND CLUTCH
LO/REVERSE
23
14c
27
FWD CL FD
16
#3
20
#8
44
26
42b
SUCTION
LO OVERRUN
24a
44a
43c
REGULATED APPLY
COOLER
CASE (8)
24c
24b
D4
D2
2ND
Figure 73
#6
#5
OVERRUN
76
PR
18c
22 10c
25
24e
24d
2ND
D3
REVERSE
15a
17d
ON
ACTUATOR FEED LIMIT
REVERSE
REVERSE INPUT
BOTTOM
PAN
(SUMP)
(75)
1-2 SHIFT
SOLENOID
VALVE
N.O.
R N D 3 2 1
FILTER
(72)
1-2 SIGNAL
MANUAL VALVE
LINE
3a
24f
42a
ORIFICED EX
EX
3b
9k
28
2ND
3RD ACCUM
3c
FORWARD CLUTCH FEED
D4-3-2
#2
12
29g 28
28a
FLUID PRESSURES
28
REVERSE
REVERSE INPUT
10
16a
29f
9g
FILTER
(49)
10a
LO/1ST
LINE
15d
29
23 10b
13b
9n
ON
1-2 SIGNAL
FORWARD ABUSE
3RD ACCUMULATOR
ACTUATOR FEED LIMIT
AFL
2-3 SHIFT
SOLENOID
VALVE
N.O.
1-2 SHIFT VALVE
3-2 CONTROL
OVERRUN CLUTCH
9o
EX
38d
OFF
29b
30
20b
29a
3-2
CONTROL
SOLENOID
VALVE
N.C.
17e
ACTUATOR FEED LIMIT

2-3 SIGNAL
2-3 SHUTTLE
ORIFICED EX
29c
33b
20a
D4
2ND
ACCUMULATOR
D2
3-2 SIGNAL
40
14
9m
9h
3-4 CLUTCH
AFL
D4-3-2
REV INPUT
REGULATED APPLY
SUCTION
CONVERTER & LUBE
MAINLINE
SOLENOID SIGNAL
ACCUMULATOR
ACTUATOR FEED LIMIT
TORQUE SIGNAL
REV ABUSE
25g
13a
3-4 SIGNAL
2ND CLUTCH
29d
VALVE BODY (60)

3-4 ACCUMULATOR
3-2 DOWNSHIFT
18
1-2 ACCUMULATOR
#4
3-4 CL
#1
29
3-4 ACCUM
3-4 SHIFT VALVE
4TH SIGNAL
3-4 SIGNAL
1-2 SIGNAL
2ND
19
2ND CLUTCH
D4
D3
1-2 SIGNAL
3-4 CLUTCH
1-2 SIGNAL
13
27c 29
TORQUE SIG
4TH
EX
2-3 SHIFT VALVE
3-4 SIGNAL
27b
PRESSURE
CONTROL
SOLENOID
VALVE
ACCUM VALVE
4-3 SEQUENCE VALVE
4TH
31
3-4 ACCUMULATOR
ACCUMULATOR
EX
OVERRUN CLUTCH FEED
22b
30a
27d
22a
3-4 ACCUM
FILTERED AFL
EX
(237)
EX
EX
LINE
3-4 RELAY
27a
ORF EX
44
43a
TCC
SOLENOID
(66)
N.O.
EX
32a
OFF
LINE
PRESSURE
TAP
(39)
(237)
EX
(238)
EX
PUMP
ASSEMBLY
(4)
30b
OIL
COOLER
PIPE
CONNECTOR
(10)
LINE
ISOLATOR VALVE
REG APPLY
REG APPLY
LINE
CC SIGNAL
SERVO FEED
3-4 ACCUM
2ND
OVERRUN CL
4TH SIGNAL
SERVO FD
11c
43b
FILTER
(50)
10
ACTUATOR FEED LIMIT
REGULATED APPLY
11b
COOLER
PRESSURE
RELIEF
VALVE
48a
FILTER
(232)
32
TCC PWM
SOLENOID
VALVE
N.C.
48b
D3
LINE
AFL
EX
AIR
BLEED
(240)
TORQUE SIGNAL
SERVO FEED
AFL
ACTUATOR FEED LIMIT
24
PR
LO/REVERSE
LUBE
EX
3-4 CLUTCH
OVERRUN CLUTCH
SERVO FEED
CC SIGNAL
#10
2ND CLUTCH
2ND CLUTCH
FORWARD CLUTCH FEED
REAR LUBE
OVERRUN
EX
REV INPUT
LUBE
OVERRUN CLUTCH
COOLER
EX
#7
#9
3-4 CLUTCH
FORWARD CLUTCH FEED
LUBE
3RD ACCUM
11
EX
REVERSE
NO REVERSE OR SLIPS IN REVERSE
Turbine Shaft Seal (618)

Missing, cut or damaged

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 Plate Retaining Ring (614)

Out of groove
Reverse Input Clutch Belleville Plate (611)

Installed incorrectly
Low and Reverse Clutch Piston (695)

Porosity
ENGINE STALLS IN REVERSE
Cooler Lines
Pinched
1-2 SHIFT
SOLENOID
VALVE
2-3 SHIFT
SOLENOID
VALVE
ON
ON
2-4
BAND
REVERSE
INPUT
CLUTCH
APPLIED
OVERRUN
CLUTCH
FORWARD
CLUTCH
FORWARD
SPRAG CL.
ASSEMBLY
3-4
CLUTCH
LO-ROLLER
CLUTCH
LO/REV
CLUTCH
APPLIED
76A
REVERSE
PASSAGES
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
30
31
32
33
34
35
36
37
38
39
40
41
42
43
44
45
46
47
48
SUCTION
DECREASE
LINE
CONVERTER FEED
RELEASE
APPLY
COOLER
LUBE
ACTUATOR FEED LIMIT
TORQUE SIGNAL
PR
D4-3-2
LO/REVERSE
REVERSE
REVERSE INPUT
D4
FORWARD CLUTCH FEED
REAR LUBE
ACCUMULATOR
1-2 SIGNAL
2-3 SIGNAL
2ND
2ND CLUTCH
C. C. SIGNAL
3-4 SIGNAL
3RD ACCUMULATOR
3-4 CLUTCH
4TH SIGNAL
SERVO FEED
4TH
3-4 ACCUMULATOR
D3
OVERRUN
OVERRUN CLUTCH FEED
OVERRUN CLUTCH
D2
ORIFICED D2
3-2 SIGNAL
LO
LO/1ST
EXHAUST
ORIFICED EXHAUST
VENT
SEAL DRAIN
VOID
REGULATED APPLY
COMPONENTS (
(8)
(10)
(11)
(38)
(39)
(40)
(49)
(50)
(61)
(91)
(232)
(237)
(238)
(240)
76B

LINE PRESSURE TAP
CHECKBALLS (#1, 2, 3, 4, 5, 6, 8, 12)
CHECKBALL (#10)
ORIFICED CUP PLUG
REVERSE
2
48
48
29
9
22
24
34
27
30
27
47
10
47
24
34f
31
28
31b
35d/36
20
33a
48
32
28
28
32
9
20
11
47
26b
26a
9a
44
47
25
#6
11
37
47
17 17
20
43 43
#8
24
47
25
30
20
31
33
31
11
30 27
22
24
13
24
34
15
41
13
43
17
12
(50)
15
#3
12
17
3
34
41
47
CASE (103)
SPACER PLATE (48)

38
12
2-4 SERVO BORE
29 29
47
44
18
41
9
9
27
30
31
24 24
31
33
48
36
26
26
26
31
48
25
9
10
23
9
10
47
20
17
20
17
9
25
9
25
11
11
25
20
21
21
21
3
9
25
24
35/39
33
32
36
26
26
21
25
13
24 38
24
35
28
20
33
37
44
48
25
11
CASE (103)
(2-4 Servo Bore)
33
25
43
31
43
24
COMPONENT DRAWINGS
FLOW.
14
24
31
20
11
27
34
24
20
9
22
22
35
24
42
34
29
14
12
43
41
24
34 13
24
25
35
20
18
27
30
25
9
12
17
42
44
17
38 41
34
32
28
17
18
15
22
10
#12
NOTE:
14
17
12
29
11
10
10
39
39
36
33
37
13
24
24
31
43
43
48
27
35
33
24
29
29
14
30
24
24
25
43
41
18
17
16
15
9
24
34
34
25 25
25
25
22
27
30
34
47
41
38
FORWARD
CLUTCH
ACCUMULATOR
BORE
38
34
12
34
43
12
22
13
3
38
29
42
44
41
38
28
15
40
42
44
18
34
14
12
17
17
38
15
11
(11)
14
18
12
41
29
17
29
15
29
11
16
12
41
18
18
34
29
29
34
12
38
47
32
14

(Case Side)
38
41
29
16
16
#7/(40)
42
47
#2
19
28
14
12
(38)
43
47
18
38
9d/10
22
17
42
34
9b
43
18
3
40
21a
24
42
43 28 29 29 16
47
47
17
24
34
15
29
47
23
38
25
20c
#4
27
31
35
24
47
10
24
47
35
33
32
17
34
29
#5
47
28
36
20e/21
20d/21
3b
47
26
47
3 48
47
18
25g
25e
25d
26
11
11
48
47
11a
32 9e
25
47
47
(49)
9f
9c
11b
21
47
32a
3c
#1
35b 35c/39
35e/36
31
20a 20b
17g
30
25f
9p
11
47
28a
48a
25
33b
17f
43
3
25
10b/23
9g
16 3
47 9
47
26
26
33
25
36a
37a
48b
24c
38e/39
9k/10
43b/44
25b
TO
LOW AND
REVERSE
CLUTCH
33
17
36
24f 24e
31a
11 29
10
47
33
37
35
34e
37
36
33
33
43
47
37
#7
(40)
24m/25
24g
16
24k/25
24h
7
5
31c
33c
43a
25a
39
47
47
48
14
24
25
47
30b
13
35
34
#10
34
12
22
13
22
47
14
11
18
24
12
19
18
25
38c
29g/28
18
18
41a
47
44
41
15c/16
9o
17
42
47
34a
47
29
17
38
12
29
15
11
12
16
47
41b
12b
29b
38a
3a
17a/18
14c
34b
17e
18a
22
16a
12d 14a
17
17b/18
17d
29a
23
14 18b
12c
42a
27
29c
15a
44a 26
42b
29d
38d
17c
12e
9h
41c
15d
9m
41d
43c/44
29e
9n
14b
22a
13
18c
11c
24b
24a
10c/22
34d
13b
10
27c/29
25
27b/29
21
34c
27d
30a
27a 24d
35a
13a 10a
22b
REAR
LUBE
14
29
17
37
CASE (103)
(Pump Cover Side)
16
9
11
18
16
29f/28
15b/16
34
38
16
48
29
34
38b
12a
12
41
29 11 18
PUMP COVER (215)

(Case Side)
38
41
38
12
47
16
PUMP COVER (215)

(Pump Body Side)
37
PUMP BODY (200)

(Pump Cover Side)
37
13
16
16
18 11 29
37
(237)
47
29
16
47
7
3
46
(237)
(10)
(237)
11
37
37
43
(237)
43
(39)
5
37
29
18
8
46
37
29
16
43
47
47
37
43
46
43
11
(238)
16
43
16
48
1
48
5 8
37 29
18
43
16
43
2
3
3
4
43
45
43
43
(10)
43
47
(232)
(232)
(240)
2
47
45
(240)
45
45
47
(240)
PRESSURE RELIEF
VALVE BORE
25
25
9
10
25
20
GASKET (47)
(Case/Spacer Plate)
Figure 74
GASKET (52)
FOLDOUT 77
NEUTRAL
(Engine Running)
REVERSE INPUT
CLUTCH ASSEMBLY
2ND & 4TH

SERVO
TORQUE
CONVERTER
ASSEMBLY
INPUT CLUTCH
HOUSING ASSEMBLY
LOW AND REVERSE

CLUTCH ASSEMBLY
EX
CASE (8)
ACCUMULATOR
3-4 ACCUMULATOR
D4
PR
D4-3-2
FILTERED AFL
14b
D4
2ND
D2
LO/REVERSE
D2
38b
LO
12e
12d
PR
12c
D2
D3
D4
LO
PR
12b
D4
ORIFICED D2
2ND
34a
38e
PR
D3
39
21
D4
2ND
D2
VALVE BODY (60)

GASKET (52)
SPACER PLATE (48)
GASKET (47)
LO
34b
41c
FWD CL FEED
D2
LO
41b
PR
LO/1ST
14a
EX
41d
D3
D4-N.O.
18a
EX
27
42b
23
14c
D2
EX
O EX
PR
LO/REV
LO
EX
D4
EX
D2
D3
41a
D4
17a
18
44
26
12a
LO
D4
LINE
EX
17b
18b
18
ORIFICED D2
21a
20e
20d
21
AFL
D2
EX
EX
EX
D4
D4-3-2
D2
EX
EX
AFL
REVERSE INPUT
EX
D3
FORWARD CLUTCH FEED
ORF ACC
ACCUM
20c
21
ORIFICED ACCUM
9f
EX
3-4 ACC
SERVO FD
2ND
OVERRUN
D3
EX
EX
EX
17f
11a
D3
EX
EX
EX
D4
AFL
EX
15c
LO
D3-N.C.
D4
D2
25e
25d
25b
24m
25
16 15b
2ND CL
2ND
24k
2ND CL
25a
24g
25
OVERRUN CL FD
24h
36a
17c
35e
TORQUE SIGNAL
EX
EX
EX
2ND CL
2ND
2ND
2ND CL
35d
36
16
35c
39
17g
9d
10
31a
35a
33a
31b
33c
37a
9c
AFL
9e
9b
9a
9p
D3
EX
OVERRUN CLUTCH
REGULATED APPLY
PRESS REG
BOOST VALVE
26a
31c
25f
34f
34e
34d
29e
34c
D3
3-4 CL
4TH SIGNAL
3-4 SIGNAL
CONV FD
LINE
EX
3RD ACCUMULATOR
OVERRUN
REVERSE INPUT
2ND CLUTCH
4TH
DECREASE
REVERSE INPUT
REVERSE
OVERRUN CLUTCH
EX
EX
RELEASE
CASE (8)
TORQUE SIGNAL
LUBE
26b
OVERRUN
D3
APPLY
OVERRUN CLUTCH
FORWARD CLUTCH FEED
LINE
SUCTION
36
35b
3-4 CLUTCH
3RD ACCUM
2ND CLUTCH
SUCTION
24a
44a
43c
CONV FD
REGULATED APPLY
CASE (8)
OVERRUN CLUTCH
2ND CL
4TH
RELEASE
APPLY
LUBE
COOLER
24c
D4
24d
D2-N.C.
22 10c
25
24e
2ND CLUTCH
REVERSE INPUT
17d
42a
22
REV-N.O.
TEMP
SENSOR
LO-N.O.
TFP
SWITCH
ASSEMBLY
REVERSE INPUT
FORWARD
CLUTCH
ACCUMULATOR
LO/REVERSE
EX
17
2ND
Figure 75
38a
16
#12
OVERRUN
78
PR
MANUAL VALVE
#3
LO/1ST
20
#8
24b
38c
#6
#5
BOTTOM
PAN
(SUMP)
(75)
1-2 SHIFT
SOLENOID
VALVE
N.O.
REVERSE INPUT
18c
13b
LO OVERRUN
FWD CL FD
REVERSE
FILTER
(72)
REVERSE
15a
FORWARD CLUTCH FEED
D3
24f
2ND
LINE
3a
9k
28
ON
ACTUATOR FEED LIMIT
3b
10
2ND
1-2 SIGNAL
R N D 3 2 1
3RD ACCUM
3c
#2
9g
FILTER
(49)
28
12
29g 28
FORWARD ABUSE
29f
16a
REVERSE
REVERSE INPUT
LO/1ST
15d
9n
29
23 10b
10a
3RD ACCUMULATOR
ACTUATOR FEED LIMIT
AFL
ORIFICED EX
EX
LINE
30
38d
2-3 SHIFT
SOLENOID
VALVE
N.O.
EX
3-2 CONTROL
D4-3-2
D4-3-2
33b
20b
1-2 SHIFT VALVE
OFF
9o
3-2
CONTROL
SOLENOID
VALVE
N.C.
9m
9h
ON
29a
ORIFICED EX
29c
AFL
17e
ACTUATOR FEED LIMIT

2-3 SIGNAL
3-2 SIGNAL
40
14
D4
2ND
ACCUMULATOR
D2
1-2 SIGNAL
3-4 CLUTCH
29b
SUCTION
CONVERTER & LUBE
MAINLINE
SOLENOID SIGNAL
ACCUMULATOR
ACTUATOR FEED LIMIT
TORQUE SIGNAL
2ND CLUTCH
28a
FLUID PRESSURES
REV ABUSE
25g
20a
2-3 SHUTTLE
3-4 SIGNAL
3-2 DOWNSHIFT
13a
#4
3-4 CL
18
VALVE BODY (60)

3-4 ACCUMULATOR
29
#1
3-4 SHIFT VALVE
4TH SIGNAL
3-4 SIGNAL
1-2 SIGNAL
2ND
3-4 ACCUM
1-2 ACCUMULATOR
1-2 SIGNAL
1-2 SIGNAL
D3
19
EX
D4
4TH
PR
LO/REVERSE
3-4 ACCUMULATOR
2-3 SHIFT VALVE
3-4 SIGNAL
2ND CLUTCH
ACCUM VALVE
4-3 SEQUENCE VALVE
4TH
22b
31
ACCUMULATOR
EX
OVERRUN CLUTCH FEED
29d
REGULATED APPLY
3-4 RELAY
43a
13
27c 29
OVERRUN CLUTCH
ORF EX
44
32a
EX
LINE
3-4 CLUTCH
REV INPUT
PRESSURE
CONTROL
SOLENOID
VALVE
TORQUE SIG
3-4 ACCUM
FILTERED AFL
30b
EX
27b
EX
(237)
11c
30a
27d
22a
ISOLATOR VALVE
REG APPLY
REG APPLY
LINE
CC SIGNAL
SERVO FEED
3-4 ACCUM
2ND
OVERRUN CL
4TH SIGNAL
SERVO FD
10
43b
FILTER
(50)
27a
EX
ACTUATOR FEED LIMIT
REGULATED APPLY
48a
PUMP
ASSEMBLY
(4)
TCC
SOLENOID
(66)
N.O.
EX
OFF
LINE
PRESSURE
TAP
(39)
(237)
EX
(238)
FILTER
(232)
32
TCC PWM
SOLENOID
VALVE
N.C.
48b
OIL
COOLER
PIPE
CONNECTOR
(10)
LINE
D3
LINE
11b
PRESSURE
RELIEF
VALVE
AFL
AFL
ACTUATOR FEED LIMIT
TORQUE SIGNAL
SERVO FEED
3-4 CLUTCH
OVERRUN CLUTCH
SERVO FEED
CC SIGNAL
COOLER
EX
AIR
BLEED
(240)
EX
LUBE
REAR LUBE
24
#10
2ND CLUTCH
2ND CLUTCH
OVERRUN
FORWARD CLUTCH FEED
EX
REV INPUT
LUBE
OVERRUN CLUTCH
COOLER
EX
#7
#9
3-4 CLUTCH
FORWARD CLUTCH FEED
LUBE
3RD ACCUM
11
EX
NEUTRAL
(Engine Running)
DRIVES IN NEUTRAL
Forward Clutch
The clutch does not release.
Manual Valve Link (89)

Disconnected
Case (103)
The face is not flat.
Internal leakage exists
ENGINE STALLS IN NEUTRAL
TCC System
Stuck On or dragging
1-2 SHIFT
SOLENOID
VALVE
2-3 SHIFT
SOLENOID
VALVE
ON
ON
2-4
BAND
REVERSE
INPUT
CLUTCH
OVERRUN
CLUTCH
FORWARD
CLUTCH
FORWARD
SPRAG CL.
ASSEMBLY
3-4
CLUTCH
LO-ROLLER
CLUTCH
LO/REV
CLUTCH
78A
NEUTRAL
(Engine Running)
PASSAGES
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
30
31
32
33
34
35
36
37
38
39
40
41
42
43
44
45
46
47
48
SUCTION
DECREASE
LINE
CONVERTER FEED
RELEASE
APPLY
COOLER
LUBE
ACTUATOR FEED LIMIT
TORQUE SIGNAL
PR
D4-3-2
LO/REVERSE
REVERSE
REVERSE INPUT
D4
FORWARD CLUTCH FEED
REAR LUBE
ACCUMULATOR
1-2 SIGNAL
2-3 SIGNAL
2ND
2ND CLUTCH
C. C. SIGNAL
3-4 SIGNAL
3RD ACCUMULATOR
3-4 CLUTCH
4TH SIGNAL
SERVO FEED
4TH
3-4 ACCUMULATOR
D3
OVERRUN
OVERRUN CLUTCH FEED
OVERRUN CLUTCH
D2
ORIFICED D2
3-2 SIGNAL
LO
LO/1ST
EXHAUST
ORIFICED EXHAUST
VENT
SEAL DRAIN
VOID
REGULATED APPLY
COMPONENTS (
(8)
(10)
(11)
(38)
(39)
(40)
(49)
(50)
(61)
(91)
(232)
(237)
(238)
(240)
78B

LINE PRESSURE TAP
CHECKBALLS (#1, 2, 3, 4, 5, 6, 8, 12)
CHECKBALL (#10)
ORIFICED CUP PLUG
(Engine Running)
2
37
47
46
37
V
13
(237)
16
(237)
48
(237)
48
46
3
47
(237)
47
29
16
29
9
22
24
34
27
30
27
47
10
30b
13
47
24
35
34
34f
31b
35d/36
20
33a
48
32
28
9
20
11
47
26b
26a
9a
44
47
#8
24
47
20
25
30
20
31
33
31
11
30 27
22
24
13
24
34
15
41
13
43
17
12
(50)
15
#3
12
17
3
34
41
47
CASE (103)
SPACER PLATE (48)

38
12
2-4 SERVO BORE
29 29
47
44
18
41
9
9
27
30
33
48
36
26
26
26
11
CASE (103)
(2-4 Servo Bore)
25
9
10
23
9
10
47
20
20
17
9
11
11
25
20
21
21
21
3
9
25
24
35/39
33
17
25
3
21
25
24 38
25
26
26
43
33
28
20
13
24
35
32
36
48
25
24
37
44
20
11
33
43
25
9
27
34
COMPONENT DRAWINGS
FLOW.
14
24
31
25
48
9
22
22
35
31
42
43
41
14
12
34
29
24
31
20
12
17
42
44
24
34 13
24
35
20
18
24
32
28
17
34
25
#12
NOTE:
14
17
17
38 41
22
10
39
18
15
27
30
10
24
24
39
36
33
37
13
31
43
43
48
24 24
31
33
31
25
43
41
18
17
12
29
11
10
30
27
24
24
24
29
29
14
12
16
15
9
24
34
35
34
25 25
25
25
22
27
30
34
47
41
38
FORWARD
CLUTCH
ACCUMULATOR
BORE
38
34
34
43
12
22
13
3
38
29
42
44
41
38
28
15
40
42
44
18
34
14
12
17
17
38
15
11
(11)
14
18
12
41
29
17
29
15
29
11
16
12
41
18
18
34
29
29
34
12
38
47
32
14

(Case Side)
38
41
29
16
16
#7/(40)
42
47
#2
19
28
14
12
(38)
43
47
18
38
9b
22
17
42
34
9d/10
43
18
3
40
21a
24
42
43 28 29 29 16
47
47
17
24
34
15
47
23
38
25
29
#4
27
31
35
24
47
10
24
47
35
33
32
17
34
29
#5
47
17 17
36
20e/21
20d/21
3b
#6
11
47
37
20c
18
43 43
47
9f
25
28
47
3 48
47
26
11
48
47
25g
25e
25d
47
(49)
11a
32 9e
25
47
35b 35c/39
35e/36
31
20a 20b
17g
30
43
11
25
10b/23
9g
9c
11b
21
47
17f
32a
3c
#1
24c
38e/39
25f
9p
11
47
28a
48a
25
26
47
26
26
33
25
33b
37a
48b
28
32
36a
43b/44
25b
TO
LOW AND
REVERSE
CLUTCH
33
17
36
24f 24e
31a
16 3
47 9
3
37
35
33
9k/10
37
36
33
33
43
47
28
11 29
25
38c
34e
31
37
#7
(40)
24m/25
24g
16
24k/25
24h
7
5
31c
33c
43a
25a
39
47
47
48
14
24
25
47
#10
18
10
47
47
41a
29g/28
34
12
22
13
22
47
14
11
18
24
12
19
18
18
34a
47
44
41
15c/16
9o
17
42
47
29
17
38
12
29
15
11
12
41b
12b
29b
38a
3a
17a/18
14c
34b
17e
18a
22
16a
12d 14a
17
17b/18
17d
29a
23
14 18b
12c
42a
27
29c
15a
44a 26
42b
29d
38d
17c
12e
9h
41c
15d
9m
41d
43c/44
29e
9n
14b
22a
13
18c
11c
24b
24a
10c/22
34d
13b
10
27c/29
25
27b/29
21
34c
27d
30a
27a 24d
35a
13a 10a
22b
REAR
LUBE
14
37
CASE (103)
(Pump Cover Side)
29
17
16
47
9
11
18
16
29f/28
15b/16
34
38
16
48
16
34
29
12a
12
41
38b
38
41
29 11 18
PUMP COVER (215)

(Case Side)
38
16
PUMP COVER (215)

(Pump Body Side)
37
PUMP BODY (200)

(Pump Cover Side)
37
16
18 11 29
37
37
37
29
12
(10)
11
43
43
47
11
16
47
16
43
46
43
(238)
43
(39)
5
37
29
18
8
16
48
48
16
5 8
37 29
18
43
43
43
3
4
43
45
43
43
(10)
43
47
(232)
(232)
(240)
2
47
45
(240)
45
45
47
(240)
PRESSURE RELIEF
VALVE BORE
NEUTRAL
25
25
9
10
25
20
GASKET (47)
(Case/Spacer Plate)
Figure 76
GASKET (52)
FOLDOUT 79

REVERSE INPUT
CLUTCH ASSEMBLY
2ND & 4TH

SERVO
TORQUE
CONVERTER
ASSEMBLY
INPUT CLUTCH
HOUSING ASSEMBLY
LOW AND REVERSE

CLUTCH ASSEMBLY
ORIFICED ACCUM
EX
ORF ACC
21a
21
LO OVERRUN
FWD CL FD
CASE (8)
FILTERED AFL
D4
2ND
D2
PR
LO/1ST
44
26
27
42b
EX
PR
LO/REV
23
14c
LO/REVERSE
LO/1ST
14a
14b
EX
38c
D2
38b
38a
LO
FORWARD
CLUTCH
ACCUMULATOR
D4
ORIFICED D2
2ND
D4
2ND
D2
PR
38e
34a
VALVE BODY (60)

GASKET (52)
SPACER PLATE (48)
GASKET (47)
LO
D3
34b
LO
41c
41b
PR
12b
FWD CL FEED
D2
41a
18a
FORWARD CLUTCH FEED
12c
D3
D4-N.O.
12d
D2
D3
D4
D2
12e
PR
41d
LO
D3-N.C.
LO
D2
D4
D3
EX
TEMP
SENSOR
12a
ORIFICED D2
PR
LO/REVERSE
LO
D2
D4
EX
O EX
EX
24a
44a
43c
D3
D4
17b
18b
18
15c
17c
D4-3-2
24c
24b
EX
D4
LINE
EX
D2-N.C.
17a
15b
16
25b
24m
25
16
2ND CL
2ND
24k
2ND CL
25a
25
24g
18
D4
3-4 ACCUMULATOR
D4
20e
20d
21
AFL
D2
D4
EX
EX
EX
LO
EX
2ND
2ND
2ND CL
OVERRUN CL FD
24h
36a
35e
36
ACCUMULATOR
D4
D4-3-2
D2
EX
EX
AFL
REVERSE
REVERSE INPUT
EX
3-4 ACC
SERVO FD
2ND
D3
OVERRUN
EX
EX
20c
9f
17f
17g
11a
EX
TORQUE SIGNAL
D3
EX
EX
EX
D3
ACCUM
9d
10
31a
35a
33a
31b
EX
EX
EX
EX
2ND CL
3-4 CL
33c
37a
AFL
9b
9c
AFL
9e
9a
26a
9p
EX
D3
D3
LINE
35d
35c
39
36
25e
2ND CLUTCH
35b
25d
3-4 CLUTCH
3RD ACCUM
26b
31c
34f
25f
34e
34d
29e
34c
TORQUE SIGNAL
4TH SIGNAL
EX
REVERSE INPUT
3-4 SIGNAL
OVERRUN CLUTCH
REGULATED APPLY
PRESS REG
BOOST VALVE
CONV FD
LINE
EX
SUCTION
3RD ACCUMULATOR
OVERRUN
REVERSE INPUT
4TH
SUCTION
CONV FD
DECREASE
RELEASE
APPLY
OVERRUN CLUTCH
FORWARD CLUTCH FEED
2ND CLUTCH
OVERRUN CLUTCH
2ND CL
OVERRUN
CASE (8)
LUBE
REGULATED APPLY
CASE (8)
OVERRUN CLUTCH
LUBE
COOLER
24d
17d
22 10c
25
24e
REV-N.O.
#12
22
24f
17
Figure 77
LO-N.O.
16
TFP
SWITCH
ASSEMBLY
2ND
80
1-2 SHIFT
SOLENOID
VALVE
N.O.
REVERSE INPUT
#3
20
#8
2ND CLUTCH
REVERSE INPUT
OVERRUN
BOTTOM
PAN
(SUMP)
(75)
2ND
#6
#5
1-2 SIGNAL
9k
42a
ACTUATOR FEED LIMIT
PR
10
13b
ORIFICED EX
EX
REVERSE
REVERSE
REVERSE INPUT
FILTER
(72)
D4-3-2
R N D 3 2 1
28
ON
D3
18c
9g
FILTER
(49)
29
23 10b
2ND
LO/1ST
FORWARD CLUTCH FEED
10a
38d
MANUAL
VALVE
LINE
3a
3b
30
20b
ON
1-2 SHIFT VALVE
3RD ACCUM
3c
17e
#2
12
29g 28
33b
20a
28
2-3 SHIFT
SOLENOID
VALVE
N.O.
D4-3-2
29f
REVERSE
REVERSE INPUT
1-2 SIGNAL
LINE
2-3 SHUTTLE
9n
16a
9m
9h
ACTUATOR FEED LIMIT

2-3 SIGNAL
FORWARD ABUSE
3RD ACCUMULATOR
ACTUATOR FEED LIMIT
AFL
AFL
13a
ORIFICED EX
3-2 CONTROL
25g
D4
2ND
ACCUMULATOR
D2
EX
15d
3-4 SIGNAL
OFF
9o
3-2
CONTROL
SOLENOID
VALVE
N.C.
29a
3-2 SIGNAL
29c
3-4 CLUTCH
3-4 CLUTCH
OVERRUN CLUTCH
REV ABUSE
2ND CLUTCH
40
ACCUMULATOR
3-2 DOWNSHIFT
14
#4
3-4 CL
18
VALVE BODY (60)

3-4 ACCUMULATOR
#1
1-2 ACCUMULATOR
3-4 SHIFT VALVE
4TH SIGNAL
3-4 SIGNAL
1-2 SIGNAL
2ND
29d
REV INPUT
D3
1-2 SIGNAL
TORQUE SIG
3-4 ACCUM
13
27c 29
19
2ND CLUTCH
29
27b
EX
4TH
D4
2-3 SHIFT VALVE
3-4 SIGNAL
1-2 SIGNAL
3-4 ACCUMULATOR
30a
27d
22a
4TH
PRESSURE
CONTROL
SOLENOID
VALVE
ACCUM VALVE
4-3 SEQUENCE VALVE
EX
OVERRUN CLUTCH FEED
22b
3-4 ACCUM
FILTERED AFL
31
CC SIGNAL
3-4 ACCUM
OVERRUN CL
SERVO FD
3-4 RELAY
43a
15a
SUCTION
CONVERTER & LUBE
MAINLINE
SOLENOID SIGNAL
ACCUMULATOR
ACTUATOR FEED LIMIT
TORQUE SIGNAL
FILTER
(50)
ORF EX
44
PR
LO/REVERSE
REG APPLY
REG APPLY
LINE
28a
FLUID PRESSURES
29b
REGULATED APPLY
EX
ISOLATOR VALVE
43b
AFL
SERVO FEED
2ND
4TH SIGNAL
32a
EX
LINE
30b
11c
TCC
SOLENOID
(66)
N.O.
TORQUE SIGNAL
SERVO FEED
ACTUATOR FEED LIMIT
REGULATED APPLY
27a
EX
(237)
OFF
LINE
PRESSURE
TAP
(39)
EX
D3
LINE
EX
48b
10
(237)
EX
FILTER
(232)
PUMP
ASSEMBLY
(4)
11b
(238)
LINE
48a
PRESSURE
RELIEF
VALVE
32
TCC PWM
SOLENOID
VALVE
N.C.
ACTUATOR FEED LIMIT
EX
AFL
AIR
BLEED
(240)
3-4 CLUTCH
OVERRUN CLUTCH
SERVO FEED
CC SIGNAL
#10
2ND CLUTCH
2ND CLUTCH
LUBE
EX
FORWARD CLUTCH FEED
REAR LUBE
24
21
39
EX
4TH
RELEASE
OVERRUN
EX
LUBE
APPLY
REV INPUT
OIL
COOLER
PIPE
CONNECTOR
(10)
COOLER
COOLER
OVERRUN CLUTCH
EX
3-4 CLUTCH
FORWARD CLUTCH FEED
#7
#9
LUBE
3RD ACCUM
11
EX

1ST GEAR RANGE ONLY - NO UPSHIFT
Valve Body Spacer Plate (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
1-2 SHIFT
SOLENOID
VALVE
2-3 SHIFT
SOLENOID
VALVE
ON
ON
2-4
BAND
REVERSE
INPUT
CLUTCH
OVERRUN
CLUTCH
FORWARD
CLUTCH
FORWARD
SPRAG CL.
ASSEMBLY
APPLIED
HOLDING
3-4
CLUTCH
LO-ROLLER
CLUTCH
LO/REV
CLUTCH
HOLDING
80A

PASSAGES
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
30
31
32
33
34
35
36
37
38
39
40
41
42
43
44
45
46
47
48
SUCTION
DECREASE
LINE
CONVERTER FEED
RELEASE
APPLY
COOLER
LUBE
ACTUATOR FEED LIMIT
TORQUE SIGNAL
PR
D4-3-2
LO/REVERSE
REVERSE
REVERSE INPUT
D4
FORWARD CLUTCH FEED
REAR LUBE
ACCUMULATOR
1-2 SIGNAL
2-3 SIGNAL
2ND
2ND CLUTCH
C. C. SIGNAL
3-4 SIGNAL
3RD ACCUMULATOR
3-4 CLUTCH
4TH SIGNAL
SERVO FEED
4TH
3-4 ACCUMULATOR
D3
OVERRUN
OVERRUN CLUTCH FEED
OVERRUN CLUTCH
D2
ORIFICED D2
3-2 SIGNAL
LO
LO/1ST
EXHAUST
ORIFICED EXHAUST
VENT
SEAL DRAIN
VOID
REGULATED APPLY
COMPONENTS (
(8)
(10)
(11)
(38)
(39)
(40)
(49)
(50)
(61)
(91)
(232)
(237)
(238)
(240)
80B

LINE PRESSURE TAP
CHECKBALLS (#1, 2, 3, 4, 5, 6, 8, 12)
CHECKBALL (#10)
ORIFICED CUP PLUG

2
V
13
16
43
48
(237)
47
29
16
18
18
22
24
34
27
30
27
47
10
30b
13
47
24
35
34
34f
48
32
31b
35d/36
20
33a
28
9
20
26b
9p
11
11
47
#1
32 9e
47
25
#6
11
37
47
17 17
20
43 43
#8
24
47
25
30
20
31
33
31
11
30 27
22
24
13
24
34
15
41
13
43
17
12
(50)
15
#3
12
34
41
SPACER PLATE (48)

38
12
2-4 SERVO BORE
47
29 29
16
47
44
18
41
9
9
27
30
24
24 24
31
33
33
48
36
26
26
26
48
10
23
47
20
17
20
17
9
25
10
25
26
11
11
35/39
33
28
25
20
21
21
21
3
9
25
24
9
35
32
36
48
26
21
25
33
37
44
20
13
24 38
24
25
25
25
9
33
25
25
CASE (103)
(2-4 Servo Bore)
31
43
11
24
COMPONENT DRAWINGS
FLOW.
14
24
31
31
20
27
34
24
43
24
25
9
22
22
35
24
42
34
29
14
12
43
41
24
34 13
20
11
18
27
30
25
9
12
17
42
44
17
38 41
34
35
20
15
22
10
32
28
17
18
NOTE:
14
17
12
29
11
10
10
39
39
36
43
37
13
24
24
31
31
33
43
48
27
35
29
29
14
30
24
25
24
#12
41
18
17
16
15
9
24
34
34
25 25
25
22
27
30
25
43
38
34
12
34
43
12
22
13
3
38
29
42
44
41
38
28
15
40
42
44
18
34
14
12
17
17
38
15
11
(11)
14
18
12
41
29
17
29
15
29
11
16
12
41
18
18
34
29
29
34
12
38
47
34
47
41
38
FORWARD
CLUTCH
ACCUMULATOR
BORE

(Case Side)
38
41
29
16
32
14
47
CASE (103)
#7/(40)
42
17
3
#2
19
28
14
12
(38)
43
47
18
38
9d/10
22
17
42
34
9b
43
18
3
40
21a
24
42
43 28 29 29 16
47
47
17
24
34
15
29
47
23
38
25
20c
#4
27
31
35
24
47
10
24
47
35
33
32
17
34
29
#5
47
28
36
20e/21
20d/21
3b
47
26
47
3 48
47
18
25g
25e
9a
44
26
11
11
48
47
11a
25d
47
(49)
9f
9c
11b
25
47
35b 35c/39
35e/36
31
20a 20b
17g
30
32a
3c
21
47
33b
17f
43
3
25
10b/23
9g
25f
26a
25
3
47
28a
48a
24c
38e/39
16 3
47 9
47
26
26
33
25
36a
37a
48b
28
32
24f 24e
31a
9k/10
43b/44
25b
TO
LOW AND
REVERSE
CLUTCH
33
17
36
33
37
35
28
37
36
33
33
43
47
34e
31
37
#7
(40)
24m/25
24g
16
24k/25
24h
7
5
31c
33c
43a
25a
39
47
47
48
14
24
25
47
#10
11 29
25
38c
29g/28
34
12
22
13
22
47
14
11
19
24
12
9o
47
44
41
15c/16
29
17
42
47
18
10
47
47
41a
18
29
17
38
12
29
15
11
12
34a
12b
29b
16
47
41b
17a/18
14c
34b
17e
18a
22
16a
12d 14a
17
17b/18
17d
29a
23
14 18b
12c
42a
27
29c
15a
44a 26
42b
29d
38d
17c
12e
9h
41c
15d
9m
41d
43c/44
29e
9n
14b
22a
13
18c
11c
24b
24a
10c/22
34d
13b
10
27c/29
25
27b/29
21
34c
27d
30a
27a 24d
35a
13a 10a
22b
REAR
LUBE
14
38a
3a
29
17
16
9
11
18
37
CASE (103)
(Pump Cover Side)
16
29f/28
15b/16
34
38
16
48
29
34
38b
12a
12
41
29 11 18
PUMP COVER (215)

(Case Side)
38
41
16
PUMP COVER (215)

(Pump Body Side)
37
PUMP BODY (200)

(Pump Cover Side)
37
16
18 11 29
37
47
37
37
48
46
16
(237)
11
(237)
38
(237)
43
43
12
7
3
46
37
29
47
(10)
11
37
47
47
16
46
43
(238)
43
(39)
5
37
29
18
16
43
48
48
16
5 8
37 29
18
43
43
2
3
3
4
43
45
43
43
(10)
43
47
(232)
(232)
(240)
2
47
45
(240)
45
45
47
(240)
PRESSURE RELIEF
VALVE BORE
10
25
20
GASKET (47)
(Case/Spacer Plate)
Figure 78
GASKET (52)
FOLDOUT 81

REVERSE INPUT
CLUTCH ASSEMBLY
2ND & 4TH

SERVO
TORQUE
CONVERTER
ASSEMBLY
INPUT CLUTCH
HOUSING ASSEMBLY
LOW AND REVERSE

CLUTCH ASSEMBLY
OVERRUN CLUTCH
EX
ORF ACC
21a
24a
44a
43c
44
26
FILTERED AFL
27
EX
PR
LO/REV
D4
2ND
D2
42b
23
14c
LO/REVERSE
LO/1ST
14a
EX
38c
14b
D2
38b
38a
LO
EX
FORWARD
CLUTCH
ACCUMULATOR
TEMP
SENSOR
D4
ORIFICED D2
2ND
D4
2ND
D2
PR
38e
39
34a
21
34b
VALVE BODY (60)

GASKET (52)
SPACER PLATE (48)
GASKET (47)
LO
D3
41d
LO
41b
41a
18a
PR
12b
FWD CL FEED
D2
12c
D3
41c
D4-N.O.
12d
D2
D3
D4
D2
12e
PR
LO
D2
D3
D4
LO
D3-N.C.
FORWARD CLUTCH FEED
CASE (8)
D4-3-2
LO/REVERSE
24b
PR
D2
LO/1ST
EX
24d
PR
AFL
LO
D4
EX
LO OVERRUN
EX
D4
LINE
EX
D2-N.C.
3-4 ACCUMULATOR
D4
20e
20d
21
21
ACCUM
D2
D4
EX
EX
EX
LO
O EX
FWD CL FD
12a
22 10c
25
24e
24c
OFF
D3
D4
REV-N.O.
17a
18
ACCUMULATOR
D4
D4-3-2
D2
EX
EX
AFL
REVERSE INPUT
REVERSE
EX
EX
17b
18b
18
15c
17c
16
16
15b
2ND CL
25d
24m
25b
25
25e
2ND
2ND CL
24k
25a
25
24g
3-4 ACC
SERVO FD
2ND
EX
D3
EX
20c
9f
17f
11a
TORQUE SIGNAL
EX
EX
17g
10
31a
33a
D3
EX
EX
OVERRUN CL FD
24h
36a
36
39
36
35b
35e
35c
35d
2ND CLUTCH
ORIFICED ACCUM
9d
35a
31b
EX
EX
EX
EX
EX
2ND
2ND
2ND CL
33c
9c
AFL
37a
9e
9b
9a
26a
9p
AFL
2ND CL
3-4 CL
D3
3RD ACCUM
26b
31c
34f
D3
D3
LINE
OVERRUN
3-4 CLUTCH
25f
34e
34d
29e
34c
TORQUE SIGNAL
4TH SIGNAL
EX
REVERSE INPUT
3-4 SIGNAL
OVERRUN CLUTCH
REGULATED APPLY
PRESS REG
BOOST VALVE
CONV FD
LINE
EX
SUCTION
3RD ACCUMULATOR
OVERRUN
REVERSE INPUT
4TH
SUCTION
CONV FD
OVERRUN
DECREASE
RELEASE
APPLY
OVERRUN CLUTCH
FORWARD CLUTCH FEED
2ND CLUTCH
17d
EX
4TH
2ND CL
RELEASE
OVERRUN CLUTCH
CASE (8)
LUBE
REGULATED APPLY
LUBE
APPLY
1-2 SHIFT
SOLENOID
VALVE
N.O.
CASE (8)
13b
COOLER
24f
2ND
2ND
ORIFICED D2
28
D4
9k
LO-N.O.
#12
22
10
17
16
TFP
SWITCH
ASSEMBLY
#3
#8
REVERSE INPUT
2ND CLUTCH
REVERSE INPUT
1-2 SIGNAL
Figure 79
20
FILTER
(49)
42a
#6
29
23 10b
9g
PR
BOTTOM
PAN
(SUMP)
(75)
REVERSE
D3
#5
2ND
10a
18c
R N D 3 2 1
REVERSE
REVERSE INPUT
FILTER
(72)
38d
LINE
3a
3b
20b
MANUAL
VALVE
FORWARD CLUTCH FEED
ACTUATOR FEED LIMIT
3RD ACCUM
3c
#2
30
28
12
29g 28
20a
17e
ORIFICED EX
EX
29f
D4-3-2
LINE
FORWARD ABUSE
REVERSE
REVERSE INPUT
33b
LO/1ST
1-2 SIGNAL
9n
16a
9m
9h
ON
EX
3-2 CONTROL
3RD ACCUMULATOR
ACTUATOR FEED LIMIT
AFL
2-3 SHIFT
SOLENOID
VALVE
N.O.
1-2 SHIFT VALVE
AFL
ON
9o
ORIFICED EX
29a
15d
3-2
CONTROL
SOLENOID
VALVE
N.C.
25g
D4-3-2
29c
14
2-3 SHUTTLE
3-4 CLUTCH
3-2 SIGNAL
REV ABUSE
3-4 CLUTCH
40
2ND CLUTCH
D4
2ND
ACCUMULATOR
D2
ACTUATOR FEED LIMIT

2-3 SIGNAL
3-2 DOWNSHIFT
2ND CLUTCH
13a
29d
REV INPUT
4TH SIGNAL
3-4 SIGNAL
1-2 SIGNAL
2ND
18
VALVE BODY (60)

3-4 ACCUMULATOR
3-4 SIGNAL
#1
1-2 ACCUMULATOR
1-2 SIGNAL
#4
3-4 CL
OVERRUN
82
3-4 ACCUM
19
ACCUMULATOR
2-3 SHIFT VALVE
SIGNAL
15a
SUCTION
CONVERTER & LUBE
MAINLINE
SOLENOID SIGNAL
ACCUMULATOR
ACTUATOR FEED LIMIT
TORQUE SIGNAL
4-3 SEQUENCE VALVE
3-4 SHIFT VALVE
29
27b
OVERRUN CLUTCH
30a
27d
22a 1-2
TORQUE SIG
28a
FLUID PRESSURES
3-4 RELAY
D3
29b
REGULATED APPLY
EX
D4
3-4 ACCUMULATOR
4TH
PRESSURE
CONTROL
SOLENOID
VALVE
ACCUM VALVE
CC SIGNAL
3-4 ACCUM
OVERRUN CL
SERVO FD
3-4 SIGNAL
3-4 ACCUM
FILTERED AFL
31
4TH
FILTER
(50)
EX
OVERRUN CLUTCH FEED
22b
ISOLATOR VALVE
43a
32a
EX
LINE
ORF EX
44
13
27c 29
REG APPLY
REG APPLY
LINE
SERVO FEED
2ND
4TH SIGNAL
TCC
SOLENOID
(66)
N.O.
30b
43b
AFL
ACTUATOR FEED LIMIT
11c
EX
(237)
EX
27a
EX
REGULATED APPLY
OFF
LINE
PRESSURE
TAP
(39)
EX
EX
(237)
48b
10
PUMP
ASSEMBLY
(4)
11b
(238)
LINE
PRESSURE
RELIEF
VALVE
48a
FILTER
(232)
32
TCC PWM
SOLENOID
VALVE
N.C.
D3
LINE
PR
LO/REVERSE
EX
AFL
9
#10
2ND CLUTCH
ACTUATOR FEED LIMIT
TORQUE SIGNAL
SERVO FEED
AIR
BLEED
(240)
3-4 CLUTCH
OVERRUN CLUTCH
SERVO FEED
CC SIGNAL
2ND CLUTCH
LUBE
EX
FORWARD CLUTCH FEED
REAR LUBE
24
OVERRUN
EX
LUBE
REV INPUT
OVERRUN CLUTCH
OIL
COOLER
PIPE
CONNECTOR
(10)
COOLER
COOLER
EX
3-4 CLUTCH
FORWARD CLUTCH FEED
#7
#9
LUBE
3RD ACCUM
11
EX

SLIPPING OR ROUGH 1-2 SHIFT

Stuck
2nd Apply Piston 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 SHIFT
SOLENOID
VALVE
2-3 SHIFT
SOLENOID
VALVE
2-4
BAND
OFF
ON
APPLIED
REVERSE
INPUT
CLUTCH
OVERRUN
CLUTCH
FORWARD
CLUTCH
FORWARD
SPRAG CL.
ASSEMBLY
APPLIED
HOLDING
3-4
CLUTCH
LO-ROLLER
CLUTCH
LO/REV
CLUTCH
82A

PASSAGES
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
30
31
32
33
34
35
36
37
38
39
40
41
42
43
44
45
46
47
48
SUCTION
DECREASE
LINE
CONVERTER FEED
RELEASE
APPLY
COOLER
LUBE
ACTUATOR FEED LIMIT
TORQUE SIGNAL
PR
D4-3-2
LO/REVERSE
REVERSE
REVERSE INPUT
D4
FORWARD CLUTCH FEED
REAR LUBE
ACCUMULATOR
1-2 SIGNAL
2-3 SIGNAL
2ND
2ND CLUTCH
C. C. SIGNAL
3-4 SIGNAL
3RD ACCUMULATOR
3-4 CLUTCH
4TH SIGNAL
SERVO FEED
4TH
3-4 ACCUMULATOR
D3
OVERRUN
OVERRUN CLUTCH FEED
OVERRUN CLUTCH
D2
ORIFICED D2
3-2 SIGNAL
LO
LO/1ST
EXHAUST
ORIFICED EXHAUST
VENT
SEAL DRAIN
VOID
REGULATED APPLY
COMPONENTS (
(8)
(10)
(11)
(38)
(39)
(40)
(49)
(50)
(61)
(91)
(232)
(237)
(238)
(240)
82B

LINE PRESSURE TAP
CHECKBALLS (#1, 2, 3, 4, 5, 6, 8, 12)
CHECKBALL (#10)
ORIFICED CUP PLUG

2
V
13
16
43
48
47
(237)
47
29
16
18
18
22
24
34
27
30
27
47
10
30b
13
47
24
35
34
34f
48
32
31b
35d/36
20
33a
28
9
20
26b
9p
11
11
47
#1
32 9e
47
25
#6
11
37
47
17 17
20
43 43
#8
24
47
25
30
20
31
33
31
11
30 27
22
24
13
24
34
15
41
13
43
17
12
(50)
15
#3
12
34
41
SPACER PLATE (48)

38
12
47
29 29
16
47
44
18
41
9
9
27
30
48
36
33
43
43
33
37
48
36
17
26
26
26
48
11
9
25
9
24
10
23
9
35/39
10
47
33
20
17
20
17
9
25
9
25
11
11
25
20
21
21
21
3
9
25
33
32
36
26
26
21
25
24 38
24
35
28
20
13
25
25
CASE (103)
(2-4 Servo Bore)
24
37
48
25
43
33
44
20
11
31
43
25
25
9
27
34
COMPONENT DRAWINGS
FLOW.
14
24
31
31
20
9
22
22
35
24
42
43
41
14
12
34
29
24
12
17
42
44
24
34 13
24
35
20
18
34
25
32
28
39
NOTE:
14
17
17
38 41
22
10
39
18
15
27
30
10
24
24
31
31
33
31
25
24 24
13
#12
41
18
17
12
29
11
10
30
27
24
24
24
29
29
14
12
16
15
9
24
34
35
34
25 25
25
22
27
30
25
43
38
34
34
43
12
22
13
3
38
29
42
44
41
38
28
15
40
42
44
18
34
14
12
17
17
38
15
11
(11)
14
18
12
41
29
17
29
15
29
11
16
12
41
18
18
34
29
29
34
12
38
47
34
47
41
38
FORWARD
CLUTCH
ACCUMULATOR
BORE

(Case Side)
38
41
29
16
32
14
47
2-4 SERVO BORE
#7/(40)
42
17
#2
19
CASE (103)
28
14
12
(38)
43
47
18
38
9b
22
17
42
34
9d/10
43
18
3
40
21a
24
42
43 28 29 29 16
47
47
17
24
34
15
29
47
23
38
25
20c
#4
27
31
35
24
47
10
24
47
35
33
32
17
34
29
#5
47
28
36
20e/21
20d/21
3b
47
26
47
3 48
47
18
25g
25e
9a
44
26
11
11
48
47
11a
25d
47
(49)
9f
9c
11b
25
47
35b 35c/39
35e/36
31
20a 20b
17g
30
32a
3c
21
47
33b
17f
43
3
25
10b/23
9g
25f
26a
25
3
47
28a
48a
24c
38e/39
16 3
47 9
47
26
26
33
25
36a
37a
48b
28
32
24f 24e
31a
9k/10
43b/44
25b
TO
LOW AND
REVERSE
CLUTCH
33
17
36
33
37
35
28
37
36
33
33
43
47
34e
31
37
#7
(40)
24m/25
24g
16
24k/25
24h
7
5
31c
33c
43a
25a
39
47
47
48
14
24
25
47
#10
11 29
25
38c
29g/28
34
12
22
13
22
47
14
11
19
24
12
9o
47
44
41
15c/16
29
17
42
47
18
10
47
47
41a
18
29
17
38
12
29
15
11
12
34a
12b
29b
16
47
41b
17a/18
14c
34b
17e
18a
22
16a
12d 14a
17
17b/18
17d
29a
23
14 18b
12c
42a
27
29c
15a
44a 26
42b
29d
38d
17c
12e
9h
41c
15d
9m
41d
43c/44
29e
9n
14b
22a
13
18c
11c
24b
24a
10c/22
34d
13b
10
27c/29
25
27b/29
21
34c
27d
30a
27a 24d
35a
13a 10a
22b
REAR
LUBE
14
38a
3a
29
17
16
9
11
18
37
CASE (103)
(Pump Cover Side)
16
29f/28
15b/16
34
38
16
48
29
34
38b
12a
12
41
29 11 18
PUMP COVER (215)

(Case Side)
38
41
16
PUMP COVER (215)

(Pump Body Side)
37
PUMP BODY (200)

(Pump Cover Side)
37
16
18 11 29
37
(237)
48
46
16
(237)
11
37
37
38
(237)
43
29
12
7
3
46
37
43
47
(10)
11
37
47
47
16
46
43
(238)
43
(39)
5
37
29
18
16
43
48
48
16
5 8
37 29
18
43
43
2
3
3
4
43
45
43
43
(10)
43
47
(232)
(232)
(240)
2
47
45
(240)
45
45
47
(240)
PRESSURE RELIEF
VALVE BORE
10
25
20
GASKET (47)
(Case/Spacer Plate)
Figure 80
GASKET (52)
FOLDOUT 83

REVERSE INPUT
CLUTCH ASSEMBLY
2ND & 4TH

SERVO
TORQUE
CONVERTER
ASSEMBLY
INPUT CLUTCH
HOUSING ASSEMBLY
LOW AND REVERSE

CLUTCH ASSEMBLY
ORF ACC
21a
21
FILTERED AFL
D4
2ND
D2
LO/REVERSE
PR
D2
23
14c
LO/REVERSE
14a
EX
38c
14b
D2
38b
38a
LO
D4
ORIFICED D2
2ND
D4
2ND
D2
PR
38e
39
21
34a
VALVE BODY (60)

GASKET (52)
SPACER PLATE (48)
GASKET (47)
LO
D3
34b
LO
41b
41a
18a
12b
FWD CL FEED
D2
PR
12c
D3
41c
D4-N.O.
12d
D2
D3
D4
D2
12e
PR
FORWARD
CLUTCH
ACCUMULATOR
LO
D2
D4
D3
EX
TEMP
SENSOR
CASE (8)
D4-3-2
44
26
LO/1ST
EX
27
EX
PR
LO/REV
EX
D4
LINE
LO
D3-N.C.
FORWARD CLUTCH FEED
PR
LO
D4
EX
O EX
42b
LO/1ST
3-4 ACCUMULATOR
D4
20e
20d
D2
EX
24a
44a
12a
18
24b
43c
41d
D4
D3
D2-N.C.
17a
17b
18b
15c
17c
16
16
15b
2ND CL
25e
25d
24m
25b
2ND CL
24k
25a
25
24g
ACCUMULATOR
D4
D4-3-2
EX
AFL
EX
EX
D4
EX
LO
REVERSE INPUT
REVERSE
EX
2ND
2ND
2ND CL
OVERRUN CL FD
24h
36a
21
20c
9f
17f
11a
17g
10
ACC
SERVO FD
2ND
3-4
D3
D2
EX
AFL
EX
EX
TORQUE SIGNAL
OVERRUN
EX
EX
EX
EX
D3
35e
36
ACCUM
9d
31a
33a
EX
D3
EX
EX
35d
35c
39
ORIFICED ACCUM
35a
31b
EX
EX
EX
EX
33c
37a
9c
9b
9a
AFL
EX
2ND CL
3-4 CL
LINE
3-4 CLUTCH
AFL
9e
D3
D3
OVERRUN
3RD ACCUM
26a
9p
26b
31c
34f
25f
34e
34d
29e
34c
TORQUE SIGNAL
4TH SIGNAL
3-4 SIGNAL
PRESS REG
BOOST VALVE
3RD ACCUMULATOR
OVERRUN
REVERSE INPUT
4TH
OVERRUN CLUTCH
REGULATED APPLY
36
25
DECREASE
CONV FD
LINE
OVERRUN CLUTCH
2ND
OVERRUN CLUTCH
2ND CLUTCH
EX
2ND CLUTCH
35b
18
2ND CL
4TH
RELEASE
APPLY
CASE (8)
LUBE
REVERSE INPUT
RELEASE
APPLY
OVERRUN CLUTCH
FORWARD CLUTCH FEED
SUCTION
SUCTION
CONV FD
24d
2ND
ORIFICED D2
24c
OFF
D4
REGULATED APPLY
17d
22 10c
25
24e
CASE (8)
LUBE
1-2 SHIFT
SOLENOID
VALVE
N.O.
2ND CLUTCH
REVERSE INPUT
REV-N.O.
#12
22
13b
LO OVERRUN
17
24f
16
LO-N.O.
28
TFP
SWITCH
ASSEMBLY
#3
REVERSE INPUT
#8
9k
10a
FWD CL FD
10
COOLER
OFF
1-2 SIGNAL
9g
42a
ACTUATOR FEED LIMIT
PR
29
23 10b
FILTER
(49)
ORIFICED EX
EX
REVERSE
20
13a
2ND
D3
#6
38d
LO/1ST
D4-3-2
R N D 3 2 1
REVERSE
#5
18c
20b
28a
30
2-3 SHIFT
SOLENOID
VALVE
N.O.
D4-3-2
LINE
20a
33b
2ND
FORWARD ABUSE
3RD ACCUM
3a
ACTUATOR FEED LIMIT

2-3 SIGNAL
9m
9h
17e
2-3 SHUTTLE
AFL
1-2 SHIFT VALVE
3b
25g
MANUAL
VALVE
3c
2ND CLUTCH
#2
28
EX
REVERSE
REVERSE INPUT
12
29g 28
18
D4
2ND
ACCUMULATOR
D2
3-4 SIGNAL
#1
VALVE BODY (60)

3-4 ACCUMULATOR
ACCUMULATOR
ORIFICED EX
3-2 CONTROL
3RD ACCUMULATOR
ACTUATOR FEED LIMIT
AFL
Figure 81
3-4 CLUTCH
BOTTOM
PAN
(SUMP)
(75)
D4
ON
3-4 ACCUM
1-2 ACCUMULATOR
9n
29f
REVERSE INPUT
FILTER
(72)
3-2
CONTROL
SOLENOID
VALVE
N.C.
3-2 SIGNAL
29c
19
14
REV ABUSE
3-4 CLUTCH
FORWARD CLUTCH FEED
9o
EX
1-2 SIGNAL
2ND CLUTCH
15d
1-2 SIGNAL
3-2 DOWNSHIFT
40
#4
3-4 CL
29a
LINE
29
ACCUM VALVE
4TH SIGNAL
3-4 SIGNAL
1-2 SIGNAL
2ND
PRESSURE
CONTROL
SOLENOID
VALVE
2-3 SHIFT VALVE
3-4 SHIFT VALVE
REGULATED APPLY
3-4 SIGNAL
D3
16a
EX
OVERRUN CLUTCH FEED
29d
OVERRUN CLUTCH
4-3 SEQUENCE VALVE
31
3-4 ACCUMULATOR
4TH
13
27c 29
CC SIGNAL
3-4 ACCUM
OVERRUN CL
SERVO FD
3-4 RELAY
1-2 SIGNAL
OVERRUN
84
SERVO FEED
2ND
4TH SIGNAL
15a
SUCTION
CONVERTER & LUBE
MAINLINE
SOLENOID SIGNAL
ACCUMULATOR
ACTUATOR FEED LIMIT
TORQUE SIGNAL
27b
FLUID PRESSURES
30a
27d
22a
EX
REG APPLY
REG APPLY
LINE
22b
REV INPUT
ISOLATOR VALVE
REGULATED APPLY
FILTER
(50)
3-4 ACCUM
FILTERED AFL
PR
LO/REVERSE
ACTUATOR FEED LIMIT
4TH
27a
29b
LINE
ORF EX
32a
TORQUE SIG
44
43a
TCC
SOLENOID
(66)
N.O.
43b
TCC PWM
SOLENOID
VALVE
N.C.
30b
EX
EX
11c
EX
(237)
AFL
32
PUMP
ASSEMBLY
(4)
OFF
LINE
PRESSURE
TAP
(39)
EX
10
48b
(237)
EX
LINE
(238)
FILTER
(232)
OIL
COOLER
PIPE
CONNECTOR
(10)
11b
COOLER
PRESSURE
RELIEF
VALVE
D3
LINE
EX
AFL
48a
TORQUE SIGNAL
SERVO FEED
ACTUATOR FEED LIMIT
#10
2ND CLUTCH
3-4 CLUTCH
OVERRUN CLUTCH
SERVO FEED
CC SIGNAL
AIR
BLEED
(240)
EX
2ND CLUTCH
LUBE
FORWARD CLUTCH FEED
REAR LUBE
24
OVERRUN
EX
LUBE
COOLER
REV INPUT
EX
OVERRUN CLUTCH
EX
#7
3RD ACCUM
#9
3-4 CLUTCH
FORWARD CLUTCH FEED
LUBE
11
EX

NO 2-3 SHIFT OR 2-3 SHIFT SLIPS, ROUGH OR HUNTING

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
1-2 SHIFT
SOLENOID
VALVE
2-3 SHIFT
SOLENOID
VALVE
OFF
OFF
2-4
BAND
REVERSE
INPUT
CLUTCH
OVERRUN
CLUTCH
FORWARD
CLUTCH
FORWARD
SPRAG CL.
ASSEMBLY
3-4
CLUTCH
APPLIED
HOLDING
APPLIED
LO-ROLLER
CLUTCH
LO/REV
CLUTCH
84A

PASSAGES
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
30
31
32
33
34
35
36
37
38
39
40
41
42
43
44
45
46
47
48
SUCTION
DECREASE
LINE
CONVERTER FEED
RELEASE
APPLY
COOLER
LUBE
ACTUATOR FEED LIMIT
TORQUE SIGNAL
PR
D4-3-2
LO/REVERSE
REVERSE
REVERSE INPUT
D4
FORWARD CLUTCH FEED
REAR LUBE
ACCUMULATOR
1-2 SIGNAL
2-3 SIGNAL
2ND
2ND CLUTCH
C. C. SIGNAL
3-4 SIGNAL
3RD ACCUMULATOR
3-4 CLUTCH
4TH SIGNAL
SERVO FEED
4TH
3-4 ACCUMULATOR
D3
OVERRUN
OVERRUN CLUTCH FEED
OVERRUN CLUTCH
D2
ORIFICED D2
3-2 SIGNAL
LO
LO/1ST
EXHAUST
ORIFICED EXHAUST
VENT
SEAL DRAIN
VOID
REGULATED APPLY
COMPONENTS (
(8)
(10)
(11)
(38)
(39)
(40)
(49)
(50)
(61)
(91)
(232)
(237)
(238)
(240)
84B

LINE PRESSURE TAP
CHECKBALLS (#1, 2, 3, 4, 5, 6, 8, 12)
CHECKBALL (#10)
ORIFICED CUP PLUG

2
V
13
16
43
48
16
24
34
27
30
22
27
30b
13
47
24
35
34
34f
48
32
28
9
20
35d/36
20
33a
28a
32 9e
47
32a
47
26
48
#8
24
47
#6
11
47
17 17
20
20
31
33
31
11
30 27
22
24
13
24
34
15
41
13
43
17
12
(50)
15
#3
12
34
41
SPACER PLATE (48)

38
12
47
29 29
16
47
44
18
41
9
9
27
30
31
33
33
48
36
26
26
26
31
11
9
25
9
10
23
35/39
10
47
33
20
17
20
17
9
25
9
25
11
11
25
20
21
21
21
3
9
25
33
32
36
26
26
21
25
24
9
35
28
20
24 38
24
25
25
CASE (103)
(2-4 Servo Bore)
24
37
44
48
25
43
31
33
43
20
11
27
34
COMPONENT DRAWINGS
FLOW.
14
13
31
25
48
9
22
24
22
35
24
42
43
41
14
12
34
29
24
20
12
17
42
44
24
34 13
24
35
20
18
34
25
9
NOTE:
14
17
17
38 41
22
25
32
28
17
18
15
27
30
10
39
#12
41
18
17
12
29
11
10
10
24
24
39
36
43
37
13
31
31
33
43
48
24 24
29
29
30
27
24
24
24
12
34
15
14
34
35
34
25 25
25
25
22
27
30
43
38
34
16
29
24
3
38
43
12
22
13
15
42
44
41
38
28
40
42
44
18
34
14
12
17
17
38
15
11
(11)
14
18
12
41
29
17
29
15
29
11
16
12
41
18
18
34
29
29
34
12
38
47
34
47
41
38
FORWARD
CLUTCH
ACCUMULATOR
BORE

(Case Side)
38
41
29
16
32
14
47
2-4 SERVO BORE
#7/(40)
42
17
#2
19
CASE (103)
28
14
12
(38)
43
47
18
38
9b
22
17
42
34
9d/10
43
18
3
40
21a
24
42
43 28 29 29 16
47
47
17
24
34
15
29
47
23
38
25
20c
#4
27
31
35
24
47
10
24
47
35
33
32
17
34
29
#5
47
37
25
30
20e/21
20d/21
3b
43 43
47
18
25
28
47
3 48
47
26
11
47
9f
11
36
(49)
25g
25e
9a
44
35b 35c/39
35e/36
31
20a 20b
17g
30
11a
25d
17f
43
3
25
10b/23
9g
9c
11b
25
47
33b
3c
21
47
24c
38e/39
25f
26b
26a
#1
47 9
47
11
47
36a
48a
8
9p
3
47
48b
25
11
26
33
25
9
26
25
31b
37a
28
32
24f 24e
31a
9k/10
43b/44
25b
TO
LOW AND
REVERSE
CLUTCH
33
17
36
33
37
35
28
37
36
33
33
43
47
34e
31
37
#7
(40)
24m/25
24g
16
24k/25
24h
7
5
31c
33c
43a
25a
39
47
47
47
14
24
25
48
10
34
#10
47
22
13
22
12
16 3
25
38c
18
47
14
11
19
24
12
41a
18
9o
47
44
41
17
42
47
15c/16
11 29
10
47
47
29
17
38
34a
18
15
12
29
29
12
41b
12b
29b
38a
3a
17a/18
14c
34b
17e
29g/28
18a
22
16a
12d 14a
17
17b/18
17d
29a
23
14 18b
12c
42a
27
29c
15a
44a 26
42b
29d
38d
17c
12e
9h
41c
15d
9m
41d
43c/44
29e
9n
14b
22a
13
18c
11c
24b
24a
10c/22
34d
13b
10
27c/29
25
27b/29
21
34c
27d
30a
27a 24d
35a
13a 10a
22b
REAR
LUBE
14
16
47
11
17
18
CASE (103)
(Pump Cover Side)
16
9
29
11
18
37
16
29f/28
15b/16
34
38
16
48
29
34
38b
12a
12
41
29 11 18
PUMP COVER (215)

(Case Side)
38
41
16
PUMP COVER (215)

(Pump Body Side)
37
PUMP BODY (200)

(Pump Cover Side)
37
(237)
47
29
16
18 11 29
37
47
(237)
48
46
37
37
38
16
(237)
11
43
29
12
7
3
(237)
46
37
43
47
(10)
11
37
47
47
46
43
16
(238)
43
(39)
5
37
29
18
16
43
48
48
16
5 8
37 29
18
43
43
2
3
3
4
43
45
43
43
(10)
43
47
(232)
(232)
(240)
2
47
45
(240)
45
45
47
(240)
PRESSURE RELIEF
VALVE BORE
10
25
20
GASKET (47)
(Case/Spacer Plate)
Figure 82
GASKET (52)
FOLDOUT 85

REVERSE INPUT
CLUTCH ASSEMBLY
2ND & 4TH

SERVO
TORQUE
CONVERTER
ASSEMBLY
ORF ACC
21a
20e
20d
21
21
ACCUM
20c
CASE (8)
D4
2ND
D2
D2
LO/REVERSE
PR
LO/1ST
44
26
27
EX
PR
LO/REV
LO/REVERSE
14a
14b
EX
38c
EX
D4
PR
D4-3-2
23
14c
LO/1ST
D2
38b
38a
LO
D4
ORIFICED D2
2ND
D2
38e
21
39
34a
PR
D3
VALVE BODY (60)

GASKET (52)
SPACER PLATE (48)
GASKET (47)
LO
34b
LO
41c
41b
41a
41d
FWD CL FEED
D2
D4
2ND
12b
PR
12c
D3
12d
D2
D3
TEMP
SENSOR
D4-N.O.
12e
PR
FORWARD
CLUTCH
ACCUMULATOR
LO
D2
D4
D3
LINE
EX
D4
D2
FORWARD CLUTCH FEED
FILTERED AFL
EX
42b
18a
EX
EX
D4
EX
O EX
LO
LO
LO OVERRUN
D3
D4
18
LO
D3-N.C.
17a
17b
18b
18
15c
17c
16
16
15b
2ND CL
25d
24m
25b
25
25e
2ND
2ND CL
24k
25a
25
24g
ACCUMULATOR
D4
D4-3-2
EX
EX
AFL
EX
D2
EX
AFL
REVERSE INPUT
D2
3-4 ACC
SERVO FD
2ND
EX
D3
REVERSE
EX
EX
2ND
2ND
2ND CL
OVERRUN CL FD
24h
36a
35e
36
24a
44a
3-4 ACCUMULATOR
D4
9f
17f
11a
EX
TORQUE SIGNAL
D3
EX
EX
EX
EX
EX
EX
17g
10
31a
33a
AFL
EX
EX
D3
35d
35c
39
36
35b
D4
9d
35a
9c
9b
37a
9e
AFL
EX
2ND CL
EX
24b
43c
FWD CL FD
12a
3-4 CLUTCH
9a
26a
9p
D3
3-4 CL
LINE
OVERRUN
3RD ACCUM
2ND CLUTCH
ORIFICED ACCUM
26b
31c
34f
25f
34e
34d
29e
34c
D3
REVERSE INPUT
TORQUE SIGNAL
4TH SIGNAL
3-4 SIGNAL
OVERRUN CLUTCH
REGULATED APPLY
PRESS REG
BOOST VALVE
EX
3RD ACCUMULATOR
OVERRUN
2ND CLUTCH
4TH
CONV FD
LINE
31b
DECREASE
OVERRUN
OVERRUN CLUTCH
RELEASE
OVERRUN CLUTCH
2ND CL
APPLY
LUBE
33c
EX
4TH
RELEASE
CASE (8)
EX
REVERSE INPUT
SUCTION
SUCTION
APPLY
OVERRUN CLUTCH
FORWARD CLUTCH FEED
CONV FD
REGULATED APPLY
CASE (8)
LUBE
COOLER
D2-N.C.
2ND
24c
ORIFICED D2
24d
D4
17d
22 10c
25
24e
REV-N.O.
#12
22
17
13b
2ND
16
LO-N.O.
#3
TFP
SWITCH
ASSEMBLY
#8
24f
ON
REVERSE INPUT
2ND CLUTCH
REVERSE INPUT
20
1-2 SHIFT
SOLENOID
VALVE
N.O.
#6
1-2 SIGNAL
REVERSE
#5
PR
9k
28
2ND
18c
REVERSE
D3
10
42a
LINE
R N D 3 2 1
28a
OVERRUN
Figure 83
3RD ACCUM
3a
9g
10a
ACTUATOR FEED LIMIT
3b
29
23 10b
FILTER
(49)
MANUAL
VALVE
3c
13a
ORIFICED EX
EX
30
38d
OFF
D4-3-2
BOTTOM
PAN
(SUMP)
(75)
#2
REVERSE INPUT
FILTER
(72)
28
20b
2-3 SHIFT
SOLENOID
VALVE
N.O.
33b
20a
9m
9h
LO/1ST
D4-3-2
REVERSE
REVERSE INPUT
12
29g 28
17e
ACTUATOR FEED LIMIT

2-3 SIGNAL
1-2 SIGNAL
9n
29f
25g
AFL
2-3 SHUTTLE
FORWARD ABUSE
3RD ACCUMULATOR
ACTUATOR FEED LIMIT
AFL
EX
3-2 CONTROL
1-2 SHIFT VALVE
ORIFICED EX
ON
3-2
CONTROL
SOLENOID
VALVE
N.C.
18
29c
FORWARD CLUTCH FEED
3-4 CLUTCH
2ND CLUTCH
D4
2ND
ACCUMULATOR
D2
#1
VALVE BODY (60)

3-4 ACCUMULATOR
14
3-2 SIGNAL
3-4 CLUTCH
3-4 ACCUM
1-2 ACCUMULATOR
3-4 SIGNAL
REV ABUSE
9o
2ND CLUTCH
15d
3-2 DOWNSHIFT
29a
LINE
4TH SIGNAL
3-4 SIGNAL
1-2 SIGNAL
2ND
#4
3-4 CL
40
29
15a
86
13
27c 29
3-4 SHIFT VALVE
1-2 SIGNAL
1-2 SIGNAL
19
ACCUMULATOR
2-3 SHIFT VALVE
D3
30a
27d
22a
3-4 SIGNAL
D4
4TH
16a
REGULATED APPLY
29d
22b
EX
ACCUM VALVE
4-3 SEQUENCE VALVE
EX
OVERRUN CLUTCH FEED
27a
PRESSURE
CONTROL
SOLENOID
VALVE
CC SIGNAL
3-4 ACCUM
OVERRUN CL
SERVO FD
3-4 RELAY
SUCTION
CONVERTER & LUBE
MAINLINE
SOLENOID SIGNAL
ACCUMULATOR
ACTUATOR FEED LIMIT
TORQUE SIGNAL
4TH
32a
TORQUE SIG
OVERRUN CLUTCH
ORF EX
44
27b
REV INPUT
SERVO FEED
2ND
4TH SIGNAL
43a
EX
LINE
FLUID PRESSURES
43b
29b
TCC
SOLENOID
(66)
N.O.
3-4 ACCUM
FILTERED AFL
31
3-4 ACCUMULATOR
EX
(237)
EX
ON
EX
(237)
PUMP
ASSEMBLY
(4)
(238)
30b
ISOLATOR VALVE
REG APPLY
REG APPLY
LINE
FILTER
(50)
ACTUATOR FEED LIMIT
11c
6
REGULATED APPLY
10
EX
48b
EX
LINE
PRESSURE
TAP
(39)
FILTER
(232)
LINE
OIL
COOLER
PIPE
CONNECTOR
(10)
11b
PRESSURE
RELIEF
VALVE
32
48a
PR
LO/REVERSE
AFL
TCC PWM
SOLENOID
VALVE
N.C.
COOLER
D3
LINE
EX
AFL
9
AIR
BLEED
(240)
TORQUE SIGNAL
SERVO FEED
LUBE
EX
3-4 CLUTCH
OVERRUN CLUTCH
SERVO FEED
CC SIGNAL
ACTUATOR FEED LIMIT
#10
2ND CLUTCH
2ND CLUTCH
FORWARD CLUTCH FEED
REAR LUBE
24
OVERRUN
LUBE
REV INPUT
OVERRUN CLUTCH
COOLER
EX
EX
3RD ACCUM
3-4 CLUTCH
FORWARD CLUTCH FEED
#7
LUBE
11
LOW AND REVERSE

CLUTCH ASSEMBLY
EX
#9
INPUT CLUTCH
HOUSING ASSEMBLY

NO TCC APPLY
Torque Converter (1)

Internal damage
Converter Clutch Valve (224)

Stuck or assembled backwards
Orifice 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 piston, cover or case
Plugged or missing orifice cup plug
1-2 SHIFT
SOLENOID
VALVE
2-3 SHIFT
SOLENOID
VALVE
2-4
BAND
ON
OFF
APPLIED
REVERSE
INPUT
CLUTCH
OVERRUN
CLUTCH
FORWARD
CLUTCH
APPLIED
FORWARD
SPRAG CL.
ASSEMBLY
3-4
CLUTCH
LO-ROLLER
CLUTCH
LO/REV
CLUTCH
APPLIED
86A

PASSAGES
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
30
31
32
33
34
35
36
37
38
39
40
41
42
43
44
45
46
47
48
SUCTION
DECREASE
LINE
CONVERTER FEED
RELEASE
APPLY
COOLER
LUBE
ACTUATOR FEED LIMIT
TORQUE SIGNAL
PR
D4-3-2
LO/REVERSE
REVERSE
REVERSE INPUT
D4
FORWARD CLUTCH FEED
REAR LUBE
ACCUMULATOR
1-2 SIGNAL
2-3 SIGNAL
2ND
2ND CLUTCH
C. C. SIGNAL
3-4 SIGNAL
3RD ACCUMULATOR
3-4 CLUTCH
4TH SIGNAL
SERVO FEED
4TH
3-4 ACCUMULATOR
D3
OVERRUN
OVERRUN CLUTCH FEED
OVERRUN CLUTCH
D2
ORIFICED D2
3-2 SIGNAL
LO
LO/1ST
EXHAUST
ORIFICED EXHAUST
VENT
SEAL DRAIN
VOID
REGULATED APPLY
COMPONENTS (
(8)
(10)
(11)
(38)
(39)
(40)
(49)
(50)
(61)
(91)
(232)
(237)
(238)
(240)
86B

LINE PRESSURE TAP
CHECKBALLS (#1, 2, 3, 4, 5, 6, 8, 12)
CHECKBALL (#10)
ORIFICED CUP PLUG

2
V
13
16
43
24
34
27
30
22
27
30b
13
47
24
35
34
34f
48
32
28
9
20
35d/36
20
33a
28a
32a
47
26
9a
48
#8
24
47
#6
11
47
17 17
20
20
31
33
31
11
30 27
22
24
13
24
34
15
41
13
43
17
12
(50)
15
#3
12
34
41
SPACER PLATE (48)

38
12
47
29 29
16
47
44
18
41
9
9
27
30
31
33
33
48
36
26
26
26
31
11
9
25
9
10
23
35/39
10
47
33
20
17
20
17
9
25
9
25
11
11
25
20
21
21
21
3
9
25
33
32
36
26
26
21
25
24
9
35
28
20
24 38
24
25
25
CASE (103)
(2-4 Servo Bore)
24
37
44
48
25
43
31
33
43
20
11
27
34
COMPONENT DRAWINGS
FLOW.
14
13
31
25
48
9
22
24
22
35
24
42
43
41
14
12
34
29
24
20
12
17
42
44
24
34 13
24
35
20
18
34
25
9
NOTE:
14
17
17
38 41
22
25
32
28
17
18
15
27
30
10
39
#12
41
18
17
12
29
11
10
10
24
24
39
36
43
37
13
31
31
33
43
48
24 24
29
29
30
27
24
24
24
12
34
15
14
34
35
34
25 25
25
25
22
27
30
43
38
34
16
29
24
3
38
43
12
22
13
15
42
44
41
38
28
40
42
44
18
34
14
12
17
17
38
15
11
(11)
14
18
12
41
29
17
29
15
29
11
16
12
41
18
18
34
29
29
34
12
38
47
34
47
41
38
FORWARD
CLUTCH
ACCUMULATOR
BORE

(Case Side)
38
41
29
16
32
14
47
2-4 SERVO BORE
#7/(40)
42
17
#2
19
CASE (103)
28
14
12
(38)
43
47
18
38
9b
22
17
42
34
9d/10
43
18
3
40
21a
24
42
43 28 29 29 16
47
47
17
24
34
15
29
47
23
38
25
20c
#4
27
31
35
24
47
10
24
47
35
33
32
17
34
29
#5
47
37
25
30
20e/21
20d/21
3b
43 43
47
18
25
28
47
3 48
47
26
11
47
9f
11
36
(49)
25g
25e
25d
47
35b 35c/39
35e/36
31
20a 20b
17g
30
11a
32 9e
44
17f
43
3
25
10b/23
9g
9c
11b
25
9
33b
3c
21
47
24c
38e/39
25f
26b
26a
#1
36a
48a
11
47
47
48b
9p
11
47
25
31b
37a
25
47 9
47
26
26
33
25
28
32
24f 24e
31a
9k/10
43b/44
25b
TO
LOW AND
REVERSE
CLUTCH
33
17
36
33
37
35
28
37
36
33
33
43
47
34e
31
37
24m/25
24g
16
24k/25
24h
7
5
31c
33c
43a
25a
39
47
47
47
#7
(40)
14
24
25
48
10
34
#10
47
22
13
22
12
16 3
25
38c
18
47
14
11
19
24
12
41a
18
9o
47
44
41
17
42
47
15c/16
11 29
10
47
47
29
17
38
34a
18
15
12
29
29
12
41b
12b
29b
38a
3a
17a/18
14c
34b
17e
29g/28
18a
22
16a
12d 14a
17
17b/18
17d
29a
23
14 18b
12c
42a
27
29c
15a
44a 26
42b
29d
38d
17c
12e
9h
41c
15d
9m
41d
43c/44
29e
9n
14b
22a
13
18c
11c
24b
24a
10c/22
34d
13b
10
27c/29
25
27b/29
21
34c
27d
30a
27a 24d
35a
13a 10a
22b
REAR
LUBE
14
16
47
11
17
18
CASE (103)
(Pump Cover Side)
16
9
29
11
18
37
16
29f/28
15b/16
34
38
16
48
29
34
38b
12a
12
41
29 11 18
PUMP COVER (215)

(Case Side)
38
41
37
16
PUMP COVER (215)

(Pump Body Side)
38
37
PUMP BODY (200)

(Pump Cover Side)
16
16
18 11 29
(237)
47
29
48
37
47
(237)
37
37
48
46
11
43
29
12
16
(237)
(237)
46
37
43
47
(10)
11
37
47
47
46
43
16
(238)
16
43
48
(39)
5
37
29
18
8
1
48
16
5 8
37 29
18
43
43
43
3
4
43
45
43
43
(10)
43
47
(232)
(232)
(240)
2
47
45
(240)
45
45
47
(240)
PRESSURE RELIEF
VALVE BORE
10
25
20
GASKET (47)
(Case/Spacer Plate)
Figure 84
GASKET (52)
FOLDOUT 87

REVERSE INPUT
CLUTCH ASSEMBLY
2ND & 4TH

SERVO
TORQUE
CONVERTER
ASSEMBLY
INPUT CLUTCH
HOUSING ASSEMBLY
LOW AND REVERSE

CLUTCH ASSEMBLY
LUBE
3RD ACCUM
#7
3-4 CLUTCH
FORWARD CLUTCH FEED
11
EX
EX
ORF ACC
21
21a
20e
20d
21
20c
ACCUMULATOR
44
26
CASE (8)
FILTERED AFL
D4
2ND
D2
LO/REVERSE
PR
24b
LO/1ST
EX
43c
27
42b
EX
PR
LO/REV
23
14c
LO/REVERSE
14a
14b
EX
38c
EX
D4
PR
AFL
D2
D2
D4
EX
LO
LO
24d
24a
44a
D2
38b
38a
LO
D4
ORIFICED D2
2ND
D2
38e
39
34a
PR
D3
41d
21
34b
LO
41b
VALVE BODY (60)

GASKET (52)
SPACER PLATE (48)
GASKET (47)
LO
D4
2ND
12b
FWD CL FEED
D2
41a
18a
PR
12c
D3
12d
D2
D3
41c
D4-N.O.
12e
PR
FORWARD
CLUTCH
ACCUMULATOR
LO
D2
D4
D3
LINE
EX
EX
TEMP
SENSOR
12a
18
D4-3-2
D4-3-2
EX
D4
EX
D2
3-4
EX
EX
ACC
SERVO FD
2ND
O EX
D3
D4
24c
OFF
LO/1ST
D4
D2
17a
17b
18b
18
15c
17c
16
16
15b
2ND CL
25e
25d
24m
25b
2ND CL
24k
25a
25
24g
3-4 ACCUMULATOR
D4
9f
17f
D4
11a
17g
10
TORQUE SIGNAL
D3
AFL
REVERSE
EX
EX
EX
2ND
2ND
2ND CL
OVERRUN CL FD
24h
36a
35e
36
ACCUM
9d
31a
33a
EX
D3
EX
EX
EX
D3
35d
35c
39
ORIFICED ACCUM
EX
OVERRUN
EX
35a
EX
EX
EX
EX
2ND CL
31b
AFL
EX
EX
33c
37a
9c
9b
9a
AFL
D3
3-4 CL
LINE
EX
9p
26a
9e
31c
26b
25f
34f
34e
34d
D3
3-4 SIGNAL
4TH SIGNAL
34c
29e
TORQUE SIGNAL
REVERSE INPUT
4TH
2ND CLUTCH
36
25
DECREASE
3-4 CLUTCH
REVERSE INPUT
2ND CL
3RD ACCUMULATOR
OVERRUN
35b
2ND
OVERRUN CLUTCH
CASE (8)
LUBE
OVERRUN CLUTCH
RELEASE
APPLY
4TH
OVERRUN
PRESS REG
CONV FD
LINE
3RD ACCUM
OVERRUN CLUTCH
REGULATED APPLY
2ND CLUTCH
BOOST VALVE
REVERSE INPUT
EX
SUCTION
SUCTION
17d
22 10c
25
24e
RELEASE
APPLY
OVERRUN CLUTCH
FORWARD CLUTCH FEED
CONV FD
REGULATED APPLY
CASE (8)
LUBE
COOLER
LO
D3-N.C.
FORWARD CLUTCH FEED
13b
2ND
1-2 SHIFT
SOLENOID
VALVE
N.O.
ORIFICED D2
24f
D2-N.C.
2ND
D4
9k
2ND CLUTCH
REVERSE INPUT
10
28
REV-N.O.
#12
22
17
LO OVERRUN
16
LO-N.O.
FILTER
(49)
TFP
SWITCH
ASSEMBLY
#3
29
23 10b
9g
REVERSE INPUT
#8
13a
10a
20
38d
OFF
1-2 SIGNAL
2ND
FWD CL FD
PR
#6
20b
42a
30
ACTUATOR FEED LIMIT
REVERSE
D3
20a
2-3 SHIFT
SOLENOID
VALVE
N.O.
D4-3-2
REVERSE
#5
ORIFICED EX
EX
R N D 3 2 1
28a
18c
LINE
33b
LO/1ST
D4-3-2
3RD ACCUM
3a
FORWARD ABUSE
3b
9m
9h
MANUAL
VALVE
3c
AFL
25g
#2
28
18
1-2 SIGNAL
17e
ACTUATOR FEED LIMIT

2-3 SIGNAL
#1
1-2 SHIFT VALVE
12
29g 28
2-3 SHUTTLE
2ND CLUTCH
VALVE BODY (60)

3-4 ACCUMULATOR
EX
REVERSE
REVERSE INPUT
ORIFICED EX
3-2 CONTROL
3-4 ACCUM
3-4 CLUTCH
3-4 SIGNAL
REV ABUSE
D4
2ND
ACCUMULATOR
D2
9n
29f
3RD ACCUMULATOR
ACTUATOR FEED LIMIT
AFL
ACCUMULATOR
2-3 SHIFT VALVE
19
1-2 ACCUMULATOR
EX
D4
3-2
CONTROL
SOLENOID
VALVE
N.C.
ON
3-2 SIGNAL
29c
14
PRESSURE
CONTROL
SOLENOID
VALVE
ACCUM VALVE
3-4 CLUTCH
4TH
31
3-4 ACCUMULATOR
Figure 85
4TH SIGNAL
3-4 SIGNAL
1-2 SIGNAL
2ND
2ND CLUTCH
OVERRUN
88
BOTTOM
PAN
(SUMP)
(75)
1-2 SIGNAL
3-2 DOWNSHIFT
REVERSE INPUT
FILTER
(72)
9o
15d
FORWARD CLUTCH FEED
3-4 SHIFT VALVE
#4
3-4 CL
29a
3-4 SIGNAL
D3
40
LINE
EX
OVERRUN CLUTCH FEED
REGULATED APPLY
16a
15a
SUCTION
CONVERTER & LUBE
MAINLINE
SOLENOID SIGNAL
ACCUMULATOR
ACTUATOR FEED LIMIT
TORQUE SIGNAL
SIGNAL
29d
FLUID PRESSURES
29
29b
LINE
13
27c 29
TORQUE SIG
4-3 SEQUENCE VALVE
27b
OVERRUN CLUTCH
3-4 RELAY
30a
27d
22a 1-2
EX
CC SIGNAL
3-4 ACCUM
OVERRUN CL
SERVO FD
REV INPUT
27a
TCC
SOLENOID
(66)
N.O.
4TH
32a
22b
ISOLATOR VALVE
SERVO FEED
2ND
4TH SIGNAL
43a
EX
EX
ORF EX
44
REG APPLY
REG APPLY
LINE
FILTER
(50)
3-4 ACCUM
FILTERED AFL
PR
LO/REVERSE
ACTUATOR FEED LIMIT
REGULATED APPLY
43b
EX
(237)
TCC PWM
SOLENOID
VALVE
N.C.
30b
32
11c
AFL
PUMP
ASSEMBLY
(4)
OFF
LINE
PRESSURE
TAP
(39)
(237)
EX
(238)
EX
48b
10
OIL
COOLER
PIPE
CONNECTOR
(10)
11b
LINE
COOLER
PRESSURE
RELIEF
VALVE
FILTER
(232)
D3
LINE
AFL
48a
TORQUE SIGNAL
SERVO FEED
EX
3-4 CLUTCH
OVERRUN CLUTCH
SERVO FEED
CC SIGNAL
ACTUATOR FEED LIMIT
#10
2ND CLUTCH
EX
2ND CLUTCH
AIR
BLEED
(240)
LUBE
FORWARD CLUTCH FEED
REAR LUBE
24
EX
OVERRUN
LUBE
OVERRUN CLUTCH
COOLER
REV INPUT
EX
#9

With the transmission operating in Fourth gear, a 4-3 downshift can
occur due to minimum or heavy throttle conditions or increased load
on the engine. The TCC and 4th clutch release during a 4-3 downshift
and the TCC normally will not apply in Overdrive range Third gear.
NO 4-3 DOWNSHIFT
1-2 Shift Solenoid Valve (367A)

Stuck On
Pinched wire to ground

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
1-2 SHIFT
SOLENOID
VALVE
2-3 SHIFT
SOLENOID
VALVE
OFF
OFF
2-4
BAND
REVERSE
INPUT
CLUTCH
OVERRUN
CLUTCH
FORWARD
CLUTCH
FORWARD
SPRAG CL.
ASSEMBLY
3-4
CLUTCH
APPLIED
HOLDING
APPLIED
LO-ROLLER
CLUTCH
LO/REV
CLUTCH
88A

PASSAGES
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
30
31
32
33
34
35
36
37
38
39
40
41
42
43
44
45
46
47
48
SUCTION
DECREASE
LINE
CONVERTER FEED
RELEASE
APPLY
COOLER
LUBE
ACTUATOR FEED LIMIT
TORQUE SIGNAL
PR
D4-3-2
LO/REVERSE
REVERSE
REVERSE INPUT
D4
FORWARD CLUTCH FEED
REAR LUBE
ACCUMULATOR
1-2 SIGNAL
2-3 SIGNAL
2ND
2ND CLUTCH
C. C. SIGNAL
3-4 SIGNAL
3RD ACCUMULATOR
3-4 CLUTCH
4TH SIGNAL
SERVO FEED
4TH
3-4 ACCUMULATOR
D3
OVERRUN
OVERRUN CLUTCH FEED
OVERRUN CLUTCH
D2
ORIFICED D2
3-2 SIGNAL
LO
LO/1ST
EXHAUST
ORIFICED EXHAUST
VENT
SEAL DRAIN
VOID
REGULATED APPLY
COMPONENTS (
(8)
(10)
(11)
(38)
(39)
(40)
(49)
(50)
(61)
(91)
(232)
(237)
(238)
(240)
88B

LINE PRESSURE TAP
CHECKBALLS (#1, 2, 3, 4, 5, 6, 8, 12)
CHECKBALL (#10)
ORIFICED CUP PLUG

2
V
13
16
43
48
16
34
27
30
22
24
27
30b
13
47
24
35
34
34f
48
32
28
9
20
35d/36
20
33a
26b
32 9e
47
25
#6
11
37
47
17 17
20
43 43
#8
24
47
25
30
20
31
33
31
11
30 27
22
24
13
24
34
15
41
13
43
17
12
(50)
15
#3
12
34
41
SPACER PLATE (48)

38
12
47
29 29
16
47
44
18
41
9
9
27
30
30
24 24
31
33
33
48
36
26
26
26
48
10
23
47
20
17
20
17
9
25
10
25
26
11
11
35/39
33
28
25
20
21
21
21
3
9
25
24
9
35
32
36
48
26
21
25
33
37
44
20
13
24 38
24
25
25
25
9
33
25
25
CASE (103)
(2-4 Servo Bore)
31
43
11
24
COMPONENT DRAWINGS
FLOW.
14
24
31
31
20
27
34
24
43
24
25
9
22
22
35
24
42
34
29
14
12
43
41
24
34 13
20
11
18
27
30
25
9
12
17
42
44
17
38 41
34
35
20
15
22
10
32
28
17
18
NOTE:
14
17
12
29
11
10
10
39
39
36
43
37
13
24
24
31
31
33
43
48
27
35
29
29
14
30
34
24
24
#12
41
18
17
16
15
9
24
34
24
25
25
22
27
25 25
43
38
34
12
34
43
12
22
13
3
38
29
42
44
41
38
28
15
40
42
44
18
34
14
12
17
17
38
15
11
(11)
14
18
12
41
29
17
29
15
29
11
16
12
41
18
18
34
29
29
34
12
38
47
34
47
41
38
FORWARD
CLUTCH
ACCUMULATOR
BORE

(Case Side)
38
41
29
16
32
14
47
2-4 SERVO BORE
#7/(40)
42
17
3
#2
19
CASE (103)
28
14
12
(38)
43
47
18
38
9d/10
22
17
42
34
9b
43
18
3
40
21a
24
42
43 28 29 29 16
47
47
17
24
34
15
29
47
23
38
25
20c
#4
27
31
35
24
47
10
24
47
35
33
32
17
34
29
#5
47
28
36
20e/21
20d/21
3b
47
26
47
3 48
47
18
25g
25e
9a
44
26
11
11
48
47
11a
25d
47
(49)
9f
9c
11b
25
47
35b 35c/39
35e/36
31
20a 20b
17g
30
32a
3c
21
33b
17f
43
3
25
10b/23
9g
25f
26a
#1
47
47
28a
9p
11
47
36a
48a
25
47 9
47
11
26
33
25
28
32
26
25
31b
37a
48b
24c
38e/39
9k/10
43b/44
25b
TO
LOW AND
REVERSE
CLUTCH
33
17
36
24f 24e
31a
16 3
10
47
33
37
35
28
37
36
33
33
43
47
34e
31
37
#7
(40)
24m/25
24g
16
24k/25
24h
7
5
31c
33c
43a
25a
39
47
47
48
14
24
25
47
10
34
#10
47
22
13
22
12
11 29
25
38c
29g/28
18
47
14
11
19
24
12
41a
18
9o
47
44
41
17
42
47
34a
47
29
17
38
18
15
15c/16
12
29
29
12
41b
12b
29b
38a
3a
17a/18
14c
34b
17e
18a
22
16a
12d 14a
17
17b/18
17d
29a
23
14 18b
12c
42a
27
29c
15a
44a 26
42b
29d
38d
17c
12e
9h
41c
15d
9m
41d
43c/44
29e
9n
14b
22a
13
18c
11c
24b
24a
10c/22
34d
13b
10
27c/29
25
27b/29
21
34c
27d
30a
27a 24d
35a
13a 10a
22b
REAR
LUBE
14
16
47
11
17
18
CASE (103)
(Pump Cover Side)
16
9
29
11
18
37
16
29f/28
15b/16
34
38
16
48
29
34
38b
12a
12
41
29 11 18
PUMP COVER (215)

(Case Side)
38
41
16
PUMP COVER (215)

(Pump Body Side)
37
PUMP BODY (200)

(Pump Cover Side)
37
(237)
47
29
16
18 11 29
37
47
48
46
37
37
(237)
38
16
(237)
11
43
43
12
7
3
(237)
46
37
29
47
(10)
11
37
47
47
46
43
16
(238)
43
(39)
5
37
29
18
16
43
48
48
16
5 8
37 29
18
43
43
2
3
3
4
43
45
43
43
(10)
43
47
(232)
(232)
(240)
2
47
45
(240)
45
45
47
(240)
PRESSURE RELIEF
VALVE BORE
10
25
20
GASKET (47)
(Case/Spacer Plate)
Figure 86
GASKET (52)
FOLDOUT 89

REVERSE INPUT
CLUTCH ASSEMBLY
2ND & 4TH

SERVO
TORQUE
CONVERTER
ASSEMBLY
INPUT CLUTCH
HOUSING ASSEMBLY
LOW AND REVERSE

CLUTCH ASSEMBLY
#7
43c
44
26
EX
PR
LO/REV
FILTERED AFL
23
14c
LO/REVERSE
14a
EX
38c
EX
27
D2
38b
LO
TEMP
SENSOR
D4
ORIFICED D2
2ND
D4
2ND
D2
38e
21
39
34a
PR
D3
34b
VALVE BODY (60)

GASKET (52)
SPACER PLATE (48)
GASKET (47)
LO
41d
LO
41b
41a
PR
12b
FWD CL FEED
D2
12c
D3
41c
D4-N.O.
12d
D2
D3
D4
D2
12e
PR
FORWARD
CLUTCH
ACCUMULATOR
EX
LO
D2
D4
LO
D3-N.C.
FORWARD CLUTCH FEED
D4
2ND
D2
LO/REVERSE
42b
ORIFICED D2
2ND
CASE (8)
D4-3-2
PR
24a
44a
LO/1ST
PR
24b
LO/1ST
EX
14b
18a
24d
38a
D3
LINE
EX
D2-N.C.
3-4 ACCUMULATOR
D4
21a
21
D2
D4
O EX
12a
18
24c
OFF
D3
D4
REV-N.O.
17a
17b
18
17c
18b
15c
ORF ACC
20e
20d
21
EX
EX
EX
EX
LO
AFL
REVERSE INPUT
REVERSE
EX
EX
D4
FWD CL FD
16
22 10c
25
24e
LO OVERRUN
16
15b
2ND CL
25e
25d
24m
25b
25
2ND CL
24k
25a
25
24g
ACCUMULATOR
D4
D4-3-2
D2
EX
D2
EX
3-4 ACC
SERVO FD
2ND
EX
D3
OVERRUN
EX
D4
EX
20c
9f
17f
11a
EX
TORQUE SIGNAL
D3
EX
EX
EX
17g
10
31a
33a
AFL
EX
EX
2ND
2ND
2ND CL
OVERRUN CL FD
24h
36a
35e
36
9d
35a
31b
33c
9c
9b
37a
9e
EX
EX
EX
LO
9a
AFL
D3
2ND CL
LINE
35d
35c
39
36
35b
ORIFICED ACCUM
EX
CL
3-4
2ND CLUTCH
2ND
3-4 CLUTCH
D3
26a
9p
D3
OVERRUN
31c
25f
34f
34e
34d
26b
29e
34c
TORQUE SIGNAL
4TH SIGNAL
3-4 SIGNAL
REVERSE INPUT
OVERRUN CLUTCH
REGULATED APPLY
PRESS REG
BOOST VALVE
CONV FD
LINE
EX
AFL
ACCUMULATOR
OVERRUN
3RD
REVERSE INPUT
2ND CLUTCH
4TH
DECREASE
RELEASE
APPLY
OVERRUN CLUTCH
FORWARD CLUTCH FEED
ACCUM
OVERRUN CLUTCH
CASE (8)
LUBE
LUBE
OVERRUN CLUTCH
2ND CL
APPLY
RELEASE
4TH
ACCUM
3RD
SUCTION
SUCTION
CONV FD
REGULATED APPLY
1-2 SHIFT
SOLENOID
VALVE
N.O.
CASE (8)
COOLER
17d
D4
13b
LO-N.O.
#12
22
17
TFP
SWITCH
ASSEMBLY
2ND CLUTCH
REVERSE INPUT
REVERSE INPUT
#3
9k
24f
16
20
#8
#6
MANUAL
VALVE
ACTUATOR FEED LIMIT
PR
1-2 SIGNAL
EX
10
28
2ND
10a
ORIFICED EX
EX
R N D 3 2 1
REVERSE
#5
9g
FILTER
(49)
D3
D4-3-2
REVERSE
29
23 10b
LO/1ST
FORWARD ABUSE
LINE
13a
42a
18c
3RD ACCUM
1-2 SHIFT VALVE
3RD ACCUMULATOR
ACTUATOR FEED LIMIT
3b
3a
CLUTCH
3-2 CONTROL
38d
3-4
20b
30
2ND
D4-3-2
#2
ORIFICED EX
28
AFL
3-4 CLUTCH
17e
33b
20a
ON
REV ABUSE
OFF
9m
9h
2-3 SHIFT
SOLENOID
VALVE
N.O.
SIGNAL
2-3 SHUTTLE
AFL
1-2 SIGNAL
3-4 SIGNAL
3-2
3-2
CONTROL
SOLENOID
VALVE
N.C.
25g
D4
2ND
ACCUMULATOR
D2
REVERSE
REVERSE INPUT
3c
12
29g 28
28a
2ND CLUTCH
15d
ACTUATOR FEED LIMIT

2-3 SIGNAL
9n
29f
16a
4TH
9o
18
VALVE BODY (60)

3-4 ACCUMULATOR
#1
1-2 ACCUMULATOR
2-3 SHIFT VALVE
1-2 SIGNAL
3-4 ACCUM
19
EX
ACCUMULATOR
29c
29a
29b
3-2 DOWNSHIFT
14
4-3 SEQUENCE VALVE
4TH SIGNAL
3-4 SIGNAL
1-2 SIGNAL
2ND
Figure 87
3-4 SIGNAL
2ND CLUTCH
OVERRUN
90
D4
3-4 ACCUMULATOR
29d
CL
BOTTOM
PAN
(SUMP)
(75)
REVERSE INPUT
FILTER
(72)
#4
40
FORWARD CLUTCH FEED
3-4 RELAY
PRESSURE
CONTROL
SOLENOID
VALVE
ACCUM VALVE
CC SIGNAL
3-4 ACCUM
OVERRUN CL
SERVO FD
D3
SUCTION
CONVERTER & LUBE
MAINLINE
SOLENOID SIGNAL
ACCUMULATOR
ACTUATOR FEED LIMIT
TORQUE SIGNAL
3-4 ACCUM
FILTERED AFL
31
EX
OVERRUN CLUTCH FEED
FILTER
(50)
29
ISOLATOR VALVE
REG APPLY
REG APPLY
LINE
SERVO FEED
2ND
4TH SIGNAL
3-4
13
27c 29
REGULATED APPLY
27b
AFL
3-4 SHIFT VALVE
1-2 SIGNAL
15a
FLUID PRESSURES
4TH
27a
30a
27d
22a
32a
32
ACTUATOR FEED LIMIT
22b
LINE
43a
REV INPUT
OVERRUN CLUTCH
REGULATED APPLY
ORF EX
44
EX
LINE
TORQUE SIG
43b
30b
EX
(237)
D3
LINE
11c
TCC
SOLENOID
(66)
N.O.
EX
EX
PR
LO/REVERSE
OFF
LINE
PRESSURE
TAP
(39)
PUMP
ASSEMBLY
(4)
48b
EX
#10
2ND CLUTCH
ACTUATOR FEED LIMIT
TORQUE SIGNAL
SERVO FEED
TCC PWM
SOLENOID
VALVE
N.C.
11b
10
(237)
EX
LINE
48a
(238)
PRESSURE
RELIEF
VALVE
FILTER
(232)
OIL
COOLER
PIPE
CONNECTOR
(10)
3-4 CLUTCH
OVERRUN CLUTCH
SERVO FEED
CC SIGNAL
AFL
COOLER
EX
2ND CLUTCH
AIR
BLEED
(240)
LUBE
EX
FORWARD CLUTCH FEED
OVERRUN
REAR LUBE
24
EX
LUBE
COOLER
REV INPUT
EX
OVERRUN CLUTCH
#9
3-4 CLUTCH
FORWARD CLUTCH FEED
LUBE
3RD ACCUM
11
EX
EX

With the transmission operating in Third gear, a 3-2 downshift can
occur due to minimum or heavy throttle conditions or increased load on
the engine. A 3- 2 downshift occurs when the powertrain control module
(PCM) receives the appropriate input signals to de-energize (turn OFF)
the 2-3 shift solenoid valve.
3-2 FLARE OR TIE-UP
3-2 Control Solenoid (394)

Shorted or damaged
Contamination
Damaged seal
1-2 SHIFT
SOLENOID
VALVE
2-3 SHIFT
SOLENOID
VALVE
2-4
BAND
OFF
ON
APPLIED
REVERSE
INPUT
CLUTCH
OVERRUN
CLUTCH
FORWARD
CLUTCH
FORWARD
SPRAG CL.
ASSEMBLY
APPLIED
HOLDING
3-4
CLUTCH
LO-ROLLER
CLUTCH
LO/REV
CLUTCH
90A

PASSAGES
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
30
31
32
33
34
35
36
37
38
39
40
41
42
43
44
45
46
47
48
SUCTION
DECREASE
LINE
CONVERTER FEED
RELEASE
APPLY
COOLER
LUBE
ACTUATOR FEED LIMIT
TORQUE SIGNAL
PR
D4-3-2
LO/REVERSE
REVERSE
REVERSE INPUT
D4
FORWARD CLUTCH FEED
REAR LUBE
ACCUMULATOR
1-2 SIGNAL
2-3 SIGNAL
2ND
2ND CLUTCH
C. C. SIGNAL
3-4 SIGNAL
3RD ACCUMULATOR
3-4 CLUTCH
4TH SIGNAL
SERVO FEED
4TH
3-4 ACCUMULATOR
D3
OVERRUN
OVERRUN CLUTCH FEED
OVERRUN CLUTCH
D2
ORIFICED D2
3-2 SIGNAL
LO
LO/1ST
EXHAUST
ORIFICED EXHAUST
VENT
SEAL DRAIN
VOID
REGULATED APPLY
COMPONENTS (
(8)
(10)
(11)
(38)
(39)
(40)
(49)
(50)
(61)
(91)
(232)
(237)
(238)
(240)
90B

LINE PRESSURE TAP
CHECKBALLS (#1, 2, 3, 4, 5, 6, 8, 12)
CHECKBALL (#10)
ORIFICED CUP PLUG

2
V
13
16
43
48
47
(237)
47
29
16
18
18
22
24
34
27
30
27
47
10
30b
13
47
24
35
34
34f
48
32
31b
35d/36
20
33a
28
9
20
26b
9p
11
11
47
#1
32 9e
47
25
#6
11
37
47
17 17
20
43 43
#8
24
47
25
30
20
31
33
31
11
30 27
22
24
13
24
34
15
41
13
43
17
12
(50)
15
#3
12
34
41
SPACER PLATE (48)

38
12
47
29 29
16
47
44
18
41
9
9
27
30
48
36
33
43
43
33
37
48
36
17
26
26
26
48
11
9
25
9
24
10
23
9
35/39
10
47
33
20
17
20
17
9
25
9
25
11
11
25
20
21
21
21
3
9
25
33
32
36
26
26
21
25
24 38
24
35
28
20
13
25
25
CASE (103)
(2-4 Servo Bore)
24
37
48
25
43
33
44
20
11
31
43
25
25
9
27
34
COMPONENT DRAWINGS
FLOW.
14
24
31
31
20
9
22
22
35
24
42
43
41
14
12
34
29
24
12
17
42
44
24
34 13
24
35
20
18
34
25
32
28
39
NOTE:
14
17
17
38 41
22
10
39
18
15
27
30
10
24
24
31
31
33
31
25
24 24
13
#12
41
18
17
12
29
11
10
30
27
24
24
24
29
29
14
12
16
15
9
24
34
35
34
25 25
25
22
27
30
25
43
38
34
34
43
12
22
13
3
38
29
42
44
41
38
28
15
40
42
44
18
34
14
12
17
17
38
15
11
(11)
14
18
12
41
29
17
29
15
29
11
16
12
41
18
18
34
29
29
34
12
38
47
34
47
41
38
FORWARD
CLUTCH
ACCUMULATOR
BORE

(Case Side)
38
41
29
16
32
14
47
2-4 SERVO BORE
#7/(40)
42
17
#2
19
CASE (103)
28
14
12
(38)
43
47
18
38
9b
22
17
42
34
9d/10
43
18
3
40
21a
24
42
43 28 29 29 16
47
47
17
24
34
15
29
47
23
38
25
20c
#4
27
31
35
24
47
10
24
47
35
33
32
17
34
29
#5
47
28
36
20e/21
20d/21
3b
47
26
47
3 48
47
18
25g
25e
9a
44
26
11
11
48
47
11a
25d
47
(49)
9f
9c
11b
25
47
35b 35c/39
35e/36
31
20a 20b
17g
30
32a
3c
21
47
33b
17f
43
3
25
10b/23
9g
25f
26a
25
3
47
28a
48a
24c
38e/39
16 3
47 9
47
26
26
33
25
36a
37a
48b
28
32
24f 24e
31a
9k/10
43b/44
25b
TO
LOW AND
REVERSE
CLUTCH
33
17
36
33
37
35
28
37
36
33
33
43
47
34e
31
37
#7
(40)
24m/25
24g
16
24k/25
24h
7
5
31c
33c
43a
25a
39
47
47
48
14
24
25
47
#10
11 29
25
38c
29g/28
34
12
22
13
22
47
14
11
19
24
12
9o
47
44
41
15c/16
29
17
42
47
18
10
47
47
41a
18
29
17
38
12
29
15
11
12
34a
12b
29b
16
47
41b
17a/18
14c
34b
17e
18a
22
16a
12d 14a
17
17b/18
17d
29a
23
14 18b
12c
42a
27
29c
15a
44a 26
42b
29d
38d
17c
12e
9h
41c
15d
9m
41d
43c/44
29e
9n
14b
22a
13
18c
11c
24b
24a
10c/22
34d
13b
10
27c/29
25
27b/29
21
34c
27d
30a
27a 24d
35a
13a 10a
22b
REAR
LUBE
14
38a
3a
29
17
16
9
11
18
37
CASE (103)
(Pump Cover Side)
16
29f/28
15b/16
34
38
16
48
29
34
38b
12a
12
41
29 11 18
PUMP COVER (215)

(Case Side)
38
41
16
PUMP COVER (215)

(Pump Body Side)
37
PUMP BODY (200)

(Pump Cover Side)
37
16
18 11 29
37
(237)
48
46
16
(237)
11
37
37
38
(237)
43
29
12
7
3
46
37
43
47
(10)
11
37
47
47
16
46
43
(238)
43
(39)
5
37
29
18
16
43
48
48
16
5 8
37 29
18
43
43
2
3
3
4
43
45
43
43
(10)
43
47
(232)
(232)
(240)
2
47
45
(240)
45
45
47
(240)
PRESSURE RELIEF
VALVE BORE
10
25
20
GASKET (47)
(Case/Spacer Plate)
Figure 88
GASKET (52)
FOLDOUT 91

REVERSE INPUT
CLUTCH ASSEMBLY
2ND & 4TH

SERVO
TORQUE
CONVERTER
ASSEMBLY
INPUT CLUTCH
HOUSING ASSEMBLY
LOW AND REVERSE

CLUTCH ASSEMBLY
ORF ACC
21
21a
20e
20d
21
20c
ACCUMULATOR
44
26
EX
PR
LO/REV
EX
38c
D2
38b
LO
D4
2ND
D2
39
34a
38e
PR
D3
41d
21
D4
ORIFICED D2
2ND
VALVE BODY (60)

GASKET (52)
SPACER PLATE (48)
GASKET (47)
LO
12b
34b
LO
41c
41b
12c
FWD CL FEED
D2
41a
12d
D2
D3
D3
12e
PR
FORWARD
CLUTCH
ACCUMULATOR
EX
LO
D2
D3
D4
CASE (8)
14a
38a
18a
FILTERED AFL
23
14c
EX
D4
27
42b
PR
D4
2ND
D2
LO/REVERSE
PR
LO/1ST
EX
43c
LO/REVERSE
PR
AFL
D2
D2
D4
EX
LO
LO
O EX
24b
14b
TEMP
SENSOR
12a
18
D4-3-2
EX
D4
EX
D2
EX
EX
LINE
EX
D3
D4
17b
18b
18
15c
17c
17a
15b
2ND CL
25e
25d
24m
25b
25
2ND CL
24k
25a
25
24g
16
FORWARD CLUTCH FEED
3-4 ACCUMULATOR
D4
9f
17f
D4
TORQUE SIGNAL
11a
17g
10
ACC
SERVO FD
2ND
3-4
D3
D4-3-2
EX
AFL
REVERSE INPUT
REVERSE
EX
EX
EX
2ND
2ND
2ND CL
OVERRUN CL FD
24h
36a
35e
36
ACCUM
9d
EX
EX
OVERRUN
EX
EX
31a
33a
D3
EX
EX
35d
35c
39
36
ORIFICED ACCUM
31b
EX
35a
33c
EX
EX
EX
EX
2ND CL
D3
35b
16
3-4 CLUTCH
37a
9c
9b
9a
AFL
D3
3-4 CL
LINE
OVERRUN
EX
AFL
9p
26a
9e
31c
34f
25f
34e
34d
29e
34c
D3
4TH SIGNAL
3-4 SIGNAL
OVERRUN CLUTCH
REGULATED APPLY
3RD ACCUMULATOR
OVERRUN
4TH
TORQUE SIGNAL
DECREASE
26b
2ND CL
2ND
OVERRUN CLUTCH
REVERSE INPUT
2ND CLUTCH
CASE (8)
LUBE
RELEASE
APPLY
4TH
3RD ACCUM
PRESS REG
CONV FD
LINE
2ND CLUTCH
BOOST VALVE
REVERSE INPUT
EX
SUCTION
SUCTION
RELEASE
APPLY
OVERRUN CLUTCH
FORWARD CLUTCH FEED
CONV FD
REGULATED APPLY
CASE (8)
LUBE
24d
24a
44a
LO/1ST
D4-N.O.
24c
OFF
D4
D2
17d
22 10c
25
24e
2ND
13b
LO
D3-N.C.
D2-N.C.
1-2 SHIFT
SOLENOID
VALVE
N.O.
ORIFICED D2
24f
D4
9k
REV-N.O.
COOLER
2ND
LO OVERRUN
2ND CLUTCH
REVERSE INPUT
10
28
LO-N.O.
#12
22
17
FILTER
(49)
TFP
SWITCH
ASSEMBLY
9g
16
29
23 10b
10a
FWD CL FD
#3
#8
1-2 SIGNAL
REVERSE INPUT
20
13a
OFF
2ND
#6
38d
42a
OVERRUN
20b
2-3 SHIFT
SOLENOID
VALVE
N.O.
D4-3-2
PR
#5
ACTUATOR FEED LIMIT
30
ORIFICED EX
EX
REVERSE
D3
33b
20a
9m
9h
18c
AFL
17e
ACTUATOR FEED LIMIT

2-3 SIGNAL
REVERSE
25g
LO/1ST
D4-3-2
R N D 3 2 1
28a
2ND CLUTCH
1-2 SIGNAL
FORWARD ABUSE
LINE
1-2 SHIFT VALVE
3RD ACCUM
3a
18
MANUAL
VALVE
3b
#1
#2
28
2-3 SHUTTLE
12
29g 28
D4
2ND
ACCUMULATOR
D2
VALVE BODY (60)

3-4 ACCUMULATOR
EX
REVERSE
REVERSE INPUT
3-4 ACCUM
ACCUMULATOR
ORIFICED EX
3-2 CONTROL
3RD ACCUMULATOR
ACTUATOR FEED LIMIT
AFL
3-4 CLUTCH
3-4 SIGNAL
9n
3-2
CONTROL
SOLENOID
VALVE
N.C.
ON
3-2 SIGNAL
29c
REV ABUSE
3-4 CLUTCH
2ND CLUTCH
D4
3c
19
1-2 ACCUMULATOR
EX
2-3 SHIFT VALVE
4TH
PRESSURE
CONTROL
SOLENOID
VALVE
ACCUM VALVE
4TH SIGNAL
3-4 SIGNAL
1-2 SIGNAL
2ND
3-2 DOWNSHIFT
14
29f
3-4 ACCUM
FILTERED AFL
31
#4
3-4 CL
1-2 SIGNAL
D3
15d
Figure 89
92
3-4 SIGNAL
29
BOTTOM
PAN
(SUMP)
(75)
3-4 SHIFT VALVE
REVERSE INPUT
FILTER
(72)
EX
OVERRUN CLUTCH FEED
FORWARD CLUTCH FEED
9o
4-3 SEQUENCE VALVE
SIGNAL
29a
LINE
ISOLATOR VALVE
3-4 RELAY
15a
SUCTION
CONVERTER & LUBE
MAINLINE
SOLENOID SIGNAL
ACCUMULATOR
ACTUATOR FEED LIMIT
TORQUE SIGNAL
40
FILTER
(50)
3-4 ACCUMULATOR
REG APPLY
REG APPLY
LINE
CC SIGNAL
SERVO FEED
3-4 ACCUM
2ND
OVERRUN CL
4TH SIGNAL
SERVO FD
13
27c 29
ACTUATOR FEED LIMIT
16a
REGULATED APPLY
AFL
PR
LO/REVERSE
32
REGULATED APPLY
30a
27d
22a 1-2
27b
FLUID PRESSURES
EX
27a
REV INPUT
4TH
32a
22b
29b
LINE
29d
ORF EX
44
43a
TCC
SOLENOID
(66)
N.O.
43b
TORQUE SIG
OVERRUN CLUTCH
30b
11c
EX
EX
(237)
48b
EX
TORQUE SIGNAL
SERVO FEED
#10
2ND CLUTCH
ACTUATOR FEED LIMIT
TCC PWM
SOLENOID
VALVE
N.C.
D3
LINE
OFF
LINE
PRESSURE
TAP
(39)
PUMP
ASSEMBLY
(4)
(237)
EX
(238)
EX
48a
10
11b
OIL
COOLER
PIPE
CONNECTOR
(10)
LINE
PRESSURE
RELIEF
VALVE
FILTER
(232)
3-4 CLUTCH
OVERRUN CLUTCH
SERVO FEED
CC SIGNAL
EX
AFL
2ND CLUTCH
OVERRUN
COOLER
FORWARD CLUTCH FEED
REAR LUBE
24
AIR
BLEED
(240)
OVERRUN CLUTCH
LUBE
EX
OVERRUN CLUTCH
LUBE
EX
COOLER
REV INPUT
EX
EX
#9
3RD ACCUM
#7
3-4 CLUTCH
FORWARD CLUTCH FEED
LUBE
11
EX

A manual 4-3 downshift can be accomplished by moving the gear
selector lever into the Manual Third position (D) when the transmission
is operating in Overdrive Range - Fourth Gear D .
NO OVERRUN BRAKING-MANUAL 3-2-1
External Linkage
Not adjusted properly
Input Clutch Assembly

Turbine shaft oil passages plugged or not drilled
Turbine shaft sealing balls loose or missing
Overrun piston checkball not sealing
Valve Body Assembly

Checkball mispositioned
4-3 sequence valve stuck
1-2 SHIFT
SOLENOID
VALVE
2-3 SHIFT
SOLENOID
VALVE
OFF
OFF
2-4
BAND
REVERSE
INPUT
CLUTCH
OVERRUN
CLUTCH
FORWARD
CLUTCH
FORWARD
SPRAG CL.
ASSEMBLY
3-4
CLUTCH
APPLIED
APPLIED
HOLDING
APPLIED
LO-ROLLER
CLUTCH
LO/REV
CLUTCH
92A

PASSAGES
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
30
31
32
33
34
35
36
37
38
39
40
41
42
43
44
45
46
47
48
SUCTION
DECREASE
LINE
CONVERTER FEED
RELEASE
APPLY
COOLER
LUBE
ACTUATOR FEED LIMIT
TORQUE SIGNAL
PR
D4-3-2
LO/REVERSE
REVERSE
REVERSE INPUT
D4
FORWARD CLUTCH FEED
REAR LUBE
ACCUMULATOR
1-2 SIGNAL
2-3 SIGNAL
2ND
2ND CLUTCH
C. C. SIGNAL
3-4 SIGNAL
3RD ACCUMULATOR
3-4 CLUTCH
4TH SIGNAL
SERVO FEED
4TH
3-4 ACCUMULATOR
D3
OVERRUN
OVERRUN CLUTCH FEED
OVERRUN CLUTCH
D2
ORIFICED D2
3-2 SIGNAL
LO
LO/1ST
EXHAUST
ORIFICED EXHAUST
VENT
SEAL DRAIN
VOID
REGULATED APPLY
COMPONENTS (
(8)
(10)
(11)
(38)
(39)
(40)
(49)
(50)
(61)
(91)
(232)
(237)
(238)
(240)
92B

LINE PRESSURE TAP
CHECKBALLS (#1, 2, 3, 4, 5, 6, 8, 12)
CHECKBALL (#10)
ORIFICED CUP PLUG

2
V
13
48
(237)
27
30b
13
47
24
35
34
36
33
35
32
31b
35d/36
20
33a
28
9
20
11
47
26b
26a
#1
32 9e
47
32a
47
26
48
#8
24
47
#6
11
47
17 17
20
20
31
33
31
11
30 27
22
27
31
35
24
13
24
34
15
24
41
13
43
17
12
(50)
15
#3
12
34
41
SPACER PLATE (48)

38
12
47
29 29
16
47
44
18
41
9
9
27
30
31
36
33
43
33
37
48
36
17
26
26
26
48
11
9
25
9
24
10
23
9
35/39
10
47
33
20
17
20
17
9
25
9
25
11
11
25
20
21
21
21
3
9
25
33
32
36
26
26
21
25
24 38
24
35
28
20
13
25
25
CASE (103)
(2-4 Servo Bore)
24
37
48
25
43
33
44
20
11
31
43
25
25
9
27
34
COMPONENT DRAWINGS
FLOW.
14
24
31
31
20
9
22
22
35
24
42
43
41
14
12
34
29
24
12
17
42
44
24
34 13
24
35
20
18
34
25
32
28
39
NOTE:
14
17
17
38 41
22
10
39
18
15
27
30
10
24
24
31
31
33
43
48
24 24
13
#12
41
18
17
12
29
11
10
30
27
24
24
24
29
29
14
12
16
15
9
24
34
35
34
25 25
25
25
22
27
30
43
38
34
34
43
12
22
13
3
38
29
42
44
41
38
28
15
40
42
44
18
34
14
12
17
17
38
15
11
(11)
14
18
12
41
29
17
29
15
29
11
16
12
41
18
18
34
29
29
34
12
38
47
34
47
41
38
FORWARD
CLUTCH
ACCUMULATOR
BORE

(Case Side)
38
41
29
16
32
14
47
2-4 SERVO BORE
#7/(40)
42
17
#2
19
CASE (103)
28
14
12
(38)
43
47
18
38
9b
22
17
42
34
9d/10
43
18
3
40
21a
24
42
43 28 29 29 16
47
47
17
24
34
15
29
47
23
38
25
20c
#4
10
17
34
47
35
33
32
24
47
#5
47
37
25
30
29
20e/21
20d/21
3b
43 43
47
18
25
28
47
3 48
47
26
11
47
9f
11
36
(49)
25g
25e
9a
44
35b 35c/39
35e/36
31
20a 20b
17g
30
11a
25d
17f
43
3
25
10b/23
9g
9c
11b
25
47
33b
3c
21
47
24c
38e/39
25f
9p
11
47
28a
48a
25
47 9
47
26
26
33
25
36a
37a
48b
28
32
24f 24e
31a
9k/10
43b/44
25b
TO
LOW AND
REVERSE
CLUTCH
33
17
36
48
25
28
16 3
10
47
33
37
47
34e
37
#7
(40)
24m/25
24g
16
24k/25
24h
7
5
31c
33c
43a
31
33
43
34f
25a
39
37
47
47
48
14
24
25
47
10
34
#10
47
22
13
22
12
11 29
25
38c
29g/28
34
27
30
22
24
18
47
14
41a
11
19
24
12
9o
34a
47
18
15c/16
47
44
41
17
42
47
29
17
38
41b
12b
29b
38a
3a
18
29
12
18
CASE (103)
(Pump Cover Side)
17a/18
14c
34b
17e
18a
22
16a
12d 14a
17
17b/18
17d
29a
23
14 18b
12c
42a
27
29c
15a
44a 26
42b
29d
38d
17c
12e
9h
41c
15d
9m
41d
43c/44
29e
9n
14b
22a
13
18c
11c
24b
24a
10c/22
34d
13b
10
27c/29
25
27b/29
21
34c
27d
30a
27a 24d
35a
13a 10a
22b
REAR
LUBE
14
12
29
15
11
17
16
47
9
29
11
18
37
16
29f/28
15b/16
34
38
48
16
34
16
29
38b
12a
12
29 11 18
PUMP COVER (215)

(Case Side)
41
37
16
38
41
37
PUMP COVER (215)

(Pump Body Side)
38
16
16
18 11 29
37
48
47
12
47
29
47
(10)
46
PUMP BODY (200)

(Pump Cover Side)
16
(237)
(237)
29
(237)
37
37
16
43
11
43
43
16
46
37
(39)
5
37
29
18
11
47
47
37
46
43
(238)
43
16
43
48
48
16
5 8
37
29
18
43
43
2
3
3
4
43
45
43
43
(10)
43
47
(232)
(232)
(240)
2
47
45
(240)
45
45
47
(240)
PRESSURE RELIEF
VALVE BORE
10
25
20
GASKET (47)
(Case/Spacer Plate)
Figure 90
GASKET (52)
FOLDOUT 93

REVERSE INPUT
CLUTCH ASSEMBLY
2ND & 4TH

SERVO
TORQUE
CONVERTER
ASSEMBLY
INPUT CLUTCH
HOUSING ASSEMBLY
LOW AND REVERSE

CLUTCH ASSEMBLY
44
26
27
23
14c
14a
2ND
LO
D4
ORIFICED D2
2ND
D4
2ND
D2
PR
38e
34a
21
39
D3
34b
LO
41c
41b
41a
VALVE BODY (60)

GASKET (52)
SPACER PLATE (48)
GASKET (47)
LO
12b
41d
FWD CL FEED
D2
12c
12d
D2
D3
D3
12e
PR
FORWARD
CLUTCH
ACCUMULATOR
18a
EX
LO
D2
D4
D3
12a
38b
38a
PR
D2
38c
EX
D4
2ND
D2
LO/REVERSE
42b
LO/REVERSE
FORWARD CLUTCH FEED
CASE (8)
D4-3-2
FILTERED AFL
PR
43c
LO/1ST
PR
24b
LO/1ST
D2
14b
TEMP
SENSOR
D4-N.O.
3-4 ACCUMULATOR
D4
21a
21
EX
24d
24a
44a
EX
PR
LO/REV
EX
D4
LINE
EX
D3
D4
ORF ACC
20e
20d
21
EX
EX
D4
EX
LO
LO
O EX
D4
D2
17a
17b
18
17c
18b
15c
16
18
15b
16
ACCUMULATOR
D4
D4-3-2
EX
D2
EX
D2
EX
D4
3-4 ACC
SERVO FD
2ND
D3
20c
9f
17f
11a
17g
TORQUE SIGNAL
EX
EX
AFL
9d
10
31a
33a
D3
EX
AFL
REVERSE INPUT
REVERSE
EX
2ND CL
25d
24m
25b
25
25e
2ND
2ND CL
24k
25a
25
24g
24c
2ND
2ND
2ND CL
OVERRUN CL FD
24h
36a
35e
36
ACCUM
35a
31b
EX
EX
EX
EX
EX
EX
EX
D3
AFL
EX
35c
35d
36
39
35b
33c
9c
9b
37a
9e
EX
EX
2ND CL
9a
AFL
D3
3-4
LINE
ORIFICED ACCUM
EX
CL
4TH SIGNAL
3-4 SIGNAL
3-4 CLUTCH
26a
9p
D3
31c
26b
34f
25f
34e
34d
29e
34c
TORQUE SIGNAL
3RD
OVERRUN CLUTCH
REGULATED APPLY
PRESS REG
BOOST VALVE
OVERRUN
OVERRUN CLUTCH
ACCUMULATOR
OVERRUN
REVERSE INPUT
2ND CLUTCH
4TH
DECREASE
CONV FD
LINE
OVERRUN CLUTCH
RELEASE
2ND CL
4TH
RELEASE
OVERRUN
CASE (8)
LUBE
LUBE
APPLY
OVERRUN CLUTCH
FORWARD CLUTCH FEED
ACCUM
3RD
2ND CLUTCH
REVERSE INPUT
EX
SUCTION
OFF
SUCTION
22 10c
25
24e
CONV FD
17d
REGULATED APPLY
13b
CASE (8)
LO
D3-N.C.
D2-N.C.
24f
REV-N.O.
D4
9k
10a
LO-N.O.
#12
22
10
FWD CL FD
17
LO OVERRUN
1-2 SHIFT
SOLENOID
VALVE
N.O.
TFP
SWITCH
ASSEMBLY
#3
COOLER
FILTER
(49)
ORIFICED D2
REVERSE INPUT
2ND CLUTCH
REVERSE INPUT
29
23 10b
16
2ND
1-2 SIGNAL
13a
9g
ACTUATOR FEED LIMIT
20
ORIFICED EX
EX
R N D 3 2 1
#8
38d
28
D4-3-2
PR
20b
42a
1-2 SHIFT VALVE
#6
ON
30
MANUAL
VALVE
20a
LO/1ST
33b
17e
2-3 SHIFT
SOLENOID
VALVE
N.O.
D4-3-2
ORIFICED EX
REVERSE
3RD ACCUM
D3
9m
9h
2ND
FORWARD ABUSE
OVERRUN
REVERSE
AFL
LINE
#5
25g
ACTUATOR FEED LIMIT

2-3 SIGNAL
2-3 SHUTTLE
28a
EX
3RD ACCUMULATOR
ACTUATOR FEED LIMIT
CLUTCH
3-2 CONTROL
3-4
AFL
3-4 SIGNAL
2ND CLUTCH
REV ABUSE
12
29g 28
#2
3-4 CLUTCH
REVERSE
REVERSE INPUT
18c
3-2
CONTROL
SOLENOID
VALVE
N.C.
OFF
15d
28
18
1-2 SIGNAL
SIGNAL
3b
3-2
D4
2ND
ACCUMULATOR
D2
#1
VALVE BODY (60)

3-4 ACCUMULATOR
3c
1-2 ACCUMULATOR
9n
29f
3-4 ACCUM
ACCUMULATOR
9o
4TH
3-2 DOWNSHIFT
Figure 91
14
19
4TH SIGNAL
3-4 SIGNAL
1-2 SIGNAL
2ND
2ND CLUTCH
29c
29a
29b
CL
BOTTOM
PAN
(SUMP)
(75)
#4
1-2 SIGNAL
D3
D4
2-3 SHIFT VALVE
3-4 SHIFT VALVE
29d
EX
29
40
3-4 SIGNAL
1-2 SIGNAL
3-4
13
27c 29
REVERSE INPUT
FILTER
(72)
3a
27b
FORWARD CLUTCH FEED
30a
27d
22a
4-3 SEQUENCE VALVE
EX
OVERRUN CLUTCH FEED
PRESSURE
CONTROL
SOLENOID
VALVE
ACCUM VALVE
CC SIGNAL
3-4 ACCUM
OVERRUN CL
SERVO FD
3-4 RELAY
22b
REG APPLY
REG APPLY
LINE
ISOLATOR VALVE
REGULATED APPLY
31
3-4 ACCUMULATOR
4TH
27a
FILTER
(50)
3-4 ACCUM
FILTERED AFL
PR
LO/REVERSE
ACTUATOR FEED LIMIT
32a
AFL
32
#10
2ND CLUTCH
ACTUATOR FEED LIMIT
LINE
SERVO FEED
2ND
4TH SIGNAL
94
TORQUE SIGNAL
SERVO FEED
ORF EX
44
43a
43b
15a
SUCTION
CONVERTER & LUBE
MAINLINE
SOLENOID SIGNAL
ACCUMULATOR
ACTUATOR FEED LIMIT
TORQUE SIGNAL
16a
FLUID PRESSURES
2ND CLUTCH
REGULATED APPLY
30b
REV INPUT
EX
LINE
TCC PWM
SOLENOID
VALVE
N.C.
11c
D3
LINE
TCC
SOLENOID
(66)
N.O.
10
TORQUE SIG
OVERRUN CLUTCH
48b
EX
(237)
11b
48a
EX
EX
3-4 CLUTCH
OVERRUN CLUTCH
SERVO FEED
CC SIGNAL
EX
OFF
LINE
PRESSURE
TAP
(39)
(237)
EX
LINE
PUMP
ASSEMBLY
(4)
FILTER
(232)
(238)
PRESSURE
RELIEF
VALVE
OIL
COOLER
PIPE
CONNECTOR
(10)
AFL
EX
OVERRUN
AIR
BLEED
(240)
COOLER
REAR LUBE
24
LUBE
FORWARD CLUTCH FEED
EX
EX
OVERRUN
CLUTCH
LUBE
APPLY
REV INPUT
COOLER
EX
#7
#9
3-4 CLUTCH
FORWARD CLUTCH FEED
EX
LUBE
3RD ACCUM
11
EX

selector lever into the Manual Second (2) position when the transmission is operating in Third gear. This causes the transmission to shift
immediately into Second gear and prevents the transmission from
upshifting to either Third or Fourth gears.
External Linkage

Valve Body Assembly

1-2 SHIFT
SOLENOID
VALVE
2-3 SHIFT
SOLENOID
VALVE
2-4
BAND
OFF
ON
APPLIED
REVERSE
INPUT
CLUTCH
OVERRUN
CLUTCH
FORWARD
CLUTCH
FORWARD
SPRAG CL.
ASSEMBLY
APPLIED
APPLIED
HOLDING
3-4
CLUTCH
LO-ROLLER
CLUTCH
LO/REV
CLUTCH
94A

PASSAGES
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
30
31
32
33
34
35
36
37
38
39
40
41
42
43
44
45
46
47
48
SUCTION
DECREASE
LINE
CONVERTER FEED
RELEASE
APPLY
COOLER
LUBE
ACTUATOR FEED LIMIT
TORQUE SIGNAL
PR
D4-3-2
LO/REVERSE
REVERSE
REVERSE INPUT
D4
FORWARD CLUTCH FEED
REAR LUBE
ACCUMULATOR
1-2 SIGNAL
2-3 SIGNAL
2ND
2ND CLUTCH
C. C. SIGNAL
3-4 SIGNAL
3RD ACCUMULATOR
3-4 CLUTCH
4TH SIGNAL
SERVO FEED
4TH
3-4 ACCUMULATOR
D3
OVERRUN
OVERRUN CLUTCH FEED
OVERRUN CLUTCH
D2
ORIFICED D2
3-2 SIGNAL
LO
LO/1ST
EXHAUST
ORIFICED EXHAUST
VENT
SEAL DRAIN
VOID
REGULATED APPLY
COMPONENTS (
(8)
(10)
(11)
(38)
(39)
(40)
(49)
(50)
(61)
(91)
(232)
(237)
(238)
(240)
94B

LINE PRESSURE TAP
CHECKBALLS (#1, 2, 3, 4, 5, 6, 8, 12)
CHECKBALL (#10)
ORIFICED CUP PLUG

2
V
13
48
48
46
(237)
22
24
34
27
30
27
47
10
30b
13
47
24
35
34
36
33
35
28
48
32
31b
35d/36
20
33a
28
9
20
26b
9p
11
11
47
#1
32 9e
47
25
#6
11
37
47
17 17
20
43 43
#8
24
47
25
30
20
31
33
31
11
30 27
22
24
13
24
34
15
41
13
43
17
12
(50)
15
#3
12
34
41
SPACER PLATE (48)

38
12
47
29 29
16
47
44
18
41
9
9
27
30
48
36
33
43
43
33
37
48
36
17
26
26
26
48
11
9
25
9
24
10
23
9
35/39
10
47
33
20
17
20
17
9
25
9
25
11
11
25
20
21
21
21
3
9
25
33
32
36
26
26
21
25
24 38
24
35
28
20
13
25
25
CASE (103)
(2-4 Servo Bore)
24
37
48
25
43
33
44
20
11
31
43
25
25
9
27
34
COMPONENT DRAWINGS
FLOW.
14
24
31
31
20
9
22
22
35
24
42
43
41
14
12
34
29
24
12
17
42
44
24
34 13
24
35
20
18
34
25
32
28
39
NOTE:
14
17
17
38 41
22
10
39
18
15
27
30
10
24
24
31
31
33
31
25
24 24
13
#12
41
18
17
12
29
11
10
30
27
24
24
24
29
29
14
12
16
15
9
24
34
35
34
25 25
25
22
27
30
25
43
38
34
34
43
12
22
13
3
38
29
42
44
41
38
28
15
40
42
44
18
34
14
12
17
17
38
15
11
(11)
14
18
12
41
29
17
29
15
29
11
16
12
41
18
18
34
29
29
34
12
38
47
34
47
41
38
FORWARD
CLUTCH
ACCUMULATOR
BORE

(Case Side)
38
41
29
16
32
14
47
2-4 SERVO BORE
#7/(40)
42
17
#2
19
CASE (103)
28
14
12
(38)
43
47
18
38
9b
22
17
42
34
9d/10
43
18
3
40
21a
24
42
43 28 29 29 16
47
47
17
24
34
15
29
47
23
38
25
20c
#4
27
31
35
24
47
10
24
47
35
33
32
17
34
29
#5
47
28
36
20e/21
20d/21
3b
47
26
47
3 48
47
18
25g
25e
9a
44
26
11
11
48
47
11a
25d
47
(49)
9f
9c
11b
25
47
35b 35c/39
35e/36
31
20a 20b
17g
30
32a
3c
21
47
33b
17f
43
3
25
10b/23
9g
25f
26a
25
3
47
28a
48a
24c
38e/39
16 3
47 9
47
26
26
33
25
36a
37a
48b
28
32
24f 24e
31a
9k/10
43b/44
25b
TO
LOW AND
REVERSE
CLUTCH
33
17
36
33
37
47
34e
37
#7
(40)
24m/25
24g
16
24k/25
24h
7
5
31c
33c
43a
31
33
43
34f
25a
39
37
47
47
48
14
24
25
47
#10
34
12
22
13
22
47
14
11
18
24
12
11 29
25
38c
29g/28
18
19
47
44
41
15c/16
9o
18
10
47
47
41a
29
17
42
47
34a
18
29
17
38
12
29
15
11
12
16
47
41b
12b
29b
38a
3a
17a/18
14c
34b
17e
18a
22
16a
12d 14a
17
17b/18
17d
29a
23
14 18b
12c
42a
27
29c
15a
44a 26
42b
29d
38d
17c
12e
9h
41c
15d
9m
41d
43c/44
29e
9n
14b
22a
13
18c
11c
24b
24a
10c/22
34d
13b
10
27c/29
25
27b/29
21
34c
27d
30a
27a 24d
35a
13a 10a
22b
REAR
LUBE
14
29
17
37
CASE (103)
(Pump Cover Side)
16
9
11
18
48
16
29f/28
15b/16
34
38
16
29
34
38b
12a
12
41
29 11 18
PUMP COVER (215)

(Case Side)
38
41
37
16
PUMP COVER (215)

(Pump Body Side)
38
12
47
37
16
47
29
16
18 11 29
37
47
(237)
PUMP BODY (200)

(Pump Cover Side)
(10)
16
(237)
29
16
43
11
37
37
(237)
43
43
16
46
37
(39)
5
37
29
18
11
47
47
37
46
43
(238)
43
16
43
48
48
16
5 8
37
29
18
43
43
2
3
3
4
43
45
43
43
(10)
43
47
(232)
(232)
(240)
2
47
45
(240)
45
45
47
(240)
PRESSURE RELIEF
VALVE BORE
10
25
20
GASKET (47)
(Case/Spacer Plate)
Figure 92
GASKET (52)
FOLDOUT 95

REVERSE INPUT
CLUTCH ASSEMBLY
2ND & 4TH

SERVO
TORQUE
CONVERTER
ASSEMBLY
INPUT CLUTCH
HOUSING ASSEMBLY
LOW AND REVERSE

CLUTCH ASSEMBLY
3-4 CLUTCH
FORWARD CLUTCH FEED
ORF ACC
21a
21
CASE (8)
PR
D4-3-2
PR
LO/1ST
D4
2ND
PR
38e
34a
D2
D3
39
34b
21
D4
ORIFICED D2
2ND
D2
D4
2ND
LO/REVERSE
LO
41d
LO
41c
41b
18a
41a
FILTERED AFL
AFL
EX
PR
LO/REV
EX
LO
D2
D4
D3
3-4 ACCUMULATOR
D4
20e
20d
21
EX
EX
D4
EX
LINE
D3
12c
12b
VALVE BODY (60)

GASKET (52)
SPACER PLATE (48)
GASKET (47)
LO
12d
FWD CL FEED
D2
12a
18
D2
O EX
LO
EX
D4
LO
EX
EX
EX
D2
D4-3-2
D2
EX
REVERSE
EX
D4
17a
17b
18b
18
15c
17c
16
ACCUMULATOR
D4
EX
3-4 ACC
SERVO FD
2ND
D3
EX
AFL
REVERSE INPUT
EX
D4
EX
OVERRUN
20c
17g
9f
17f
11a
EX
TORQUE SIGNAL
D3
EX
EX
EX
EX
EX
15b
16
9d
10
31a
33a
AFL
EX
EX
EX
2ND CL
25e
25d
24m
25
25a
2ND CL
24g
ACCUM
35a
31b
33c
37a
9c
9b
9a
AFL
EX
2ND CL
2ND
2ND
2ND CL
OVERRUN CL FD
ORIFICED ACCUM
26a
9p
EX
D3
9e
LINE
D3
26b
31c
34f
34e
34d
29e
34c
D3
3-4 CL
4TH SIGNAL
3-4 SIGNAL
2ND CLUTCH
BOOST VALVE
25f
3RD ACCUMULATOR
OVERRUN
REVERSE INPUT
PRESS REG
CONV FD
LINE
24h
2ND
OVERRUN CLUTCH
REGULATED APPLY
36a
2ND CL
4TH
DECREASE
RELEASE
TORQUE SIGNAL
35e
24k
25
OVERRUN CLUTCH
CASE (8)
APPLY
OVERRUN CLUTCH
FORWARD CLUTCH FEED
36
25b
RELEASE
4TH
35c
LUBE
APPLY
35d
36
39
35b
3-4 CLUTCH
OVERRUN
3RD ACCUM
2ND CLUTCH
REVERSE INPUT
EX
SUCTION
SUCTION
CONV FD
LUBE
COOLER
12e
PR
D2
D3
D3
PR
REGULATED APPLY
CASE (8)
38b
FORWARD
CLUTCH
ACCUMULATOR
D2
38c
EX
2ND
14b
FORWARD CLUTCH FEED
14a
38a
TEMP
SENSOR
LO
D4-N.O.
LO/REVERSE
42b
23
14c
D4
D2
D3-N.C.
D2-N.C.
REV-N.O.
44
26
43c
24a
44a
27
LO/1ST
LO-N.O.
FWD CL FD
24c
24b
D4
24d
TFP
SWITCH
ASSEMBLY
2ND CLUTCH
REVERSE INPUT
22 10c
25
24e
ORIFICED EX
EX
#12
22
17d
LO OVERRUN
17
42a
16
28
2ND 24f
9k
13b
1-2 SHIFT
SOLENOID
VALVE
N.O.
REVERSE INPUT
10
10a
ON
#3
1-2 SIGNAL
2ND
#8
9g
FILTER
(49)
29
23 10b
13a
REVERSE
20b
38d
ACTUATOR FEED LIMIT
30
17e
ON
33b
20a
2-3 SHIFT
SOLENOID
VALVE
N.O.
9m
9h
EX
1-2 SHIFT VALVE
D4-3-2
ACTUATOR FEED LIMIT

2-3 SIGNAL
LO/1ST
25g
AFL
1-2 SIGNAL
EX
2-3 SHUTTLE
ORIFICED
D4
2ND
ACCUMULATOR
D2
MANUALVALVE
D4-3-2
CLUTCH
2ND
VALVE BODY (60)

3-4 ACCUMULATOR
PR
ORIFICED D2
18
1-2 ACCUMULATOR
#1
ACCUMULATOR
3-4 SIGNAL
REVERSE
REVERSE INPUT
3-4 ACCUM
R N D 3 2 1
20
19
#6
3RD ACCUM
EX
PR
LO/REVERSE
FORWARD ABUSE
3RD ACCUMULATOR
ACTUATOR FEED LIMIT
AFL
D3
Figure 93
OVERRUN
96
3-2 CONTROL
31
#10
3-4 ACCUMULATOR
D4
OFF
#5
3-2
CONTROL
SOLENOID
VALVE
N.C.
REVERSE
18c
3-4 CLUTCH
LINE
3a
BOTTOM
PAN
(SUMP)
(75)
REVERSE INPUT
FILTER
(72)
2ND CLUTCH
REV ABUSE
3-4 CLUTCH
FORWARD CLUTCH FEED
SUCTION
CONVERTER & LUBE
MAINLINE
SOLENOID SIGNAL
ACCUMULATOR
ACTUATOR FEED LIMIT
TORQUE SIGNAL
3b
4TH SIGNAL
3-4 SIGNAL
1-2 SIGNAL
2ND
3-2 DOWNSHIFT
3c
15a
D3
12
29g 28
4TH
#2
28a
FLUID PRESSURES
16a
PRESSURE
CONTROL
SOLENOID
VALVE
2-3 SHIFT VALVE
1-2 SIGNAL
3-4 SHIFT VALVE
15d
4-3 SEQUENCE VALVE
EX
OVERRUN CLUTCH FEED
9n
3-4 ACCUM
FILTERED AFL
ACCUM VALVE
3-4 SIGNAL
9o
28
CC SIGNAL
3-4 ACCUM
OVERRUN CL
SERVO FD
3-4 RELAY
29a
FILTER
(50)
3-2 SIGNAL
29c
29f
ISOLATOR VALVE
SERVO FEED
2ND
4TH SIGNAL
40
14
REG APPLY
REG APPLY
LINE
#4
3-4 CL
29d
LINE
13
27c 29
29
AFL
ACTUATOR FEED LIMIT
REGULATED APPLY
OVERRUN CLUTCH
REGULATED APPLY
1-2 SIGNAL
27b
REV INPUT
TCC PWM
SOLENOID
VALVE
N.C.
29b
LINE
30a
27d
22a
32
4TH
22b
32a
TORQUE SIG
EX
TCC
SOLENOID
(66)
N.O.
ORF EX
44
43a
OFF
LINE
PRESSURE
TAP
(39)
43b
27a
EX
EX
(237)
PUMP
ASSEMBLY
(4)
30b
11c
EX
EX
2ND CLUTCH
D3
LINE
EX
48b
11b
10
(237)
TORQUE SIGNAL
SERVO FEED
ACTUATOR FEED LIMIT
(238)
LINE
PRESSURE
RELIEF
VALVE
OIL
COOLER
PIPE
CONNECTOR
(10)
AFL
9
48a
FILTER
(232)
3-4 CLUTCH
OVERRUN CLUTCH
SERVO FEED
CC SIGNAL
COOLER
2ND CLUTCH
EX
AIR
BLEED
(240)
EX
FORWARD CLUTCH FEED
REAR LUBE
24
LUBE
OVERRUN CLUTCH
OVERRUN
EX
LUBE
REV INPUT
COOLER
EX
OVERRUN CLUTCH
#9
#7
EX
LUBE
3RD ACCUM
11
EX

selector lever into the Manual First (1) position when the transmission
is operating in Second gear. If vehicle speed is below approximately 56
km/h (35 mph) the transmission will shift into First gear. Above this
speed, the transmission will shift into a Manual First - Second Gear
condition until vehicle speed slows sufficiently.
External Linkage

Valve Body Assembly

1-2 SHIFT
SOLENOID
VALVE
2-3 SHIFT
SOLENOID
VALVE
ON
ON
2-4
BAND
REVERSE
INPUT
CLUTCH
OVERRUN
CLUTCH
FORWARD
CLUTCH
FORWARD
SPRAG CL.
ASSEMBLY
APPLIED
APPLIED
HOLDING
3-4
CLUTCH
LO-ROLLER
CLUTCH
LO/REV
CLUTCH
HOLDING
APPLIED
96A

PASSAGES
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
30
31
32
33
34
35
36
37
38
39
40
41
42
43
44
45
46
47
48
SUCTION
DECREASE
LINE
CONVERTER FEED
RELEASE
APPLY
COOLER
LUBE
ACTUATOR FEED LIMIT
TORQUE SIGNAL
PR
D4-3-2
LO/REVERSE
REVERSE
REVERSE INPUT
D4
FORWARD CLUTCH FEED
REAR LUBE
ACCUMULATOR
1-2 SIGNAL
2-3 SIGNAL
2ND
2ND CLUTCH
C. C. SIGNAL
3-4 SIGNAL
3RD ACCUMULATOR
3-4 CLUTCH
4TH SIGNAL
SERVO FEED
4TH
3-4 ACCUMULATOR
D3
OVERRUN
OVERRUN CLUTCH FEED
OVERRUN CLUTCH
D2
ORIFICED D2
3-2 SIGNAL
LO
LO/1ST
EXHAUST
ORIFICED EXHAUST
VENT
SEAL DRAIN
VOID
REGULATED APPLY
COMPONENTS (
(8)
(10)
(11)
(38)
(39)
(40)
(49)
(50)
(61)
(91)
(232)
(237)
(238)
(240)
96B

LINE PRESSURE TAP
CHECKBALLS (#1, 2, 3, 4, 5, 6, 8, 12)
CHECKBALL (#10)
ORIFICED CUP PLUG

2
V
13
48
48
46
(237)
9
22
24
34
27
30
27
47
10
47
24
36
33
35
28
48
32
31b
35d/36
20
33a
28
9
20
26b
9p
11
11
47
#1
32 9e
47
25
#6
11
37
47
17 17
20
43 43
#8
24
47
25
30
20
31
33
31
11
30 27
22
24
13
24
34
15
41
13
43
17
12
(50)
15
#3
12
34
41
SPACER PLATE (48)

38
12
2-4 SERVO BORE
47
29 29
16
47
44
18
41
9
9
27
30
31
36
33
43
33
37
48
36
17
26
26
26
48
11
9
25
9
24
10
23
9
35/39
10
47
33
20
17
20
17
9
25
9
25
11
11
25
20
21
21
21
3
9
25
33
32
36
26
26
21
25
24 38
24
35
28
20
13
25
25
CASE (103)
(2-4 Servo Bore)
24
37
48
25
43
33
44
20
11
31
43
25
25
9
27
34
COMPONENT DRAWINGS
FLOW.
14
24
31
31
20
9
22
22
35
24
42
43
41
14
12
34
29
24
12
17
42
44
24
34 13
24
35
20
18
34
25
32
28
39
NOTE:
14
17
17
38 41
22
10
39
18
15
27
30
10
24
24
31
31
33
43
48
24 24
13
#12
41
18
17
12
29
11
10
30
27
24
24
24
29
29
14
12
16
15
9
24
34
35
34
25 25
25
25
22
27
30
25
43
38
34
34
43
12
22
13
3
38
29
42
44
41
38
28
15
40
42
44
18
34
14
12
17
17
38
15
11
(11)
14
18
12
41
29
17
29
15
29
11
16
12
41
18
18
34
29
29
34
12
38
47
34
47
41
38
FORWARD
CLUTCH
ACCUMULATOR
BORE

(Case Side)
38
41
29
16
32
14
47
CASE (103)
#7/(40)
42
17
#2
19
28
14
12
(38)
43
47
18
38
9b
22
17
42
34
9d/10
43
18
3
40
21a
24
42
43 28 29 29 16
47
47
17
24
34
15
29
47
23
38
25
20c
#4
27
31
35
24
47
10
24
47
35
33
32
17
34
29
#5
47
28
36
20e/21
20d/21
3b
47
26
47
3 48
47
18
25g
25e
9a
44
26
11
11
48
47
11a
25d
47
(49)
9f
9c
11b
25
47
35b 35c/39
35e/36
31
20a 20b
17g
30
32a
3c
21
47
33b
17f
43
3
25
10b/23
9g
25f
26a
25
3
47
28a
48a
24c
38e/39
16 3
47 9
47
26
26
33
25
36a
37a
48b
28
32
24f 24e
31a
9k/10
43b/44
25b
TO
LOW AND
REVERSE
CLUTCH
33
17
36
33
37
47
34e
37
#7
(40)
24m/25
24g
16
24k/25
24h
7
5
31c
33c
43a
31
33
43
34f
25a
39
37
47
47
48
14
24
25
47
30b
13
35
34
#10
34
12
22
13
22
47
14
11
18
24
12
19
11 29
25
38c
29g/28
18
9o
18
10
47
47
41a
47
44
41
15c/16
29
17
42
47
34a
18
29
17
38
12
29
15
11
12
16
47
41b
12b
29b
38a
3a
17a/18
14c
34b
17e
18a
22
16a
12d 14a
17
17b/18
17d
29a
23
14 18b
12c
42a
27
29c
15a
44a 26
42b
29d
38d
17c
12e
9h
41c
15d
9m
41d
43c/44
29e
9n
14b
22a
13
18c
11c
24b
24a
10c/22
34d
13b
10
27c/29
25
27b/29
21
34c
27d
30a
27a 24d
35a
13a 10a
22b
REAR
LUBE
14
29
17
37
CASE (103)
(Pump Cover Side)
16
9
11
18
48
16
29f/28
15b/16
34
38
16
29
34
38b
12a
12
41
29 11 18
PUMP COVER (215)

(Case Side)
38
41
37
16
PUMP COVER (215)

(Pump Body Side)
38
12
47
37
16
47
29
16
18 11 29
37
47
(237)
PUMP BODY (200)

(Pump Cover Side)
(10)
16
(237)
29
16
43
11
37
37
(237)
43
43
16
46
37
(39)
5
37
29
18
11
47
47
37
46
43
(238)
43
16
43
48
48
16
5 8
37
29
18
43
43
2
3
3
4
43
45
43
43
(10)
43
47
(232)
(232)
(240)
2
47
45
(240)
45
45
47
(240)
PRESSURE RELIEF
VALVE BORE
10
25
20
GASKET (47)
(Case/Spacer Plate)
Figure 94
GASKET (52)
FOLDOUT 97
LUBRICATION POINTS
COOLER AND LUBRICATION CIRCUITS
LUBE
FROM COOLER
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 lubricate the various components.
The rear of the transmission is lubricated by D4

fluid feeding the rear lube fluid circuit through an
orifice cup plug (#24). Rear lube fluid is routed
into the transmission case extension housing (31)
to cool and lubricate the bushings and components
in the housing.
REAR
LUBE
FLUID
ORIFICED
CUP
PLUG
D4
FLUID
98
Figure 95
Bushing and Bearing Locations
242
603
606
234
601
615
616
637
241
657 659
663
669
665
672
674
667
683
692
33
CASE BUSHING
657
INPUT SUN GEAR BUSHING (FRONT)
CASE EXTENSION BUSHING
659
INPUT SUN GEAR BUSHING (REAR)
234
STATOR SHAFT BUSHING (FRONT)
663
THRUST BEARING ASSEMBLY (INPUT CARRIER TO

REACTION SHAFT)
241
STATOR SHAFT BUSHING (REAR)
665
REACTION CARRIER SHAFT BUSHING (FRONT)
242
OIL PUMP BODY BUSHING
667
REACTION CARRIER SHAFT BUSHING (REAR)
601
THRUST WASHER (PUMP TO DRUM)
669
THRUST WASHER (REACTION SHAFT/SHELL)
603
REVERSE INPUT CLUTCH BUSHING (FRONT)
672
REACTION GEAR BUSHING
606
REVERSE INPUT CLUTCH BUSHING (REAR)
674
THRUST WASHER (RACE/REACTION SHELL)
615
STATOR SHAFT/ SELECTIVE WASHER BEARING

ASSEMBLY
683
THRUST BEARING ASSEMBLY (REACTION CARRIER/

SUPPORT)
616
THRUST WASHER (SELECTIVE)
692
REACTION GEAR SUPPORT TO CASE BEARING
637
INPUT SUN GEAR BEARING ASSEMBLY
33
WH13165-4L60-E
Figure 96
99
Seal Locations
696B
608B
608A
622
30
696A
630
696C
26
21
27
19
18
106
37
618
619
243
636
230
691
34
632
623
PUMP TO CASE BOLT O-RING
608A
REVERSE INPUT CLUTCH SEAL (INNER)
OIL SEAL (PUMP TO CASE)
608B
REVERSE INPUT CLUTCH SEAL (OUTER)
18
OIL SEAL RING (2ND APPLY PISTON - OUTER)
618
O-RING SEAL (TURBINE SHAFT/ SELECTIVE WASHER)
19
OIL SEAL RING (2ND APPLY PISTON - INNER)
619
OIL SEAL RING (SOLID)
21
O-RING SEAL
622
INPUT TO FORWARD HOUSING O-RING SEAL
26
OIL SEAL RING (4TH APPLY PISTON - OUTER)
623
3RD AND 4TH CLUTCH PISTON
27
O-RING SEAL (2-4 SERVO COVER)
630
FORWARD CLUTCH PISTON
30
CASE EXTENSION TO CASE SEAL
632
OVERRUN CLUTCH PISTON
34
CASE EXTENSION OIL SEAL ASSEMBLY
636
INPUT HOUSING TO OUTPUT SHAFT SEAL
37
O-RING SEAL (ITSS TO CASE EXTENSION)
691
OUTPUT SHAFT SEAL (MODEL DEPENDENT)
106
CASE OIL SEAL ASSEMBLY (Y CAR ONLY)
696A
LOW AND REVERSE CLUTCH SEAL (OUTER)
230
OIL SEAL RING (STATOR SHAFT)
696B
LOW AND REVERSE CLUTCH SEAL (CENTER)
243
OIL SEAL ASSEMBLY
696C
LOW AND REVERSE CLUTCH SEAL (INNER)

WH338497-4L60-E
100
Figure 97
ILLUSTRATED PARTS LIST
101
Case and Associated Parts (1 of 2)

29
28
27
26
34
25
19
24
23
18
22
17
21
16
34
33
SOME MODELS
35
20
36
SOME 105
MODELS
37
13
15
31
32
12
14
95
96
103
SOME MODELS
30
9
11
10
99
7
6
5
71
74
73
72
102
75
1
76
107
94
102
97
103
73
100
106
76
101
75
98
SOME MODELS
YH586909-4L60-E
102
Figure 98
Case and Associated Parts (1 of 2) Legend

1
TORQUE CONVERTER ASSEMBLY

(MODEL DEPENDENT)
PUMP TO CASE BOLT
PUMP TO CASE BOLT O-RING
OIL PUMP ASSEMBLY
31
CASE EXTENSION (MODEL DEPENDENT)
32
CASE EXTENSION TO CASE BOLT
33
CASE EXTENSION BUSHING
34
CASE EXTENSION OIL SEAL ASSEMBLY

(MODEL DEPENDENT)
OIL SEAL (PUMP TO CASE)
35
SPEED SENSOR RETAINING BOLT
PUMP COVER TO CASE GASKET
36
INTERNAL TRANSMISSION SPEED SENSOR
CASE BUSHING
37
O-RING SEAL (ITSS TO CASE EXTENSION)
TRANSMISSION VENT ASSEMBLY
71
FILTER SEAL
10
OIL COOLER PIPE CONNECTOR (MODEL DEPENDENT)
72
TRANSMISSION OIL FILTER ASSEMBLY

(MODEL DEPENDENT)
11
CASE SERVO PLUG
73
TRANSMISSION OIL PAN GASKET
12
SERVO RETURN SPRING
74
CHIP COLLECTOR MAGNET
13
2ND APPLY PISTON PIN
75
TRANSMISSION OIL PAN (MODEL DEPENDENT)
14
RETAINER RING (2ND APPLY PISTON)
76
TRANSMISSION OIL PAN SCREW
15
SERVO CUSHION SPRING RETAINER
94
CONVERTER HOUSING TO CASE BOLT
16
SERVO CUSHION SPRING (OUTER)
95
OIL COOLER QUICK CONNECTOR

(MODEL DEPENDENT)
17
2ND APPLY PISTON

96
18
OIL SEAL RING (2ND APPLY PISTON - OUTER)
OIL COOLER QUICK CONNECT CLIP

(MODEL DEPENDENT)
19
OIL SEAL RING (2ND APPLY PISTON - INNER)
97
CONVERTER HOUSING ACCESS HOLE PLUG

(MODEL DEPENDENT)
20
SERVO PISTON HOUSING (INNER)
98
CONVERTER BOLT INSPECTION PLATE

(MODEL DEPENDENT)
21
O-RING SEAL
99
CUP D4 ORIFICE PLUG
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
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)
103
Case and Associated Parts (2 of 2)

103
38
40
39
42
41
43
44
45
46
91
47
49
50
48
52
56
55
54
61
60
104
93
57
63
65
62
64
67
66
58
59
53
69
L
77
43
44
45
46
47
48
49
50
52
53
54
55
56
57
D2
41
42
38
39
40
70
D3
68
TRANSMISSION CASE PLUG (ACCUMULATOR BLEED)

PRESSURE PLUG
3RD ACCUMULATOR RETAINER AND BALL
ASSEMBLY (#7)
BAND ANCHOR PIN
RETAINER AND BALL ASSEMBLY (DOUBLE ORIFICE)
(#10)
ACCUMULATOR PISTON PIN
3-4 ACCUMULATOR PISTON
OIL SEAL RING (3-4 ACCUMULATOR PISTON)
3-4 ACCUMULATOR SPRING (MODEL DEPENDENT)
SPACER PLATE TO CASE GASKET
VALVE BODY SPACER PLATE
SPACER PLATE TO VALVE BODY GASKET
SPACER PLATE SUPPORT PLATE
1-2 ACCUMULATOR SPRING (OUTER)
OIL SEAL RING (1-2 ACCUMULATOR)
1-2 ACCUMULATOR PISTON
1-2 ACCUMULATOR COVER AND PIN ASSEMBLY
58
59
60
61
62
63
64
65
66
67
68
69
70
77
91
93
103
104
ACCUMULATOR COVER BOLT

ACCUMULATOR COVER BOLT
CONTROL VALVE BODY ASSEMBLY
CHECKBALL (#2, 3, 4, 5, 6, 8, 12)
VALVE BODY BOLT
MANUAL DETENT SPRING ASSEMBLY
MANUAL DETENT SPRING BOLT
WIRING HARNESS PASS-THRU CONNECTOR O-RING
SEAL
WIRING HARNESS SOLENOID ASSEMBLY
O-RING SEAL (SOLENOID)
HEX WASHER HEAD BOLT (SOLENOID)
TRANSMISSON FLUID PRESSURE MANUAL VALVE
POSITION SWITCH ASSEMBLY
PRESSURE SWITCH ASSEMBLY BOLT
SPACER PLATE SUPPORT BOLT
NUMBER 1 CHECKBALL
DIPSTICK STOP BRACKET (MODEL DEPENDENT)
MAIN CASE SECTION (MODEL DEPENDENT)
1-2 ACCUMULATOR SPRING (INNER)
YH283778-4L60-E
104
Figure 99
Oil Pump Assembly

241
227
230
233
229
236
228
231
232
236
236
240
236
236
238
215
237
237
214
236
216
205
204
226
208
234
235
207
210
225
206
212
217
203
209
202
201
213
200
224
218
219
211
223
210
222
242
220
243
221
200
PUMP BODY
201
OIL SEAL RING (SLIDE TO WEAR PLATE)
202
O-RING SEAL (SLIDE SEAL BACK-UP)
203
PUMP SLIDE
204
PIVOT PIN SPRING
205
PIVOT SLIDE PIN
206
PUMP SLIDE SPRING (OUTER)
207
PUMP SLIDE SPRING (INNER)
208
209
211
ROTOR GUIDE
OIL PUMP ROTOR
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
221
223
PUMP SLIDE SEAL

PUMP VANE RING
213
222
PUMP SLIDE SEAL SUPPORT
210
212
244
REVERSE BOOST VALVE SLEEVE

OIL PUMP REVERSE BOOST VALVE RETAINING RING
OIL PUMP CONVERTER CLUTCH VALVE RETAINING

RING
STOP VALVE
224
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
233
COVER TO BODY BOLT
234
STATOR SHAFT BUSHING (FRONT)
235
OIL PUMP COVER PLUG (FWD CLUTCH FEED)
236
OIL PUMP COVER PLUG
237
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
Figure 100
XH405105-4L60-E
105
Control Valve Body Assembly (1 of 2)
350
353
354
355
357
356
360
358
365
359
361
370
368
362
366
363
367A
371
369
372
364
374
395
367B
375
360
376
395
395
377
378
364
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
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
106
Figure 101
Control Valve Body Assembly (2 of 2)
396
350
395
398
397
380
395
398
397
381
395
SOME
MODELS
381
395
380
382
383
385
384
381
395
386
381
395
360
387
388
392
389
391
359
390
340
381
394
395
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
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 102
107
Internal Components (1 of 2)
602
601 603
606 608B 608A 607
605
698
621
600 622
623
609
610
625
611
626
612A
627 628
612B
630
613 614
633 632
634
615 616
635
617 618
688
620
619
645A
645B 636
638 639
637
650
651
653
642
643
644
643
653
652
646
640
657
654A
654B
655
654A
654B
655
648
649A
649B
659
656
SOME MODELS
YH213098-4L60-E
108
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

ASSEMBLY
636
INPUT HOUSING TO OUTPUT SHAFT SEAL
606
REVERSE INPUT CLUTCH BUSHING (REAR)
637
INPUT SUN GEAR BEARING ASSEMBLY
607
REVERSE INPUT CLUTCH PISTON ASSEMBLY
638
OVERRUN CLUTCH HUB RETAINING SNAP RING
639
OVERRUN CLUTCH HUB
640
FORWARD SPRAG CLUTCH INNER RACE AND INPUT

SUN GEAR ASSEMBLY
608A
REVERSE INPUT CLUTCH SEAL (INNER)
608B
REVERSE INPUT CLUTCH SEAL (OUTER)
609
REVERSE INPUT CLUTCH SPRING ASSEMBLY
642
610
REVERSE INPUT CLUTCH SPRING RETAINER RING
643
SPRAG ASSEMBLY RETAINER RING
611
REVERSE INPUT CLUTCH PLATE (BELLEVILLE)
644
FORWARD CLUTCH RACE (OUTER)
645A
OVERRUN CLUTCH PLATE (STEEL)
645B
OVERRUN CLUTCH PLATE ASSEMBLY (FIBER)
612A
REVERSE INPUT CLUTCH TURBULATOR PLATE

(STEEL)
612B
REVERSE INPUT CLUTCH PLATE ASSEMBLY (FIBER)
613
REVERSE INPUT CLUTCH BACKING PLATE

(SELECTIVE)
614
REVERSE INPUT CLUTCH RETAINING RING
615
STATOR SHAFT/ SELECTIVE WASHER BEARING

ASSEMBLY
646
FORWARD CLUTCH PLATE (APPLY)
648
FORWARD CLUTCH PLATE (WAVED)
649A
FORWARD CLUTCH PLATE (STEEL)
649B
FORWARD CLUTCH PLATE ASSEMBLY (FIBER)
616
THRUST WASHER (SELECTIVE)
650
FORWARD CLUTCH BACKING PLATE (SELECTIVE)
617
651
FORWARD CLUTCH BACKING PLATE RETAINER RING
618
O-RING SEAL (TURBINE SHAFT/ SELECTIVE WASHER)

(MODEL DEPENDENT)
652
3RD AND 4TH CLUTCH PLATE (STEEL)

(2.2L ENGINE ONLY)
619
OIL SEAL RING (SOLID)
653
3RD AND 4TH CLUTCH APPLY PLATE (STEPPED)
620
RETAINER AND CHECKBALL ASSEMBLY
654A
621
INPUT HOUSING AND SHAFT ASSEMBLY

(MODEL DEPENDENT)
654B
622
O-RING SEAL INPUT TO FORWARD CLUTCH HOUSING
623
3RD AND 4TH CLUTCH PISTON
625
3RD AND 4TH CLUTCH RING (APPLY)
626
3RD AND 4TH CLUTCH PLATE ASSEMBLY (FIBER)

(QUANTITY MODEL DEPENDENT)
3RD AND 4TH CLUTCH PLATE (STEEL)
(QUANTITY MODEL DEPENDENT)
655
3RD AND 4TH CLUTCH BACKING PLATE (SELECTIVE)

(MODEL DEPENDENT)
656
3RD AND 4TH CLUTCH BACKING PLATE RETAINER

RING
3RD AND 4TH CLUTCH SPRING ASSEMBLY
657
INPUT SUN GEAR FRONT BUSHING
627
FORWARD CLUTCH HOUSING RETAINER AND BALL

ASSEMBLY
659
INPUT SUN GEAR REAR BUSHING
628
FORWARD CLUTCH HOUSING
688
CUP PLUG
630
FORWARD CLUTCH PISTON
698
ORIFICED CUP PLUG
109
Internal Components (2 of 2)
661
662
662D
663
664
662F
662C
666
665
667
662D
662B
662C
662A
662E
668
669
670
671 672
673
674
675
676
677
678
679
677
681
697
SOME
MODELS
680
681A 681D 681E
681C
682C
690
682D
691 692 693 694
682B
695
682A
683
684
685
SOME
MODELS
664
665
666
667
668
669
670
671
672
673
674
675
676
677
687
681B
681C
699
696A 696B 696C
678
679
680
661
662
662A
662B
662C
662D
662E
662F
663
686
681D
OUTPUT SHAFT TO INPUT CARRIER RETAINER

INPUT CARRIER ASSEMBLY
INPUT CARRIER PINION GEAR PIN
INPUT CARRIER PINION GEAR
INPUT CARRIER PINION WASHER
INPUT CARRIER PINION WASHER
INPUT CARRIER SPACER
INPUT CARRIER PINION/GEAR BEARING ROLLER
THRUST BEARING ASSEMBLY (INPUT CARRIER TO
REACTION SHAFT)
INPUT INTERNAL GEAR
REACTION CARRIER SHAFT FRONT BUSHING
REACTION CARRIER SHAFT
REACTION CARRIER SHAFT REAR BUSHING
REACTION SHAFT/INTERNAL GEAR RETAINER RING
THRUST WASHER (REACTION SHAFT SHELL)
REACTION SUN SHELL
REACTION SUN GEAR RETAINER RING
REACTION SUN BUSHING
REACTION SUN GEAR
THRUST WASHER (RACE/REACTION SHELL)
LOW AND REVERSE ROLLER CLUTCH RACE
LOW AND REVERSE SUPPORT TO CASE RETAINER
RING
LOW AND REVERSE ROLLER ASSEMBLY RETAINER
RING (CAM)
681
681A
681B
681C
681D
681E
682A
682B
682C
682D
683
684
685
686
687
690
691
692
693
694
695
696A
696B
696C
697
699
LOW AND REVERSE ROLLER CLUTCH ASSEMBLY

LOW AND REVERSE CLUTCH SUPPORT ASSEMBLY
LOW AND REVERSE CLUTCH SUPPORT RETAINER
SPRING
REACTION CARRIER ASSEMBLY
REACTION CARRIER PINION GEAR PIN
REACTION CARRIER PINION GEAR
REACTION CARRIER PINION BAT WINGED WASHER
REACTION CARRIER PINION WASHER
REACTION CARRIER PINION/GEAR NEEDLE ROLLER
LOW AND REVERSE CLUTCH PLATE (WAVED)
SPACER LOW AND REVERSE CLUTCH PLATE
(SELECTIVE)
LOW AND REVERSE CLUTCH PLATE ASSEMBLY
(FIBER)
LOW AND REVERSE CLUTCH TURBULATOR PLATE
(STEEL)
THRUST BEARING ASSEMBLY (REACTION CARRIER/
SUPPORT)
INTERNAL REACTION GEAR
INTERNAL REACTION GEAR SUPPORT
REACTION GEAR/SUPPORT RETAINER RING
OUTPUT SHAFT
OUTPUT SHAFT SLEEVE (MODEL DEPENDENT)
OUTPUT SHAFT SEAL (MODEL DEPENDENT)
REACTION GEAR SUPPORT TO CASE BEARING
LOW AND REVERSE CLUTCH RETAINER RING
LOW AND REVERSE CLUTCH SPRING ASSEMBLY
LOW AND REVERSE CLUTCH PISTON
LOW AND REVERSE CLUTCH SEAL (OUTER)
LOW AND REVERSE CLUTCH SEAL (CENTER)
LOW AND REVERSE CLUTCH SEAL (INNER)
OIL DEFLECTOR (HIGH OUTPUT MODELS ONLY)
INTERNAL TRANSMISSION SPEED SENSOR ROTOR
YH213103-4L60-E
110
Figure 104
Parking Pawl and Actuator Assembly

89
88
87
86
85
83
84
81
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)
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
90
82
80
79
78
WH65111-4L60-E
Figure 105
111
BASIC SPECIFICATIONS
HYDRA-MATIC 4L60-E TRANSMISSION

Produced at: Romulus, Michigan
Toledo, Ohio
U.S.A.
Mexico
RPO M30
Vehicles used in:
C/K Truck
F
HYDRA-MATIC 4L60-E
(FOUR-SPEED)
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 Pattern (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
1st
3.059
2nd
1.625
3rd
1.000
4th
0.696
Rev
2.294
Maximum Engine Torque
475 Nm (350 lb ft)
Maximum Gearbox Torque
910 Nm (670 lb ft)
Maximum Shift Speed
1-2
6,000 RPM
2-3
6,000 RPM
3-4
6,000 RPM
Maximum Gross Vehicle Weight
3,900 kg (8,600 lb)
Transmission Fluid Type
Dexron III
Transmission Fluid Capacities (Approximate)
245 mm Converter (Dry): 7.9 L (8.4 qt)
Transmission Weight
245 mm Converter (Dry): 65.4 kg (144.30 lb)
(Wet): 72.4 kg (159.55 lb)
112
DIVISION
MODEL
Chevrolet/GMC
Pickup/Suburban
Chevrolet/Pontiac Camaro/Firebird
G Van
Chevrolet/GMC
Express/Savana
M/L Van
Chevrolet/GMC
Astro/Safari
S/T Truck
Chevrolet/GMC
S10/Sonoma
Chevrolet
Corvette

(Wet): 89.2 kg (197.70 lb)
(Wet): 80.5 kg (176.16 lb)
(Wet): 80.5 kg (176.16 lb)
Converter Sizes Available
245, 258, 298 and 300 mm Converter (Reference)
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
Converter K Factor Range
For 245 mm Converter 122 to 240
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 Extension)
Overall Length
Current Minimum: 756.20 mm (Reference)
Current Maximum: 778.30 mm (Reference)
Case Extension Lengths
Determined by Customer Requirements
Current Minimum: 162.70 mm (Reference)
Current Maximum: 184.80 mm (Reference)
Current Converter Housings Available
245 mm and 258 mm (Small Bell Style)
298 mm and 300 mm (Large Bell Style)
Two-Piece Case with Separate Extension
Converter Housing
Main Case
*All dimensions shown are nominal.
Seven Position Quadrant

(P, R, N, D , D, 2, 1) / (P, R, N, D , 3, 2, 1)
Pressure Taps Available
Line Pressure
Information may vary with application. All information, illustrations and specifications
contained in this book are based on the latest product information available at the time of
publication. The right is reserved to make changes at any time without notice.
HYDRA-MATIC PRODUCT DESIGNATION SYSTEM

The product designation system used for all Hydra-matic
transaxles and transmissions consists of a series of numbers
and letters that correspond with the special features incorporated
in that product line. The first character is a number that
designates the number of forward gear ranges available in that
unit. For example: 4 = four forward gear ranges.
The second character is a letter that designates how the unit is
mounted in the vehicle. When the letter T is used, it
designates that the unit is transversely mounted and is used
primarily for front wheel drive vehicles. The letter L
designates that it is longitudinally mounted in the vehicle and
it is used primarily for rear wheel drive vehicles. The letter
M designates that the unit is a manual transaxle or
transmission but not specific to a front or rear wheel drive
vehicle application.
The third and fourth characters consists of a set of numbers,

(i.e. 60), that designate the transaxle or transmission Series
number. This number signifies the relative torque capacity of
the unit.
The fifth character designates the major features incorporated
into this unit. For example, the letter E designates that the
unit has electronic controls.
By using this method of classification, the HYDRA-MATIC
4L60-E is a 4-speed, longitudinally mounted, 60 series unit,
with electronic controls.
HYDRA-MATIC 4L60-E
HYDRA-MATIC
60
Number of
Speeds:
3
4
5
V (CVT)
Type:
T - Transverse
L - Longitudinal
M - Manual
Series:
Based on
Relative
Torque
Capacity
Major Features:
E - Electronic Controls
A - All Wheel Drive
HD - Heavy Duty
113
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 compensate for changes in the transmission (i.e.
component wear).
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)
Applied: An apply component that is holding another

component to which it is splined or assembled with.
Also referred to as engaged.
De-energize(d): To interrupt the electrical current that

flows to an electronically controlled device making it
electrically inoperable.
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 Plate: A steel clutch plate in a clutch pack
located next to the (apply) piston.
Backing Plate: A steel plate in a clutch pack that is
usually the last plate in that clutch assembly (farthest
from the clutch piston).
Ball Check Valve: A spherical hydraulically controlled
component (usually made of steel) that either seals 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
prevents the drum from rotating.
Brake Switch: An electrical device that provides
signals 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 Force: A force 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 plate and a
backing plate.
114
Control Valve Body: A machined metal casting that

contains valve trains and other hydraulically controlled
components that shift the transmission.
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.
Force: A measurable effort that is exerted on an object
(component).
Clutch Plate: 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 plate.
Freewheeling: A condition where power is lost through

a driving or holding device (i.e. roller or sprag clutches).
Component: Any physical part of the transmission.
Friction Material: A heat and wear resistant fibrous

material bonded to clutch plates and bands.
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. 1st 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.
Powertrain Control Module (PCM): An electronic

device that manages most of the electrical systems
throughout the vehicle.
Pressure: A measurable force 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 cycles the ON and OFF time of a
device (such as a solenoid) while varying the amount
of ON time.
Hydraulic Circuit: A fluid passage which often

includes the mechanical components in that circuit
designed to perform a specific function.
Race (Inner or Outer): A highly polished steel surface

that contacts bearings or sprag or roller elements.
Input: A starting point for torque, revolutions or energy

into another component of the transmission.
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.
Internal Gear: The outermost member of a gear set

that has gear teeth in constant mesh with planetary
pinion gears of the gear set.
Internal 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.
Orifice: A restricting device (usually a hole in the
spacer plate) 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 internal
gear and centralized sun gear.
Planetary Gear Set: An assembly of gears that consists
of an internal gear, planet pinion gears with a carrier,
and a sun gear.
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 piston
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 patterns or regulate 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 plate that
is expressed in percentages and measured by the throttle
position (TP) sensor.
Torque: A measurable twisting force expressed in
terms of Newton- meters (Nm), 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 from 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 varies
depending on vehicle operating conditions.
115
ABBREVIATIONS
AC - Alternating 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
N - Neutral
NC - Normally Closed
N.m - Newton Meters
NO - Normally Open
C - Degrees Celsius
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
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)
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
116
ORF - Orificed
ORUN - Overrun
OSS - Output Speed Sensor
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
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
vehicle speed sensor ........................................................ 38

transmission fluid temperature 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 external to the transmission ........................ 44
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
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
Contents, 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
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
117
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
118
S
Seal Locations .......................................................................... 100
Servo Assembly .......................................................................... 16
Shift Solenoid Valves ................................................................. 40
Stator Assembly .......................................................................... 13
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
NOTES
119
NOTES
120
NOTES
121
NOTES
122

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HYDRA-MATIC

COPYRIGHT 2000 POWERTRAIN GROUP

hydraulic fluid as it applies components or shifts

HOW TO USE THIS BOOK

Read the following section, Understanding the

The Principles of Operation section (beginning on

The Power Flow section (beginning on page 45)

specific fluid circuits that enable the mechanical

The Complete Hydraulic Circuits section

Finally, the Appendix section contains a schematic

HOW TO USE THIS BOOK

LOW AND REVERSE

2-3 SHIFT VALVE

AFL (To 3-2 Control Solenoid)

ACTUATOR FEED LIMIT

1-2 SHIFT VALVE

CONVERTER CLUTCH VALVE

HALF PAGE TEXT FOR EASY

LARGE CUTAWAY VIEW

FLUID FLOW SCHEMATIC

FLUID FLOW THROUGH

INDICATES BOLT HOLES

- EXHAUST FLUID NOT SHOWN

CONTROL VALVE BODY (60)

SPACER PLATE (48)

CONVERTER CLUTCH VALVE

VALVE BODY (60)

2-4 SERVO BORE

FORWARD CLUTCH FEED

PUMP COVER (215)

ACTUATOR FEED LIMIT

PUMP COVER (215)

FORWARD CLUTCH FEED

1-2 SHIFT VALVE

ACTUATOR FEED LIMIT

PUMP BODY (200)

VALVE BODY (60)

1-2 ACCUMULATOR COVER (57)

3-4 SHIFT VALVE

2-3 SHIFT VALVE

4-3 SEQUENCE VALVE

ACTUATOR FEED LIMIT

ACTUATOR FEED LIMIT

LOW AND REVERSE

2ND & 4TH

1-2 ACCUMULATOR COVER (57)

HALF PAGE TEXT AND LEDGEND

UNDERSTANDING THE GRAPHICS

The flow of transmission fluid starts in the bottom

A three dimensional line drawing of the

A two dimensional line drawing of the component

A graphic schematic representation that displays

Figure 4 (page 7B) provides an illustration of a

Figure 5 (page 7B) provides a color coded chart

UNDERSTANDING THE GRAPHICS

LOW AND REVERSE

VALVE BODY SIDE

VALVE BODY (60)

CONVERTER CLUTCH VALVE

FORWARD CLUTCH FEED

FORWARD CLUTCH FEED

ACTUATOR FEED LIMIT

ACTUATOR FEED LIMIT