HYDRA-MATIC 4L30-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. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27

ELECTRONIC CONTROL COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35

POWER FLOW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41

COMPLETE HYDRAULIC CIRCUITS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 67

LUBRICATION POINTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 90

BUSHING, BEARING & WASHER LOCATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . 91

SEAL LOCATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 92

ILLUSTRATED PARTS LIST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 93

BASIC SPECIFICATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 100

PRODUCT DESIGNATION SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 101

2
 PREFACE

The Hydra-matic 4L30-E Technician’s Guide is primarily intended for

automotive technicians that have some familiarization with an automatic
transaxle or transmission. Other persons using this book may find this
publication somewhat technically complex if additional instruction is not
provided. Since the intent of this book is to explain the fundamental me-
chanical, hydraulic and electrical operating principles, some of the termi-
nology used is specific to the transmission industry. Therefore, words
commonly associated with a specific transaxle or transmission function
have been defined as needed throughout this publication.

The Hydra-matic 4L30-E Technician’s Guide is intended to assist techni-

cians during the service, diagnosis and repair of this transmission. How-
ever, this book is not intended to be a substitute for other 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 4L30-E transmission.

© COPYRIGHT 1992 POWERTRAIN DIVISION

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 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, re-
cording or otherwise, without the prior written permission of Powertrain
Division of General Motors Corp. This includes all text, illustrations,
tables and charts.

1
 INTRODUCTION
The Hydra-matic 4L30-E Technician’s Guide is an-
other Hydra-matic publication from the Technician’s
Guide series. These publications provide in-depth
technical information that is useful when learning or
teaching the fundamental operations of a transaxle or
transmission. This book is designed to graphically
illustrate and explain the function of the mechanical,
hydraulic, and electrical systems that make up the
Hydra-matic 4L30-E transmission. The information
contained in this book was developed to be useful for
both the inexperienced and experienced technician.
The inexperienced technician will find the explana-
tions of the basic operating characteristics of this
transmission as valuable when learning the function
of each component used in this transmission. The
experienced technician will find that this book is a
valuable reference source when diagnosing a prob-
lem with the vehicle.
In the first section of this book entitled “Principles of
Operation”, exacting explanations of the major com-
ponents and their functions are presented. In every
situation possible, text describes component opera-
tion during the apply and release cycle as well as
situations where it has no effect at all. The descrip-
tive text is then supported by numerous graphic illus-
trations which further emphasize the operational theo-
ries presented.
The second major section entitled “Power Flow”,
blends the information presented in the “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 hydrau-
lic 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,
checkballs, 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 informa-
tion is extremely useful when tracing fluid circuits
for learning or diagnosis purposes.
The “Appendix” section of this book provides addi-
tional 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 tech-
nician.
Production of the Hydra-matic 4L30-E Technician’s
Guide was made possible through the combined ef-
forts of many staff areas within the General Motors
Powertrain Division. As a result, the Hydra-matic
4L30-E Technician’s Guide was written to provide
the user with the most current, concise and usable
information available with regards to this product.
3
 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 Hydra-matic
4L30-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 41)
presents the mechanical and hydraulic functions
corresponding to specific gear ranges. This section
builds on the information presented in the
4
Principles of Operation section by showing
specific fluid circuits that enable the mechanical
components to operate. The mechanical power
flow is graphically displayed on a full size page
and followed by a half page of descriptive text.
The opposite side of the half page contains the
narrative description 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, checkballs,
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 67) 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.
Figure 1 5
 UNDERSTANDING THE GRAPHICS
Figure 2
The flow of transmission fluid starts in the bottom
pan and is drawn through the filter, main case valve
body, main case, adapter case and into oil pump
assembly. This is a general route for fluid to flow
that is more easily understood by reviewing the il-
lustrations 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 op-
eration.
To provide a better understanding of fluid flow in the
Hydra-matic 4L30-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.
6
• 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 7A) 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 7A) 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.
 UNDERSTANDING THE GRAPHICS
OIL PUMP ASSEMBLY (10)
CONVERTER HOUSING SIDE ADAPTER CASE SIDE

RE NV IN
E

AP LER
AS

LIN LY
CO X
E
LE
CO

P
O

E
CO

TO
SOLENOID SIGNAL NV

EX
CL
CO
NT
LINE RO
L
CAPILLARY
➤ RESTRICTION

THROTTLE SIGNAL
EX PUMP
ASSEMBLY
(10)
THROTTLE SIGNAL LINE
ACCUMULATOR
ASSEMBLY
(214-217)
SUCTION

BOOST PRESSURE REGULATOR

SUCTION
THROTTLE SIGNAL

CONVERTER IN

LINE
SUCTION
REVERSE
EX

LINE
THREE DIMENSIONAL TWO DIMENSIONAL GRAPHIC SCHEMATIC REPRESENTATION

THROTTLE SIG
ADAPTER CASE VALVE BODY ASSEMBLY (71)

THROTTLE SIG

THROTTLE SIGNAL
ADAPTER CASE SIDE

EX
3-4 ACCUM
FORCE
MOTOR

3-4 ACCUM
SOLENOID
(404)
FD LIMIT

EX
3-4 ACCUM CONTROL

EX
LINE FEED LIMIT
EX
FEED LIMIT
EX

LINE
EX
LINE FEED LIMIT
FORCE MOTOR
SCREEN (415)

2ND CL
REV
EX
SOLENOID SIGNAL
SOLENOID FEED

CONVERTER
CLUTCH
SOLENOID
(416)

THREE DIMENSIONAL TWO DIMENSIONAL GRAPHIC SCHEMATIC REPRESENTATION

MAIN CASE VALVE BODY ASSEMBLY (84)

2ND CLUTCH
D 3 2/1-2
3RD CL FD
1-2 REG

4TH CL FEED 2
MAIN CASE SIDE
THROTTLE SIGNAL

SOLENOID
(303) SERVO REL
EX 1-2 & 3-4 SHIFT
N.C.
1-2 ACC
EX

EX

D 3 2/1-2
SERVO REL
1-2 ACCUM
D 3 2/1-2 4TH CL FEED 1
D 3 2/1-2 CONTROL 1-2 ACCUM
SOLENOID
(307)
EX
EX

EX 2-3 SHIFT SERVO APPLY

N.O. BAND
EX

EX
SERVO REL
4TH CL FD 1

CONTROL
D32
EX

SOLENOID
PWM
EX

EX (323)
EX D 3 2/1-2
D 3 2/1-2
1-2 REG
EX

D32 D32
LOW PRESSURE
EX

1-2

1-2 REG PWM SOLENOID

SCREEN (324) D32
1-2 D32

MANUAL VALVE EX

EX
REVERSE

LINE
REV

P RN D 3 2 1
R321

1-2
R321

1-2

THREE DIMENSIONAL TWO DIMENSIONAL GRAPHIC SCHEMATIC REPRESENTATION

TRANSFER
MAIN CASE VALVE BODY SIDE UNRESTRICTED
GASKET PLATE GASKET PASSAGE
(88) (87) (86) SPACER PLATE
GASKET
GASKET
➤

➤
➤

ORIFICE IN
TRANSFER
PLATE
➤

THREE DIMENSIONAL TWO DIMENSIONAL GRAPHIC SCHEMATIC REPRESENTATION

Figure 3 FOLDOUT ➤ 7
 HYDRA-MATIC 4L30-E

3RD CLUTCH
CONVERTER CONVERTER PLATE ASSEMBLY
HOUSING CLUTCH ASSEMBLY OVERDRIVE CLUTCH OVERDRIVE COMPLETE (641-643)
(6) (1) ROLLER ASSEMBLY CARRIER ASSEMBLY 2ND CLUTCH
TURBINE (516) (525) PLATE ASSEMBLY DRIVE
SHAFT (625-627) FLANGE
PRINCIPLE OUTPUT EXTENSION (49)
(506) OIL PUMP SPRAG CAGE SHAFT ASSEMBLY
ASSEMBLY OVERRUN ASSEMBLY (653) (43)
(10) CLUTCH PLATE MAIN
REVERSE CLUTCH CASE (650)
ASSEMBLY PLATE ASSEMBLY SPEED
ADAPTER (520-523) (36) SENSOR
(614-616)
CASE ASSEMBLY
(20) (45)

SPEEDO
WHEEL
(672)

SPEEDO
WHEEL
GEAR
(671)
BAND
ASSEMBLY
(664)

PLANETARY
CARRIER
ASSEMBLY
(653)
SERVO
PISTON
(97)

SELECTOR
LEVER
(60)

CENTER
SUPPORT
(30)
MAIN CASE
VALVE BODY
ASSEMBLY
STATOR (84)
SOLENOID 4TH CLUTCH
TURBINE PLATE ASSEMBLY
ASSEMBLY
ASSEMBLY (502 & 503)
(416)
PRESSURE CONVERTER ADAPTER CASE
PLATE PUMP VALVE BODY
ASSEMBLY ASSEMBLY
(71)

8 Figure 6
 GENERAL DESCRIPTION
The Hydra-matic 4L30-E is a fully automatic, four
speed, front wheel drive transmission. It consists pri-
marily of a four-element torque converter, two planetary
gear sets, various clutches, an oil pump, and a control
valve body.
The four-element torque converter contains a pump, a
turbine, a pressure plate splined to the turbine, and a
stator assembly. The torque converter acts as a fluid
coupling to smoothly transmit power from the engine
to the transmission. It also hydraulically provides addi-
tional torque multiplication when required. The pressure
plate, when applied, provides a mechanical “direct
drive” coupling of the engine to the transmission.
The two planetary gear sets provide the four forward
gear ratios and reverse. Changing of the gear ratios is
fully automatic and is accomplished through the use of
various electronic powertrain sensors that provide in-
put signals to the Transmission Control Module (TCM).
The TCM interprets these signals to send current to the
various solenoids inside the transmission.
EXPLANATION OF GEAR RANGES
N D 3 It is not recommended that the transmission be oper-
R 2
P 1
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 vehicle’s 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 park-
ing lock wheel, 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 – Drive range should be used for all normal driving
conditions for maximum efficiency and fuel economy.
Drive range allows the transmission to operate in each
of the four forward gear ratios. When operating in the
Drive range, shifting to a lower or higher gear ratio is
By using electronics, the TCM controls shift points,
shift feel and torque converter clutch apply and re-
lease, to provide proper gear ranges for maximum fuel
economy and vehicle performance.
Five multiple-disc clutches, one roller clutch, a sprag
clutch, and a brake band provide the friction elements
required to obtaain the various ratios with planetary
gear sets.
A hydraulic system (the control valve body), pressur-
ized by a gear type pump provides the working pressure
needed to operate the friction elements and automatic
controls.
Several electronic solenoids and sensors in the power-
train work in conjunction with the vehicle’s
Transmission Control Module (TCM), to control vari-
ous shift points, shift feel and converter clutch apply
and release.
accomplished by depressing the accelerator or by manu-
ally selecting a lower gear with the shift selector.
ated in Drive range when pulling heavy loads or driv-
ing on extremely hilly terrain. Typically these conditions
put an extra load on the engine, therefore the transmis-
sion should be driven in a lower manual gear selection
for maximum efficiency.
3 – Manual Third should be used when driving condi-
tions dictate that it is desirable to use only three gear
ratios. These conditions include towing a trailer or driv-
ing on hilly terrain as described above. Automatic shift-
ing is the same as in Drive range for first, second and
third gears except the transmission will not shift into
Fourth gear.
2 – Manual Second adds more performance for con-
gested traffic or hilly terrain. It has the same starting
ratio (first gear) as Manual Third but the transmission
is prevented from shifting above second gear. Manual
Second can be selected at any vehicle speed therefore,
it is commonly used for acceleration or engine braking
as required.
1 – Manual First can also be selected at any vehicle
speed, however if the transmission is in third or fourth
gear it will immediately shift into second gear. When
the vehicle speed slows to below approximately 60
km/h (37 mph) the transmission will then shift into
first gear. This is particularly beneficial for maintain-
ing maximum engine braking when descending steep
grades.
FOLDOUT ➤ 9
 MAJOR MECHANICAL COMPONENTS
SPRAG CLUTCH
ASSEMBLY
TURBINE INPUT (650)
SHAFT REVERSE 2ND CLUTCH 3RD CLUTCH SUN GEAR
(506) MAIN CLUTCH ASSEMBLY ASSEMBLY ASSEMBLY
CASE ASSEMBLY (618-629) (634-643) (646)
(36) (608-617)

OVERDRIVE
INTERNAL
4TH CLUTCH SPLINED GEAR
ASSEMBLY TOGETHER
(528)
ADAPTER (501-503,530-534)
OVERDRIVE
CASE CARRIER
(20) ASSEMBLY
(525)

SPEEDO
SOME MODELS WHEEL
(672)
SPLINED
TOGETHER SPEEDO
PARKING LOCK WHEEL
WHEEL GEAR
(668) (671)
REACTION
SUN GEAR
OVERDRIVE (658)
SUN GEAR
(519)
BRAKE BAND
OVERRUN ASSEMBLY
CLUTCH (664)
ASSEMBLY
(510-524)
RAVIGNEAUX SPLINED TO
PLANETARY RAVIGNEAUX
CARRIER PLANETARY
CARRIER
ASSEMBLY ASSEMBLY
(653) (653)

PARKING LOCK
ACTUATOR
ASSEMBLY
(56)
REACTION
SUN DRUM PARKING LOCK
(659) PAWL
SPLINED TO
SPLINED TO SPEEDO (54)
PARKING WHEEL
LOCK (672)
WHEEL
(668)
SERVO
ASSEMBLY
(90-103)

10 Figure 9
 COLOR LEGEND
MAJOR MECHANICAL COMPONENTS
The foldout graphic on page 10 contains a disassembled draw-
ing of the major components used in the Hydra-matic 4L30-E
transmission. This drawing, along with the cross sectional illus-
trations on page 8 and 8A, show the major mechanical compo-
nents and their relationship to each other as a complete assembly.
Therefore, color has been used throughout this book to help
identify parts that are splined together, rotating at engine speed,
held stationary, and so forth. Color differentiation is particu-
larly helpful when using the Power Flow section for under-
standing the transmission operation.
The color legend below provides the “general” guidelines that
were followed in assigning specific colors to the major compo-
nents. However, due to the complexity of this transmission,
some colors (such as grey) were used for artistic purposes rather
than based on the specific function or location of that compo-
nent.
Components held stationary in the case or splined to
the case. Examples: Oil Pump Assembly (10), 4th
Clutch Piston (532), Center Support (30) and Brake
Band Assembly (664).
COLOR LEGEND RANGE REFERENCE CHART
APPLY COMPONENTS
The Range Reference Chart on page 11, provides another valu-
able source of information for explaining the overall function of
the Hydra-matic 4L30-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 trans-
mission 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 rotate at engine speed. Examples:

Torque Converter Cover and Pump, and the Oil Pump
Gears.

Components that rotate at turbine speed. Examples:

Converter Turbine, Pressure Plate, Turbine Shaft
(506) and Overdrive Carrier Assembly (525).

Components that rotate at transmission output speed

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

Components such as the Stator in the Torque Con-

verter (1), Overrun Clutch Housing (510) and Input
Sun Gear Assembly (646).
1-2 / 3-4 2-3 OVERDRIVE OVERRUN FOURTH THIRD REVERSE SECOND PRINCIPLE BAND ENGINE
Components such as the Overdrive Internal Gear RANGE GEAR SOL SOL ROLLER CLUTCH CLUTCH CLUTCH CLUTCH CLUTCH SPRAG ASSEMBLY BRAKING
(528) and 3rd Clutch Drum Assembly (634). N.C. N.O. CLUTCH ASSEMBLY

P-N OFF ON APPLIED NO

Components such as the 2nd Clutch Drum (618)
and Ring Gear (630). R REVERSE OFF ON LD APPLIED APPLIED LD NO

1st OFF ON LD APPLIED LD APPLIED NO

All bearings, bushings, gaskets and spacer plates.
2nd ON ON LD APPLIED APPLIED FW APPLIED YES
D
3rd ON OFF LD APPLIED APPLIED APPLIED NE YES
All seals
4th OFF OFF FW APPLIED APPLIED APPLIED NE YES

1st OFF ON LD APPLIED LD APPLIED NO

3 2nd ON ON LD APPLIED APPLIED FW APPLIED YES

3rd ON OFF LD APPLIED APPLIED APPLIED NE YES

1st OFF ON LD APPLIED APPLIED LD APPLIED YES

2
2nd ON ON LD APPLIED APPLIED FW APPLIED YES

1 1st OFF ON LD APPLIED APPLIED LD APPLIED YES

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

10A 10B Figure 10 11

 TORQUE CONVERTER
TURBINE PRESSURE THRUST THRUST
THRUST PLATE BEARING BEARING
SPACER SPRING ASSEMBLY ASSEMBLY
(B) (E) (G) (G)

DAMPER
ASSEMBLY
(D)
CONVERTER HOUSING PRESSURE PLATE TURBINE STATOR CONVERTER PUMP
COVER ASSEMBLY ASSEMBLY ASSEMBLY ASSEMBLY ASSEMBLY
(A) (C) (F) (H) (I)

TORQUE CONVERTER: TORQUE

The torque converter (1) is the primary component for CONVERTER
transmittal of power between the engine and the trans- ASSEMBLY
(1)
mission. It is bolted to the engine flywheel (also known
as the flexplate) so that it will rotate at engine speed.
The major functions of the torque converter are:
TCC
• to provide a fluid coupling for a smooth F
RELEASED
conversion of torque from the engine to the me-
chanical components of the transmission.
• to multiply torque from the engine which RELEASE
enables the vehicle to achieve additional H
FLUID ➤
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
the torque converter clutch (TCC), or pressure RELEASE
plate (C). STATOR FLUID
SHAFT
The torque converter assembly consists of (209)
B
the following five main sub-assemblies:
• a converter housing cover assembly
(A) which is bolted to the engine
flywheel and is welded to the
converter pump assembly (I).
• a converter pump assembly (I)
which is the driving member.
• a turbine assembly (F) which is
E
the driven or output member.
• a stator assembly (H) which is the TURBINE
reaction member located between the SHAFT APPLY
converter pump and turbine assemblies. (506) FLUID
• a pressure plate assembly (C) splined
to the turbine assembly to provide a D
mechanical direct drive when appropriate.
➤
CONVERTER PUMP ASSEMBLY AND G
TURBINE ASSEMBLY
When the engine is running the converter pump as- APPLY ➤
➤
sembly acts as a centrifugal pump by picking up fluid FLUID
➤
at its center and discharging it at its rim between the
blades (see Figure 12). The force of this fluid then hits TCC
the turbine blades and causes the turbine to rotate. The APPLIED
turbine shaft (506) is splined to the converter turbine
to provide the input to the transmission. As the engine C ➤
and converter pump increase in RPM, so does the
turbine assembly and turbine shaft. However, with the I
pressure plate released, turbine speed does not equal A
engine speed due to the small amount of slip that
occurs in a fluid coupling.

12 Figure 11
 TORQUE CONVERTER
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 transmis-
sion. When the pressure plate assembly is applied, the small amount of slippage
that occurs through a fluid coupling is eliminated, thereby providing a more
efficient transfer of engine torque to the transmission and drive wheels. The
bottom half of the cutaway view of the torque converter in Figure 11 shows the
pressure plate in the apply position while the top half shows the released
position. Refer to Torque Converter Release and Apply on pages 54 and 55 for
an explanation of hydraulic control of the torque converter clutch.
To reduce torsional shock during the apply of the pressure plate to the con-
verter cover, a spring loaded damper assembly (D) is used. The damper assem-
bly is splined to the turbine assembly and the damper’s pivoting mechanism is
attached to the pressure plate assembly. When the pressure plate applies, the
pivoting mechanism allows the pressure plate to rotate independently of the
damper assembly up to approximately 45 degrees. The cushioning effect of the
damper assembly springs aid in reducing converter clutch apply feel and ir-
regular torque pulses from the engine or road surface.

FLUID FLOW

STATOR
ASSEMBLY
(H)
TURBINE CONVERTER PUMP
ASSEMBLY ASSEMBLY
(F) (I)

Figure 12

STATOR ASSEMBLY
STATOR The stator assembly (or assemblies, see page 14) is
located between the pump assembly and turbine
assembly and is mounted on a roller clutch. The
roller clutch is a type of one-way clutch that pre-
vents the stator from rotating in a counterclockwise
direction. The function of the stator is to redirect
fluid returning from the turbine which assists the
engine in turning the converter pump assembly,
STATOR HELD thereby multiplying torque.
CONVERTER FLUID FLOW REDIRECTED
MULTIPLYING At low vehicle speeds, when greater torque is
needed, fluid from the turbine hits the front side of
the stator blades (converter multiplying torque).
FLUID FLOW The roller clutch prevents the stator from rotating
FROM TURBINE in the same direction as the fluid flow, thereby
redirecting the fluid and increasing the fluid force
on the pump assembly. Fluid from the converter
pump then has more force to turn the turbine as-
CONVERTER AT sembly and multiply engine torque.
COUPLING SPEED
As vehicle speed increases, centrifugal force
STATOR ROTATES changes the direction of fluid leaving the turbine
FREELY
such that it hits the back side of the stator blades
(converter at coupling speed). When this occurs,
the stator overruns the roller clutch and rotates
freely. Fluid is no longer redirected and torque is
no longer multiplied.

Figure 13 13
 APPLY COMPONENTS
The Apply Components section is designed to
explain the function of the hydraulic and
mechanical holding devices used in the Hydra-
matic 4L30-E transmission. Some of these apply
components, such as clutches and a band, are
hydraulically “applied” and “released” 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.
Figure 14
The sequence in which the components in this
section have been discussed coincides with their
physical arrangement inside the transmission. This
order closely parallels the disassembly sequence
used in the Hydra-matic 4L30-E Unit Repair
Section of the appropriate Service Manual. It also
correlates with the components shown on the
Range Reference Charts that are used throughout
the Power Flow section of this book. The
correlation of information between the sections of
this book helps the user more clearly understand
the hydraulic and mechanical operating principles
for this transmission.
15
 APPLY COMPONENTS
OVERRUN CLUTCH:
The overrun clutch assembly is located in the overrun clutch housing (510)
inside the adapter case (20). The external teeth on the steel clutch plates
OVERRUN (521) are splined to the overrun clutch housing while the internal teeth on
CLUTCH the fiber clutch plates (522) are splined to the overdrive carrier assembly
HOUSING
(510) (525). The overrun clutch is applied as soon as the engine is started and in
all gear ranges except Drive Range - Fourth Gear.

OVERRUN CLUTCH CHECKBALL

APPLIED RELEASED

➤ ➤ ➤
OVERRUN CLUTCH APPLY: EX
➤➤➤
To apply the overrun clutch, overrun clutch fluid is fed through
the oil pump hub, into the turbine shaft (506) and to the inner hub
of the overrun clutch housing. Feed holes in the inner hub allow
fluid to enter the housing behind the overrun clutch piston (513).
Overrun clutch fluid pressure seats the overrun clutch checkball OVERRUN SNAP
(located in the housing) and moves the piston to compress the CLUTCH RING
waved release spring (514) which cushions the clutch apply. As PISTON (524)
fluid pressure increases, the piston compresses the steel and fiber (513)
clutch plates together until they are held against the overrun
clutch backing plate (523). The increase in fluid pressure forces OVERRUN
any air in the overrun clutch fluid circuit to exhaust past the CLUTCH
checkball, before it fully seats, to prevent excess cushion during HOUSING
the clutch apply. (510) RETAINER
(515)
When fully applied, the steel plates (521) and fiber plates (522) CAM
RELEASE
are locked together, thereby holding the overrun clutch housing (517)
SPRING
and overdrive carrier assembly together. This forces the housing, (514)
overdrive sun gear (519) which is splined to the housing’s inner
hub, and carrier to rotate at the same speed.

OVERRUN CLUTCH RELEASE: OVERRUN

To release the overrun clutch, overrun clutch fluid exhausts from CLUTCH
the housing and back through the turbine shaft and oil pump hub, APPLY
thereby decreasing fluid pressure at the overrun clutch piston FLUID
(513). Without fluid pressure, spring force from the waved re-
lease spring (514) moves the overrun clutch piston away from
clutch pack. This disengages the steel and fiber clutch plates from
the backing plate (523) and disconnects the overrun clutch hous-
ing (510) from the overdrive carrier (525).
SUN
During the exhaust of overrun clutch fluid, the overrun clutch GEAR
checkball unseats (see illustration). Centrifugal force, resulting (519)
from the overrun clutch housing rotating, forces residual overrun SNAP
clutch fluid to the outside of the piston housing and past the RING
unseated checkball. If this fluid did not completely exhaust from (518)
behind the piston there could be enough pressure for a partial
apply, or drag, of the overrun clutch plates.
OVERRUN OVERRUN OVERRUN
CLUTCH CLUTCH CLUTCH
Note: Some models use a waved plate (520) to help control the STEEL PLATE LINED PLATE BACKING PLATE
overrun clutch apply feel. (521) (522) (523)

SOME MODELS
513 514 515 517 518 519 520 521 522 523 524

16 Figure 15
 APPLY COMPONENTS
OVERDRIVE OVERDRIVE
TURBINE OIL SEAL ROLLER CARRIER
SHAFT RING CLUTCH ASSEMBLY
516 504 505 506 (506) (508) (516) (525)

LUBE
PASSAGE

OVERRUN
CLUTCH SNAP
APPLY RING
508 525 526 FLUID (526)

OVERDRIVE ROLLER CLUTCH:

The overdrive roller clutch assembly (516) is located between the overdrive
carrier assembly (525) and overrun clutch housing (510). The outer race of
the roller clutch is pressed into the overdrive carrier while the roller clutch
inner cam (517) is splined to the inner hub of the overrun clutch housing.
The overdrive roller clutch is a type of one-way clutch that prevents the
overrun clutch housing from rotating clockwise faster than the overdrive
carrier. This assists the overrun clutch in holding the overrun clutch hous-
ing and overdrive carrier together. The overdrive roller clutch is holding,
and effective, during acceleration in all gear range except Drive Range -
OVERRUN EXAMPLE "A" Fourth Gear, the same as the overrun clutch.
CLUTCH OVERDRIVE DIRECT DRIVE
OVERDRIVE PLATE CARRIER ROLLER CLUTCH HOLDING: (EXAMPLE "A") DIRECT DRIVE
ROLLER CLUTCH (521-522) ASSEMBLY When the 4th clutch is released the overrun clutch housing is free to rotate.
(516) (525) OVERDRIVE The overdrive carrier pinion gears are in mesh with both the overdrive sun
HOLDING INTERNAL gear (519), which is splined to the inner hub of the overrun clutch housing,
GEAR and the overdrive internal gear (528). Power from the engine drives the
(528) overdrive carrier clockwise. Vehicle load holding the overdrive internal
gear causes the pinion gears to attempt to rotate counterclockwise on their
pins around the internal gear as the travel clockwise with the carrier assem-
ING
TAT bly. Therefore, the pinion gears attempt to drive the sun gear clockwise,
RO
faster than the carrier assembly is rotating. However, this causes the rollers
to ‘move up the ramp’ on the inner cam (517) and wedge between the inner
G cam and outer race, thereby locking the overrun clutch housing (510) and
TIN
TA overdrive carrier together.
RO

➤
➤

OVERRUN CLUTCH HOUSING
(OUTER RACE) AND SUN GEAR (INNER CAM)
With the sun gear and overdrive carrier rotating at the same speed, the
pinion gears do not rotate on their pins but act as wedges and drive the
overdrive internal gear. This creates a 1:1 gear ratio through the overdrive
planetary gear set. Remember that, as explained above, the roller clutch is
assisting the overrun clutch which is also applied and holding the carrier
and overrun clutch housing together.

OVERRUN ROLLER CLUTCH RELEASED: (EXAMPLE "B") OVERDRIVE

EXAMPLE "B"
CLUTCH OVERDRIVE OVERDRIVE The roller clutch releases when the overdrive carrier rotates clockwise
OVERDRIVE PLATE faster than the overrun clutch housing. This causes the rollers to ‘move
CARRIER
ROLLER CLUTCH (521-522) ASSEMBLY down the ramp’ on the inner cam (517) and rotate freely between the inner
(516) (525) cam and outer race. This action occurs in Fourth gear when the overrun
OVERDRIVE clutch is released and the 4th clutch is applied to hold the overrun clutch
OVERRUNING INTERNAL
GEAR housing (510) and overdrive sun gear (519) stationary to the adapter case.
(528) As torque from the engine drives the carrier clockwise, the roller clutch
outer race in the carrier overruns the roller clutch. The pinion gears rotate
clockwise on their pins and walk around the stationary sun gear, thereby
ING driving the overdrive internal gear (528) in a Fourth gear overdrive gear
TAT ratio of approximately .73:1.
RO Coast Conditions:
D When the throttle is released and the vehicle is decelerating, power from
EL vehicle speed drives the transmission’s output shaft and gear sets faster
H
➤

OVERRUN CLUTCH HOUSING
(OUTER RACE) AND SUN GEAR (INNER CAM)
than engine torque is driving. In gear ranges when the overrun clutch is
applied and engine compression braking slows the vehicle during coast
conditions, the overdrive roller clutch is not holding. However, the over-
drive carrier does not overrun the roller clutch because the overrun clutch
holds the carrier and overrun clutch housing together.

Figure 16 17
 APPLY COMPONENTS
4TH CLUTCH:
The 4th clutch assembly is located in the adapter case. The external teeth on the
ADAPTER steel clutch plates (502) are splined to the adapter case while the internal teeth on
CASE the fiber clutch plates (503) are splined to the outside of the overrun clutch
(20) housing (510). The 4th clutch is only applied in Drive Range - Fourth Gear to
provide an overdrive gear ratio through the overdrive planetary gear set.

ADAPTER 4TH CLUTCH 4TH CLUTCH SNAP RETAINER 4TH CLUTCH

CASE STEEL PLATE LINED PLATE RING & SPRING PISTON
(20) (502) ASSEMBLY (530) ASSEMBLY (532)
(503) (531)
4TH CLUTCH
RETAINER
(501) SEAL
(OUTER)
(534)

4TH CLUTCH APPLY:

To apply the 4th clutch, 4th clutch fluid is fed
from the center support (30) into the adapter
case behind the 4th clutch piston (532). 4th
clutch fluid pressure moves the piston to com-
press the retainer and spring assembly (531)
which cushions the clutch apply. As fluid pres-
SEAL
sure increases, the piston compresses the steel
(INNER)
and fiber clutch plates until they are held against (533)
the 4th clutch retainer (501). The 4th clutch
retainer is splined to the adapter case and held
in place by the oil pump assembly (10). The
retainer functions as a backing plate for the
clutch pack.

When fully applied, the steel and fiber clutch

plates are locked together and held stationary to
the adapter case. The internal teeth on the fiber
clutch plates (503) hold the overrun clutch hous-
ing (510) stationary. This prevents the overdrive
sun gear (519), which is splined to the overrun
clutch housing’s inner hub, from rotating.

4TH CLUTCH RELEASE:

To release the 4th clutch, 4th clutch fluid ex-
haust from the adapter case and back through
the center support (30), thereby decreasing fluid
pressure at the 4th clutch piston (532). Without
fluid pressure, spring force from the piston
spring assembly (531) moves the 4th clutch pis-
ton away from the clutch pack. This disengages
the steel and fiber clutch plates from the 4th
clutch retainer (501) and allows the overrun
clutch housing and overdrive sun gear to rotate
freely.

4TH CLUTCH
APPLY
FLUID
501 502 503 530 531 532 533 534

18 Figure 17
 APPLY COMPONENTS
MAIN REVERSE CLUTCH:
CASE The reverse clutch is located in the main transmission case (31) directly
(36) behind the center support (604). The external teeth on the steel clutch
plates (615) are splined to the main case while the internal teeth on the
fiber clutch plates (616) are splined to the outside of the 2nd clutch drum
(618). The reverse clutch is only applied when the gear selector lever is in
the Reverse (R) position.

MAIN CENTER REVERSE CLUTCH REVERSE CLUTCH

CASE SUPPORT WAVED PLATE LINED PLATE
REVERSE CLUTCH APPLIED: (36) ASSEMBLY (614) (616)
To apply the reverse clutch, reverse clutch fluid is fed (30) REVERSE CLUTCH
REVERSE CLUTCH
from the center support into the cavity behind the re- SEAL STEEL PLATE PRESSURE/SELECTIVE
verse clutch piston (610). Reverse clutch fluid pressure (OUTER) (615) PLATE
moves the piston to compress the piston spring assem- (609) (617)
bly (611) which cushions the clutch apply. As fluid pres-
sure increases, the piston compresses the steel and fiber REVERSE
clutch plates together until they are held against the CLUTCH
selective reverse clutch pressure plate (617). The pres- PISTON
sure plate, which is selective for assembly purposes, is (610)
held stationary by the main case and functions as a
backing plate for the clutch pack. Also included in the SPRING
SEAL
reverse clutch assembly is a steel waved plate (614) that, SEAT
(INNER)
in addition to the spring assembly (611), helps cushion (612)
(608)
the reverse clutch apply.
RETAINING
When fully applied, the steel clutch plates (615), fiber RING
clutch plates (616) and waved plate (614) are locked (613)
together and held stationary to the main case. The inter-
nal teeth on the fiber clutch plates hold the 2nd clutch
drum (618) and ring gear (630) stationary.

REVERSE CLUTCH RELEASE:

To release the reverse clutch, reverse clutch fluid pres-
sure exhausts from the reverse clutch piston (610) and
center support. Without fluid pressure, spring force from
the piston spring assembly (611) and waved plate (614)
moves the reverse clutch piston away from the clutch
pack. This disengages the steel plates, fiber plates and OIL
waved plate from the pressure plate (617) and allows the SEAL
2nd clutch drum and ring gear to rotate freely. RINGS
(32)

PISTON
30 31 12 32 CLUTCH
SPRING
(611)

608 609 610 611 612 613 614 615 616 617

Figure 18 19
 APPLY COMPONENTS
2ND CLUTCH:
The 2nd clutch assembly is located in the 2nd clutch drum (618) inside the main transmission case (31).
The external teeth on the steel clutch plates (626) are splined to the 2nd clutch drum while the internal teeth
on the fiber clutch plates (627) are splined to the 3rd clutch drum assembly (634). The 2nd clutch is applied
when the transmission is in Second, Third and Fourth gears.

2ND CLUTCH APPLY:

To apply the 2nd clutch, 2nd clutch fluid is fed through the center support (604), into the intermediate shaft
which is connected to the 3rd clutch drum, and to the inner hub of the 2nd clutch drum. Feed holes in the
inner hub allow fluid to enter the drum behind the 2nd clutch piston (622). 2nd clutch fluid pressure seats
the 2nd clutch checkball (located in the drum) and moves the piston to compress the piston spring assembly
2ND CLUTCH (611) which cushions the clutch apply. As fluid pressure increases, the piston compresses the steel and fiber
DRUM ASSEMBLY clutch plates together until they are held against the 2nd clutch spacer (628). The spacer is splined to the
(618)
2nd clutch drum and held in place by the retainer ring (629). The spacer functions as a backing plate for the
clutch pack. The increase in fluid pressure forces any air in the 2nd clutch fluid circuit to exhaust past the
2nd clutch checkball, before it fully seats, to prevent excess cushion during the clutch apply.

2ND CLUTCH CHECKBALL

Also included in the 2nd clutch assembly is a APPLIED RELEASED
steel waved plate (625) that, in addition to the 2ND 2ND
spring assembly (611), helps cushion the 2nd CLUTCH CLUTCH
clutch apply. When fully applied, the steel clutch WAVED SPACER
plates (626), fiber clutch plates (627) and waved ➤ ➤ PLATE (628)
➤ ➤ ➤ ➤EX (625)
plate are locked together, thereby holding the 2nd
clutch drum and 3rd clutch drum together. This
2ND 2ND
forces both drums and the ring gear (630), which
CLUTCH CLUTCH
is splined to the 2nd clutch drum, to rotate at the SEAL SEAL STEEL LINED RETAINING
same speed. (OUTER) (INNER) PLATE PLATE RING
(621) (620) (626) (627) (629)
2ND CLUTCH RELEASE:
To release the 2nd clutch, 2nd clutch fluid ex-
hausts from the 2nd clutch drum (618) and back
through the intermediate shaft and center support
(604), thereby decreasing fluid pressure at the
2nd clutch piston (622). Without fluid pressure,
spring force from the piston spring assembly
(611) and waved plate (625) moves the 2nd clutch
piston away from the clutch pack. This disen-
gages the steel plates, fiber plates and waved plate
from the spacer ring (628) and disconnects the
2nd and 3rd clutch drums. During the exhaust of
2nd clutch fluid, the 2nd clutch checkball unseats
(see illustration). Centrifugal force, resulting 2ND CLUTCH
from the 2nd clutch drum rotating, forces residual APPLY
FLUID
2nd clutch fluid to the outside of the piston hous-
ing and past the unseated checkball. If this fluid
did not completely exhaust from behind the pis-
ton there could be enough pressure for a partial
apply, or drag, of the 2nd clutch plates.

620 621 622 611

2ND 2ND PISTON SPRING RETAINING RING

CLUTCH CLUTCH CLUTCH SEAT RING GEAR
DRUM PISTON SPRING (623) (624) (630)
ASSEMBLY (622) (611)
(618)
623 613 625 626 627 628 629 630 629

20 Figure 19
 APPLY COMPONENTS
3RD CLUTCH:
The 3rd clutch assembly is located in the 3rd clutch drum (634) inside the
main transmission case (31). The external teeth on the steel clutch plates
(642) are splined to the 3rd clutch drum while the internal teeth on the fiber
clutch plates (643) are splined to the input sun gear assembly (646). The
3rd clutch is applied when the transmission is in Drive Range - Third and
Fourth gears. The 3rd clutch is also applied in First gear when the transmis-
sion is operating in Manual Second and Manual First to provide engine
compression braking.
3RD CLUTCH
DRUM ASSEMBLY
(634)

3RD CLUTCH APPLY:

To apply the 3rd clutch, 3rd clutch fluid is fed through the
center support (604), into the intermediate shaft which is
connected to the 3rd clutch drum, and to the inner hub of
the 3rd clutch drum. Feed holes in the inner hub allow fluid 3RD CLUTCH CHECKBALL
to enter the drum behind the 3rd clutch piston (638). 3rd
APPLIED RELEASED
clutch fluid pressure seats the 3rd clutch checkball (located
in the drum) and moves the piston to compress the piston
spring assembly (611) which cushions the clutch apply. As
fluid pressure increases, the piston compresses the steel and ➤ ➤ SPRAG
➤ ➤ ➤ ➤EX RACE
fiber clutch plates together until they are held against the ASSEMBLY
sprag race assembly (647). The sprag race assembly is (647)
splined to the 3rd clutch drum and held in place by the
sprag retainer ring (648). The sprag race functions as a SPRAG RACE
SEAL SEAL RETAINING
backing plate for the clutch pack. The increase in fluid
(INNER) (OUTER) RING
pressure forces any air in the 3rd clutch fluid circuit to (635) (637) (648)
exhaust past the 3rd clutch checkball, before it fully seats,
to prevent excess cushion during the clutch apply.
PISTON
CLUTCH
Also included in the 3rd clutch assembly is a steel spring SPRING
cushion plate (641) that, in addition to the spring assembly 3RD (611)
(611), helps cushion the 3rd clutch apply. When fully ap- CLUTCH
plied, the steel clutch plates (642), fiber clutch plates (643) APPLY
LUBE SPRING
FLUID
and spring plate (641) are locked together, thereby PASSAGE SEAT
holding the 3rd clutch drum and input sun gear (639)
assembly (646) together. This forces the 3rd clutch
drum and input sun gear to rotate at the same speed.

3RD CLUTCH RELEASE:

To release the 3rd clutch, 3rd clutch fluid exhausts LUBE
from the 3rd clutch drum (634) and back through the PASSAGE
intermediate shaft and center support (604), thereby 3RD
decreasing fluid pressure at the 3rd clutch piston (638). CLUTCH
Without fluid pressure, spring force from the piston spring DRUM
assembly (611) and spring plate (641) moves the 3rd clutch ASSEMBLY
piston away from the clutch pack. This disengages the steel (634)
plates, fiber plates and spring plate from the sprag race
assembly (647) and disconnects the 3rd clutch drum from
the input sun gear assembly.
3RD 3RD 3RD 3RD RETAINING
CLUTCH CLUTCH CLUTCH CLUTCH RING
During the exhaust of 3rd clutch fluid, the 3rd clutch PISTON SPRING STEEL LINED (640)
checkball unseats (see illustration). Centrifugal force, re- (638) CUSHION PLATE PLATE
sulting from the 3rd clutch drum rotating, forces residual PLATE (642) (643)
3rd clutch fluid to the outside of the piston housing and past (641)
the unseated checkball. If this fluid did not completely ex-
haust from behind the piston there could be enough pres-
sure for a partial apply, or drag, of the 3rd clutch plates.

635 637 638 611 639 640 641 642 643 647 648

Figure 20 21
 APPLY COMPONENTS
SPRAG CLUTCH:
The sprag clutch assembly (650) is located between the input sun gear assembly (646) and sprag race
INPUT assembly (647). The input sun gear assembly functions as the inner sprag race and is splined to the
SUN GEAR short pinions in the Ravigneaux planetary carrier (653). The sprag race assembly functions as the
ASSEMBLY outer sprag race and is splined to the 3rd clutch drum (634). The sprag clutch is a type of one-way
(646)
clutch that prevents the 3rd clutch drum from rotating clockwise faster than the input sun gear.
Therefore, when the sprag clutch is holding it allows the 3rd clutch drum to drive the input sun gear.

SPRAG CLUTCH HOLDING:

In Park, Reverse, Neutral and First gears power flow drives the 3rd
clutch drum clockwise such that the sprag outer race pivots the sprags
toward their long diagonals. The length of the sprag’s long diagonal
(distance A) is greater than the distance between the inner and outer
races. This causes the sprags to ‘lock’ between the inner and outer races,
thereby allowing the 3rd clutch drum to drive the input sun gear assem-
bly. The sun gear then transfers the power flow to the Ravigneaux
carrier and output shaft.

SPRAG CLUTCH The sprag clutch is also holding in Third and Fourth gears, and First
(OUTER RACE) HOLDING/DRIVING gear in Manual First and Manual Second. However, in these gear ranges
SPRAG the 3rd clutch is applied and connects the 3rd clutch drum and input sun
RACE gear assembly. In this situation the sprag clutch assists the 3rd clutch in
ASSEMBLY driving the input sun gear. This locks the sprag clutch at all times,
(647) during both acceleration and deceleration to provide engine compres-
sion braking.
➤

(A) Note: Refer to the Power Flow section for a complete description of
➤

power flow and operation of the sprag clutch during each gear range.
(B)
➤

SPRAG SPRAG CLUTCH RELEASED:

CAGE
➤

The sprag clutch releases when the sprags pivot toward their short
ASSEMBLY
(650) (INNER RACE) diagonals. The length of the short diagonal (distance B) is less than the
INPUT distance between the inner and outer sprag races. This action occurs
SUN when power flow drives the input sun gear clockwise faster than the 3rd
GEAR clutch drum, thereby allowing the input sun gear and inner race (646) to
(646) overrun the sprag clutch. During acceleration the sprag clutch is only
overrun when the transmission is in Second gear.

SPRAG CLUTCH Coast Conditions:

(OUTER RACE) OVERRUNNING The sprag clutch is also overrun during coast conditions, or decelera-
SPRAG tion, in Reverse, Drive Range - First Gear and Manual Third - First
RACE Gear. This is when power from vehicle speed drives the input sun gear
ASSEMBLY clockwise faster than engine torque drives the 3rd clutch drum (with the
(647) 3rd clutch released). In this situation, the sprag clutch inner race on the
input sun gear assembly overruns the sprags, thereby allowing the ve-
hicle to coast freely.

SPRAG LUBE
SPRAG CAGE PASSAGE
CAGE ASSEMBLY
ASSEMBLY (650)
(650) (INNER RACE)
INPUT
SUN
GEAR
(646)

649 650 649

RETAINING INPUT
RING SUN GEAR
(649) ASSEMBLY
(646)

22 Figure 21
 APPLY COMPONENTS
SERVO ASSEMBLY AND BRAKE BAND:
The servo assembly, located in the bottom rear of the main transmission case (36), functions to apply the
103 brake band (664) and act as an accumulator to cushion the 3rd clutch apply. The brake band is applied when
the transmission is in First and Second gears. The brake band is held stationary in the main case and wraps
around the reaction sun drum (659). When compressed by the servo assembly the band holds the reaction
drum and reaction sun gear (658) stationary to the main case.

BRAKE BAND APPLY:

102 To apply the servo assembly and brake band, servo apply fluid is fed between the servo cover (91) and servo
piston (97). Servo apply fluid pressure forces the piston to compress both the servo cushion (99) and servo
return (103) springs. This action moves the servo apply rod (102) toward the band. The apply rod compresses
the brake band around the reaction sun drum and holds both the drum and reaction sun gear stationary to the
main case. During apply, the spring forces (servo cushion and servo return) acting against servo apply fluid
pressure help control the apply feel of the brake band.
101
BRAKE BAND RELEASE:
The servo assembly and brake band are held in the release position by the spring forces in Park, Neutral and
Reverse when servo apply fluid pressure is exhausted. In Third and Fourth gears they are held in the release
position by servo release fluid pressure assisting the spring forces. Servo release fluid pressure is fed between
100 the main case and servo piston. This fluid pressure assists the spring forces to move the servo piston and apply
rod against servo apply fluid pressure and away from the brake band. Therefore, the brake band releases and
the reaction drum and reaction sun gear are allowed to rotate freely.
99
3RD CLUTCH ACCUMULATION:
The servo assembly is also used as an accumulator for 3rd clutch apply. Servo release fluid pressure also
98 feeds the 3rd clutch fluid circuit to apply the 3rd clutch. Therefore, as servo release fluid pressure moves the
servo piston against servo apply fluid pressure, some of the initial fluid pressure that applies the 3rd clutch is
absorbed. This helps cushion the 3rd clutch apply. Refer to page 32A for a more detailed description of
accumulator function.
97

96

95 BRAKE BAND
ASSEMBLY
(664)
94
ANCHOR
93
PINS

92

91
MAIN ADJUST
90 CASE SLEEVE
(36) (101)

CUSHION
SPRING
SEAT
SERVO RELEASE

(100)

CUSHION
SERVO APPLY

APPLY SPRING
ROD (99)
(102)
SERVO
PISTON
(97)
RETURN
➤

SPRING SERVO
➤

(103) COVER
(91)

RING SERVO SERVO MAIN CASE

SERVO PISTON SEAL SCREW PISTON BOTTOM PAN
ASSEMBLY (98) NUT SCREW (57)
(95) (96)
(94-103)

Figure 22 23
 PLANETARY GEAR SETS
PLANETARY GEAR SETS
Planetary gear sets are used in the Hydra-matic 4L30-E transmission as the
primary method of multiplying the 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.
Planetary gears are so named because of their physical arrangement. All
planetary gear sets contain at least three main components:
Torque:
When engine torque is transferred through a gear set the output torque from the
gear set can either increase, decrease, or remain the same. The output torque
achieved depends on:
(1) which member of the gear set provides the input torque to the gear set,
(2) which member of the gear set (if any) is held stationary,
and,
(3) which member of the gear set provides the output torque.

• a sun gear at the center of the gear set,
• a carrier assembly with planet pinion gears that rotate around the sun gear
and,
• an internal ring gear that encompasses the entire gear set.
This arrangement provides both strength and efficiency and also evenly
distributes the energy forces flowing through the gear set. Another benefit of
planetary gears is that gear clash (a common occurrence in manual
transmissions) is eliminated because the gear teeth are always in mesh.
The Hydra-matic 4L30-E transmission consists of two planetary gear sets, the
overdrive and Ravigneaux gear sets. The graphics in Figure 23 show both of
these gear sets and their respective components. Figure 24 graphically explains
how the planetary gear sets are used in combination to achieve each of the
transmissions five different gear ratios.
Ravigneaux Planetary Gear Set:
The Ravigneaux planetary gear set is unique in that it resembles a combination
of two gear sets. This gear set consists of two sets of pinion gears (long and
short) in one planetary carrier (653), two sun gears - input (646) and reaction
(658), and one internal ring gear (630). The short pinion gears are in constant
mesh with both the input sun gear and the long pinion gears. The long pinion
gears are also in constant mesh with the internal ring gear (630). Also, the
output shaft is connected to the Ravigneaux planetary carrier assembly (653).
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 then
the gear set is operating in overdrive (Fourth gear). When output torque equals
input torque the gear set is operating in direct drive (Third gear) and all gear set
components are rotating at the same speed.
Torque vs. Speed
One transmission operating condition directly affected by input and output
torque through the gear sets 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). Higher output torque is needed
with low vehicle speed, First and Second gears, to provide the power to move
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.
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.

OVERDRIVE OVERDRIVE
ADAPTER OVERDRIVE
CARRIER INTERNAL
CASE CARRIER
ASSEMBLY GEAR
(20) ASSEMBLY
(525) (528)
(525)

OVERDRIVE
INTERNAL
GEAR
(528)
OVERDRIVE
SUN GEAR
(519) REACTION
SUN DRUM
(659)
REACTION
SUN GEAR
(658)
OVERDRIVE
SUN GEAR RAVIGNEAUX
(519) PLANETARY
OVERRUN CARRIER
CLUTCH INPUT ASSEMBLY
HOUSING SUN GEAR (653)
(510) ASSEMBLY
2ND CLUTCH
DRUM ASSEMBLY (646)
(618)

MAIN
CASE RAVIGNEAUX
(36) PLANETARY
CARRIER
ASSEMBLY
INPUT (653)
SUN GEAR
ASSEMBLY
(646)

REACTION RING
SUN GEAR GEAR
(658) (630)

24 Figure 23
 PLANETARY GEAR SETS
Reduction occurs in First, Second and Reverse gears through the Ravigneaux
gear set. In each of these gears, power flow through the overdrive planetary gear
set is a 1:1 direct drive gear ratio. The overdrive carrier assembly provides the
input torque to the overdrive gear set. The overdrive sun gear (519) is splined to
the inner hub of the overrun clutch housing (510). Both of these components are
held to the overdrive carrier assembly (525) by the overrun clutch and overdrive
roller clutch. With the sun gear and carrier rotating at the same speed, the pinion
gears do not rotate on their pins but act as wedges to drive the overdrive internal
gear (528). Therefore, the entire overdrive planetary gear set rotates at the same
speed for a 1:1 gear ratio input to the Ravigneaux gear set.
In First gear, torque input to the Ravigneaux gear set is provided by the input
sun gear (646) in a clockwise direction. The input sun gear drives the short
pinion gears in the Ravigneaux carrier counterclockwise. The short pinion gears
then drive the long pinion gears in the Ravigneaux carrier in a clockwise
direction. The brake band is applied in First and Second gears and holds the
reaction sun gear (658) and reaction sun drum (659) stationary. The long pinion
gears walk clockwise around the stationary reaction sun gear. This action drives
the Ravigneaux carrier and output shaft assembly in an reduction gear ratio of
approximately 2.40:1.
In Second gear, the torque input to the Ravigneaux gear set is provided by the
ring gear (630) in a clockwise direction. The ring gear drives the long pinion
gears clockwise. The long pinion gears walk around the stationary reaction sun
gear (658) which is still held by the band. This action drives the Ravigneaux
carrier and output shaft assembly in a reduction gear ratio of approximately
1.48:1.
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 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).
OVERDRIVE PLANETARY GEARSET
(DIRECT DRIVE)
REVERSE FIRST SECOND
➤
➤
HELD
HELD
(REDUCTION) (REDUCTION)
Figure 24
Direct drive occurs in Third gear when input torque to the Ravigneaux gear set
is provided by both the input sun gear (646) and ring gear (630). This wedges
the short and long pinion gears together, preventing them from rotating on their
pins, and causes them to rotate with the input sun gear and ring gear at the same
speed. Therefore, the Ravigneaux carrier and output shaft assembly (653) are
also driven at the same speed for a 1:1 direct drive gear ratio. This combines
with the 1:1 gear ratio through the overdrive gear set for a direct drive 1:1 gear
ratio through the entire transmission.
OVERDRIVE
Operating the transmission in Overdrive allows the output speed of the
transmission to be greater than the input speed from the engine. This mode of
operation allows the vehicle to maintain a given road speed with reduced engine
speed for increased fuel economy.
Overdrive is achieved through the overdrive gear set and only occurs in Drive
Range - Fourth Gear. The 4th clutch holds theoverrun clutch housing (510) and
overdrive sun gear (519) stationary to the main transmission case. Therefore,
when input torque drives the overdrive carrier clockwise, the overdrive carrier
pinion gears walk clockwise around the stationary sun gear. These pinion gears
then drive the overdrive internal gear (528) clockwise in an overdrive gear ratio
of approximately .73:1. Power flow from the overdrive internal gear to the
output shaft is identical to Third gear, a direct drive 1:1 gear ratio, thereby
providing an overall transmission gear ratio of approximately .73:1.
REVERSE
The Ravigneaux planetary gear set reverses the direction of power flow rotation
when the reverse clutch is applied. In Reverse, input torque to the Ravigneaux
gear set is provided by the input sun gear (646) in a clockwise direction and the
ring gear (630) is held stationary. The input sun gear drives the short pinion
gears counterclockwise. With the ring gear held, the long pinion gears travel
counterclockwise around the ring gear as they are driven clockwise on their pins
by the short pinion gears. This action drives the Ravigneaux carrier and output
shaft in a counterclockwise (reverse) direction in a reduction gear ratio of
approximately 2.00:1.
OVERDRIVE PLANETARY GEARSET
(OVERDRIVE)
HELD
THIRD FOURTH
➤
➤ ➤
HELD
(REDUCTION) (DIRECT DRIVE)
25
 HYDRAULIC CONTROL COMPONENTS
HYDRAULIC CONTROL COMPONENTS
The previous sections of this book described the operation of the major
mechanical components used in the Hydra-matic 4L30-E. This section
provides a detailed description of the individual components used in the
hydraulic system. These hydraulic control components apply and re-
lease the various clutches, band and accumulators that provide for the
6 automatic shifting of the transmission.

CRESCENT

DRIVEN
GEAR
(202)
209 (10)
DRIVE
GEAR PUMP
(201) ASSEMBLY
(10) 202
➤ ➤ LINE
201
OUTLET

➤
SUCTION
➤

INTAKE
➤

BOTTOM PAN FILTER

(74) (79)
OIL PUMP ASSEMBLY
The oil pump assembly contains a positive displacement internal-exter-
nal gear type pump located in the oil pump body (209). This spur gear
type pump consists of a drive gear (201) that has gear teeth in constant
mesh with the teeth on one side of the pump driven gear (202). Also, the
notch on the inside of the drive gear is keyed to the torque converter
pump hub. Therefore, whenever the engine is cranking, or running, the
converter pump hub drives the pump drive gear at engine speed. The
drive gear then drives the driven gear at engine speed.
Through the rotation of the gears the gear teeth carry the fluid past the
crescent to the pressure side of the oil pump. Past the crescent the gear
teeth begin to mesh again and the volume between the gear teeth de-
creases. Decreasing this volume pressurizes and forces the fluid through
the pump outlet and into the line fluid circuit. This fluid is directed to
the pressure regulator valve where the fluid pressure is regulated to
maintain the required supply and pressure for the various hydraulic
circuits and apply components throughout the transmission.

On the opposite side of the mesh point between the drive and driven
gears the pump gears are separated by the crescent section of the pump
body (209). As the gears rotate toward the crescent, the volume between
the gear teeth increases and fluid volume is positively displaced, thereby
creating a vacuum at the pump intake port. This vacuum allows the
higher atmospheric pressure acting on the fluid in the main case bottom
pan (74) to force fluid through the filter assembly (79) and into the
suction side of the oil pump.
As engine speed (RPM) increases, the volume of fluid being supplied
by the oil pump also increases because of the faster rotation of the
pump gears. At a specified calibrated pressure (which varies with trans-
mission model) the pressure regulator valve allows excess fluid to re-
turn to the suction side of the pump gears (see pressure regulation on
page 28). The result is a control of the pump’s delivery rate of fluid to
the hydraulic system.

Figure 25 27
 HYDRAULIC CONTROL COMPONENTS
PRESSURE REGULATION
To pressurize pump output there needs to be a restriction in the line
pressure fluid circuit. The main restricting component that controls line
pressure is the pressure regulator valve (208) which is located in the oil
pump assembly (209). Line fluid from the pump is directed to the
middle of the pressure regulator valve and is also orificed to one end of
the valve. The larger surface area at the end of the valve allows the force
from line pressure to move the valve against throttle signal fluid pres-
sure.
EXAMPLE A: MINIMUM LINE PRESSURE (minimum throttle)
As the pump continually supplies fluid and line pressure builds, the
pressure regulator valve moves against the force of the pressure regula-
tor valve spring (207) and throttle signal fluid pressure. This opens the
line pressure circuit at the middle of the valve to enter the ‘converter in’
fluid circuit. Line pressure continues to increase until the pressure regu-
lator valve moves against the spring far enough to open line pressure to
the suction fluid circuit. Excess line pressure at the middle of the valve
then feeds the suction fluid circuit and flows back to the oil pump.
When this occurs, pump output capacity is regulated into minimum line
pressure.
EXAMPLE B: MAXIMUM LINE PRESSURE (maximum throttle)
The pressure regulator valve is constantly regulating pump volume into
the line pressure required to operate the transmission properly. At higher
throttle positions greater line pressure is required to hold the clutches
and the brake band. Therefore, the Transmission Control Module (TCM)
signals the variable force motor (404) to increase throttle signal fluid
pressure (see page 40 for a complete description of force motor opera-
tion). Throttle signal fluid pressure assists spring force and moves the
boost valve (205) against the pressure regulator valve. At maximum
throttle, throttle signal fluid pressure moves the pressure regulator valve
enough to block line pressure from entering either the suction or ‘con-
verter in’ fluid circuits. Without a fluid circuit to direct line pressure
into at the pressure regulator valve, line pressure increases to a maxi-
mum. Under normal operating conditions, line pressure is regulated
between these minimum and maximum points.
Pressure Regulation in Reverse
Line pressure is boosted in a similar manner during Reverse (R) gear
operation. When Reverse is selected, reverse fluid is routed between the
two lands on the boost valve (205). Because the valve land on the side
closest to the pressure regulator valve is larger, reverse fluid pressure
moves the boost valve against the pressure regulator valve. This assists
spring force and throttle signal fluid pressure, thereby increasing line
pressure.

PUMP PUMP
ASSEMBLY ASSEMBLY
(10) (10)

➤ ➤ ➤ LINE ➤ ➤ ➤ LINE
SUCTION

SUCTION
➤

➤
➤

➤
➤

➤
BOOST PRESSURE REGULATOR BOOST PRESSURE REGULATOR
➤
➤

➤
➤

➤
THROTTLE SIGNAL

THROTTLE SIGNAL
➤

➤
CONV IN

CONV IN

EX EX
REVERSE

REVERSE
SUCTION

SUCTION
LINE

LINE
LINE

LINE
➤

➤
➤

➤ ➤
➤

➤
➤

➤
➤

➤ ➤ ➤ ➤
➤

➤ ➤ ➤ ➤
➤

➤ ➤
➤ ➤ ➤ ➤
➤ THROTTLE SIG

➤ THROTTLE SIG
➤

LINE

LINE
➤

➤
SUCTION

SUCTION
EX

EX

FORCE FORCE
➤

MOTOR MOTOR
SOLENOID SOLENOID
(404) (404)
FEED LIMIT FEED LIMIT
➤ ➤

EXAMPLE "A": MINIMUM EXAMPLE "B": MAXIMUM

28 Figure 26
 HYDRAULIC CONTROL COMPONENTS
COMPONENTS LOCATED IN THE OIL PUMP ASSEMBLY
PRESSURE REGULATOR VALVE TRAIN (203-208)
Pressure Regulator Valve (208)
The pressure regulator valve regulates line pressure according to vehicle
operating conditions. This line pressure is directed into: (a) the ‘con-
verter in’ fluid circuit which is routed to the converter clutch control
valve (210) and, (b) to the pump suction fluid circuit as part of the
pressure regulation (see page 28). Pressure regulation is controlled by
the pressure regulator spring (207), throttle signal fluid pressure and
reverse fluid pressure.
Boost Valve (205)
Acted on by throttle signal fluid pressure from the force motor solenoid
(404), it moves against the pressure regulator valve. This action moves
the pressure regulator valve to increase line pressure. Therefore, as throttle
position increases and the TCM increases throttle signal fluid pressure
at the force motor solenoid, line pressure increases. Also, when Reverse
(R) gear range is selected, reverse fluid pressure moves the boost valve
against the pressure regulator valve to increase line pressure further.
Throttle Signal Accumulator Assembly (214-217)
Throttle signal fluid pressure acts on the throttle signal accumulator
piston (214) in all gear ranges. This pressure moves the piston against
throttle signal accumulator spring (215) force, thereby dampening any
pressure irregularities occurring in the throttle signal fluid circuit. How-
ever, this dampening only affects irregular pulses in the fluid circuit and
not the normal changes in throttle signal fluid pressure as determined by
the TCM at the force motor solenoid (404).
TORQUE CONVERTER CLUTCH (TCC) CONTROL VALVE (210)
TCC Released
The converter clutch control valve (210) is held in the release position
by the converter clutch control valve spring (211) (as shown). This
allows ‘converter in’ fluid to enter the release fluid circuit, flow to the
converter and keep the converter clutch released. Fluid exits the con-
verter in the apply fluid circuit. Apply fluid flows through the converter
clutch control valve and into the cooler fluid circuit.
TCC Apply
To apply the converter clutch, solenoid signal fluid moves the control
valve (210) against spring force. This blocks ‘converter in’ fluid from
entering the release fluid circuit and opens the release fluid circuit to an
exhaust passage. At the same time, line pressure flows through the valve
and feeds the apply fluid passage. Apply fluid is routed to the converter
to apply the converter clutch and fill the converter with fluid.
210
211
213
212

RE NV IN
E

AP LER
AS

LIN PLY
EX
LE
CO

E
CO
CO

TO
SOLENOID SIGNAL NV

EX
CL
CO
NT
LINE RO
214 L
CAPILLARY
➤ RESTRICTION
THROTTLE SIGNAL

EX PUMP
215 ASSEMBLY
(10)
THROTTLE SIGNAL LINE
ACCUMULATOR
ASSEMBLY
216 (214-217)
SUCTION

217 BOOST PRESSURE REGULATOR

SUCTION

THROTTLE SIGNAL
CONVERTER IN

LINE
SUCTION
REVERSE

EX
LINE

203 204 205 206 207 206 208

Figure 27 29
 HYDRAULIC CONTROL COMPONENTS
COMPONENTS LOCATED IN THE ADAPTER CASE VALVE
VALVES LOCATED IN THE ADAPTER CASE VALVE BODY BODY
Force Motor Solenoid (404)
Controlled by the TCM, it uses a duty cycle operation to regulate feed
402 403 limit fluid into throttle signal fluid pressure. Throttle signal fluid pres-
sure is regulated in relation to throttle position and other TCM inputs
that determine vehicle operating conditions (see the Electrical Compo-
nents Section for additional information). Throttle signal fluid pressure
is routed to the pressure regulator valve to help control line pressure.
Throttle signal fluid pressure is also routed to the 1-2 and 3-4 accumu-
404 lator control valves (318 and 409) to help regulate accumulator fluid
and control shift feel.
3-4 Accumulator Valve Train (407-409)
This valve train is controlled by throttle signal fluid pressure acting on

THROTTLE SIGNAL
the 3-4 accumulator valve (407), spring force, and orificed 3-4 accu-

THROTTLE SIGNAL
mulator fluid pressure at the end of the 3-4 accumulator control valve
(409). These forces control the regulation of line pressure into 3-4
accumulator fluid pressure and the exhaust of 3-4 accumulator fluid.
These actions help control the apply feel and release feel of the 4th
clutch.
Note: The 3-4 accumulator control spring is not used on all models.

THROTTLE SIGNAL
406 Refer to page 32A for a detailed description of accumulator control.

SOME Feed Limit Valve (412)

The feed limit valve limits feed limit fluid pressure to a maximum

EX
MODELS
range of 659 kPa to 765 kPa (96 psi to 111 psi). When line pressure is

3-4 ACCUM
FORCE below this range the force from the feed limit valve spring (410) keeps
MOTOR the valve fully open and feed limit fluid pressure equals line pressure.

3-4 ACCUM
SOLENOID When line pressure is above this range, orificed feed limit fluid pres-
409 sure at the end of the valve moves the valve against spring force. This
405 407 408 (404) regulates line pressure entering the feed limit fluid circuit and limits
FD LIMIT maximum feed limit fluid pressure to the range given above. Feed limit
fluid is routed to the force motor solenoid.

EX
Torque Converter Clutch (TCC) Solenoid (416)
3-4 ACCUM CONTROL The TCC solenoid is a normally closed ON/OFF type solenoid that is
controlled by the TCM. When operating conditions are appropriate for
converter clutch apply the TCM energizes the TCC solenoid. This opens
406 410 412

EX
FEED LIMIT the solenoid and allows solenoid feed fluid to enter the solenoid signal
LINE fluid circuit. To release the converter clutch the solenoid is de-ener-
EX gized, thereby blocking solenoid feed fluid from entering the solenoid
signal fluid circuit. With the solenoid OFF, solenoid signal fluid pres-
FEED LIMIT sure exhausts through the solenoid and the converter clutch releases.
411
EX

LINE
EX
LINE FEED LIMIT
FORCE MOTOR
SCREEN (415)

406
2ND CL
REV
EX
413 414 415

SOLENOID SIGNAL
SOLENOID FEED
CONVERTER
CLUTCH
SOLENOID
(416)

416 402 417

30 Figure 28 30A
 HYDRAULIC CONTROL COMPONENTS
COMPONENTS LOCATED IN THE MAIN CASE VALVE BODY
VALVES LOCATED IN THE MAIN CASE VALVE BODY
1-2/3-4 Shift Valve (304)
The 1-2/3-4 shift valve responds to spring force and D32/1-2 fluid 306
pressure from the 1-2/3-4 shift solenoid. Also, D32/1-2 fluid pressure at 302
the spring end of the valve assists spring force in some gear ranges. 303
Depending on the gear range and the shift solenoid operating state, the 304 305
1-2/3-4 shift valve directs or blocks D32/1-2 fluid, servo release fluid, SOME 309
1-2 regulated fluid and 4th clutch feed 1 fluid. These fluids are routed MODELS
into various fluid circuits to apply a clutch or band for the appropriate
gear range - as determined by the TCM or gear selector lever. Also, 318 319 320
some fluids are exhausted through the 1-2/3-4 shift valve to release a
clutch or band during a downshift.
1-2/3-4 Shift Solenoid Assembly (303)
Controlled by the TCM, this is a normally closed shift solenoid that 306
302 310
controls the positioning of the 1-2/3-4 shift valve. When de-energized
(OFF) the solenoid is closed and blocks D32/1-2 fluid from acting on 307 308 305
the solenoid end of the 1-2/3-4 shift valve. When energized (turned 321 323
ON), the solenoid opens and D32/1-2 fluid pressure flows through the
solenoid, acts on the solenoid end of the shift valve and moves the valve
against spring force.
2-3 Shift Valve (308)

2ND CLUTCH
The 2-3 shift valve responds to D32/1-2 fluid pressure from the 2-3

D 3 2/1-2
3RD CL FD
1-2 REG
shift solenoid, spring force, and also D32 fluid pressure in some gear 322
ranges. Depending on the gear range operation and the shift solenoid 4TH CL FEED 2
operating state, the 2-3 shift valve directs or blocks D32 fluid and D32/

THROTTLE SIGNAL
1-2 fluid. These fluids are routed into the 4th clutch feed 1 and servo
release fluid circuits respectively. 4th clutch feed 1 and servo release SOLENOID
fluids are also exhausted through the 2-3 shift valve during the down- (303) SERVO REL
shift from Third to Second gear. EX 1-2 & 3-4 SHIFT
2-3 Shift Solenoid Assembly (307) N.C.

1-2 ACC
EX

EX
Controlled by the TCM, this is a normally open shift solenoid that D 3 2/1-2
controls the positioning of the 2-3 shift valve. When energized (ON),
the shift solenoid is closed and blocks D32/1-2 fluid from acting on the SERVO REL
solenoid end of the 2-3 shift valve. When de-energized (OFF), the sole-
1-2 ACCUM
D 3 2/1-2 4TH CL FEED 1
noid opens and D32/1-2 fluid pressure flows through the solenoid, acts
on the end of the shift valve and moves the valve against spring force. D 3 2/1-2 CONTROL 1-2 ACCUM
1-2 Accumulator Valve Train (318-320) SOLENOID
This valve train is controlled by throttle signal fluid pressure acting on (307)

EX
EX
the 1-2 accumulator control valve (318), in addition to spring force and EX 2-3 SHIFT SERVO APPLY
orificed 1-2 accumulator fluid pressure acting on the end of the 1-2
accumulator valve (320). These forces control the regulation of D32/1-2
N.O. BAND

EX

EX
SERVO REL
4TH CL FD 1
CONTROL

D32
EX
fluid into 1-2 accumulator fluid pressure and the exhaust of 1-2 accu-
mulator fluid. These actions help control the apply feel and release feel SOLENOID
of the 2nd clutch. PWM

EX
Note: The 1-2 accumulator control spring is not used on all models. EX (323)
Refer to page 32A for a detailed description of accumulator control.
EX D 3 2/1-2
Low Pressure Control Valve (312)
The low pressure control valve reduces 3rd clutch apply pressure in D 3 2/1-2
1-2 REG

EX
First gear in Manual First and Manual Second to prevent a harsh 2-1 D32 D32
downshift. Spring force and orificed 1-2 regulated fluid pressure regu-
late 1-2 fluid into the 1-2 regulated fluid circuit. 1-2 regulated fluid LOW PRESSURE
pressure is approximately 50% that of 3rd clutch fluid pressure experi-
enced in Third and Fourth gears. With 1-2 regulated fluid pressure used

EX

1-2
to apply the 3rd clutch in these ranges, this regulation provides a slower 1-2 REG PWM SOLENOID
apply of the 3rd clutch than experienced in Third gear. SCREEN (324) D32
Manual Valve (326) 1-2 D32
The manual valve is supplied 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 MANUAL VALVE EX
fluid circuits by opening and closing feed passages. The circuits that are
fed by the manual valve include: Reverse, R321, D32, and 1-2. Re-
EX

REVERSE

LINE
REV
member that the mode switch is connected to the end of the transmis-
P RN D 3 2 1

R321

1-2
R321
sions selector shaft (61) and signals the TCM which gear range the

1-2
manual valve is positioned.
Pulse Width Modulated (PWM) Band Apply Solenoid (323) 310 311 312
The PWM solenoid is a normally open solenoid that controls the apply 324 325 309
feel of the brake band through a duty cycle operation. The solenoid
regulates D32/1-2 fluid into the servo apply fluid circuit at a duty cycle
determined by the TCM. This regulation controls the rate at which
servo apply fluid pressure increases and the brake band applies. Servo
apply fluid is used to apply the band in First and Second gears. 326
Note: Refer to the Power Flow section for a detailed description of the 302
shift valve operation and electrical component operation in a specific
gear range. Also, refer to the Electrical Component section for a de-
tailed description of each electrical component.

30B Figure 29 31
clutch. Note that these two clutches must not be applied at the
me.
un Clutch Applied
force keeps the valve normally open, allowing orificed line
e to feed the overrun clutch fluid circuit and apply the overrun
n Park, Reverse, Neutral, First, Second and Third gears. In this
n the valve opens the 4th clutch fluid circuit to an exhaust port,
preventing 4th clutch apply. In Manual First and Manual Sec-
2 fluid pressure assists spring force to prevent the overrun lock-
ve from shifting into the Fourth gear position under any condi-
utch Applied
in Fourth gear, 4th clutch feed 2 fluid is routed to the end of the
clutch valve. This fluid pressure moves the valve against spring
; (1) block line pressure from entering the overrun clutch fluid
and exhaust overrun clutch fluid, thereby releasing the overrun
and (2) allow 4th clutch feed 2 fluid to fill the 4th clutch fluid
thereby applying the 4th clutch.
02
703
704
705
gear range is selected and the vehicle is moving forward above ap-
proximately 12 km/h (7 mph). Reverse Lockout is not available on all
applications.
Normal Operating Conditions
When the vehicle is stationary and Reverse (R) gear range is selected,
reverse fluid from the manual valve (326) is routed to the end of the
reverse lockout valve. This fluid pressure moves the valve against spring
force, allowing reverse fluid at the middle of the valve to enter the
reverse clutch fluid circuit. Reverse clutch fluid applies the reverse
clutch and Reverse (R) gear range is obtained.
Reverse Locked Out
When the vehicle is moving forward above approximately 12 km/h (7
mph) and Reverse (R) gear range is selected, the TCM energizes the
TCC solenoid. With the solenoid ON, solenoid feed fluid flows through
the solenoid and fills the solenoid signal fluid circuit. Solenoid signal
fluid is routed to the spring end of the reverse lockout valve, thereby
assisting spring force to keep the valve closed against reverse fluid
pressure. This blocks reverse fluid from entering the reverse clutch
fluid circuit and prevents the transmission from shifting into Reverse.
SOME
MODELS 702
703
707
706
apply fluid pressure directed to an accumulator piston opposes a spring
force and an accumulator fluid pressure to create an action similar to a
shock absorber.
During the apply of a clutch, clutch apply fluid pressure moves the
clutch piston against the clutch piston spring and clutch plates. After
the clearance between the clutch plates is taken up by the clutch piston
travel and the clutch plates begin to hold, fluid pressure in the circuit
builds up rapidly. This clutch apply fluid pressure is also directed to an
accumulator assembly. As the clutch apply fluid pressure increases, it
moves the accumulator piston against spring force and accumulator
fluid pressure. Movement of the accumulator piston delays the pressure
buildup in the circuit and allows for a more gradual apply of the clutch.
Without an accumulator in the clutch apply fluid circuit the rapid buildup
of fluid pressure would cause the clutch to apply very quickly and
possibly create a harsh shift.
Accumulator Valve Function
The force of the accumulator spring and accumulator fluid pressure
controls the clutch apply rate. At minimum or light throttle, engine
torque is at a minimum and the clutches require less apply force and a
slower apply rate. At heavy throttle, the engine develops a large amount
of torque that requires a greater apply pressure to hold the clutches and
a faster apply rate to prevent the clutch plates from slipping during
apply. To compensate for these various operating conditions, an accu-
mulator valve regulates accumulator fluid pressure proportional to
throttle position and engine torque.
At greater throttle positions, throttle signal fluid pressure increases and
the accumulator valve regulates accumulator fluid to a higher pressure.
The increase in accumulator fluid pressure decreases the distance that
clutch apply fluid pressure can move the accumulator piston. This de-
creases the accumulators cushioning effect and allows clutch apply
fluid pressure to increase more rapidly for a faster clutch apply. Re-
member that throttle signal fluid pressure acting on the accumulator
valves is regulated relative to throttle position and engine torque. Re-
member that the TCM controls throttle signal fluid pressure through
the force motor solenoid.
1-2 ACCUMULATOR ASSEMBLY (313-316)
The 1-2 accumulator assembly is located in the main case valve body
(84) and consists of a piston (315), piston spring (316) and piston pin
(313). The 1-2 accumulator assembly is the primary device for control-
ling the apply feel of the 2nd clutch during a 1-2 upshift.

Upshift Control
OVERDRIVE LUBE During a 1-2 upshift (as shown in Figure 31), 2nd clutch fluid is routed
EX to both the 1-2 accumulator assembly and the 2nd clutch. The rapid
buildup of fluid pressure in the 2nd clutch fluid circuit strokes the
accumulator piston (315) against 1-2 accumulator fluid pressure and
T
OU
RE

the force from the 1-2 accumulator spring (316). This action absorbs
SO
VE

EX

CK

some of the initial 2nd clutch fluid pressure and provides a time delay
L
RS

LO

SI

4TH to cushion the 2nd clutch apply.

E

G
RE EV
V

CL
RE

UT
VE CL

As 2nd clutch fluid pressure moves the 1-2 accumulator piston some
R

CH
RS

1-2 accumulator fluid is forced out of the 1-2 accumulator. This fluid is
OV
E

ER routed back to the 1-2 accumulator valve train. The orificed 1-2 accu-
R UN mulator fluid pressure acting on the end of the 1-2 accumulator valve
EX

LO (320) moves the valve train against spring force and throttle signal
1-2

UT EX

CKO fluid pressure. This blocks D32/1-2 fluid and regulates the excess 1-2
LIN H

UT
C

accumulator fluid past the 1-2 accumulator valve and through an ex-
E

CENTER haust port. This regulation provides additional control for the accumu-
CL

lation of 2nd clutch fluid pressure and the 2nd clutch apply rate.
4TH CL FD 2

SUPPORT
UN

ASSEMBLY
TH CL FD 2
R
ER

30
OV

(701)
 HYDRAULIC CONTROL COMPONENTS
Downshift Control
During a 2-1 downshift, 2nd clutch fluid exhausts from the 1-2 accu- ACCUMULATOR ASSEMBLIES

➤
mulator assembly. As spring force and 1-2 accumulator fluid pressure
➤
move the 1-2 accumulator piston against exhausting 2nd clutch fluid, CAPILLARY
the 1-2 accumulator valve train regulates more D32/1-2 fluid into the ➤ RESTRICTION 214 215 216 217
1-2 accumulator fluid circuit. This regulation controls the rate at which

➤
1-2 accumulator fluid fills the 1-2 accumulator. It also helps control the
➤

THROTTLE SIGNAL
rate at which 2nd clutch fluid exhausts and the 2nd clutch releases.
Therefore, with higher throttle positions and greater throttle signal fluid EX
pressure, the accumulator valve will regulate D32/1-2 fluid to fill the 1-
2 accumulator faster. This pressure will then move the accumulator
piston faster, thereby forcing 2nd clutch fluid to exhaust faster and the
2nd clutch to release quicker.

3-4 ACCUMULATOR ASSEMBLY (13-19)

The 3-4 accumulator assembly is located in the side of the adapter case THROTTLE SIGNAL ACCUMULATOR ASSEMBLY (214-217)
(20) and consists of a piston (18), piston spring (16) and piston pin
(17). The 3-4 accumulator assembly is the primary device for the con- 4TH CLUTCH
trolling the apply feel of the 4th clutch during a 3-4 upshift.

➤
The 3-4 accumulator assembly functions exactly the same as the 1-2 13 14 15
accumulator assembly. The only difference is the name of the fluids ➤
used. In the 3-4 accumulator, line pressure feeds the 3-4 accumulator
fluid circuit through the 3-4 accumulator valve and 4th clutch fluid
strokes the accumulator piston during the 4th clutch apply. ➤

Note: The accumulator control springs (319 and 408) for the 1-2 and
3-4 accumulator valve trains are not used on all models. Refer to the
appropriate service information for specific application information.

➤
EX
3-4 ACCUM
3RD CLUTCH ACCUMULATION
The servo assembly (90-103) is used as an accumulator during the 2-3
➤
upshift to cushion the 3rd clutch apply. The servo assembly is located
in the bottom rear of the main transmission case (36) and consists of a

➤
piston (97), a cushion spring (99), a return spring (103) and an apply

EX
rod (102). THROTTLE SIGNAL

➤
Upshift Control 16 17 18 19
3-4 ACCUM CONTROL
The 3rd clutch is applied by 3rd clutch fluid pressure which is fed by
servo release fluid. Servo release fluid is also routed to the servo as-

➤
EX
➤
sembly and acts on the release side of the servo piston. Servo release
LINE 3-4 ACCUMULATOR ASSEMBLY (13-19)

➤
fluid pressure assists the force from the servo cushion and servo return
springs to move the servo piston against servo apply fluid pressure.
This action moves the servo piston (97) and apply rod (102) away from

2ND CLUTCH
the brake band, thereby releasing the band. The movement of the servo
103
piston absorbs some of the initial 3rd clutch fluid pressure to cushion
the 3rd clutch apply - similar to the accumulation action of the 1-2 and
3-4 accumulators. 313
As the servo piston moves to the release position, some servo apply
fluid is forced out of the servo assembly. This fluid is routed back

➤
102

SERVO RELEASE
through the Pulse Width Modulated (PWM) band apply solenoid (323)
and into the D32/1-2 fluid circuit. This excess fluid pressure is regu-
➤
lated back through the pressure regulator valve.

SERVO APPLY
314
Downshift Control
During a 3-2 downshift, servo release fluid exhausts from the servo 101
assembly. As the force from the servo cushion spring (99), servo return
spring (103), and servo apply fluid pressure move the servo piston to

➤
the apply position, the PWM solenoid regulates more D32/1-2 fluid

1-2 ACCUM
into the servo apply fluid circuit. This regulation controls the rate at

➤
315 100
which servo apply fluid pressure fills the servo assembly and moves

➤
THROTTLE SIGNAL

the servo piston to apply the brake band. This action also helps control
the rate at which servo release fluid exhausts and the 3rd clutch re-
leases. The PWM solenoid is controlled by the TCM in relation to the 99
operating conditions of the vehicle. ➤

Note: Refer to the Electronic Components Section for a detailed de- 316 98
D 3 2/1-2
scription of the PWM solenoid operation.
➤

THROTTLE SIGNAL ACCUMULATOR ASSEMBLY (214-217)

➤
97
This accumulator dampens the pressure irregularities in he throttle sig-
➤

nal fluid circuit. Refer to page 29 for “Components Located in the Oil
Pump Assembly” for a description.
96
CONTROL 1-2 ACCUM
95
➤
EX
EX

94
➤

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

32B Figure 31 33
 HYDRAULIC CONTROL COMPONENTS
CHECKBALL LOCATION AND FUNCTION
REVERSE
SHUTTLE
(85) D32
SHUTTLE
(85)
2ND CL ➤ 20f ➤
21
REVERSE 14l

➤
SOLENOID FEED
REVERSE
SHUTTLE
VALVE
(85)

1-2
D32

➤
16d
29f
➤

QUICK
D32 DUMP
17

VALVE
SHUTTLE MAIN CASE (36) (85)
ADAPTER CASE (20) VALVE ➤ D 3 2/1-2 (TO VALVE BODY)
(AUX. VALVE BODY SIDE) (85)
SERVO RELEASE
➤

D32 SHUTTLE VALVE

Located in the main transmission case (36), it controls the routing of fluid into the

➤
D32/1-2 fluid circuit. Depending on the position of the manual valve, either D32
fluid, 1-2 fluid or both fluids feed the D32/1-2 fluid circuit. When only one of

22e

22d
these fluids is present the checkball seats against the empty fluid circuit. If D32
and 1-2 fluids are both present, the checkball remains in a released state as both

➤
of these fluids feed the D32/1-2 fluid circuit. 3RD CLUTCH

SERVO REL
QUICK DUMP
3RD CLUTCH CHECK VALVE VALVE (85)
Located in the main case valve body (84), it controls the routing of fluid into the
3rd clutch fluid circuit. Depending on the gear range the transmission is operating
in, either servo release fluid, 3rd clutch feed fluid or both fluids feed the 3rd
clutch fluid circuit. When only one of these fluids is present the checkball seats
against the empty fluid circuit. If servo release and 3rd clutch feed fluids are both 3RD CL FEED
present, the checkball remains in a released state as these fluids feed the 3rd
clutch fluid circuit.
23c

3RD CLUTCH QUICK DUMP VALVE

Located in the main transmission case (36), it controls the exhaust rate of servo
3RD CL
➤
release fluid. When the transmission downshifts from Third to Second gear, servo 24 23b
3RD CLUTCH
➤

release fluid pressure exhausts. Exhausting servo release fluid pressure seats the CHECK VALVE
checkball and is forced through the orifice next to the checkball. Forcing exhaust- SERVO REL ➤ 22/23a ➤
ing servo release fluid through the orifice helps controls the release rate of the 3rd (85)
clutch and the apply of the brake band. To apply the 3rd clutch, servo release fluid
unseats, and flows past the #3 checkball, thereby bypassing the orifice opposite
the checkball.
3RD CLUTCH
CHECK VALVE
(85)
REVERSE SHUTTLE VALVE (SOME APPLICATIONS ONLY)
Located in the adapter case (20), it controls the routing of fluid into the solenoid
feed fluid circuit. Depending on the position of the manual valve and the gear
range the transmission is operating in, either reverse fluid or 2nd clutch fluid
feeds the solenoid feed fluid circuit. If one of these fluids is present it seats the
checkball against the other fluid circuit, which would be empty, and fills the
solenoid feed fluid circuit in preparation for converter clutch apply (reverse fluid
and 2nd clutch fluid are never present at the same time). Remember that converter
clutch apply in Reverse (R) is only during a ‘Reverse Lock Out’ condition.

CONVERTER CLUTCH APPLY CHECKBALL

Located in release fluid circuit at the end of the turbine shaft (506), it controls the
apply feel of the torque converter clutch (TCC). As the TCC applies, exhausting
release fluid seats, and is orificed around, the checkball. The orifice slows the
exhaust of release fluid and controls the apply feel of the converter clutch. When
the TCC is released, release fluid pressure unseats the checkball and flows freely
VALVE BODY (84)
past the ball to keep the pressure plate away from the converter cover.
(MAIN CASE)

34 Figure 32
 ELECTRICAL COMPONENTS
The Hydra-matic 4L30-E transmission incorporates electronic controls that ‘fail-safe mode’. In fail-safe mode, the following defaults occur:
utilize a Transmission Control Module (TCM). The TCM gathers vehicle
operating information from the various sensors and controls listed below, • The Force Motor solenoid is OFF and line pressure is a maximum to
sensors both internal and external to the transmission. The TCM processes prevent any clutch slippage.
this information and controls the following: • The PWM Band Apply solenoid is OFF and servo apply fluid pressure is
a maximum to prevent the band from slipping.
• transmission shift points through the shift solenoids, • The TCC solenoid is OFF and converter clutch apply is prevented.
• transmission shift feel through the force motor solenoid, • Both shift solenoids are OFF.
• TCC apply and release timing through the TCC control solenoid, and
With both shift solenoids OFF (Fourth gear state), the transmission will
• the brake band apply rate through the PWM band apply solenoid. operate in Fourth gear when the gear selector lever is in the Drive range
Electronic control of these transmission operating characteristics provides position. However, the driver has some flexibility in gear selection during
consistent and precise shift points and shift quality based on the operating fail-safe mode by moving the gear selector lever as follows: (see note)
conditions of both the engine and transmission. Gear Selector Lever Position Transmission Gear Operation
Drive Range (D) 4th gear
OPERATING MODES
Manual Third (3) 4th gear
The TCM controls the transmission operation in three modes: Economy Manual Second (2) 3rd gear
mode, Performance mode, and Winter mode. The driver determines the Manual First (1) 1st gear
transmission operating mode through the Performance/Economy mode Reverse (R) Reverse
switch and Winter mode switch. Some applications have a Manual mode Park, Neutral (P,N) Park, Neutral
where the transmission can be shifted manually, similar to a manual trans-
mission. Refer to page 40 for more information on these different operat- Note: When the system failure is not due to the TCM, and the TCM is
ing modes. functioning properly, the transmission will operate in Second gear when
the selector lever is in the Manual First position. In this situation the TCM
FAIL-SAFE MODE operates the shift solenoids in a Second gear state. Some applications
If a major electrical system failure occurs which could affect vehicle safety have different fail-safe operating states. Refer to the appropriate service
or damage the transmission during normal operation, the TCM enters the manual for specific information.

D E D1C TCM J K "CHECK TRANS"

LAMP
➤

➤
➤

➤
➤

➤
➤
➤
➤

➤
➤
➤
➤

➤
➤
➤

➤
➤
➤

➤
➤

G I 2 5 3 4 C 1 A ETCM H F

INPUTS OUTPUTS
INFORMATION SENSORS ELECTRONIC CONTROLLERS ELECTRONICALLY CONTROLLED
TRANSMISSION COMPONENTS
A. TRANSMISSION OUTPUT SPEED SENSOR • TRANSMISSION CONTROL MODULE (TCM)
B. TRANSMISSION FLUID TEMPERATURE 1. PULSE WIDTH MODULATED (PWM)
SENSOR
• DIAGNOSTIC 1 CONNECTOR (D1C) BAND APPLY SOLENOID
C. MODE SWITCH • SELF DIAGNOSTIC INPUT ("CHECK TRANS" 2. FORCE MOTOR SOLENOID
D. THROTTLE POSITION SENSOR (TPS) LAMP)
E. ENGINE SPEED SENSOR
F. BRAKE SWITCH
➭ ➭ 3. 1-2/3-4 SHIFT SOLENOID

4. 2-3 SHIFT SOLENOID

G. ENGINE COOLANT TEMPERATURE SENSOR
H. KICKDOWN SWITCH 5. TORQUE CONVERTER CLUTCH
SOLENOID
I. AIR CONDITIONER INFORMATION SIGNAL
J. WINTER MODE PUSHBUTTON SWITCH
K. ECONOMY/PERFORMANCE PUSHBUTTON
SWITCH

Figure 33 35
 ELECTRICAL COMPONENTS
ELECTRICAL COMPONENTS (TCM inputs internal to the ELECTRICAL
transmission) CONNECTOR

TRANSMISSION OUTPUT SPEED SENSOR (39)

The transmission output speed sensor is a magnetic inductive pickup
that relays information relative to vehicle speed to the TCM. The O-RING
speed sensor is mounted in the side of the transmission extension
assembly (37), opposite of the parking lock wheel (668). The parking
lock wheel is splined to the output shaft and has teeth on its outside ROTOR
diameter. Therefore, the parking lock wheel rotates at transmission MAGNETIC
output speed. PICKUP
The speed sensor assembly consists of a permanent magnet surrounded
by a coil of wire. As the output shaft and parking lock wheel rotate,
an alternating current (AC) is induced in the coil of wire by the teeth
on the parking lock wheel passing by the magnetic pickup. Therefore, SPEED SENSOR
whenever the vehicle is moving, the output speed sensor produces an
AC voltage signal proportional to vehicle speed. As vehicle speed
increases and more teeth pass by the magnetic pickup on the speed
sensor in a given time frame, the frequency of the AC signal in- LOW SPEED HIGH SPEED
5.0

OUTPUT VOLTS
creases. An increase in frequency of the AC signal is interpreted by
the TCM as an increase in vehicle speed (see Figure A).

TIME
➤

FIGURE A: CONDITIONED SIGNAL

TRANSMISSION FLUID TEMPERATURE SENSOR WIRE RESISTOR WIRE

This sensor is a negative temperature coefficient thermistor (tempera-
ture sensitive resistor) that is bolted on the adapter case valve body
assembly (401). The temperature sensor is submersed in the fluid in
the adapter case bottom pan (50). The internal electrical resistance of
the sensor varies according to the operating temperature of the trans- TEMPERATURE SENSOR
mission fluid (see chart). The lower the fluid temperature, the higher
NORMAL RESISTANCE (OHMS)

the resistance. The TCM interprets this resistance as another input to 16,000
help control the converter clutch application through the TCC control
solenoid. This information is also used to control line pressure through
the force motor solenoid.
The TCM inhibits TCC apply until transmission fluid temperature
reaches approximately 30˚C (86˚F). F or some applications if trans-
mission fluid temperature becomes excessively high, above approxi-
mately 140°C (284°F), the TCM will apply the converter clutch in
Second, Third and Fourth gears regardless of operating conditions.
Normally the TCC is only applied in Third and Fourth gears. Applying 133
the TCC serves to reduce transmission fluid temperatures created by
-10 110
the fluid coupling in the torque converter when the TCC is released. TEMPERATURE (°C)

D N R
3
MODE SWITCH 2 P
The mode switch signals the TCM which position the selector lever is 1
in and the gear range the transmission is operating in. The mode
switch is bolted to the outside of the main transmission case (36) and
splined to the transmission selector shaft (61). Therefore, the digital G
logic in the mode switch determines which position the selector shaft C
is in and this information is then sent to the TCM. B
A
Note: For the mode switch to function properly, it is important to
correctly align the mode switch with the selector shaft each time the
switch is removed and reassembled. Refer to the appropriate service
information for the specific procedure to assemble the mode switch.

MODE SWITCH

36 Figure 34
 ELECTRICAL COMPONENTS
ELECTRICAL COMPONENTS (TCM inputs/outputs external to the transmission)
THROTTLE POSITION SENSOR (TPS)
Located on the throttle shaft of the TBI unit, the TCM monitors a vari-
able voltage signal from this sensor to calculate throttle position. The
TPS is a potentiometer that varies from approximately .48 volts at mini-
mum throttle position to approximately 4.5 volts at maximum throttle
position. The TCM measures this voltage and uses the information on
throttle position to determine the appropriate shift patterns, shift feel and
TCC apply and release timing. In general, with greater throttle angle and
higher TPS voltage signal, the TCM delays upshift speeds (through shift
solenoid control) and increases line pressure (through force motor sole-
noid control). Also, the TCM keeps the converter clutch released at
minimum throttle positions and during heavy acceleration.
ENGINE SPEED SENSOR
Monitored as engine RPM by the TCM through the ignition module, this
sensor is used to help determine shift patterns and TCC apply and re-
lease timing.
ENGINE COOLANT TEMPERATURE SENSOR
This sensor monitors engine coolant temperature and sends a variable
resistance signal to the Engine Control Module (ECM). When the engine
is cold, resistance through the sensor is high, and when the engine is hot,
resistance is low. The ECM then sends this information to the TCM. The
TCM prevents converter clutch apply when engine coolant temperature
is below approximately 70˚C (158˚F).
BRAKE SWITCH
This switch causes the TCM to command TCC release. When the brake
pedal is depressed the TCM opens the path to ground for the TCC
solenoid electrical circuit. This de-energizes the solenoid and releases
the converter clutch.
KICKDOWN SWITCH
This switch is connected to the accelerator pedal. Whereas the TPS
signals throttle position to the TCM, the kickdown switch signals the
TCM when the accelerator pedal is fully depressed. The kickdown switch
is activated when the accelerator pedal travel is approximately 80%.
AIR CONDITIONER INFORMATION SIGNAL
When the A/C pressure cycling switch closes, the TCM is signaled that
the air conditioning compressor is ON and there is an extra load on the
engine. The TCM then adjusts transmission line pressure and shift tim-
ing to compensate for the added load on the engine.
ECONOMY/PERFORMANCE MODE PUSHBUTTON SWITCH
Depressing this pushbutton changes the transmission operating mode
between the Economy and Performance driving modes. In Performance
mode, the TCM delays part-throttle upshifts for greater acceleration. The
TCM also signals the force motor solenoid to increase line pressure for
the additional torque requirements in Performance mode. Higher line
pressure creates firmer shifts and more holding force for the friction
clutches and the brake band. Economy mode provides better fuel economy
by having the TCM initiate earlier part-throttle upshifts. Also, in Economy
mode line pressure is lower to provide smoother upshifts and down-
shifts.
WINTER MODE PUSHBUTTON SWITCH
In Winter mode the TCM changes the shift solenoid states to start the
transmission in Third gear. By starting to move the vehicle with the
transmission in Third gear, less torque is created, thereby reducing tire
slippage on ice and snow. When the driver selects Winter mode the TCM
overrides the selection of Economy or Performance modes. The TCM
only enters Winter mode when the following conditions are met:
• The selector lever is in the Drive Range (D).
• Vehicle speed is less than 10 km/h (6 mph).
• Transmission fluid temperature is less than 130˚C (266˚F).
• The kickdown switch is off and throttle opening is less than 7%.
Winter mode is cancelled if any of the following conditions are met:
• The Winter mode button is depressed.
• The selector lever is moved from the Drive Range (D) position (the
TCM will remain in Winter mode in Neutral and Reverse).
• The ignition key is turned off.
• Vehicle speed is greater than 30 km/h (19 mph) for more than one.
• Transmission fluid temperature is greater than 130˚C (266˚F).
• Kickdown switch is activated.
When Winter mode is cancelled by one of these conditions, the TCM
returns to operating in Economy mode, regardless of the operating mode
before selecting Winter mode.
MANUAL MODE (SOME MODELS ONLY)
Some 4L30-E applications can be operated in a Manual mode. When
Manual mode is selected the transmission gear state follows the position
of the gear selector lever as follows:
Gear Selector Lever Position Transmission Gear Operation
Drive Range (D) 4th gear
Manual Third (3) 3rd gear
Manual Second (2) 2nd gear
Manual First (1) 1st gear
This allows the driver to operate the transmission similar to a manually
shifted transmission.

TORQUE CONVERTER CLUTCH SOLENOID (416)

The converter clutch solenoid is an ON/OFF solenoid connected to the • Transmission fluid must be above approximately 30˚C (86˚F) bef ore
adapter case valve body. The solenoid is normally closed and functions the TCM will signal TCC apply.
identical to the 1-2/3-4 shift solenoid. When de-energized (OFF), solenoid • Engine coolant temperature must be above approximately 70˚C (158˚F)
spring force keeps the plunger against the fluid inlet port. This blocks before the TCM will signal TCC apply.
solenoid feed fluid pressure from entering the solenoid signal fluid circuit.
With the plunger in this position the solenoid signal fluid circuit is open • In the event of an electrical or system failure the TCC solenoid remains
to an exhaust port through the end of the solenoid. Without solenoid OFF and the TCC released.
signal fluid pressure the TCC is kept released.
When energized (turned ON) by the TCM, the magnetic field created in CONNECTOR SPRING O-RING
the coil moves the plunger against solenoid spring force, away from the
fluid inlet port, and blocks the exhaust port through the solenoid. This
allows solenoid feed fluid to flow through the solenoid and fill the solenoid
signal fluid circuit. With the exhaust port blocked, solenoid signal fluid
pressure increases, thereby moving the TCC control valve into the apply
position and initiating the TCC apply. EXHAUST
The TCC is normally applied in Third and Fourth gears (but will apply
in Second gear on some models if transmission fluid temperatures become
excessively high). The following conditions will cause the TCM to change
the operating state of the solenoid:
• The TCC is released prior to all upshifts and downshifts and may re-
apply after the shift is complete if operating conditions are appropriate.
SOLENOID SOLENOID
• The TCC is released when the brake pedal is depressed, as signaled to COIL FEED SIGNAL
the TCM by the brake switch. ASSEMBLY PLUNGER FRAME FLUID FLUID

Figure 35 37
 ELECTRICAL COMPONENTS
CONNECTOR SPRING O-RING
SHIFT SOLENOIDS
The Hydra-matic 4L30-E transmission uses two electronic shift sole-
noids (the 1-2/3-4 and 2-3 shift solenoids) to control upshifts and down-
shifts in all forward gear ranges. These shift solenoids work together in
a combination of ON and OFF sequences to control the positions of the
EXHAUST 1-2/3-4 and 2-3 shift valves. The TCM uses numerous inputs to deter-
mine which solenoid state combination, and which gear range, the
transmission should be in. The following table indicates the solenoid
state combination required for each gear range:

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

Normally Closed Normally Open
Park, Reverse, Neutral OFF ON
First OFF ON
COIL D32/1-2 Second ON* ON
ASSEMBLY PLUNGER FRAME FLUID Third ON* OFF*
1-2 & 3-4 SHIFT SOLENOID (NORMALLY CLOSED) Fourth OFF OFF*
CONNECTOR SPRING METERING O-RING * Denotes the solenoid is open with fluid pressure flowing
BALL through the shift solenoid and acting on the shift valve.

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

1-2/3-4 Shift Solenoid (303)

Located at the end of the 1-2/3-4 shift valve (304), the 1-2/3-4 shift
solenoid is normally closed and fed D32/1-2 fluid. When de-energized
(OFF), solenoid spring force keeps the plunger against the fluid inlet
port. This blocks D32/1-2 fluid pressure from acting on the 1-2/3-4
COIL D32/1-2 shift valve. Without D32/1-2 fluid pressure, 1-2/3-4 shift valve spring
ASSEMBLY PLUNGER FRAME FLUID (305) force keeps the shift valve in the First and Fourth gear position
(as shown in Example A). With the shift valve in this position the
2-3 SHIFT SOLENOID (NORMALLY OPEN) cavity at the end of the valve is open to an exhaust port through the
3RD CL FEED 2ND CLUTCH
solenoid.
1-2 REG D 3 2/1-2
➤

4TH CL FEED 2 When energized (turned ON) by the TCM, the magnetic field created
SOLENOID in the coil moves the plunger against solenoid spring force, away from
EX
(303) the fluid inlet port, and blocks the exhaust port through the solenoid.
1-2 & 3-4 SHIFT
N.C. This allows D32/1-2 fluid to flow through the solenoid and act on the
OFF
1-2/3-4 shift valve. With the exhaust port blocked, D32/1-2 fluid pres-
EX

EX
➤

SERVO REL sure at the end of the shift valve increases, moves the valve against
D 3 2/1-2 4TH CL FD 1 spring force and into the Second and Third gear positions (as shown in
D 3 2/1-2 ➤ Example B).
➤

SOLENOID

EX
(307)
2-3 SHIFT
2-3 Shift Solenoid (307)
N.O.
ON
Located at the end of the 2-3 shift valve (308), the 2-3 shift solenoid is
normally open and fed D32/1-2 fluid. When de-energized (OFF), D32/
EX
EX

EX
4TH CL FD 1

SERVO REL
D32 ➤

1-2 fluid pressure moves the solenoid checkball against solenoid spring
force. This also moves the plunger in the solenoid to block the exhaust
port in the solenoid. D32/1-2 fluid flows past the ball and acts on the 2-
3 shift valve. With the exhaust port blocked, D32/1-2 fluid pressure at
EXAMPLE A: FIRST GEAR the end of the shift valve increases. D32/1-2 fluid pressure moves the
shift valve against 2-3 shift valve spring (305) force and into the Third
3RD CL FEED 2ND CL and Fourth gear position (as shown in Example B).
1-2 REG D 3 2/1-2
➤
➤

4TH CL FEED 2 When energized (ON - Example A) by the TCM, the magenetic field
➤

SOLENOID created in the coil moves the plunger against the solenoid checkball.
(303)
EX 1-2 & 3-4 SHIFT The force from the plunger assists spring force and seats the ball against
N.C.
ON the fluid inlet port, thereby blocking D32/1-2 fluid. With the plunger in
EX

EX
➤

this position, residual D32/1-2 fluid at the end of the shift valve is open
➤

SERVO REL
➤
to the exhaust passage through the solenoid. This allows shift valve
D 3 2/1-2 4TH CL FD 1 spring force to move the 2-3 shift valve into the First and Second gear
D 3 2/1-2 ➤ position.
➤

SOLENOID
(307)
EX 2-3 SHIFT
N.O.
➤

OFF
EX
EX

EX ➤

SERVO REL
➤
➤

D32
4TH CL FD 1
EXAMPLE B: THIRD GEAR

38 Figure 36
 ELECTRICAL COMPONENTS
PULSE WIDTH MODULATED (PWM) BAND APPLY SOLENOID (323)
General Operation
The PWM solenoid is a normally open solenoid that controls the brake
band apply and release. This is accomplished by the TCM varying the
solenoid’s duty cycle (percent time energized) in relation to vehicle
operating conditions and the various TCM input signals. The brake
band is always applied in First and Second gears.
Figure A shows an example of the PWM solenoid operating with a
70% negative duty cycle at the constant operating frequency of 32 Hz
(cycles per second). The frequency means that when the solenoid is
energized it is pulsed with current from the TCM 32 times each sec-
ond. The 70% duty cycle means that during each cycle (1/32 of a
second) the solenoid is energized (ON) and closed 70% of the time
(see inset in Figure A). With the solenoid being normally open, a
greater duty cycle equates to the solenoid being closed more often and
less fluid flowing through the solenoid (closed with respect to D32/1-2
fluid entering the valve and servo apply fluid circuit).
The PWM solenoid operates on a negative duty cycle. This means that
the ground (negative or low) side of the solenoid circuit is controlled
by the TCM. The solenoid is constantly fed approximately 12 volts to
the high (positive) side and the TCM controls the length of time the
path to ground for the electrical circuit is closed (duty cycle). When the
TCM closes the solenoid ground circuit, current flows through the
solenoid and the ground circuit is at a low voltage state (0 volts and
During a 2-3 upshift at low speed, below approximately 20 km/h (13
mph), the TCM operates the solenoid at 100% duty cycle. With a 100%
duty cycle the solenoid valve is positioned completely to the left, with
respect to the cutaway view of the solenoid, and blocks exhausting
servo apply fluid from entering the valve and the D32/1-2 fluid circuit.
This forces the exhausting servo apply fluid pressure through orifice
#17/19e. orificing this fluid slows the exhaust and creates a slower
band release. At low speeds a slow band release is needed to prevent a
harsh release feel.
Approximately every 15 seconds the TCM pulses the band apply sole-
noid to either a maximum or minimum duty cycle. These pulses func-
tion to prevent possible contamination from sticking the solenoid valve
or plunger in any given position.
Note: The duty cycle percentages in Figure B are only approximate
values and do vary with vehicle application and vehicle operating
conditions.
30% 70%
➤
➤
➤
12
(ON)

VOLTS
solenoid energized).
Brake Band Applied
When the band is applied, the electrical path to ground for the solenoid TIME
0 ➤
is always open and the negative duty cycle is 0%. Therefore, current ➤
➤
does not flow through the coil in the solenoid and the PWM solenoid is 1 CYCLE = 1/32 SECOND
always OFF (as shown in the drawing). With the solenoid OFF, sole-
noid spring force holds the ball away from the D32/1-2 fluid inlet port
and against the exhaust seat in the solenoid. This allows D32/1-2 fluid 16
to flow through the inlet port, past the ball, and into the two passages 14 FREQUENCY: 32 HZ
leading to the solenoid valve. This D32/1-2 fluid pressure moves the 12
VOLTS

10
valve completely to the right (with respect to the drawing). With the 8
valve in this position, D32/1-2 fluid flows through the valve and enters 6
the servo apply fluid circuit. 4
2
Brake Band Application Rate 0 TIME
➤
If the solenoid remained OFF and fully open (0% duty cycle) during ➤
1 SECOND ➤
the band apply, servo apply fluid pressure would increase too rapidly (32 CYCLES)
and create a harsh shift. Therefore, to control the band apply rate, the DUTY CYCLE = 70%
solenoid’s duty cycle is increased from 0%. The TCM sends an electri-
cal current through the solenoid coil at the same rate as the duty cycle FIGURE A: PWM SOLENOID NEGATIVE DUTY CYCLE
which creates a magnetic field that magnetizes the center pole (grey
cross hatch area). The magnetized pole repels the ball against spring HOUSING O-RING METERING SNAP SPOOL
force, seating the ball against the inlet port. This allows D32/1-2 fluid BALL RING HOUSING
from the end of the valve to exhaust past the ball and through the CENTER
solenoid. POLE

Without D32/1-2 fluid pressure at the end of the valve, the fluid dy- FLOW
namics acting on the valve shifts it completely to the left (with respect REGULATION
to the drawing). This blocks D32/1-2 fluid from entering the valve and (EXHAUST) ➤ ➤
➤ ➤ ➤ ➤
➤ ➤
supplying the servo apply fluid circuit. A higher percent duty cycle
➤

increases the current flowing through the solenoid, thereby increasing

➤

➤
the coil's magnetic field. This keeps the checkball further toward the COIL
exhaust seat, and the valve further to the left, to provide a slower ASSEMBLY
increase in servo apply fluid pressure and slower apply of the brake
band. EXHAUST PRESSURE PRESSURE
SEAT SUPPLY CONTROL
Figure B shows an example of the relation between Percent Duty Cycle (D32/1-2) (SERVO APPLY)
and Time that controls the brake band apply rate. The TCM immedi-
ately increases the solenoid duty cycle to between 0% and 80% (point CONNECTOR SPRING
A). Once the band applies, the duty cycle immediately decreases to 0%
and the solenoid is de-energized (turned OFF) to achieve maximum PULSE WIDTH MODULATED (PWM) BAND APPLY SOLENOID
servo apply fluid pressure (point B). The value of the duty cycle con-
➤

trols the brake band apply rate and apply feel as determined by vehicle BAND
PERCENT DUTY CYCLE

application and operating conditions. 100% APPLY

➤

Brake Band Release 80 A

The solenoid state during the band release depends on vehicle speed 60
and gear selector lever position. During a shift from a forward Drive
Range to Park, Reverse, or Neutral, or a 2-3 upshift at speeds above 40
approximately 20 km/h (13 mph), the TCM operates the solenoid at a
0% duty cycle (solenoid valve to the right - fully open). This allows 20
B TIME
excess servo apply fluid pressure to exhaust quickly through the sole- 0 ➤
noid, thereby releasing the band quickly.
FIGURE B: BRAKE BAND APPLY

Figure 37 39
 ELECTRICAL COMPONENTS
FORCE MOTOR (404)
The variable force motor solenoid, controlled by the TCM, is a preci-
sion electronic pressure regulator that controls line pressure. The force
motor operates at approximately 600 Hz (cycles per second) and regu-
lates feed limit fluid pressure into the throttle signal fluid circuit. The
TCM controls the pressure that throttle signal fluid is regulated at by
varying the current at the force motor coil. The amount of current is
controlled by the duty cycle of the force motor. A greater duty cycle
creates a higher current at the force motor. Similar to the PWM sole-
noid, the duty cycle represents the percent time that current flow
energizes the coil. The high frequency of the force motor acts to
smooth the pulses created by the duty cycle energizing and de-ener-
gizing the force motor.
The TCM operates the force motor on a positive duty cycle. This
means that the high (positive) side of the force motor electrical circuit
at the TCM controls the force motor operation. Therefore, the TCM FEED VALVE EXHAUST ARMATURE SPRING FRAME
always provides a ground path for the circuit and continually adjusts LIMIT
the force motor duty cycle depending on vehicle and transmission FLUID
operating conditions. A positive duty cycle is measured as approxi-
mately 12 volts on the high (positive) side of the force motor when the
force motor is energized (ON). Figure A shows an example of a 60%

➤ ➤

➤ ➤
positive force motor duty cycle.
The duty cycle and amount of current flow to the force motor are ➤
mainly affected by throttle position. Both current flow and duty cycle ➤
are inversely proportional to throttle angle; as throttle angle increases, ➤

➤ ➤

➤ ➤
the duty cycle is decreased by the TCM which decreases current flow.
Current flow to the force motor coil creates a magnetic field that
attracts the armature, thereby moving the plunger to the right (with
respect to the drawing) against spring force. Note that the force motor
is assembled with some transmission fluid inside. This fluid assists the
damper spring in cushioning the armature movement. THROTTLE
SIGNAL DAMPER COIL
At minimum throttle (idle), the duty cycle is a maximum and current FLUID SPRING PLUNGER ASSEMBLY
flow approaches 1.1 amps (always energized - ON). This keeps the
armature forced against the plunger and compressing the spring. There- FIGURE A: FORCE MOTOR (OFF)
fore, throttle signal fluid pressure acting on the end of the force motor
valve moves the valve towards the armature and blocks the feed limit
fluid circuit. The throttle signal fluid circuit is then open to an exhaust
port and throttle signal fluid pressure is at minimum.
At maximum throttle, the duty cycle is a minimum and current flow
➤

approaches 0.1 amps (always de-energized or OFF as shown in the 40%

60%➤
➤
➤
➤
drawing). Therefore, the magnetic field is a minimum and spring force 12
holds the plunger, armature and valve to the left (with respect to the (ON)
VOLTS

drawing) against throttle signal fluid pressure acting on the end of the
valve. This closes the exhaust port and opens the throttle signal fluid
circuit to feed limit fluid, creating maximum throttle signal fluid pres-
sure.
TIME
Under normal operating conditions between maximum and minimum 0 ➤ ➤
➤
throttle positions, the TCM varies the duty cycle which varies current
flow to the force motor between approximately 0.1 and 1.1 amps to 1 CYCLE = 1/292.5 SECOND
control throttle signal fluid pressure. This regulates the valve between
opening and closing the exhaust port to regulate throttle signal fluid FIGURE B: FORCE MOTOR POSITIVE DUTY CYCLE
pressure. Throttle signal fluid pressure then controls line pressure at
the pressure regulator valve accordingly (see chart). If the electrical
system becomes disabled for any reason, current flow will be 0.0
amps and the force motor will regulate maximum throttle signal fluid
pressure. This creates maximum line pressure to prevent any apply
components from slipping until the condition can be corrected.
Throttle signal fluid pressure also acts on the accumulator valve to FORCE MOTOR LINE PRESSURE CONTROL
increase accumulator pressure, and apply rate of the clutches and 240
NOMINAL FLUID PRESSURE (PSI)

bands, as throttle angle increases. Remember that with greater accu-

mulator fluid pressure there is less cushion for clutch apply fluid. 210

Approximately every 20 seconds the TCM pulses the force motor at 180 LINE (DRIVE)
either maximum (100% duty cycle) or minimum current flow (0%
duty cycle) depending on the force motor operating conditions. These 150
pulses function to prevent possible contamination from sticking the 120
force motor valve or plunger in any given position.
THROTTLE SIGNAL (NOM)
90

60

30

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)

40 Figure 38
 POWER FLOW
This section of the book describes how torque
from the engine is transferred through the Hydra-
matic 4L30-E transmission allowing the vehicle
to move either in a forward or reverse direction.
The information that follows details the specific
mechanical operation, electrical, hydraulic and
apply components that are required to achieve a
gear operating range.
The full size, left hand pages throughout this
section contain drawings of the mechanical
components used in a specific gear range. 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 gear range. The text below this chart provides
a detailed explanation of what is occurring
mechanically in that gear range.
Figure 39
The full size, right hand pages contain a simplified
version of the Complete Hydraulic Circuit that is
involved for each gear range. Facing this full
page is a half page insert containing text and a
detailed explanation of what is occurring
hydraulically in that gear range. A page number
located at the bottom of the half page of text
provides a ready reference to the complete
Hydraulic Circuits section of this book if more
detailed information is desired.
It is the intent of this section to provide an overall
simplified explanation of the mechanical,
hydraulic and electrical operation of the Hydra-
matic 4L30-E transmission. If the operating
principle of a clutch, band or valve is unclear,
refer to the previous sections of this book for
individual components descriptions.
41
 PARK
PARK Engine Running
Engine Running 1-2 / 3-4 2-3 OVERDRIVE OVERRUN FOURTH THIRD REVERSE SECOND PRINCIPLE BAND
SOL SOL ROLLER SPRAG
CLUTCH CLUTCH CLUTCH CLUTCH CLUTCH ASSEMBLY
POWER FROM OVERDRIVE OVERRUN SPRAG CLUTCH NO POWER N.C. N.O. CLUTCH ASSEMBLY

TORQUE ROLLER CLUTCH CLUTCH ASSEMBLY TRANSMITTED TO OFF ON APPLIED

CONVERTER (516) APPLIED (650) DIFFERENTIAL
LD = LOCKED IN DRIVE FW = FREEWHEELING NE = NOT EFFECTIVE
(1) HOLDING DRIVING ASSEMBLY

The Hydra-matic 4L30-E automatic transmission requires a con-

stant supply of pressurized fluid to cool and lubricate the com-
ponents throughout the unit. It also requires a holding force be
applied to the bands and clutches to obtain the various gear
ranges. The oil pump assembly (10) and valve body assemblies
provide for the pressurization and distribution of fluid through-

➤
out the transmission.

➤
• The oil pump drive gear (201) is keyed to the torque converter

➤
hub.

➤
➤
• The torque converter assembly (1) is connected to the engine
through the engine flywheel and rotates at engine speed. There-
➤ ➤ fore, the oil pump drive gear also rotates at engine speed.
• The fluid circulating inside the converter creates a fluid coupling
which drives the converter turbine.
• The turbine shaft (506), splined to both the converter turbine and
the overdrive carrier assembly (525), drives the carrier assembly.
Overrun Clutch Applied
• The overrun clutch plates (520-522) are applied and lock the
overrun clutch housing (510) to the overdrive carrier assembly.
• The overdrive sun gear (519) is splined to and driven by the
OUTPUT overrun clutch housing inner hub.
SHAFT
HELD • The overdrive carrier pinion gears are in mesh with both the
overdrive internal gear (528) and overdrive sun gear.
OVERDRIVE • With the overrun clutch housing, sun gear and carrier assembly
INTERNAL rotating at the same speed, the pinion gears do not rotate on their
OVERDRIVE pins. The pinion gears act as wedges to drive the overdrive
GEAR
OIL OVERRUN CARRIER
ASSEMBLY (528) internal gear at the same speed as the overdrive carrier and sun
PUMP CLUTCH gear. Therefore, power flow through the overdrive gear set is a
TORQUE (10) APPLIED (525)
CONVERTER 1:1 direct drive gear ratio.
STATIONARY TURBINE
(1)
SHAFT Overdrive Roller Clutch Holding
(506) • The overdrive roller clutch (516), located between the overdrive
carrier and overrun clutch housing, is holding during accelera-
tion. This assists the overrun clutch plates in holding the overrun
clutch housing and overdrive carrier assembly together.
• The overdrive internal gear drives the intermediate shaft and
2ND CLUTCH third clutch drum (634) at converter turbine speed.
DRUM ASSEMBLY
Sprag Clutch Holding
TURBINE (618)
• The sprag clutch (650), located between the 3rd clutch drum and
SHAFT
(506)
input sun gear assembly (646), engages and allows the 3rd clutch
OVERDRIVE
SUN GEAR PARKING drum to drive the input sun gear.
OVERDRIVE LOCK
ROLLER CLUTCH (519) • The input sun gear drives the short pinion gears in the Rav-
BRAKE BAND WHEEL
(516) (668) igneaux planetary carrier (653) counterclockwise. The short pin-
(664)
HOLDING RELEASED HELD ion gears then drive the long pinion gears clockwise.
REACTION • With the brake band (664) released, the long pinion gears drive
SUN GEAR
(658) the reaction sun gear (658) and reaction sun drum (659) counter-
clockwise, thereby terminating power flow.
OUTPUT
SHAFT Parking Pawl Engaged
SPRAG CLUTCH HELD • The manual selector shaft (61) and manual valve (326) are in the
ASSEMBLY Park (P) position. The parking lock actuator assembly (56) en-
3RD CLUTCH (650) gages the parking lock pawl (54) with the teeth on the parking
DRUM ASSEMBLY DRIVING lock wheel (668).
(634)
• The parking lock wheel is splined to the output shaft. The park-
ing pawl holds both components stationary and the vehicle can-
PARKING
LOCK
not move.
REACTION
SUN DRUM ACTUATOR Note: The vehicle should be completely stopped before select-
(659) ASSEMBLY ing Park range or internal damage to the transmission could
(56)
RAVIGNEAUX PARKING
occur. If Park range is selected while the vehicle is moving, the
INPUT PLANETARY LOCK parking lock pawl will ratchet in and out of the teeth on the
SUN GEAR CARRIER PAWL parking lock wheel (668) until the vehicle slows to approxi-
ASSEMBLY ASSEMBLY (54) mately 5 km/h (3 mph).
(646) (653) ENGAGED

42A
42 Figure 40
 PARK
Engine Running
PARK
When the engine is running, the oil pump draws fluid from the Engine Running
main case bottom pan (74), through the oil filter (79) and into the TORQUE OVERRUN CLUTCH
oil pump assembly (10). This fluid is pressurized by the oil pump CONVERTER ASSEMBLY
and directed into the line fluid circuit. The line circuit supplies PUMP ASSEMBLY
ASSEMBLY
the various hydraulic control components, apply components and
fluid circuits throughout the transmission. PRESSURE
➤
TAP
Pressure Regulation
• Line pressure from the oil pump assembly is directed to the pressure

➤
regulator valve (208). There line pressure is regulated in response to ➤
throttle signal fluid pressure and pressure regulator valve spring OVERRUN CL ➤
➤
(207) force. ➤ ➤
LINE
• Excess line pressure at the pressure regulator valve is fed into the

➤
SUCTION
suction circuit. This fluid is routed back to the suction side of the oil

RELEASE

➤
pump. ➤

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

APPLY
➤

➤
• Line pressure is routed into the feed limit fluid circuit at the feed ➤ ➤
➤ MAIN CASE LUBE ➤
limit valve. Feed limit fluid is routed to the variable force motor
solenoid (404). ➤ ➤ ➤

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

➤
4TH CL
• In all gear ranges, throttle signal fluid from the force motor is di-

➤
rected to the following: OVERRUN LOCKOUT

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

EX
EX
1-2

➤ LINE

RELEASE
regulator valve .
- throttle signal accumulator piston (214) to dampen the pressure 4TH CL FD 2

APPLY
irregularities in the throttle signal fluid circuit.
➤ THROTTLE SIG ➤ ➤ THROTTLE SIG
LER COOLER

➤
- 1-2 accumulator control valve (318) and 3-4 accumulator control
COO
TO

EX
valve (409) to help control shift feel.

➤
➤
Converter Clutch Circuit FORCE

➤
MOTOR

➤
SUCTION
➤ ➤
• Line pressure enters the ‘converter in’ fluid circuit through the pres- SOLENOID

OVERDRIVE LUBE ➤
sure regulator valve and is routed to the converter clutch control

➤
➤
FEED LIMIT
➤

➤
valve (210). LUBE TO

➤
➤

➤
THROTTLE SIG

➤
➤ LINE CENTER

➤
• Spring force holds the converter clutch control valve in the release SUPPORT

➤
position. ‘Converter in’ fluid is routed through the valve and into the

➤
➤ FEED LIMIT

LINE
release fluid circuit. EX BOTTOM PAN FILTER

➤
FEED LIMIT
➤ ➤

➤
• Release fluid is directed between the torque converter cover and

SUCTION
pressure plate to keep the torque converter clutch (TCC) released EX

THROTTLE SIGNAL

➤
➤
➤ LINE
EX
➤
➤
and fill the converter with fluid. This release fluid unseats the con- SPIRAL

➤
LINE
verter clutch apply checkball (504) located in the turbine shaft. CAPILLARY ➤
RESTRICTION

LINE

TO COOLER
Lubrication Circuits FORCE MOTOR

➤
SCREEN

➤
• Fluid exits the converter through the apply fluid circuit, passes through

➤
OVERDRIVE LUBE

APPLY
RELEASE
the converter clutch control valve and enters the cooler fluid circuit. ➤ ➤
LUBE TO

➤
CONV IN

LINE
OVERDRIVE
• Cooler fluid flows through the transmission fluid cooler in the radia-

➤
ASSEMBLY

➤
EX

EX
➤
➤
N.C.
tor and into the main case lube fluid circuit. This fluid cools and

➤
EX
lubricates the components in the main case (36). Refer to page 90 for OFF

➤
CONV CL CONTROL

➤
a complete drawing of the lubrication fluid circuits.

➤
• Lubrication for the overdrive components is provided through the TCC SOL SIGNAL SOL SIG
overdrive lube fluid circuit. This circuit is fed by ‘converter in’ fluid SOLENOID SOLENOID FEED ➤
through an orifice.

➤
SOLENOID SIGNAL

➤
➤ ➤
Overrun Clutch Applies

➤
• Line pressure from the pressure regulator valve also flows through
➤

➤
the overrun lockout valve (705) and into the overrun clutch fluid THROTTLE SIGNAL
THROTTLE SIGNAL

CAPILLARY EX ➤ ➤ LINE ➤
circuit. The overrun lockout valve is held in position by spring force. RESTRICTION ACCUMULATOR

➤
• Overrun clutch fluid pressure is routed to the overrun clutch piston
(513) to apply the overrun clutch plates (520, 522). ➤ D32
CONV IN ➤
• Line pressure is blocked at the manual valve (326). All other fluid D32
REV
circuits at the manual valve are open to exhaust.

➤
➤

MANUAL VALVE EX
• The 1-2/3-4 shift solenoid is de-energized (OFF) and the 2-3 shift BOOST PRESSURE REGULATOR

LINE
solenoid is energized (ON). However, with the manual valve block- ➤ EX

1-2
1-2
LINE
➤

R321
REV
ing line pressure, no fluid acts on the shift valves. P RN D 3 2 1

REVERSE
EX
SUCTION
LINE
LINE

R321
➤

COMPLETE HYDRAULIC CIRCUIT

➤
Page 68 CONVERTER IN
➤
➤

➤
➤
➤
➤

➤ ➤
LINE ➤

42B
Figure 41 43
 REVERSE
REVERSE
1-2 / 3-4 2-3 OVERDRIVE OVERRUN FOURTH THIRD REVERSE SECOND PRINCIPLE BAND
SOL SOL ROLLER CLUTCH CLUTCH CLUTCH CLUTCH CLUTCH SPRAG ASSEMBLY
N.C. N.O. CLUTCH ASSEMBLY
POWER FROM OVERDRIVE OVERRUN REVERSE SPRAG CLUTCH RING GEAR POWER TO
TORQUE ROLLER CLUTCH CLUTCH CLUTCH ASSEMBLY (630) DIFFERENTIAL OFF ON LD APPLIED APPLIED LD
CONVERTER (516) APPLIED APPLIED (650) HELD ASSEMBLY LD = LOCKED IN DRIVE FW = FREEWHEELING NE = NOT EFFECTIVE
(1) HOLDING DRIVING
In Reverse (R), torque from the engine is multiplied through the
torque converter (1) and transmission gear sets to the vehicle’s
drive shaft and rear axle. The planetary gear sets operate in
reduction and also reverse the direction of input torque to achieve
a reverse gear ratio of approximately 2.00:1.
• The manual selector shaft (61) and manual valve (326) are in the
Reverse (R) position.

➤
➤

➤
• Engine torque is transmitted from the torque converter turbine to

➤
➤
the third clutch drum (634) in the same manner as Park (P) range:
The overrun clutch plates (520-522) are applied and there is a 1:1
direct drive gear ratio through the overdrive planetary gear set.
➤ ➤ ➤ • Also, as in Park range, the overdrive roller clutch (516) remains
locked in drive. However, the overrun clutch plates function as
the primary holding force for transferring engine torque.
• The overdrive internal gear drives the intermediate shaft and
third clutch drum (634) at converter turbine speed.
• The sprag clutch (650), located between the 3rd clutch drum and
input sun gear assembly (646), remains engaged and allows the
3rd clutch drum to drive the input sun gear.
• The input sun gear drives the short pinion gears in the Rav-
igneaux planetary carrier (653) counterclockwise. The short pin-
MAIN REVERSE RING GEAR ion gears then drive the long pinion gears clockwise.
CASE CLUTCH (630)
OVERDRIVE APPLIED HELD Reverse Clutch Applied
(36)
INTERNAL • The reverse clutch plates (614-617) are applied and hold the 2nd
GEAR
OVERDRIVE (528)
clutch drum assembly (618) stationary to the main transmission
CARRIER case (36).
OVERRUN
CLUTCH ASSEMBLY
(525) • The ring gear (630), splined to the long pinions, is also splined to
APPLIED the 2nd clutch drum and is held stationary.
• The long pinion gears, rotating clockwise, walk counterclock-
wise around the stationary ring gear. This drives the carrier as-
sembly and output shaft in a reverse direction.
• The band remains released and the reaction sun gear (658) and
TURBINE reaction sun drum (659) freewheel as in Park.
SHAFT 2ND CLUTCH
(506) DRUM ASSEMBLY Coast Conditions
(618) • When the throttle is released in Reverse and engine RPM de-
TURBINE HELD creases, power from vehicle speed drives the output shaft faster
SHAFT than engine torque is driving the 3rd clutch drum (634). There-
OVERDRIVE (506) fore, the short pinion gears - driven by vehicle speed - drive the
OVERDRIVE SUN GEAR BRAKE BAND input sun gear assembly (646) faster than the 3rd clutch drum is
ROLLER CLUTCH (519) (664) rotating. This causes the input sun gear assembly to overrun the
(516) RELEASED sprag clutch (650), thereby allowing the vehicle to coast freely.
REACTION
HOLDING
SUN GEAR
(658) Note: Reverse Lockout is not available on all applications. For
these models, the reverse lockout and reverse shuttle valves are
not included and the TCC solenoid is fed by second clutch fluid.
OUTPUT
SPRAG CLUTCH SHAFT
ASSEMBLY
3RD CLUTCH (650)
DRUM ASSEMBLY DRIVING
(634)

REACTION
SUN DRUM
(659)

RAVIGNEAUX
INPUT PLANETARY
SUN GEAR CARRIER
ASSEMBLY ASSEMBLY
(646) (653)

44A
44 Figure 42
 REVERSE
REVERSE
When the gear selector lever is moved to the Reverse (R) posi- Reverse Clutch Applied
tion, the manual valve (326) also moves and line pressure enters
the R321 fluid circuit. TORQUE OVERRUN CLUTCH REVERSE CLUTCH ASSEMBLY
Reverse Clutch Applies
CONVERTER ASSEMBLY
• R321 fluid flows through an orifice, back through the manual valve ASSEMBLY Reverse Locked Out

➤ EX ➤
and into the reverse fluid circuit.
➤

REV CL
• Reverse fluid pressure seats the reverse shuttle valve (85) against the
2nd clutch fluid circuit and enters the solenoid feed fluid circuit. REV LOCKOUT

CL ➤

SOL SIG
REVERSE
• With the vehicle stationary the TCM keeps the converter clutch ➤
solenoid de-energized (OFF). This prevents solenoid feed fluid from

➤ REV
➤
➤
entering the solenoid signal fluid circuit. However, if the vehicle is

OVERRUN CL ➤

➤
moving forward above approximately 12 km/h (7 mph) when Re- ➤

RELEASE

➤
verse is selected, the reverse clutch is prevented from applying (see

➤
Reverse Locked Out below). REV ➤
➤
• Reverse fluid is orificed to the end of the reverse lockout valve

APPLY
➤
➤

(706). This fluid pressure moves the valve against spring force and

TO COOLER

➤
CONV IN
reverse fluid at the middle of the valve enters the reverse clutch fluid

APPLY
RELEASE
circuit.

SOL SIGNAL
➤
LINE
• Reverse clutch fluid pressure is directed to the reverse clutch piston 4TH CL

➤ EX ➤
➤

➤
EX
(610) to apply the reverse clutch plates (614- 616).

EX
➤

➤
➤
➤
Pressure Regulation OVERRUN LOCKOUT CONV CL CONTROL
• Reverse fluid is also directed to the boost valve (205) at the end of

➤
EX
1-2
the pressure regulator valve (208). Reverse fluid pressure moves

4TH CL FD 2
LINE

REV CL
➤
these valves to increase line pressure for the additional torque re- ➤ ➤

4TH CL FD 2
➤
quirements in Reverse.
• Throttle signal fluid pressure also acts on the boost valve to help N.C.

➤
determine line pressure in Reverse depending on throttle position EX
ON

EX
and other TCM input signals.

➤
➤
• The 1-2/3-4 shift solenoid is de-energized (OFF) and the 2-3 shift
➤ THROTTLE SIG ➤ ➤ TRT SIG
REV LOCKOUT

➤
TCC
solenoid is energized (ON) - as in Park range. Also, line pressure SOLENOID SOL FEED

EX

SOL SIG
➤ REVERSE
REV CL
➤
remains blocked by the manual valve, thereby preventing fluid pres- FORCE

➤
sure from acting on the shift valves (see Note below). MOTOR

➤
Reverse Locked Out (inset in Figure 43) SOLENOID

➤
FEED LIMIT
➤
A ‘Reverse Lock Out’ condition is available on some applications ➤
to prevent the transmission from applying the reverse clutch, and
➤
THROTTLE SIG
possibly damaging the transmission components, when the vehicle

➤
➤ LINE ➤
is moving forward. If Reverse (R) is selected with vehicle speed ➤ FEED LIMIT

➤
above approximately 12 km/h (7 mph), the TCM will energize

➤
EX
(turn ON) the converter clutch solenoid. Remember that the mode FEED LIMIT ➤

➤
➤

THROTTLE SIGNAL
➤
switch [located on the selector shaft (61)] signals the TCM that the

TO COOLER
➤
EX

➤ LINE
EX
➤
transmission is in Reverse (R). This opens the normally closed

➤
➤
➤

LINE

APPLY
RELEASE
solenoid and the following events occur:
CONV IN

2ND CL

SOLENOID SIGNAL

LINE
LINE
• Solenoid feed fluid enters the solenoid signal fluid circuit through

➤
FORCE MOTOR

➤
EX

EX
the open converter clutch solenoid.

➤
SCREEN

REV
➤
• Solenoid signal fluid is directed to the reverse lockout valve. Sole- ➤ ➤ CONV CL CONTROL
noid signal fluid pressure, in addition to spring force, closes the REVERSE

SOL SIG
valve against orificed reverse fluid pressure. N.C. SHUTTLE

➤
➤
EX VALVE
• Reverse fluid is blocked from entering the reverse clutch fluid cir- OFF
cuit. Also, the reverse clutch fluid circuit is open to an exhaust port

➤
➤
SOL SIGNAL
at the reverse lockout valve. Therefore, the reverse clutch cannot
TCC
apply. During ‘Reverse Lock Out’, the transmission operates in a SOLENOID SOLENOID FEED
➤ ➤

Neutral condition.

➤
➤
• Solenoid signal fluid pressure is also directed to the converter clutch ➤ ➤

REVERSE
control valve and shifts the valve to the apply position. Therefore,
THROTTLE SIGNAL

the converter clutch is applied when the transmission is in a ‘Re- ➤

THROTTLE SIGNAL ➤ LINE ➤
verse Lock Out’ condition. CAPILLARY EX ACCUMULATOR
RESTRICTION

➤
• When vehicle speed decreases sufficiently, the TCM will de-ener- D32

➤
gize the TCC solenoid. This opens the solenoid and allows solenoid
signal fluid to exhaust, the reverse clutch to apply and the TCC to REV
➤ ➤
D32
➤

release.
MANUAL VALVE EX
Note: The hydraulic system in Reverse operates in the same man- BOOST PRESSURE REGULATOR

➤
LINE

➤
ner as Park (P) range except as described above. In each of the EX

➤
➤

1-2
1-2
➤

LINE
➤

R321
REV
P RN D 3 2 1

REVERSE
following gear ranges, most of the hydraulic and electrical systems EX
LINE
LINE
➤

SUCTION

explanation is limited to what changes from the previous range.

➤
➤
Therefore, if a component or circuit is not explained, it functions CONVERTER IN
➤ ➤

➤
similar to the range on the previous page. However, some explana-
➤

➤
➤

➤ ➤
tions are repeated for clarity and continuity.
➤

COMPLETE HYDRAULIC CIRCUIT LINE (From Pump) ➤ ➤ ➤ LINE ➤

Page 70
44B
Figure 43 45
 NEUTRAL
NEUTRAL Engine Running
Engine Running 1-2 / 3-4 2-3 OVERDRIVE
OVERRUN FOURTH THIRD REVERSE SECOND
PRINCIPLE
BAND
SOL SOL ROLLER CLUTCH CLUTCH CLUTCH CLUTCH CLUTCH SPRAG ASSEMBLY
POWER FROM OVERDRIVE OVERRUN SPRAG CLUTCH NO POWER N.C. N.O. CLUTCH ASSEMBLY

TORQUE ROLLER CLUTCH CLUTCH ASSEMBLY TRANSMITTED TO OFF ON APPLIED

CONVERTER (516) APPLIED (650) DIFFERENTIAL
LD = LOCKED IN DRIVE FW = FREEWHEELING NE = NOT EFFECTIVE
(1) HOLDING DRIVING ASSEMBLY

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

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

➤
• Engine torque is transmitted through the 3rd clutch drum assem-

➤
bly (634), sprag clutch assembly (650), input sun gear assembly

➤
(646), the short and long Ravigneaux pinion gears, the reaction

➤
➤
sun gear (658) and reaction sun drum (659).
• As in Park range, the reaction sun gear and reaction drum are free
➤ ➤ to rotate with the brake band released, and power flow is termi-
nated.

Parking Lock Pawl Disengaged

• The manual selector shaft (61) and manual valve (326) are in the
Neutral (N) position - see Note below.
• The parking lock actuator assembly (56) releases the parking
lock pawl (54).
• The parking lock pawl spring (53) disengages the parking pawl
from the teeth on the parking lock wheel (668).
OUTPUT
SHAFT • The parking lock wheel, Ravigneaux carrier assembly and output
shaft (653) are free to rotate, allowing the vehicle to roll freely.

OVERDRIVE Note: The manual linkage must be adjusted properly so the

INTERNAL indicator quadrants in the vehicle correspond with the range
OVERDRIVE
CARRIER
GEAR selector lever (60) in the transmission. If not adjusted properly,
OIL OVERRUN (528) an internal leak between fluid passages at the manual valve may
CLUTCH ASSEMBLY
TORQUE PUMP (525) cause a clutch or band to slip or cause the transmission not to
(10) APPLIED
CONVERTER
STAIONARY TURBINE
hold in Park.
(1)
SHAFT
(506) Refer to the appropriate Service Manual for the proper manual
linkage adjustment procedures.

2ND CLUTCH
DRUM ASSEMBLY
TURBINE (618)
SHAFT
OVERDRIVE (506)
SUN GEAR PARKING
OVERDRIVE LOCK
ROLLER CLUTCH (519)
BRAKE BAND WHEEL
(516) (664) (668)
HOLDING RELEASED RELEASED
REACTION
SUN GEAR
(658)

OUTPUT
SPRAG CLUTCH SHAFT
ASSEMBLY
3RD CLUTCH (650)
DRUM ASSEMBLY DRIVING
(634)

PARKING
REACTION LOCK
SUN DRUM ACTUATOR
(659) ASSEMBLY
(56)
RAVIGNEAUX PARKING
INPUT PLANETARY LOCK
SUN GEAR CARRIER PAWL
ASSEMBLY ASSEMBLY (54)
(646) (653) DISENGAGED

46A
46 Figure 44
 NEUTRAL
Engine Running
NEUTRAL
Engine Running
When the gear selector lever is moved to the Neutral (N) posi-
tion, the hydraulic and electrical systems operate identical to TORQUE OVERRUN CLUTCH REVERSE CLUTCH ASSEMBLY
Park (P) range. However, the following changes occur if Neu- CONVERTER ASSEMBLY
tral is selected when the vehicle is operating in Reverse (R): ASSEMBLY
➤
Reverse Clutch Releases
• The manual valve (326) blocks line pressure from entering the
R321 fluid circuit.
➤
• The R321 and reverse fluid circuits are open to exhaust at the ➤
➤
manual valve.

OVERRUN CL ➤
RELEASE
• Reverse fluid exhausts from the reverse lockout valve (706)

➤
REV CL
➤ ➤ ➤ ➤
and spring force moves the valve to the closed position. ➤

APPLY
➤
• Reverse clutch fluid, which was fed by reverse fluid, exhausts

➤
➤ ➤
through the reverse lockout valve (706).
➤ ➤

➤
• With reverse clutch fluid exhausted from the reverse clutch pis-
4TH CL
ton (610), the reverse clutch plates (614- 616) are released.

EX
➤

➤
➤ ➤ ➤ ➤ ➤ ➤

➤
• Solenoid feed fluid, also fed by reverse fluid, exhausts from the OVERRUN LOCKOUT
TCC solenoid, past the reverse shuttle valve (85), into the reverse

➤
➤
EX
1-2

4TH CL FD 2
LINE

➤
fluid circuit and past the manual valve.

REVERSE

➤
➤
4TH CL FD 2

➤REVERSE ➤
• Reverse fluid also exhausts from the boost valve (205) and line

➤
pressure returns to the normal operating range.

➤ EX ➤
Note: If Neutral is selected when ‘Reverse Lock Out’ is in effect

➤
REV CL
(see page 44B), the TCM will de-energize (turn OFF) the TCC ➤ THROTTLE SIG ➤ ➤ THROTTLE SIG

➤
REV LOCKOUT

➤
solenoid. This allows solenoid signal fluid to exhaust through

REV CL ➤
➤
EX

➤
the solenoid, thereby releasing the converter clutch.

SOL SIG
REVERSE
➤
FORCE

➤
MOTOR

➤
• Similar to Park (P) and Reverse (R): SOLENOID

➤
FEED LIMIT
➤

➤
➤
- the 1-2/3-4 shift solenoid is de-energized (OFF). ➤ ➤ ➤ ➤
THROTTLE SIG
- the 2-3 shift solenoid is energized (ON).

➤
➤
➤ ➤ ➤ ➤ ➤ ➤ ➤
➤ LINE
- line pressure remains blocked by the manual valve, thereby

➤
preventing fluid from acting on the shift valves. ➤ FEED LIMIT ➤ ➤

➤
EX

➤
- the overrun clutch is applied. FEED LIMIT ➤

➤
➤

➤ REVERSE ➤
THROTTLE SIGNAL
➤

TO COOLER
2ND CL
➤
EX

SOLENOID SIGNAL
➤ LINE
EX
➤

➤
➤
➤

LINE

APPLY
RELEASE
➤
CONV IN

LINE
LINE

➤
FORCE MOTOR

➤
EX

EX
➤
➤
SCREEN REVERSE

➤
SHUTTLE
➤ ➤
VALVE CONV CL CONTROL

SOL SIG
➤
N.C.

➤
EX

➤
OFF

➤
SOL SIGNAL
TCC

➤
➤SOLENOID FEED ➤ ➤ ➤ ➤ ➤ ➤ ➤
SOLENOID

➤
➤
➤ ➤

REVERSE
THROTTLE SIGNAL

➤ ➤ LINE ➤
THROTTLE SIGNAL
CAPILLARY EX ACCUMULATOR

➤
RESTRICTION

➤
D32

➤
REV ➤ ➤ ➤ ➤ ➤ ➤ ➤ D32

➤
➤

MANUAL VALVE EX
BOOST PRESSURE REGULATOR ➤

➤
LINE

➤ REV ➤
EX

➤
➤ REVERSE ➤
➤

1-2
1-2
➤

LINE
➤

R321
EX P RN D 3 2 1
LINE
LINE
➤

➤
SUCTION

➤
➤

➤
CONVERTER IN
➤ ➤ ➤

➤
➤

➤
➤
➤

➤ ➤ ➤ ➤ ➤
➤

COMPLETE HYDRAULIC CIRCUIT LINE (From Pump) ➤ ➤ ➤ LINE ➤

Page 72
46B
Figure 45 47
 DRIVE RANGE - FIRST GEAR
DRIVE RANGE - FIRST GEAR
1-2 / 3-4 2-3 OVERDRIVE PRINCIPLE
OVERRUN FOURTH THIRD REVERSE SECOND BAND
SOL SOL ROLLER SPRAG
CLUTCH CLUTCH CLUTCH CLUTCH CLUTCH ASSEMBLY
POWER FROM OVERDRIVE OVERRUN SPRAG CLUTCH REACTION POWER TO N.C. N.O. CLUTCH ASSEMBLY

TORQUE ROLLER CLUTCH CLUTCH ASSEMBLY SUN DRUM DIFFERENTIAL OFF ON LD APPLIED LD APPLIED
CONVERTER (516) APPLIED (650) (659) ASSEMBLY LD = LOCKED IN DRIVE FW = FREEWHEELING NE = NOT EFFECTIVE
(1) HOLDING DRIVING HELD
REACTION BRAKE BAND
SUN GEAR (664) In Drive Range (D) - First Gear, torque from the engine is
(658) APPLIED multiplied through the torque converter and transmission gear
HELD sets to the vehicle’s drive shaft. The planetary gears operate in
reduction to achieve a First gear starting ratio of approximately
2.40:1.
• The manual selector shaft (61) and manual valve (326) are in the
Drive Range position (D).

➤
➤

➤
• Engine torque is transmitted to the 3rd clutch drum assembly

➤
➤
(634) from the converter turbine in the same manner as Park,
Reverse and Neutral: The overrun clutch plates (520-522) are
applied, the overdrive roller clutch is holding and there is a 1:1
➤ ➤ ➤ direct drive ratio through the overdrive gear set.
• The sprag clutch (650), located between the 3rd clutch drum and
input sun gear assembly (646), engages and allows the 3rd clutch
drum to drive the input sun gear.
• The input sun gear drives the short pinion gears in the Rav-
igneaux planetary carrier (653) counterclockwise. The short pin-
ion gears then drive the long pinion gears clockwise.

Brake Band Applied

• The brake band (664) is applied and holds the reaction sun drum
(659) stationary to the main transmission case (36).
• The reaction sun gear (658), which is splined to the reaction sun
OVERDRIVE RING drum, is also held stationary.
INTERNAL GEAR
GEAR (630) • The long pinions, rotating clockwise, walk clockwise around the
OVERDRIVE (528) stationary reaction sun gear. This drives the planetary carrier and
CARRIER output shaft assembly (653) clockwise in a First gear reduction
OVERRUN ASSEMBLY
CLUTCH of approximately 2.40:1.
(525)
APPLIED • Also, the long pinions drive the ring gear (630) and 2nd clutch
drum (618) clockwise. However, the 2nd and reverse clutches
are released and these components do not affect power flow.

Coast Conditions
• As in Reverse, when the throttle is released and engine RPM
TURBINE decreases, power from vehicle speed drives the output shaft faster
SHAFT than engine torque is driving the 3rd clutch drum (634). There-
(506) 2ND CLUTCH fore, the short pinion gears drive the input sun gear assembly
DRUM ASSEMBLY
(618) (646) faster than the 3rd clutch drum is rotating. This causes the
TURBINE input sun gear to overrun the sprag clutch assembly (650) and
SHAFT allows the vehicle to coast freely.
OVERDRIVE (506)
OVERDRIVE SUN GEAR BRAKE BAND As vehicle speed increases, less torque multiplication is needed
ROLLER CLUTCH (519) (664) for maximum efficiency. Therefore, it is desirable to shift the
(516) REACTION APPLIED transmission to a lower gear ratio, or Second gear.
HOLDING SUN GEAR
(658)
HELD

OUTPUT
SPRAG CLUTCH SHAFT
ASSEMBLY
3RD CLUTCH (650)
DRUM ASSEMBLY DRIVING
(634)

REACTION
SUN DRUM
➤

(659)
HELD
RAVIGNEAUX
INPUT PLANETARY
SUN GEAR CARRIER SERVO
ASSEMBLY ASSEMBLY ASSEMBLY
(646) (653) APPLIED

48A
48 Figure 46
 DRIVE RANGE - FIRST GEAR
DRIVE RANGE - FIRST GEAR
When the gear selector lever is moved to the Drive Range (D)
position, the manual valve (326) also moves and line pressure
enters the D32 fluid circuit. Also, the mode switch located on OVERRUN CLUTCH
the selector shaft (61) signals the TCM that the transmission is ASSEMBLY
in Drive Range. ➤

Brake Band Applies

SERVO REL
SERVO APPLY
• D32 fluid pressure seats the D32 shuttle valve (85) against the
empty 1-2 fluid circuit. D32 fluid enters the D32/1-2 fluid cir-

2ND CLUTCH
cuit. 1-2
➤
ACCUMULATOR
• D32/1-2 fluid flows through the Pulse Width Modulated (PWM) ASSEMBLY

➤
solenoid screen (324). This D32/1-2 fluid enters the servo apply

➤
fluid circuit through both an orifice and the PWM band apply
solenoid (323).

➤
➤

➤
• Servo apply fluid pressure is routed to the apply side of the servo

4TH CL
piston (97). This fluid pressure moves the piston against the force OVERRUN CL
➤

➤
from the servo cushion (99) and servo return (103) springs, thereby SERVO PISTON

EX
➤
moving the apply rod (102) and applying the brake band (664). ASSEMBLY
OVERRUN LOCKOUT
• The PWM band apply solenoid regulates servo apply fluid pres-

➤
sure depending on vehicle operating conditions as determined by

EX
1-2

4TH CL FD 2
LINE

3RD CL FEED
the TCM. This regulation controls the rate at which servo apply
fluid pressure increases and the band assembly applies.

4TH CL FD 2
➤

➤
Note: Refer to page 39 for a complete description of the PWM
band apply solenoid operation.

• D32/1-2 fluid is also directed to the 1-2 accumulator valve (320). ➤ THROTTLE SIG ➤ ➤ ➤ ➤
The 1-2 accumulator valve regulates D32/1-2 fluid into the 1-2
accumulator fluid circuit in relation to throttle signal fluid pres- ➤
1-2 ACCUM
➤
➤

➤
sure and, on some models, 1-2 accumulator control spring (319)

➤
force.

➤
EX
➤ D 3 2/1-2 ➤ ➤

➤
FORCE
• 1-2 accumulator fluid fills the 1-2 accumulator in preparation for MOTOR
SOLENOID
2ND CLUTCH
a 1-2 upshift.

THROTTLE SIGNAL

1-2 ACCUM
➤
FEED LIMIT
➤
1-2 REG

D 3 2/1-2
1-2 ACCUM
Shift Solenoids
➤
THROTTLE SIG 4TH CL FEED 2
• D32/1-2 fluid feeds both of the shift solenoid assemblies:

➤
SOLENOID
N.C.
EX 1-2 & 3-4 SHIFT

➤
- The normally closed 1-2/3-4 shift solenoid (303) remains de-

➤
OFF
➤ LINE ➤ FEED LIMIT

➤
➤
energized (OFF) and blocks D32/1-2 fluid pressure from act-

EX

EX
➤

➤
EX

➤
ing on the end of the 1-2/3-4 shift valve (304). This allows SERVO REL

THROTTLE SIGNAL
FEED LIMIT

LINE
➤
spring force to keep the valve in the First and Fourth gear 4TH CL FD 1

SERVO APPLY
➤ D 3 2/1-2 CONTROL 1-2 ACCUM

➤
position. EX ➤

➤ LINE
EX
➤

➤
➤

EX
EX
SOLENOID
N.O.
- The 2-3 shift solenoid (307), which is normally open, remains EX 2-3 SHIFT

LINE
energized (ON) by the TCM and blocks D32/1-2 fluid pres- ON
FORCE MOTOR

EX
EX

EX
4TH CL FD 1
sure from acting on the end of the 2-3 shift valve (308). This SCREEN

➤
➤ ➤

D32 ➤
SERVO REL
allows spring force to keep the valve in the First and Second

➤
➤ ➤
gear position. PWM

D 3 2/1-2
BAND
N.O.

➤
• D32/1-2 fluid is blocked by both the 1-2/3-4 shift valve and the ON/OFF CONTROL

➤
2-3 shift valve in preparation for the 1-2 and 3-4 upshifts respec- SOLENOID

➤
EX

➤
tively.
➤
➤ D 3 2/1-2
➤ ➤
• D32 fluid is also routed to and blocked by the 2-3 shift valve ➤
➤ ➤ D 3 2/1-2

➤
(308) in preparation for a 2-3 upshift.

➤
➤

➤
THROTTLE SIGNAL
CAPILLARY EX ACCUMULATOR D32

➤
RESTRICTION
THROTTLE SIGNAL

➤
SHUTTLE PWM SOLENOID

➤
VALVE

D32
SCREEN

➤
➤ ➤ D32

➤
1-2 D32
➤ ➤
BOOST PRESSURE REGULATOR

LINE
➤
MANUAL VALVE EX
➤
REV

EX
LINE
LINE

EX
SUCTION
➤

R321

1-2
1-2
REVERSE

LINE
R321
REV
P RN D 3 2 1
CONVERTER IN
➤
➤

➤
➤
➤

COMPLETE HYDRAULIC CIRCUIT LINE (From Pump) ➤ ➤ ➤ LINE ➤

Page 74
48B
Figure 47 49
 DRIVE RANGE - SECOND GEAR
DRIVE RANGE - SECOND GEAR
1-2 / 3-4 2-3 OVERDRIVE OVERRUN FOURTH THIRD REVERSE SECOND PRINCIPLE BAND
SOL SOL ROLLER CLUTCH CLUTCH CLUTCH CLUTCH CLUTCH SPRAG ASSEMBLY
N.C. N.O. CLUTCH ASSEMBLY
POWER FROM OVERDRIVE OVERRUN 2ND CLUTCH SPRAG CLUTCH REACTION POWER TO
TORQUE ROLLER CLUTCH CLUTCH APPLIED ASSEMBLY SUN DRUM DIFFERENTIAL ON ON LD APPLIED APPLIED FW APPLIED
CONVERTER (516) APPLIED (650) (659) ASSEMBLY LD = LOCKED IN DRIVE FW = FREEWHEELING NE = NOT EFFECTIVE
(1) HOLDING OVERRUNNING HELD
REACTION BRAKE BAND
SUN GEAR (664) As vehicle speed increases, input signals from the Vehicle Speed
(658) APPLIED Sensor (VSS), Throttle Position Sensor (TPS) and other vehicle
HELD sensors are continually changing and being monitored by the
Transmission Control Module (TCM). The TCM processes this
➤ information to determine the precise moment to shift the trans-
mission. In Second gear, the planetary gear sets continue to
operate in reduction at a gear ratio of approximately 1.48:1.
• Engine torque is transmitted to the 3rd clutch drum assembly

➤
➤
(634) from the converter turbine in the same manner as Drive

➤
➤
Range - First Gear: The overrun clutch plates (520-522) are
applied, the overdrive roller clutch is holding and there is a 1:1
➤ ➤ ➤ direct drive ratio through the overdrive gear set.

2nd Clutch Applied

• The 2nd clutch plates (625-627) are applied and power flow is
transferred from the 3rd clutch drum to the 2nd clutch drum
(618).
• The ring gear (630), which is splined to the 2nd clutch drum,
drives the long pinions in the Ravigneaux carrier assembly (653)
clockwise.
• The brake band (664) remains applied as in First gear and holds
the reaction sun drum (659) stationary to the main transmission
case (36).
• The reaction sun gear (658), which is splined to the reaction sun
OVERDRIVE RING drum, is also held stationary.
INTERNAL GEAR
GEAR (630) • The long pinions, driven by the ring gear, walk clockwise around
OVERDRIVE (528) the stationary reaction sun gear. This drives the Ravigneaux car-
CARRIER rier and output shaft assembly (653) clockwise in a Second gear
OVERRUN ASSEMBLY
CLUTCH reduction of approximately 1.48:1.
(525)
APPLIED
Sprag Clutch Overruns
• The long pinions drive the short pinions counterclockwise. The
short pinions then drive the input sun gear assembly (646) clock-
wise faster than the 3rd clutch drum (634) is rotating. This causes
the input sun gear assembly to overrun the sprag clutch (650).
TURBINE
SHAFT Coast Conditions
(506) 2ND CLUTCH • In Second gear, neither the overdrive roller clutch (516) nor the
APPLIED sprag clutch (650) is used to transfer engine torque during accel-
eration. Therefore, there are no elements to overrun and allow
TURBINE
SHAFT the vehicle to coast freely when the throttle is released.
OVERDRIVE (506) • Power from vehicle speed attempts to drive the transmission gear
OVERDRIVE SUN GEAR BRAKE BAND sets through the output shaft faster than engine torque is driving
ROLLER CLUTCH (519) (664) as an input. However, without an element to overrun, power from
(516) REACTION APPLIED the drive shaft is transferred through the transmission gear sets to
HOLDING SUN GEAR the engine. This causes engine compression to slow the vehicle
(658) when the throttle is released.
HELD
As vehicle speed increases, less torque multiplication is needed
OUTPUT to move the vehicle efficiently. Therefore, it is desirable to shift
SPRAG CLUTCH SHAFT the transmission to a lower gear ratio, or Third gear.
ASSEMBLY
3RD CLUTCH (650)
DRUM ASSEMBLY OVERRUNNING
(634)

REACTION
SUN DRUM
➤

(659)
HELD
RAVIGNEAUX
INPUT PLANETARY
SUN GEAR CARRIER SERVO
ASSEMBLY ASSEMBLY ASSEMBLY
(646) (653) APPLIED

50A
50 Figure 48
 DRIVE RANGE - SECOND GEAR
DRIVE RANGE - SECOND GEAR
The Transmission Control Module (TCM) continually receives
input signals from the transmission speed sensor, throttle posi-
tion sensor (TPS) and other vehicle sensors. The TCM pro- OVERRUN CLUTCH SECOND CLUTCH
cesses these inputs to determine the precise moment to energize, ASSEMBLY ASSEMBLY
or “turn ON”, the 1-2/3-4 shift solenoid (303). The shift sole-
noid is ON when the TCM provides a path to ground for that
electrical circuit.

2nd Clutch Applies

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

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

2ND CL
• D32/1-2 fluid pressure moves the 1-2/3-4 shift valve against

➤
spring force and D32/1-2 fluid pressure at the spring end of the

OVERRUN CL
valve. This shifts the valve into the Second and Third gear posi-
tion. ➤

➤
• D32/1-2 fluid at the spring end of the 1-2/3-4 shift valve is routed ➤

SERVO REL
SERVO APPLY
through the shift valve and into the 2nd clutch fluid circuit.

4TH CL
➤ ➤
OVERRUN CL

➤
2ND CLUTCH
• 2nd clutch fluid pressure is orificed to the 2nd clutch piston (622) 1-2

EX
➤
to apply the 2nd clutch plates (626, 627). ACCUMULATOR
OVERRUN LOCKOUT ASSEMBLY

➤
1-2 Shift Accumulation

➤
EX

➤
1-2

4TH CL FD 2
LINE

➤
• At the same time, 2nd clutch fluid is directed to the 1-2 accumu-
lator piston (315). 2nd clutch fluid pressure moves the piston ➤

3RD CL FEED
4TH CL FD 2
➤

➤
against 1-2 accumulator fluid pressure and 1-2 accumulator spring

➤
(316) force. This action absorbs some 2nd clutch fluid pressure
and cushions the apply of the 2nd clutch.

➤
SERVO PISTON
• 1-2 accumulator fluid is forced out of the 1-2 accumulator from ASSEMBLY
the movement of the 1-2 accumulator piston. This fluid is routed ➤ THROTTLE SIG ➤ ➤ ➤ ➤

➤
➤

➤
to the middle, and orificed to the end, of the 1-2 accumulator

EX
➤ 1-2 ACCUM ➤ ➤

➤
valve (320). FORCE

➤
MOTOR ➤ D 3 2/1-2 ➤ ➤
• Orificed 1-2 accumulator fluid pressure moves the 1-2 accumula- SOLENOID ➤
2ND CL
➤

THROTTLE SIGNAL

1-2 ACCUM
➤
➤
tor valve and 1-2 accumulator control valve (318) against throttle ➤
FEED LIMIT

D 3 2/1-2
signal fluid pressure (and spring force on some models). This ➤
1-2 REG
THROTTLE SIG

1-2 ACCUM
action blocks D32/1-2 fluid and regulates the exhaust of excess 4TH CL FEED 2

➤
➤
1-2 accumulator fluid past the valve. SOLENOID

➤
N.C.
EX 1-2 & 3-4 SHIFT

➤
➤
ON
Note: The arrows in the 1-2 accumulator fluid circuit show the ➤ LINE ➤ FEED LIMIT

EX

EX
➤

➤
direction of fluid flow during the shift (when 1-2 accumulator EX

➤
SERVO REL

THROTTLE SIGNAL
FEED LIMIT

LINE
fluid is exhausting). Once the shift is completed, the 1-2 accu-

➤
4TH CL FD 1

SERVO APPLY
➤ D 3 2/1-2 CONTROL 1-2 ACCUM

➤
mulator valve will again regulate D32/1-2 fluid into the 1-2 EX ➤

➤ LINE
EX
➤

➤
➤
accumulator fluid circuit (as shown in the other gear ranges).

EX
EX
SOLENOID
N.O.

➤
EX 2-3 SHIFT

➤
ON

LINE
• Remember that the variable force motor increases throttle signal

2ND CL
REVERSE
FORCE MOTOR

EX
EX

EX
fluid pressure as throttle position increases. With higher throttle

4TH CL FD 1
SCREEN

➤
➤ ➤

D32 ➤
SERVO REL
signal fluid pressure, less 1-2 accumulator fluid is allowed to

➤
➤ ➤
exhaust. This increases 1-2 accumulator fluid pressure which PWM

D 3 2/1-2
creates less cushion for the 2nd clutch application. N.O.
BAND

➤
N.C.
OFF

➤
EX CONTROL

➤
OFF
Converter Clutch Circuit SOLENOID

➤
EX

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

➤
SOL SIGNAL
2nd clutch fluid pressure seats the reverse shuttle valve against ➤
TCC ➤ D 3 2/1-2
SOLENOID FEED
➤ ➤
the empty reverse fluid circuit and enters the solenoid feed fluid SOLENOID ➤
REVERSE ➤ ➤ D 3 2/1-2

➤
circuit.

➤
➤ ➤ SHUTTLE
• Solenoid feed fluid is routed to the converter clutch solenoid VALVE

➤
D32
THROTTLE SIGNAL

➤
➤

(416). Under normal operating conditions the normally closed ➤ PWM SOLENOID

➤
SHUTTLE
EX THROTTLE SIGNAL

D32
TCC solenoid is OFF in Second gear. This blocks solenoid feed CAPILLARY VALVE SCREEN

➤
RESTRICTION ACCUMULATOR
fluid and prevents converter clutch apply in Second gear.
➤ ➤ D32

➤
Note: on models without Reverse Lockout, second clutch fluid 1-2
➤ ➤
D32
is fed directly to the TCC solenoid. BOOST PRESSURE REGULATOR

LINE
➤
MANUAL VALVE EX
➤
REV

EX
LINE
LINE

EX
SUCTION
➤

R321

1-2
1-2
REVERSE

LINE
R321
REV
P RN D 3 2 1
CONVERTER IN
➤
➤

➤
➤
➤

COMPLETE HYDRAULIC CIRCUIT LINE (From Pump) ➤ ➤ ➤ LINE ➤

Page 76
50B
Figure 49 51
 DRIVE RANGE - THIRD GEAR
DRIVE RANGE - THIRD GEAR
1-2 / 3-4 2-3 OVERDRIVE OVERRUN FOURTH THIRD REVERSE SECOND PRINCIPLE BAND
SOL SOL ROLLER CLUTCH CLUTCH CLUTCH CLUTCH CLUTCH SPRAG ASSEMBLY
N.C. N.O. CLUTCH ASSEMBLY
POWER FROM OVERDRIVE OVERRUN 2ND CLUTCH 3RD SPRAG CLUTCH POWER TO
TORQUE ROLLER CLUTCH CLUTCH APPLIED CLUTCH ASSEMBLY DIFFERENTIAL ON OFF LD APPLIED APPLIED APPLIED NE
CONVERTER (516) APPLIED APPLIED (650) ASSEMBLY LD = LOCKED IN DRIVE FW = FREEWHEELING NE = NOT EFFECTIVE
(1) HOLDING HOLDING
As vehicle speed increases further, the TCM processes the input
signals from the VSS, TPS and other vehicle sensors to deter-
mine the precise moment to shift the transmission into Third
gear. In Third gear, both planetary gear sets rotate at the same
➤ speed, thereby providing a 1:1 direct drive gear ratio between
the converter turbine and output shaft.
• Engine torque is transmitted to the 3rd clutch drum assembly
(634) from the converter turbine in the same manner as First and

➤
➤

➤
Second Gears: The overrun clutch plates (520-522) are applied,

➤
➤
the overdrive roller clutch (516) is holding and there is a 1:1
direct drive ratio through the overdrive gear set.

➤ ➤ ➤ 3rd Clutch Applied

• The 3rd clutch plates (641-643) are applied and transfer engine
torque from the 3rd clutch drum to the input sun gear assembly
(646).

Sprag Clutch Holding

• The sprag clutch (650) is locked in drive as in Park, Reverse,
Neutral and First gear. However, the 3rd clutch plates function as
the primary holding force to transfer engine torque to the input
sun gear.
• The 2nd clutch plates (625-627) remain applied as in Second
gear. Engine torque is also transferred from the 3rd clutch drum
to the 2nd clutch drum (618) and ring gear (630).
OVERDRIVE RING
INTERNAL
• With both the input sun gear and ring gear rotating at converter
GEAR turbine speed, the short and long pinions are locked together and
GEAR (630)
OVERDRIVE (528) do not rotate on their pins. The pinion gears act as wedges and
CARRIER rotate at converter turbine speed with the input sun gear and ring
OVERRUN ASSEMBLY
CLUTCH
gear. This drives the Ravigneaux carrier and output shaft assem-
(525) bly (653) at converter turbine speed.
APPLIED
Brake Band Released
• The brake band (664) is released and the long pinions drive the
reaction sun gear (658) and reaction sun drum (659). However,
these components do not affect power flow in Third gear.
TURBINE • Therefore, a 1:1 direct drive gear ratio is obtained between the
SHAFT converter turbine and output shaft.
(506) 2ND CLUTCH
APPLIED • The torque converter clutch (TCC) may be applied in Third gear.
When the TCC is applied, converter turbine speed equals engine
TURBINE
SHAFT
speed (see torque converter, page 12).
OVERDRIVE (506)
Coast Conditions
OVERDRIVE SUN GEAR BRAKE BAND • With the 3rd clutch plates applied, the 3rd clutch drum and input
ROLLER CLUTCH (519) (664) sun gear assembly are locked together. As a result, the input sun
(516) RELEASED gear assembly cannot overrun the sprag clutch (650) during coast
HOLDING conditions (throttle released) as in Drive Range - First Gear.
Similar to Second gear, without an element to overrun during
deceleration, engine compression provides braking to slow the
vehicle when the throttle is released.
OUTPUT
SPRAG CLUTCH SHAFT REACTION As vehicle speed increases, less torque multiplication is re-
ASSEMBLY SUN GEAR
(650) (658)
quired to operate the vehicle efficiently. Therefore, it is desir-
3RD
CLUTCH HOLDING able to shift the transmission to an overdrive gear ratio, or
APPLIED Fourth gear.

REACTION
SUN DRUM
(659)
➤

RAVIGNEAUX
INPUT PLANETARY
SUN GEAR CARRIER SERVO
ASSEMBLY ASSEMBLY ASSEMBLY
(646) (653) RELEASED

52A
52 Figure 50
 DRIVE RANGE - THIRD GEAR
DRIVE RANGE - THIRD GEAR
The TCM continues to monitor the transmission speed sensor,
TPS and other vehicle sensors to determine the precise moment
to de-energize, or “turn OFF”, the 2-3 shift solenoid (307). The OVERRUN CLUTCH SECOND CLUTCH THIRD CLUTCH
shift solenoid is OFF when the TCM eliminates the path to ASSEMBLY ASSEMBLY ASSEMBLY
ground for that electrical circuit.

3rd Clutch Applies

• The normally open 2-3 shift solenoid is de-energized by the 3RD CL
TCM. This opens the solenoid and D32/1-2 fluid is routed to the

➤
end of the 2-3 shift valve (308).

➤
• D32/1-2 fluid pressure moves the 2-3 shift valve against spring ➤
force and D32 fluid pressure acting on the spring end of the

2ND CL
valve. This shifts the valve into the Third and Fourth gear posi-

➤
tion.

OVERRUN CL
➤
• Orificed D32 fluid is routed through the 2-3 shift valve and into

➤
the servo release fluid circuit. ➤

• The 1-2/3-4 shift solenoid (303) remains energized (ON), thereby

➤
keeping the 1-2/3-4 shift valve (304) in the Second and Third ➤ ➤

SERVO REL
SERVO APPLY
3RD CLUTCH
gear position.

➤
• Servo release fluid flows through the 1-2/3-4 shift valve, into the 3RD

2ND CLUTCH
➤ ➤
OVERRUN CL 1-2
3rd clutch feed fluid circuit and to the 3rd clutch check valve CLUTCH
(85). ACCUMULATOR

4TH CL
CHECK

➤
ASSEMBLY

➤
• Servo release fluid is also directed past the 3rd clutch quick VALVE

➤
➤
EX

➤
➤

➤
dump valve (85). This servo release fluid is routed to both the 3rd

SERVO REL
3RD CL FEED
clutch check valve and the servo piston (81). ➤

➤
OVERRUN LOCKOUT ➤
• Both 3rd clutch feed and servo release fluids feed the 3rd clutch

EX
1-2

4TH CL FD 2
LINE
fluid circuit through the 3rd clutch check valve and orifice.

➤
• 3rd clutch fluid pressure is routed to the 3rd clutch piston (638)

4TH CL FD 2

➤
to apply the 3rd clutch plates (642, 643). ➤ SERVO PISTON
➤ ASSEMBLY
➤ THROTTLE SIG ➤

➤
1-2 ACCUM
➤
2-3 Shift Accumulation and Brake Band Releases
➤

➤
EX
• At the same time, servo release fluid pressure moves the servo

➤
➤ ➤ ➤ THRT SIG ➤

➤
➤
piston against servo apply fluid pressure and the force from the FORCE ➤

➤
MOTOR ➤ D 3 2/1-2 ➤ ➤ ➤
servo cushion and servo return springs (99 and 103). This action

➤
SOLENOID ➤
2ND CL
➤
has two functions:

THROTTLE SIGNAL
➤
FEED LIMIT
➤
1-2 REG 3RD
- act as an accumulator for 3rd clutch fluid pressure (which is

➤
CLUTCH

1-2 ACCUM
➤
THROTTLE SIG

➤
fed by servo release fluid) to cushion the 3rd clutch apply. 4TH CL FEED 2

D 3 2/1-2
QUICK

➤
➤
SOLENOID DUMP

➤
- move the servo apply rod (102) and release the band.

1-2 ACCUM
N.C.
EX 1-2 & 3-4 SHIFT VALVE

➤
• As the servo piston moves, some servo apply fluid is forced out ON
➤ LINE

➤
➤ FEED LIMIT

EX

EX
➤

➤
of the servo assembly. This excess servo apply fluid is directed to

➤
EX

➤
➤
➤
➤

THROTTLE SIGNAL

➤
the Pulse Width Modulated (PWM) solenoid and the orifice be- FEED LIMIT

LINE
➤

➤
4TH CL FD 1

SERVO APPLY
tween the D32/1-2 and servo apply fluid circuits. The exhaust of ➤ D 3 2/1-2

➤
➤

SERVO REL
EX ➤

➤ LINE
EX
this servo apply fluid depends on vehicle speed. ➤

➤
➤ CONTROL 1-2 ACCUM
SOLENOID
- Above 20 km/h (13 mph) the TCM de-energizes and opens the EX
N.O.
2-3 SHIFT

EX
EX
PWM solenoid (0% duty cycle). Excess servo apply fluid can

➤
OFF

LINE

2ND CL
REVERSE
FORCE MOTOR
then exhaust through the solenoid and into the D32/1-2 fluid

EX
EX

EX
4TH CL FD 1

➤
SCREEN

➤
➤ ➤

➤
circuit. This excess fluid is absorbed into other circuits and ➤
regulated at the pressure regulator valve.

➤
➤ ➤

D32
PWM

D 3 2/1-2
- Below 20 km/h (13 mph) the TCM energizes the solenoid to a N.O.
BAND

➤
N.C.
100% duty cycle. This closes the solenoid and forces exhaust- OFF

➤
EX CONTROL

➤
OFF ➤
ing servo apply fluid through orifice #17/19e. Orificing the SOLENOID

EX
exhausting fluid provides a slower band release and slower 3rd

➤
SOL SIGNAL

➤
➤
clutch apply which is needed at low speeds. TCC ➤
D 3 2/1-2
SOLENOID FEED
➤ ➤
SOLENOID
Note: Figure 51 shows the hydraulic system during the upshift

➤
D 3 2/1-2
➤
REVERSE ➤ ➤

➤
with the band apply solenoid at 0% duty cycle. ➤ ➤ SHUTTLE
• D32/1-2 fluid is routed through the middle of the 2-3 shift valve VALVE

➤
D32
THROTTLE SIGNAL

➤
➤

and into the 4th clutch feed 1 fluid circuit. ➤ PWM SOLENOID

➤
THROTTLE SIGNAL SHUTTLE

D32
CAPILLARY EX ACCUMULATOR VALVE SCREEN
• 4th clutch feed 1 fluid is blocked by the 1-2/3-4 shift valve in

➤
RESTRICTION
preparation for an upshift to Fourth gear.
➤ ➤ D32

➤
Converter Clutch Released 1-2 D32
➤ ➤

• Figure 51 shows the TCC released: converter clutch solenoid BOOST PRESSURE REGULATOR

LINE
➤
OFF and solenoid feed fluid blocked by the solenoid. MANUAL VALVE EX
➤
REV

EX
LINE
LINE

• Under normal operating conditions the TCC may be either re- EX

SUCTION
➤

R321

1-2
1-2
REVERSE

LINE
R321
leased or applied in Drive Range - Third Gear.

REV
P RN D 3 2 1
CONVERTER IN
➤
➤

➤
➤
➤

COMPLETE HYDRAULIC CIRCUIT LINE (From Pump) ➤ ➤ ➤ LINE ➤

Page 78
52B
Figure 51 53
 DRIVE RANGE - THIRD GEAR
DRIVE RANGE - THIRD GEAR (Torque Converter Clutch Released)
Torque Converter Clutch Released
Under normal operating conditions of the vehicle in First and
TORQUE Second gears the transmissions electrical and hydraulic systems
CONVERTER keep the torque converter clutch (TCC) in a released state. In
ASSEMBLY Third and Fourth gears, the TCC may or may not be applied
depending on the various inputs to the TCM - inputs both inter-
➤
nal and external to the transmission. These inputs include:

• Throttle Position Sensor (TPS) • Kickdown Switch

➤ • Coolant Temperature Sensor (CTS) • Mode Switch
➤ ➤ • Transmission Speed Sensor* • Engine Load (A/C)

RELEASE
• Transmission Fluid Temperature Sensor* • Brake Switch
MAIN CASE LUBE
➤
• Engine Speed Sensor • Self Diagnostics
• Winter Mode Switch

➤
LER

APPLY
COOLER • Economy/Performance Mode Switch * Internal to the Transmission

➤
➤
C OO
TO
➤ When conditions are appropriate for the converter clutch to be
➤
released, as determined by the TCM, the converter clutch sole-
noid (416) is de-energized (OFF). With the TCC solenoid OFF,

➤
the hydraulic controls function as follows:

➤
➤ ➤
THROTTLE SIG ➤ ➤ ➤ THROTTLE SIG • The normally closed converter clutch solenoid blocks solenoid
feed fluid from entering the solenoid signal fluid circuit. The

➤
➤

➤
➤ OVERDRIVE LUBE PWM

EX
solenoid signal fluid circuit is open to an exhaust through the

➤
N.O.
FORCE BAND solenoid.
➤ MOTOR OFF CONTROL
SOLENOID SOLENOID
➤ ➤
• Without solenoid signal fluid pressure, spring force holds the
FEED LIMIT
➤

➤
converter clutch control valve (210) in the release position.
TO COOLER

➤
• Line pressure is routed into the ‘converter in’ fluid circuit at the
➤

1-2/3-4
➤

➤ FEED LIMIT SHIFT SOLENOID pressure regulator valve (208).

APPLY
RELEASE
THROTTLE SIGNAL

LINE EX

➤
➤ CONV IN FEED LIMIT
N.C.
• ‘Converter in’ fluid flows through the converter clutch control

➤
EX
ON valve and into the release fluid circuit.
➤
EX

EX
EX
➤

➤ LINE
EX
➤
➤
➤

CONV CL CONTROL • Release fluid is routed through the center of the turbine shaft,
LINE

2-3 unseats the turbine shaft checkball (504) and flows between the
FORCE MOTOR
LINE
SOL SIG

SHIFT SOLENOID converter cover and pressure plate. This fluid pressure keeps the
SCREEN
N.O. pressure plate released from the converter cover and fills the
EX converter with fluid.
➤
➤

OFF
➤

➤
• Fluid exits the converter between the converter hub and stator
➤
shaft in the apply fluid circuit.
➤

N.C. • Apply fluid is routed through the converter clutch control valve
➤
THROTTLE SIGNAL

➤ EX
THROTTLE SIGNAL OFF and into the cooler fluid circuit. The cooler fluid circuit is also
CAPILLARY EX ACCUMULATOR
RESTRICTION fed by ‘converter in’ fluid through an orifice.
➤

SOL SIGNAL
TCC SOLENOID FEED • Cooler fluid flows through the transmission fluid cooler in the
SOLENOID
➤

radiator and into the main case lube circuit.

BOOST PRESSURE REGULATOR
➤ • Main case lube fluid is routed to the rear of the main transmis-
➤

sion case (36) to cool and lubricate the components in the main
➤
REV

EX
LINE
LINE

case. Also, ‘converter in’ fluid continues to feed the overdrive

SUCTION

➤ lube fluid circuit through an orifice to cool and lubricate the

CONVERTER IN
➤

components in the auxiliary case. Refer to page 90 for a complete

➤

drawing of the transmission lubrication circuit.

➤

LINE (From Pump) ➤ ➤ ➤

OUTPUTS

TCM

KICKDOWN WINTER ECON/PERF PRND321 FLUID

CTS MODE TPS MODE BRAKE ENGINE A/C MODE SPEED TEMP
SWITCH SWITCH SWITCH SWITCH SPEED REQUEST SWITCH SENSOR SENSOR

EXTERNAL TO INTERNAL TO
INPUTS COMPLETE HYDRAULIC CIRCUIT
TRANSMISSION TRANSMISSION Page 78
54A
54 Figure 52
 DRIVE RANGE - THIRD GEAR
(Torque Converter Clutch Applied)
DRIVE RANGE - THIRD GEAR
Torque Converter Clutch Applied
The Transmission Control Module (TCM) monitors and receives
input signals from the various electrical devices, both internal ➤
TORQUE
and external to the transmission, to determine when to apply the CONVERTER
ASSEMBLY

➤
torque converter clutch (TCC). These inputs to the TCM in-
clude the following: ➤

➤
• Throttle Position Sensor (TPS) • Kickdown Switch

➤
• Coolant Temperature Sensor (CTS) • Mode Switch

➤
• Transmission Speed Sensor* • Engine Load (A/C) ➤ ➤
➤ ➤ ➤

➤
• Transmission Fluid Temperature Sensor* • Brake Switch

➤
➤

RELEASE
• Engine Speed Sensor • Self Diagnostics

➤
• Winter Mode Switch MAIN CASE LUBE
➤

➤
• Economy/Performance Mode Switch * Internal to the Transmission

➤
LER

➤
APPLY
COOLER
C OO

➤
➤
TO
When the proper vehicle/engine operating conditions are met, ➤

➤
➤
➤
the TCM energizes (turns ON) the converter clutch solenoid
(416). With the converter clutch solenoid ON, the hydraulic ➤

➤
system functions as follows to apply the converter clutch:

➤
➤
➤ ➤
• The normally closed converter clutch solenoid opens and sole- THROTTLE SIG ➤ ➤ ➤ THROTTLE SIG

➤
noid feed fluid enters the solenoid signal fluid circuit.

➤
➤ OVERDRIVE LUBE PWM

EX

➤
N.O. BAND
• Solenoid signal fluid pressure moves the converter clutch control FORCE
➤ ➤ ➤
MOTOR OFF CONTROL
valve (210) against spring force and into the apply position. SOLENOID SOLENOID
➤ ➤ FEED LIMIT
➤

➤
➤
• Orificed line pressure is routed through the converter clutch con-
trol valve and into the apply fluid circuit. At the same time, the

➤
TO COOLER

➤
release fluid circuit is open to an exhaust port at the converter
1-2/3-4

➤
➤
clutch control valve. ➤ FEED LIMIT SHIFT SOLENOID

APPLY
RELEASE
THROTTLE SIGNAL
LINE EX

➤
• Apply fluid flows between the converter hub and stator shaft and
➤ CONV IN FEED LIMIT
N.C.

➤
EX

➤ EX ➤
fills the converter with fluid. Apply fluid pressure in the con-

➤
EX ON

EX
➤

➤ LINE
EX
➤
➤
verter forces the converter clutch pressure plate against the con- ➤

➤
verter cover. CONV CL CONTROL

LINE
SOL SIG ➤
2-3
FORCE MOTOR

LINE
• As the converter clutch applies, fluid from the release side of the SHIFT SOLENOID
SCREEN
pressure plate is forced back through the turbine shaft (506). N.0.
EX

➤
➤
OFF

➤
• Exhausting release fluid seats the turbine shaft checkball, is forced ➤
through an orifice around the checkball and flows through the ➤ ➤ ➤
center of the turbine shaft. This fluid is routed through the con- ➤

➤
verter clutch control valve where it exhausts.
N.C.

➤
➤
THROTTLE SIGNAL
➤ EX
Note: The orifice at the turbine shaft checkball controls the rate THROTTLE SIGNAL ON
CAPILLARY EX ACCUMULATOR
at which release fluid exhausts. Also, the orifice that line pres-

➤
RESTRICTION

➤
SOL SIGNAL
sure flows through before feeding the apply fluid circuit con-
TCC SOLENOID FEED
trols the rate at which apply fluid fills the converter. The combi- SOLENOID

➤
nation of these two orifices control the rate of apply (apply feel)
of the converter clutch. BOOST PRESSURE REGULATOR
➤
➤

➤
➤
REV
EX

LINE
• ‘Converter in’ fluid feeds the cooler fluid circuit through an

LINE
SUCTION
orifice. Cooler fluid is routed through the transmission fluid cooler
in the radiator and into the main case lube circuit. CONVERTER IN
➤

➤
• Main case lube fluid is sent to the rear of the main transmission

➤
case (36) to cool and lubricate the components in the main case. LINE (From Pump) ➤ ➤ ➤
Also, ‘converter in’ fluid continues to feed the overdrive lube
fluid circuit through an orifice to cool and lubricate the compo- OUTPUTS
nents in the auxiliary case (20). Refer to page 90 for a complete
drawing of the transmission lubrication circuit.
TCM

KICKDOWN WINTER ECON/PERF PRND321 FLUID

CTS MODE TPS MODE BRAKE ENGINE A/C MODE SPEED TEMP
SWITCH SWITCH SWITCH SWITCH SPEED REQUEST SWITCH SENSOR SENSOR

EXTERNAL TO INTERNAL TO
COMPLETE HYDRAULIC CIRCUIT INPUTS
Page 78 TRANSMISSION TRANSMISSION
54B
Figure 53 55
 DRIVE RANGE - FOURTH GEAR
DRIVE RANGE - FOURTH GEAR (Torque Converter Clutch Applied)
1-2 / 3-4 2-3 OVERDRIVE PRINCIPLE
OVERRUN FOURTH THIRD REVERSE SECOND BAND
SOL SOL ROLLER SPRAG
CLUTCH CLUTCH CLUTCH CLUTCH CLUTCH ASSEMBLY
N.C. N.O. CLUTCH ASSEMBLY
POWER FROM OVERDRIVE 4TH 2ND CLUTCH 3RD SPRAG CLUTCH POWER TO
TORQUE ROLLER CLUTCH CLUTCH APPLIED CLUTCH ASSEMBLY DIFFERENTIAL OFF OFF FW APPLIED APPLIED APPLIED NE
CONVERTER (516) APPLIED APPLIED (650) ASSEMBLY LD = LOCKED IN DRIVE FW = FREEWHEELING NE = NOT EFFECTIVE
(1) OVERRUNNING HOLDING
To maximize engine performance and fuel economy, a Fourth
gear (Overdrive) is used to achieve an approximate gear ratio of
.73:1 through the transmission gear sets. This allows the vehicle
to maintain a given road speed with less engine output speed.
➤ • As in Third gear, converter turbine speed equals engine speed
when the TCC is applied (see torque converter, page 12).

Overrun Clutch Released

➤
➤

➤
• The overrun clutch plates (520-522) are released, thereby discon-
necting the overrun clutch housing (510) from the overdrive
carrier (525).

➤ ➤ ➤ 4th Clutch Applied

• The 4th clutch plates (502, 503) are applied and hold the overrun
clutch housing stationary to the adapter case (20).
• The overdrive sun gear (519), splined to the inner hub of the
overrun clutch housing, is also held stationary.
• Engine torque is transferred through the turbine shaft (506) to the
overdrive carrier as in the other gear ranges.

Overdrive Roller Clutch Overruns

• With the overrun clutch housing held, the overdrive carrier over-
runs the overdrive roller clutch (516).
• The overdrive carrier pinion gears are in mesh with both the
OVERDRIVE overdrive sun gear and overdrive internal gear (528).
INTERNAL
GEAR • As the overdrive carrier rotates clockwise, the pinion gears rotate
4TH OVERDRIVE (528) clockwise on their pins as they walk around the stationary sun
ADAPTER CLUTCH CARRIER gear.
CASE APPLIED ASSEMBLY
(20) (525) • The pinion gears drive the overdrive internal gear, thereby pro-
OVERRUN CLUTCH viding an approximate gear ratio of .73:1 through the overdrive
HOUSING (510) planetary gear set.
HELD
• Power flow from the overdrive internal gear to the Ravigneaux
carrier and output shaft assembly (653) is the same as in Drive
Range - Third Gear. The 2nd clutch plates (625-627) and 3rd
clutch plates (641-643) are applied and all components are driven
TURBINE at the same speed. This creates a 1:1 direct drive ratio between
SHAFT 2ND CLUTCH the overdrive internal gear and the output shaft.
(506) APPLIED
• With a .73:1 gear ratio through the overdrive gear set and a 1:1
TURBINE gear ratio through the Ravigneaux gear set, the overall transmis-
SHAFT sion gear ratio is approximately .73:1.
OVERDRIVE (506)
SUN GEAR
(519) BRAKE BAND Coast Conditions
OVERDRIVE HELD (664) • As in Second and Third gears, without an element to overrun
ROLLER CLUTCH RELEASED during deceleration, engine compression provides braking to slow
(516) the vehicle when the throttle is released. However, due to the
OVERRUNNING
overdrive gear ratio in Fourth gear, engine compression braking
is not as noticeable by the driver as in other gears.
OUTPUT
SPRAG CLUTCH SHAFT REACTION
ASSEMBLY SUN GEAR
3RD (650) (658)
CLUTCH HOLDING
APPLIED

REACTION
SUN DRUM
(659)
➤

RAVIGNEAUX
INPUT PLANETARY
SUN GEAR CARRIER SERVO
ASSEMBLY ASSEMBLY ASSEMBLY
(646) (653) RELEASED

56A
56 Figure 54
 DRIVE RANGE - FOURTH GEAR
(Torque Converter Clutch Applied)
DRIVE RANGE - FOURTH GEAR
Drive Range - Fourth Gear is an overdrive gear ratio used to Torque Converter Clutch Applied
maximize engine efficiency and fuel economy under most nor-
mal driving conditions. To shift the transmission into Fourth OVERRUN CLUTCH FOURTH CLUTCH ASSEMBLY SECOND CLUTCH THIRD CLUTCH
gear, the TCM determines the precise moment to de-energize ASSEMBLY ASSEMBLY ASSEMBLY
(turn OFF) the 1-2/3-4 shift solenoid (303). The shift solenoid is
OFF when the TCM eliminates the path to ground for that
electrical circuit.
3RD CL
Overrun Clutch Releases and 4th Clutch Applies

➤
• The normally closed 1-2/3-4 shift solenoid is de-energized by the

➤
TCM and blocks D32/1-2 fluid pressure from acting on the end

➤
➤
➤
of the 1-2/3-4 shift valve (304). D32/1-2 fluid at the end of the

➤
valve exhausts through the solenoid.

2ND CL
➤
• Spring force moves the 1-2/3-4 shift valve into the First and

OVERRUN CL
Fourth Gear position. This allows 4th clutch feed 1 fluid to enter ➤
the 4th clutch feed 2 fluid circuit.
➤
• 4th clutch feed 2 fluid is directed to the end of the overrun
➤

➤
lockout valve (705). This fluid pressure moves the valve against

4TH CL
➤

SERVO REL
spring force, thereby causing the following:

SERVO APPLY
➤
- The overrun lockout valve blocks line pressure from entering

3RD CLUTCH
➤

2ND CLUTCH
the overrun clutch fluid circuit. Overrun clutch fluid exhausts ➤ ➤ ➤ ➤ ➤ OVERRUN CL ➤ 1-2

➤
from the overrun clutch piston (513) and through an exhaust ➤ ACCUMULATOR 3RD
4TH CLUTCH ➤

➤
ASSEMBLY

➤
port at the overrun lockout valve, thereby releasing the over- CLUTCH

➤
➤
run clutch plates (520, 521). CHECK

➤
EX

➤
3-4
➤

SERVO REL
VALVE

➤
➤
- Orificed 4th clutch feed 2 fluid at the middle of the overrun ACCUMULATOR ➤
OVERRUN LOCKOUT ➤
lockout valve enters the 4th clutch fluid circuit. 4th clutch ASSEMBLY

3RD CL FEED
➤

➤
fluid pressure is routed to the 4th clutch piston (532) to apply ➤

EX
1-2

4TH CL FD 2
LINE
the 4th clutch plates (502, 503).

➤
EX

➤
➤
3-4 ACCUM
➤

1-2 ACC
3-4 Shift Accumulation ➤ SERVO PISTON
• At the same time, 4th clutch fluid is directed to the 3-4 accumula- ASSEMBLY

➤
➤ THROTTLE SIG ➤

3-4 ACCUM
tor piston (18). 4th clutch fluid pressure moves the piston against

➤
➤

➤
➤
➤

➤
3-4 ACCUM
3-4 accumulator fluid pressure and 3-4 accumulator spring (408)

EX
THROTTLE SIG 1-2 ACCUM
➤

➤
force. This action absorbs some 4th clutch fluid pressure and FORCE

➤
cushions the 4th clutch apply. MOTOR ➤ D 3 2/1-2
3RD CLUTCH

➤
SOLENOID

➤
2ND CL
➤ ➤
• 3-4 accumulator fluid is forced out of the 3-4 accumulator from QUICK DUMP

➤
➤
FEED LIMIT
➤
the movement of the 3-4 accumulator piston. This fluid is routed ➤ 1-2 REG
➤ VALVE

EX
➤ ➤
to the middle, and orificed to the end, of the 3-4 accumulator ➤ THROTTLE SIG ➤
4TH CL FEED 2
➤

➤
➤
➤
valve (407). SOLENOID

➤
3-4 ACCUM CONTROL

➤
N.C.
EX
➤ ➤ ➤
• Orificed 3-4 accumulator fluid pressure moves the 3-4 accumula- 1-2 & 3-4 SHIFT

➤
➤
➤
OFF

EX
tor valve and 3-4 accumulator control valve (409) against throttle ➤ LINE

➤
➤ FEED LIMIT

EX

EX
➤

➤
signal fluid pressure and, on some models, spring force. This EX

➤
➤
➤

THROTTLE SIGNAL
action blocks line pressure and regulates the exhaust of excess 3- FEED LIMIT

LINE
➤

➤
4TH CL FD 1

SERVO APPLY
4 accumulator fluid past the valve. ➤ D 3 2/1-2

SERVO REL
EX ➤

➤ LINE
EX
➤

➤
➤
Note: When the shift is completed the 3-4 accumulator valve SOLENOID

➤
N.O.
will again regulate line pressure into the 3-4 accumulator fluid EX 2-3 SHIFT

➤
LINE
OFF

2ND CL
circuit. Refer to page 32A for a complete description of the

REVERSE
FORCE MOTOR

EX
EX

EX
4TH CL FD 1

➤
accumulator system function. SCREEN

➤
➤ ➤

➤
➤

➤
• D32/1-2 fluid is blocked by the 1-2/3-4 shift valve from entering ➤ ➤

D32
PWM

D 3 2/1-2
the 2nd clutch fluid circuit. However, the servo release fluid N.O. BAND

➤
circuit is open to feed the 2nd clutch fluid circuit and keep the N.C.
OFF

➤
EX CONTROL

➤
2nd clutch applied. ON ➤
SOLENOID

➤
EX

➤
➤
• 3rd clutch feed fluid exhausts past the 1-2/3-4 shift valve, through

➤
SOL SIGNAL
➤
the 1-2 regulator fluid circuit and out an exhaust port at the low TCC ➤ D 3 2/1-2
SOLENOID FEED
➤ ➤
pressure control valve (312). SOLENOID ➤
REVERSE ➤ ➤ D 3 2/1-2

➤
➤
• With 3rd clutch feed fluid exhausted, servo release fluid pressure ➤ ➤ SHUTTLE
seats the 3rd clutch check valve (85) against the empty 3rd clutch VALVE

➤
D32
THROTTLE SIGNAL

feed fluid circuit. In Fourth gear, only servo release fluid feeds

➤
➤

➤ PWM SOLENOID

➤
the 3rd clutch fluid circuit to keep the 3rd clutch applied. THROTTLE SIGNAL SHUTTLE

D32
CAPILLARY EX ACCUMULATOR VALVE SCREEN

➤
RESTRICTION
Torque Converter Clutch
• If the converter clutch is applied in Third gear, the TCM will de- ➤ ➤ D32

➤
energize the converter clutch solenoid to release the TCC during 1-2 D32
➤ ➤

upshift to Fourth gear. Once in Fourth gear, the TCM will re- BOOST PRESSURE REGULATOR

LINE
apply the TCC when vehicle operating conditions are appropri- ➤
MANUAL VALVE EX
➤
REV

ate. EX
LINE
LINE

EX
SUCTION
➤

R321

1-2
1-2
REVERSE

LINE
• Figure 55 shows the converter clutch solenoid energized, sole-

R321
REV
P RN D 3 2 1
CONVERTER IN
➤
➤

noid feed fluid entering the solenoid signal fluid circuit and the
➤

➤
➤

TCC applied.
➤

COMPLETE HYDRAULIC CIRCUIT LINE (From Pump) ➤ ➤ ➤ LINE ➤

Page 80
56B
Figure 55 57
 DRIVE RANGE - 4-3 DOWNSHIFT
DRIVE RANGE - 4-3 DOWNSHIFT (Torque Converter Clutch Released)
Torque Converter Clutch Released
A forced 4-3 downshift in Drive Range is achieved by increas-
OVERRUN CLUTCH FOURTH CLUTCH ASSEMBLY SECOND CLUTCH THIRD CLUTCH ing the throttle valve angle (percentage of accelerator pedal
ASSEMBLY ASSEMBLY ASSEMBLY travel - throttle position) while the vehicle is operating with the
transmission in Fourth gear. A 4-3 downshift can also occur
when the vehicle is decelerating during coast conditions or when
engine load is increased.
3RD CL
If the converter clutch is applied in Fourth gear the TCM will

➤
release the TCC during the downshift to Third gear. Under

➤
➤
normal operating conditions in Third gear the TCM will re-
apply the converter clutch. The converter clutch also releases

2ND CL
under minimum and heavy throttle conditions as measured by

➤
the throttle position sensor (TPS). Figure 56 shows the TCC
OVERRUN CL
➤ solenoid de-energized (OFF) and the converter clutch releasing
(conditions during the downshift).
➤
➤

➤
A 4-3 downshift occurs when the TCM receives the appropriate

➤
4TH CL
➤
signals to energize the 1-2/3-4 shift solenoid (303). During a 4-3

SERVO REL
SERVO APPLY
downshift the following changes occur to the hydraulic system:

3RD CLUTCH
➤

2ND CLUTCH
OVERRUN CL
➤ ➤
1-2 4th Clutch Releases and Overrun Clutch Applies
ACCUMULATOR 3RD • The TCM energizes the normally closed 1-2/3-4 shift solenoid

➤
➤ 4TH CLUTCH ➤
➤
➤

➤
ASSEMBLY

➤
➤ CLUTCH and D32/1-2 fluid pressure flows to the end of the 1-2/3-4 shift

EX
CHECK

➤
➤ valve (304).

➤
➤
3-4
➤
VALVE

➤
SERVO REL
➤
➤
ACCUMULATOR ➤
OVERRUN LOCKOUT ➤ • D32/1-2 fluid pressure shifts the 1-2/3-4 shift valve against spring
ASSEMBLY force and into the Third gear position.

3RD CL FEED
➤

➤
➤ ➤

➤
EX
1-2

4TH CL FD 2
LINE
• 4th clutch feed 1 fluid is blocked by the 1-2/3-4 shift valve and
EX

➤
4th clutch feed 2 fluid is open to an exhaust port at the valve.

➤
➤
3-4 ACCUM
➤
➤

1-2 ACC
SERVO PISTON

➤
➤
ASSEMBLY • With 4th clutch feed 2 fluid exhausted, spring force shifts the
➤

➤ THROTTLE SIG ➤ overrun lockout valve (705) out of the Fourth gear position.
➤
3-4 ACCUM

➤
➤

➤
➤

➤
3-4 ACCUM

• 4th clutch fluid is open to an orificed exhaust past the overrun

➤
THROTTLE SIG
EX

1-2 ACCUM
➤
➤

➤
FORCE lockout valve. This orifice helps control the release rate of the
➤

➤
MOTOR ➤ D 3 2/1-2 4th clutch.
SOLENOID
3RD CLUTCH
➤

2ND CL
➤ ➤
QUICK DUMP

➤
➤
➤
FEED LIMIT • 4th clutch fluid exhausts from both the 4th clutch piston (532)
➤ 1-2 REG VALVE
and 3-4 accumulator piston (18) to release the 4th clutch plates
EX

➤ ➤
➤ THROTTLE SIG ➤ ➤ ➤ ➤ 4TH CL FEED 2 ➤ (502,503).

➤
➤

➤
SOLENOID

➤
3-4 ACCUM CONTROL
➤

EX
N.C. • The 3-4 accumulator valve (407) regulates line pressure into the
1-2 & 3-4 SHIFT
➤

ON 3-4 accumulator fluid circuit. This fluid fills the 3-4 accumulator
EX

➤ LINE

➤
➤ FEED LIMIT as 4th clutch fluid exhausts.
➤

EX

EX
➤

➤
EX

➤
➤
➤
THROTTLE SIGNAL

FEED LIMIT • Orificed line pressure flows through the overrun lockout valve
LINE
➤

➤
4TH CL FD 1

SERVO APPLY
➤ D 3 2/1-2 and into the overrun clutch fluid circuit. This fluid pressure is
➤

SERVO REL
EX ➤
➤ LINE
EX

directed to the overrun clutch piston (513) to apply the overrun

➤
➤

➤
2ND CL

SOLENOID
REVERSE

➤
EX
N.O.
2-3 SHIFT
clutch plates (520,521).
OFF
LINE

FORCE MOTOR • With the 1-2/3-4 shift valve in the Second and Third gear posi-

EX
EX

EX
4TH CL FD 1
SCREEN ➤ tion, servo release fluid feeds the 3rd clutch feed fluid circuit
➤

➤ ➤

➤
➤ while the 2nd clutch fluid circuit is fed by D32/1-2 fluid.

➤
➤ ➤
D32
PWM
➤

REVERSE N.O. Note: Remember that the variable force motor (404) controls
BAND
➤

N.C.
➤ SHUTTLE OFF
➤

EX throttle signal fluid pressure in relation to throttle position and

➤ ➤ ➤ ➤
CONTROL
OFF VALVE
D 3 2/1-2

➤
SOLENOID

➤
EX other TCM input signals. Throttle signal fluid pressure helps
➤

➤
➤ ➤ ➤
➤

SOL SIGNAL control line pressure by acting on the boost valve (205), thereby
➤
➤

➤
TCC ➤
D 3 2/1-2 increasing line pressure with increased throttle position. Also,
SOLENOID FEED
➤
SOLENOID ➤ throttle signal fluid pressure is used to help regulate accumula-
➤ ➤ D 3 2/1-2

➤
➤
tor fluid pressure and the amount of cushion provided during
➤

➤ ➤
➤ clutch or band application.
THROTTLE SIGNAL

D32
➤
➤

➤
THROTTLE SIGNAL PWM SOLENOID
➤

SHUTTLE
TO COOLER

EX ACCUMULATOR
D32

CAPILLARY SCREEN
VALVE
➤

RESTRICTION
RELEASE

➤
SIG

APPLY

➤ ➤ ➤ D32
➤ SOL

1-2
➤

D32
➤ ➤
➤
EX
➤

EX
➤
➤

LINE

BOOST PRESSURE REGULATOR

CONV CL CONTROL MANUAL VALVE EX
➤

➤
➤
REV

EX
➤

EX
LINE

R321

1-2
LINE
➤

1-2
LINE

REVERSE

LINE
R321
REV

P RN D 3 2 1
SUCTION

➤
CONVERTER IN CONV IN
➤

➤
➤

➤
➤

LINE (From Pump) ➤ ➤ ➤ LINE ➤ COMPLETE HYDRAULIC CIRCUIT

Page 82
58A
58 Figure 56
 DRIVE RANGE - 3-2 DOWNSHIFT
DRIVE RANGE - 3-2 DOWNSHIFT
A forced 3-2 downshift is achieved by increasing throttle valve
angle (percentage of accelerator pedal travel - throttle position)
while the vehicle is operating with the transmission in Third OVERRUN CLUTCH SECOND CLUTCH THIRD CLUTCH
gear. As with a 4-3 downshift, a 3-2 downshift can also occur ASSEMBLY ASSEMBLY ASSEMBLY
when the vehicle is decelerating during coast conditions or when
engine load increases.
If the converter clutch is applied in Third gear it will release ➤ ➤
during the downshift to Second gear. Under normal operating 3RD CL

➤
conditions in Second gear the TCM will not re-apply the con-

➤
verter clutch. The converter clutch also releases under minimum

➤
➤
➤ ➤
and heavy throttle conditions as measured by the throttle posi-

➤
tion sensor (TPS). Figure 57 shows the TCC solenoid de-ener-

2ND CL
gized (OFF) and the converter clutch releasing (conditions dur-

➤
ing the downshift assuming the TCC was applied in Third gear).

➤
OVERRUN CL
➤

➤
A 3-2 downshift occurs when the TCM receives the appropriate

➤
➤
➤
signals to energize the 2-3 shift solenoid (307). During a 3-2

➤ SERVO REL➤
downshift the following changes occur to the hydraulic system: ➤ ➤

SERVO APPLY
➤
3rd Clutch Releases

3RD CLUTCH
• The normally open 2-3 shift solenoid is energized by the TCM

2ND CLUTCH
OVERRUN CL
➤ ➤
1-2

➤
and blocks D32/1-2 fluid pressure from acting on the end of the ACCUMULATOR

4TH CL
3RD

➤
2-3 shift valve (308). D32/1-2 from the end of the valve exhausts ASSEMBLY CLUTCH
through the solenoid. CHECK

➤
➤
EX
➤

➤
➤

SERVO REL
• Spring force moves the 2-3 shift valve to the First and Second VALVE
➤
OVERRUN LOCKOUT ➤
gear position.

➤
3RD CL FEED

➤
➤

➤
EX
1-2
• D32 fluid is blocked by the 2-3 shift valve and servo release fluid

LINE
➤

4TH CL FD 2
is open to an exhaust port at the valve.

➤
➤

➤
4TH CL FD 2

1-2 ACC
• 3rd clutch fluid exhausts from the 3rd clutch piston (638), thereby ➤ ➤ ➤ SERVO PISTON
releasing the 3rd clutch plates (642, 643). This fluid flows through ASSEMBLY

➤
➤ THROTTLE SIG ➤

➤
an orifice, past the 3rd clutch check valve, into the servo release

➤
➤

➤
fluid circuit and past the 2-3 shift valve.

EX
1-2 ACCUM
➤

➤
FORCE

➤
• 3rd clutch feed fluid exhausts past the 1-2/3-4 shift valve, through

➤
MOTOR ➤ D 3 2/1-2
3RD CLUTCH

➤
➤
the servo release fluid circuit and past the 2-3 shift valve.

➤
SOLENOID ➤
2ND CL
➤
QUICK DUMP

➤
FEED LIMIT
➤
1-2 REG VALVE
Brake Band Applies ➤
THROTTLE SIG

➤
4TH CL FEED 2

➤
• Servo release fluid also exhausts from the servo piston (81).

➤
➤
SOLENOID

➤
• Servo apply fluid pressure moves the piston against the servo ➤ LINE EX
N.C.
1-2 & 3-4 SHIFT

➤
cushion spring (99) and servo return spring (103) force. This ON
➤ FEED LIMIT

EX

EX
moves the servo piston apply rod (102) to apply the band.

➤
➤
EX
➤
➤ ➤

THROTTLE SIGNAL
• The PWM solenoid (323), controlled by the TCM, varies servo FEED LIMIT

LINE
➤
➤ 4TH CL FD 1 ➤

SERVO APPLY
apply fluid pressure and the apply rate of the band depending on ➤ D 3 2/1-2

SERVO REL
EX ➤

➤ LINE
EX

➤
➤
the operating conditions of the vehicle.

➤
➤

➤
2ND CL
SOLENOID

REVERSE
N.O.
EX
➤ ➤ ➤
• Exhausting servo release fluid seats the 3rd clutch quick dump ➤ 2-3 SHIFT

LINE
ON
valve, is forced through an orifice and exhausts past the 2-3 shift FORCE MOTOR

➤
➤

➤ 4TH CL FD 1➤

EX
EX

EX

➤
valve. This orifice adds additional control to the band apply rate SCREEN

➤
➤
➤ ➤

➤
➤

➤
➤ ➤
and 3rd clutch release rate.

➤
➤ ➤

D32
PWM

➤
➤
• The 2-3 shift valve blocks D32/1-2 fluid from feeding the 4th

➤
REVERSE N.O. BAND

➤
N.C.
clutch feed 1 fluid circuit. 4th clutch feed 1 fluid is open to an SHUTTLE ON CONTROL

➤
EX
exhaust port at the valve. VALVE
➤ ➤
OFF

D 3 2/1-2
SOLENOID

➤
EX

➤
➤
SOL SIGNAL

➤
➤
TCC ➤
D 3 2/1-2
SOLENOID FEED
➤
SOLENOID ➤
➤ ➤ D 3 2/1-2

➤
➤
➤ ➤
THROTTLE SIGNAL

➤
D32

➤
➤

➤
THROTTLE SIGNAL PWM SOLENOID

➤
SHUTTLE

TO COOLER
EX ACCUMULATOR

D32
CAPILLARY SCREEN
RESTRICTION VALVE

RELEASE

➤
SOL SIG

APPLY
➤ ➤ ➤ D32
1-2

➤
D32
➤ ➤

➤
EX
➤

EX
➤
➤

LINE
BOOST PRESSURE REGULATOR
CONV CL CONTROL MANUAL VALVE EX
➤

➤
➤
REV

EX
➤

EX
LINE

R321

1-2
LINE
➤

1-2
LINE

REVERSE

LINE
R321
REV
P RN D 3 2 1
SUCTION

➤
CONVERTER IN CONV IN
➤

➤
➤

➤
➤

➤
COMPLETE HYDRAULIC CIRCUIT LINE (From Pump) ➤ ➤ ➤ LINE ➤
Page 84
58B
Figure 57 59
 MANUAL THIRD - THIRD GEAR
MANUAL THIRD - THIRD GEAR
1-2 / 3-4 2-3 OVERDRIVE OVERRUN FOURTH THIRD REVERSE SECOND PRINCIPLE BAND
SOL SOL ROLLER CLUTCH CLUTCH CLUTCH CLUTCH CLUTCH SPRAG ASSEMBLY
POWER FROM OVERDRIVE OVERRUN 2ND CLUTCH 3RD SPRAG CLUTCH POWER TO N.C. N.O. CLUTCH ASSEMBLY

TORQUE ROLLER CLUTCH CLUTCH APPLIED CLUTCH ASSEMBLY DIFFERENTIAL ON OFF LD APPLIED APPLIED APPLIED NE
CONVERTER (516) APPLIED APPLIED (650) ASSEMBLY LD = LOCKED IN DRIVE FW = FREEWHEELING NE = NOT EFFECTIVE
(1) HOLDING HOLDING
Manual Third (3) gear range 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 on hilly terrain.
Transmission operation in Manual Third (3) is identical to Drive
Range (D) except the transmission is prevented from upshifting
into Fourth gear when in Manual Third. If the transmission is

➤
➤

➤
operating in Drive Range - Fourth Gear when Manual Third is

➤
➤
selected, the transmission will immediately shift into Third gear.

➤ ➤ ➤ Note: Remember that the power flow shown in Figure 58 is for

acceleration. During deceleration the sprag clutch and roller
clutch are not holding or overrunning, they are ineffective.
Figure 58 shows the mechanical power flow in Manual Third -
Third Gear, which is identical to that for Drive Range - Third
Gear. Also, the power flow in Manual Third - First and Second
Gears is identical to the power flow in Drive Range - First and
Second gears.

Coast Conditions
Coast Conditions in Manual Third are also the same as in Drive
Range. Engine compression slows the vehicle in Second and
Third gears when the throttle is released. In First gear the input
OVERDRIVE RING sun gear assembly overruns the sprag clutch when the throttle is
INTERNAL GEAR released, thereby allowing the vehicle to coast freely.
GEAR (630)
OVERDRIVE (528) When driving conditions are such that only two gear ratios are
CARRIER desired, or if increased engine compression braking is needed,
OVERRUN ASSEMBLY
CLUTCH the Manual Second (2) gear selector position should be selected.
(525)
APPLIED

TURBINE
SHAFT
(506) 2ND CLUTCH
APPLIED
TURBINE
SHAFT
OVERDRIVE (506)
OVERDRIVE SUN GEAR BRAKE BAND
ROLLER CLUTCH (519) (664)
(516) RELEASED
HOLDING

OUTPUT
SPRAG CLUTCH SHAFT REACTION
ASSEMBLY SUN GEAR
3RD (650) (658)
CLUTCH HOLDING
APPLIED

REACTION
SUN DRUM
(659)
➤

RAVIGNEAUX
INPUT PLANETARY
SUN GEAR CARRIER SERVO
ASSEMBLY ASSEMBLY ASSEMBLY
(646) (653) RELEASED

60A
60 Figure 58
 MANUAL THIRD - THIRD GEAR
(from Drive Range - Fourth Gear)
MANUAL THIRD - THIRD GEAR
Torque Converter Clutch Released
Transmission operation in Manual Third (3) is identical to Drive
Range except that the TCM does not allow the transmission to OVERRUN CLUTCH FOURTH CLUTCH ASSEMBLY SECOND CLUTCH THIRD CLUTCH
upshift to Fourth gear, regardless of vehicle operating condi- ASSEMBLY ASSEMBLY ASSEMBLY
tions. Also, a Manual downshift from Fourth to Third gears is
similar to a forced downshift as explained on page 58A. How-
ever, the TCM initiates a Manual downshift as a result of the
input signal from the mode switch. When Manual Third is se- 3RD CL
lected, the TCM immediately initiates a downshift to Third gear

➤
regardless of vehicle operating conditions. Figure 59 and the

➤
following text describe the downshift from Drive Range - Fourth ➤
Gear to Manual Third - Third Gear.

2ND CL
➤
• The gear selector lever is moved to the Manual Third position.

OVERRUN CL
➤
The selector lever moves the selector shaft (61) and manual
valve (326) to the Manual Third position. ➤
➤

➤
• Line pressure is open to the R321 fluid circuit at the manual

➤
4TH CL
valve. This fluid is orificed back to the manual valve where it is
➤

SERVO REL
SERVO APPLY
blocked and does not affect transmission operation.

3RD CLUTCH
• The mode switch, attached to the selector shaft, signals the TCM

2ND CLUTCH
OVERRUN CL
➤ ➤
1-2
that transmission is operating in Manual Third. ACCUMULATOR 3RD

➤
➤ 4TH CLUTCH ➤
➤
➤

➤
ASSEMBLY

➤
➤ CLUTCH
4th Clutch Releases and Overrun Clutch Applies

EX
➤
➤ CHECK

➤
➤

➤
• As a result of mode switch input, the TCM energizes the 1-2/3-4 3-4

SERVO REL
VALVE

➤
➤
ACCUMULATOR ➤
shift solenoid. OVERRUN LOCKOUT ➤
ASSEMBLY

3RD CL FEED
• D32/1-2 fluid pressure flows through the open solenoid and acts

➤
➤ ➤

➤
EX
1-2

4TH CL FD 2
LINE
on the end of the 1-2/3-4 shift valve (304). D32/1-2 fluid pres-
EX
sure shifts the 1-2/3-4 shift valve against spring force and into

➤
1-2 ACC ➤

➤
3-4 ACCUM
➤
the Third gear position. ➤ SERVO PISTON

➤
➤
ASSEMBLY

➤
• 4th clutch feed 1 fluid is blocked by the 1-2/3-4 shift valve and ➤ THROTTLE SIG ➤

➤
3-4 ACCUM

➤
➤
4th clutch feed 2 fluid is open to an exhaust port at the valve.

➤
3-4 ACCUM

➤
EX
1-2 ACCUM
➤

➤
THROTTLE SIG

➤
• With 4th clutch feed 2 fluid exhausted, spring force shifts the FORCE

➤
overrun lockout valve out of the Fourth gear position. MOTOR ➤ D 3 2/1-2
3RD CLUTCH
SOLENOID

➤
2ND CL
➤ ➤
QUICK DUMP

➤
• 4th clutch fluid is open to an orificed exhaust past the overrun

➤
FEED LIMIT
➤
1-2 REG VALVE
lockout valve. This orifice helps control the release rate of the
➤

EX
➤ ➤
4th clutch. ➤ THROTTLE SIG ➤ ➤ ➤ ➤ 4TH CL FEED 2 ➤

➤
➤

➤
SOLENOID

➤
3-4 ACCUM CONTROL

➤
• 4th clutch fluid exhausts from both the 4th clutch piston (532) EX
N.C.
1-2 & 3-4 SHIFT

➤
and 3-4 accumulator piston (18) to release the 4th clutch plates ON

EX
➤ LINE

➤
(502, 503). ➤ FEED LIMIT

EX

EX
➤

➤
EX

➤
➤
➤

THROTTLE SIGNAL
• The 3-4 accumulator valve (407) regulates line pressure into the FEED LIMIT

LINE
➤

➤
4TH CL FD 1

SERVO APPLY
3-4 accumulator fluid circuit to fill the 3-4 accumulator when 4th ➤ D 3 2/1-2

SERVO REL
EX ➤

➤ LINE
EX

➤
clutch fluid exhausts.
➤

➤
➤

2ND CL
SOLENOID

REVERSE

➤
N.O.
• Orificed line pressure flows through the overrun lockout valve EX 2-3 SHIFT

LINE
and into the overrun clutch fluid circuit. This fluid pressure is OFF
FORCE MOTOR

EX
EX

EX
4TH CL FD 1

➤
directed to the overrun clutch piston (513) to apply the overrun SCREEN

➤
➤ ➤

➤
clutch plates (520, 521). ➤

➤
➤ ➤

D32
PWM

➤
➤
• With the 1-2/3-4 shift valve in the Third and Second gear posi- REVERSE N.O.
tion, servo release fluid feeds the 3rd clutch feed fluid circuit BAND

➤
N.C.
➤ SHUTTLE OFF

➤
EX
➤ ➤ ➤ ➤
while the 2nd clutch fluid circuit is fed by D32/1-2 fluid. CONTROL
OFF VALVE

D 3 2/1-2
➤
SOLENOID

➤
EX
➤

➤
➤ ➤ ➤

➤
SOL SIGNAL

➤
Torque Converter Clutch

➤
➤
TCC ➤
D 3 2/1-2
• When Manual Third is selected, the TCM de-energizes the TCC SOLENOID SOLENOID FEED
➤

solenoid to release the converter clutch during the downshift ➤

➤ ➤ D 3 2/1-2

➤
➤
➤
from Fourth to Third gear. Under normal operating conditions ➤ ➤
the converter clutch will re-apply in Manual Third - Third Gear. ➤
THROTTLE SIGNAL

➤
D32

➤
➤

➤
THROTTLE SIGNAL PWM SOLENOID

➤
• Figure 59 shows the TCC being released: the converter clutch SHUTTLE

TO COOLER
EX ACCUMULATOR

D32
CAPILLARY SCREEN
solenoid is de-energized (OFF), solenoid signal fluid is exhaust- VALVE

➤
RESTRICTION

RELEASE

➤
SIG
ing, the TCC control valve is in the release position and release

APPLY
fluid is exhausting. ➤ ➤ ➤ D32

➤ SOL
1-2

➤
D32
➤ ➤

➤
EX
➤

EX
➤
➤

LINE
BOOST PRESSURE REGULATOR
CONV CL CONTROL MANUAL VALVE EX
➤

➤
➤
REV

EX

➤
➤
➤

EX
LINE

1-2
LINE
➤

1-2
R321
LINE

LINE
REV
REV
P RN D 3 2 1
SUCTION

➤
COMPLETE HYDRAULIC CIRCUIT CONVERTER IN CONV IN
➤

➤
➤

➤
➤

SIMILAR TO DRIVE RANGE - THIRD GEAR

➤

➤
Torque Converter Clutch Applied LINE (From Pump) ➤ ➤ ➤ LINE ➤
Page 78
60B
Figure 59 61
 MANUAL SECOND - SECOND GEAR
MANUAL SECOND - SECOND GEAR
1-2 / 3-4 2-3 OVERDRIVE PRINCIPLE
OVERRUN FOURTH THIRD REVERSE SECOND BAND
SOL SOL ROLLER CLUTCH CLUTCH CLUTCH CLUTCH CLUTCH SPRAG ASSEMBLY
POWER FROM OVERDRIVE OVERRUN 2ND CLUTCH SPRAG CLUTCH REACTION POWER TO N.C. N.O. CLUTCH ASSEMBLY

TORQUE ROLLER CLUTCH CLUTCH APPLIED ASSEMBLY SUN DRUM DIFFERENTIAL ON ON LD APPLIED APPLIED FW APPLIED
CONVERTER (516) APPLIED (650) (659) ASSEMBLY
LD = LOCKED IN DRIVE FW = FREEWHEELING NE = NOT EFFECTIVE
(1) *HOLDING OVERRUNNING HELD
REACTION BRAKE BAND
SUN GEAR (664) Manual Second (2) gear range is available to the driver when
(658) APPLIED vehicle operating conditions make it desirable to use only two
HELD gear ratios. These conditions include descending a steep grade
when increased 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 between First
and Second gears but is prevented from shifting into Third or

➤
➤
➤
Fourth gear under normal operating conditions. However, if

➤
vehicle speed is above approximately 120 km/h (75 mph), the
transmission will operate in a Manual Second - Third Gear
➤ ➤ ➤ condition. When vehicle speed decreases below this speed the
transmission will downshift into Second gear.

Manual Second - Second Gear

• Figure 60 shows the power flow in Manual Second - Second
Gear, which is identical to that for Drive Range - Second Gear.
Refer to page 50A for a complete description of mechanical
power flow in Second Gear.

• Remember that engine compression provides braking to slow the

vehicle in Second gear when the throttle is released.

Manual Second - First Gear

• In Manual Second - First Gear the third clutch plates (641-643)
OVERDRIVE RING are applied. The third clutch plates are used to lock the 3rd clutch
INTERNAL GEAR drum and input sun gear assembly (646) together. This prevents
GEAR (630) the input sun gear assembly from overrunning the sprag clutch
OVERDRIVE (528) (650) when the throttle is released. Therefore, engine compres-
*DURING CARRIER
ACCELERATION OVERRUN sion provides braking to slow the vehicle.
ASSEMBLY
CLUTCH (525)
APPLIED • Power flow in Manual Second - First Gear is identical to the
power flow in Manual First - First Gear (refer to page 64).

Note: When engine compression is slowing the vehicle during

coast conditions the direction of the power flow arrows in Fig-
ure 60 will be reversed. The arrows would show power being
TURBINE transferred from the drive shaft to the engine (as shown in
SHAFT Figure 62 on page 64).
(506) 2ND CLUTCH
APPLIED
TURBINE
SHAFT
OVERDRIVE (506)
OVERDRIVE SUN GEAR BRAKE BAND
ROLLER CLUTCH (519) (664)
(516) REACTION APPLIED
HOLDING SUN GEAR
(658)
HELD

OUTPUT
SPRAG CLUTCH SHAFT
ASSEMBLY
3RD CLUTCH (650)
DRUM ASSEMBLY OVERRUNNING
(634)

REACTION
SUN DRUM
➤

(659)
HELD
RAVIGNEAUX
INPUT PLANETARY
SUN GEAR CARRIER SERVO
ASSEMBLY ASSEMBLY ASSEMBLY
(646) (653) APPLIED

62A
62 Figure 60
 MANUAL SECOND - SECOND GEAR
(from Manual Third - Third Gear)
MANUAL SECOND - SECOND GEAR
Manual Second (2) may be selected at any time while operating
the vehicle in a forward gear range. If vehicle speed is above OVERRUN CLUTCH SECOND CLUTCH THIRD CLUTCH
approximately 120 km/h (75 mph) when Manual Second is ASSEMBLY ASSEMBLY ASSEMBLY
selected, the TCM will keep the transmission in a Manual
Second - Third Gear state until vehicle speed slows sufficiently.
However, the transmission is hydraulically and electronically
prevented from operating in Fourth gear. Figure 61 and the ➤
3RD CL
➤
following text describe the downshift from Manual Third - Third

➤
Gear to Manual Second - Second Gear.

➤
➤
• The gear selector lever, selector shaft (61) and manual valve ➤
➤ ➤

➤
(326) are moved to the Manual Second position.

2ND CL
• The mode switch, located on the selector shaft, signals the TCM

➤
that the transmission is in Manual Second.

➤
OVERRUN CL
➤
• D32 fluid feeds the 1-2 fluid circuit at the manual valve.

➤
➤
➤
➤
• 1-2 fluid pressure unseats the D32 shuttle valve (85) and com-

➤ SERVO REL➤
bines with D32 fluid to feed the D32/1-2 fluid circuit. ➤ ➤

SERVO APPLY
• 1-2 fluid pressure also moves the low pressure control valve

4TH CL

➤
(312) against spring force. This regulates 1-2 fluid into the 1-2

3RD CLUTCH
2ND CLUTCH
EX
OVERRUN CL
➤ ➤
regulated fluid circuit. 1-2

➤
➤
ACCUMULATOR 3RD

➤
• 1-2 regulated fluid is routed to the 1-2/3-4 shift valve where it is ASSEMBLY
blocked in preparation for a downshift to First gear. OVERRUN LOCKOUT CLUTCH
CHECK

➤
➤
LINE ➤

➤
1-2 ➤

SERVO REL
VALVE

EX
3rd Clutch Releases and Brake Band Applies ➤
➤
• Below 120 km/h (75 mph) the TCM energizes the 2-3 shift

➤
3RD CL FEED

➤
➤

➤
solenoid as shown in Figure 61. Once the solenoid is energized, ➤
the 3rd clutch release and the band apply are performed in the

4TH CL FD 2

➤
➤
same manner as during a forced 3-2 downshift (refer to Drive ➤

1-2 ACC
Range - 3-2 Downshift on page 58B). ➤ ➤ ➤ SERVO PISTON
ASSEMBLY

➤
➤ THROTTLE SIG ➤

➤
4th Gear Prevented

➤
EX
• The 2-3 shift valve blocks D32/1-2 fluid from feeding the 4th ➤
1-2 ACCUM

➤
clutch feed 1 fluid circuit. 4th clutch feed 1 fluid is open to an FORCE

➤
MOTOR ➤ D 3 2/1-2
exhaust port at the valve. Without 4th clutch feed 1 fluid the 4th 3RD CLUTCH

➤
➤
➤
SOLENOID ➤
2ND CL
➤
clutch cannot apply and Fourth gear is prevented (refer to Fourth QUICK DUMP

➤
FEED LIMIT
➤

➤
gear on page 56B). ➤ 1-2 REG VALVE
➤
THROTTLE SIG

➤
➤
4TH CL FEED 2

➤
➤

➤
➤
• In Manual Second, as in Manual Third, the TCM electronically SOLENOID

➤
N.C.
prevents the transmission from operating in Fourth gear regard- ➤ LINE EX 1-2 & 3-4 SHIFT

➤
less of vehicle operating conditions. However, if an electrical ON
➤ FEED LIMIT

EX

EX
➤

➤
failure occurs, both shift solenoids will be de-energized (thereby

➤
➤
EX
➤
➤ ➤

THROTTLE SIGNAL
in a Fourth gear state) and 4th clutch feed 2 fluid would be routed FEED LIMIT

LINE
➤
➤ 4TH CL FD 1 ➤

SERVO APPLY
to the overrun lockout valve (705). To prevent Fourth gear in this ➤ D 3 2/1-2

SERVO REL
EX ➤

➤ LINE
EX
situation, 1-2 fluid is routed to the overrun lockout valve. 1-2 ➤

➤
➤

➤
SOLENOID
fluid pressure assists spring force and prevents the overrun lock- N.O.
EX
➤ ➤ ➤
out valve from shifting into the Fourth gear position, thereby 2-3 SHIFT

1-2
➤

LINE
ON
preventing Fourth gear.

➤
➤

➤ 4TH CL FD 1➤
FORCE MOTOR

EX
EX

EX

➤
➤
➤
➤

➤
➤ ➤
SCREEN

➤
➤

➤
➤ ➤
Converter Clutch Released

➤
1-2 REG
➤ 2ND CL
➤ ➤

D32
• Figure 61 shows the TCC solenoid OFF and the converter clutch PWM

➤
REV N.O.
released. BAND

➤
N.C.
ON

➤
EX ➤ ➤ CONTROL
OFF
REVERSE

➤
SOLENOID

EX
• If the TCC is applied when Manual Second is selected, the TCM

➤
➤
SHUTTLE

➤
will de-energize the TCC solenoid during the downshift to Sec- SOL SIGNAL
TCC VALVE ➤
ond gear. Under normal operating conditions the TCC will not SOLENOID FEED
➤ ➤ ➤
D 3 2/1-2
re-apply in Second gear. SOLENOID ➤
➤ D 3 2/1-2 ➤ D 3 2/1-2

➤
➤

➤
➤ ➤
Note: Once downshifted into second gear, the TCM prevents

➤
D32
THROTTLE SIGNAL

➤
➤
the transmission from shifting into third gear. SHUTTLE
➤

D32
➤
THROTTLE SIGNAL PWM SOLENOID

➤
VALVE

1-2 REG
CAPILLARY EX ACCUMULATOR SCREEN

➤
Manual Second - First Gear RESTRICTION

➤
➤ ➤ D32

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

➤
1-2
D32
➤ ➤
the 3rd clutch is applied to obtain engine compression braking

EX
during coast conditions. This is accomplished in the same man-

1-2 REG
LOW PRESSURE MANUAL VALVE EX
LINE
ner as Manual First (see page 64B).
BOOST PRESSURE REGULATOR

EX
EX

➤
➤
➤

1-2
➤ 1-2
R321
➤

LINE
➤

REV
REV
P RN D 3 2 1
REV

EX
LINE
LINE

1-2

➤
➤
SUCTION

➤
➤
CONVERTER IN ➤

➤
➤
➤

➤ ➤ ➤ ➤
➤

COMPLETE HYDRAULIC CIRCUIT LINE (From Pump) ➤ ➤ ➤ LINE ➤

Page 86
62B
Figure 61 63
 MANUAL FIRST - FIRST GEAR
MANUAL FIRST - FIRST GEAR
1-2 / 3-4 2-3 OVERDRIVE PRINCIPLE
OVERRUN FOURTH THIRD REVERSE SECOND BAND
SOL SOL ROLLER CLUTCH CLUTCH CLUTCH CLUTCH CLUTCH SPRAG ASSEMBLY
POWER TO OVERDRIVE OVERRUN 3RD SPRAG CLUTCH REACTION POWER FROM N.C. N.O. CLUTCH ASSEMBLY

TORQUE ROLLER CLUTCH CLUTCH CLUTCH ASSEMBLY SUN DRUM DIFFERENTIAL OFF ON LD APPLIED APPLIED LD APPLIED
CONVERTER (516) APPLIED APPLIED (650) (659) ASSEMBLY
LD = LOCKED IN DRIVE FW = FREEWHEELING NE = NOT EFFECTIVE
(1) *HOLDING *HOLDING HELD
FOR ENGINE REACTION BRAKE BAND
BRAKING SUN GEAR (664) Manual First (1) is available to the driver when vehicle operat-
(658) APPLIED ing conditions require maximum engine compression braking to
HELD slow the vehicle, or maintain maximum transfer of engine torque
to the vehicle drive shaft.
Under normal operating conditions in Manual First the trans-
mission is prevented from upshifting past First gear. When

➤
Manual First is selected while operating in either Second, Third

➤
or Fourth gears, the transmission may not immediately down-

➤
shift into First gear. Vehicle speed must be below approxi-

➤ ➤
➤
mately 60 km/h (37 mph) before the transmission downshifts
➤ into First gear. Above this speed, the transmission will operate
in a Manual First - Second Gear condition until vehicle speed
decreases sufficiently.
Transfer of engine torque through the transmission during ac-
celeration is similar to Drive Range - First Gear to obtain an
approximate gear ratio reduction of 2.40:1. Refer to page 48A
for a complete description of First gear mechanical power flow.

3rd Clutch Applied

However, in Manual First the 3rd clutch plates (641-643) are
applied and transfer torque from the 3rd clutch drum (634) to
the input sun gear assembly (646) during acceleration. There-
fore, when the throttle is released and vehicle speed drives the
output shaft and carrier assembly (653), the input sun gear can-
OVERDRIVE not overrun the sprag clutch. This creates a direct mechanical
INTERNAL link through the transmission, and engine compression provides
GEAR braking to slow the vehicle when the throttle is released.
OVERDRIVE (528)
*DURING CARRIER
ACCELERATION OVERRUN ASSEMBLY Note: Figure 62 shows the transfer of power through the com-
CLUTCH (525) ponents during deceleration with the throttle released, and en-
APPLIED
gine compression braking slowing the vehicle. Power is trans-
ferred from the vehicle’s drive shaft, through the transmission
components and to the engine.

TURBINE
SHAFT
(506) 2ND CLUTCH
DRUM ASSEMBLY
(618)
TURBINE
SHAFT
OVERDRIVE (506)
OVERDRIVE SUN GEAR BRAKE BAND
ROLLER CLUTCH (519) (664)
(516) REACTION APPLIED
HOLDING SUN GEAR
(658)
HELD

OUTPUT
SPRAG CLUTCH SHAFT
ASSEMBLY
3RD (650)
CLUTCH HOLDING
APPLIED

REACTION
SUN DRUM
➤

(659)
HELD
RAVIGNEAUX
INPUT PLANETARY
SUN GEAR CARRIER SERVO
ASSEMBLY ASSEMBLY ASSEMBLY
(646) (653) APPLIED

64A
64 Figure 62
 MANUAL FIRST - FIRST GEAR
(from Manual Second - Second Gear)
MANUAL FIRST - FIRST GEAR
Manual First (1) may be selected at any time while operating the
vehicle in a forward gear range. However, the downshift to First
gear is controlled electronically by the TCM. The TCM will not de- OVERRUN CLUTCH SECOND CLUTCH THIRD CLUTCH
energize the 1-2/3-4 shift solenoid for the downshift until vehicle ASSEMBLY ASSEMBLY ASSEMBLY
speed is below approximately 60 km/h (37 mph). Above this speed,
the transmission will operate in a Manual First - Second Gear
condition until vehicle speed slows sufficiently. In Manual First,
the transmission is prevented from operating in Third or Fourth 3RD CL
gears. Also, once in First gear, the TCM prevents the transmission

➤
from shifting into Second gear. Figure 63 and the text below de-

➤
scribe the shift from Manual Second - Second Gear to Manual First ➤
➤
- First Gear.

➤
➤
2ND CL
• The gear selector lever, selector shaft (61), and manual valve (326)

➤
are in the Manual First (1) position.

OVERRUN CL
• The mode switch, located on the selector shaft, signals the TCM that

➤
the transmission is in Manual First. ➤
• The manual valve blocks line pressure from entering the D32 fluid

➤
circuit. D32 fluid exhausts at the manual valve.

3RD CLUTCH ➤
➤ ➤ ➤ ➤ ➤

SERVO REL
SERVO APPLY
• Line pressure at the manual valve feeds the 1-2 fluid circuit. 1-2 fluid

4TH CL

➤
is directed to the overrun lockout valve, D32 shuttle valve, and low
3RD

2ND CLUTCH

➤
OVERRUN CL
➤ ➤

EX
pressure control valve (312). 1-2
CLUTCH

➤
ACCUMULATOR

➤
Fourth Gear Prevented ASSEMBLY CHECK
• 1-2 fluid pressure at the overrun lockout valve assists spring force. OVERRUN LOCKOUT VALVE

➤
This prevents the valve from shifting into the Fourth gear position ➤

LINE ➤

➤
1-2 ➤
EX

3RD CL FEED
under any conditions, thereby hydraulically preventing 4th clutch

➤
apply. ➤

➤
4TH CL FD 2

➤
➤

➤
Note: Fourth gear is also prevented electronically by the TCM in
the Manual Gear Ranges. SERVO REL

➤
➤
➤
Third Gear Prevented

➤
SERVO PISTON
• With D32 and servo release fluids exhausted, Third gear is also ASSEMBLY
hydraulically prevented. Therefore, at speeds above approximately THROTTLE SIG ➤

➤
➤ ➤ ➤ ➤

➤
➤
➤
60 km/h (37 mph) the transmission will immediately shift into a
1-2 ACCUM
➤ ➤
➤

EX
Manual First - Second Gear condition.

➤
FORCE D 3 2/1-2

➤
➤ ➤ ➤

➤
• With D32 fluid pressure exhausted, 1-2 fluid pressure seats the D32 MOTOR
shuttle valve against the D32 fluid circuit and feeds the D32/1-2 fluid ➤ ➤ 2ND CL ➤
➤ ➤

THROTTLE SIGNAL
SOLENOID

1-2 ACCUM
➤
➤
➤

1-2 ACCUM ➤
circuit.

D 3 2/1-2
➤
FEED LIMIT ➤ 1-2 REG
➤

• 1-2 fluid is also regulated through the low pressure control valve and

➤
THROTTLE SIG
➤
4TH CL FEED 2

➤
➤

➤
into the 1-2 regulated fluid circuit. 1-2 regulated fluid is directed to SOLENOID

➤
the 1-2/3-4 shift valve (304). N.C.
➤ LINE EX
➤ ➤ ➤
1-2 & 3-4 SHIFT

➤
➤

➤
• When vehicle speed slows sufficiently, the TCM de-energizes the 1- OFF

➤
➤ FEED LIMIT

EX

EX
➤

➤
➤
2/3-4 shift solenoid (303). This closes the solenoid and prevents EX

➤
➤

THROTTLE SIGNAL
D32/1-2 fluid pressure from acting on the end of the 1-2/3-4 shift FEED LIMIT

LINE
➤
4TH CL FD 1

SERVO APPLY
D 3 2/1-2 CONTROL 1-2 ACCUM

➤
valve. D32/1-2 fluid at the end of the valve exhausts through the end ➤

SERVO REL
EX ➤

➤ LINE
EX
of the solenoid. ➤

➤
➤

EX
EX
SOLENOID
• Spring force moves the 1-2/3-4 shift valve to the First and Fourth N.O.
EX 2-3 SHIFT

➤
1-2
gear position.

LINE
ON
FORCE MOTOR

EX
EX

EX
4TH CL FD 1
2nd Clutch Releases

➤
SCREEN

➤
➤
➤

➤
➤ ➤

➤
➤ ➤
• The 1-2/3-4 shift valve blocks D32/1-2 fluid from entering the 2nd

➤
1-2 REG
➤ ➤
2ND CL
➤ ➤
clutch fluid circuit.

D32
PWM
REV N.O. BAND
• 2nd clutch fluid exhausts from the second clutch piston (622), 1-2

➤
➤
N.C.

➤
OFF

➤
accumulator piston (315), reverse shuttle valve (85) and solenoid EX CONTROL
OFF
REVERSE SOLENOID

➤
EX
feed fluid circuit. This releases the 2nd clutch plates (626, 627) and

➤
➤
SHUTTLE

➤
prevents the TCC from applying. SOL SIGNAL
TCC VALVE
D 3 2/1-2

➤
➤
• Line pressure is regulated into the 1-2 accumulator fluid circuit by ➤ SOLENOID FEED ➤ ➤ ➤ ➤ ➤

➤
SOLENOID ➤
the 1-2 accumulator valve (320). This fluid fills the 1-2 accumulator ➤ D 3 2/1-2 ➤ D 3 2/1-2

➤
➤

➤
as 2nd clutch fluid pressure exhausts. ➤ ➤

➤
3rd Clutch Applies D32
THROTTLE SIGNAL

➤
➤
SHUTTLE
➤

D32
• 1-2 fluid is routed through the open 1-2/3-4 shift valve and into the ➤
THROTTLE SIGNAL PWM SOLENOID

➤
VALVE

1-2 REG
3rd clutch feed fluid circuit. CAPILLARY EX ACCUMULATOR SCREEN

➤
RESTRICTION

➤
➤
D32
➤ ➤ ➤ ➤ ➤ ➤

➤
• 3rd clutch feed fluid pressure seats the 3rd clutch check valve (85)

➤
1-2
against the empty servo release fluid circuit. This fluid is then orificed ➤ ➤ ➤ ➤D 32

EX

➤
into the 3rd clutch fluid circuit. ➤

1-2 REG
LOW PRESSURE MANUAL VALVE EX
LINE
• 3rd clutch fluid pressure is routed to the 3rd clutch piston (638) to
BOOST PRESSURE REGULATOR

➤
apply the 3rd clutch plates (642, 643). The 3rd clutch provides en-

EX
EX

➤
➤
➤

1-2
1-2
R321
gine compression braking in Manual First - First Gear.

LINE
➤

➤
REV
REV
P RN D 3 2 1
REV

EX
LINE
LINE

1-2

➤
SUCTION

➤
➤
➤
➤
CONVERTER IN ➤

➤
➤
➤

➤
➤

➤ ➤ ➤
➤

COMPLETE HYDRAULIC CIRCUIT LINE (From Pump) ➤ ➤ ➤ LINE ➤

Page 88
64B
Figure 63 65
 COMPLETE HYDRAULIC CIRCUITS
The hydraulic circuitry of the Hydra-matic 4L30-
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 converter housing, pump,
valve bodies, adapter case and main case to assist
the user when following the hydraulic circuits as
they pass between them. 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 left side foldout contains the complete color
coded hydraulic circuit used in that gear range
along with the relative location of valves,
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.

PASSAGE A IS LOCATED IN THE CONVERTER HOUSING (WHITE AREA)

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

Figure 64 FOLDOUT ➤ 67
 PARK Engine Running
25 31 25
25 25
25 6 6
31 6 31
31 25a 3b 25b 8
25 6 2 31
31i 4f 3 4 12
31 31 12 31 7
31 31
31a 31 12 12
3 4 31 4g/3 2d
2 31 12a 8a 31 31
12 31
4 4
8 31 4a
(317) 31 31 31 31
25 25c 31
31 31b 7 ➤ 25 ➤ 31
4d 4e 12 (317)
(7) 4
➤
1

➤
➤
1 4 4
31 12b ➤ ➤ 7 7 ➤ ➤
2 1b 2a 12 2
31 12 6 12 31
31 31 31h 31 31
31c 31 ➤ 31 31
10a 3c/6 ➤
4 10 31 31
➤
2 32 4 4b 4c 10 2 (317) 31 4 4
31
3 31 4
4 31 31e 2e/3 3a 31g 31 4
12 25d 10 6 31
2b 1 3 2 1 2 31
31 31d 14a 31
31 2f 31
31 10
25 10b 25e 14
2
1 31 14b 31
31f 2c 14 2 2 2 2
1a 1 25 1 10 25 25

➤
10 10 25 1 10 3-4 1
10c 14
14 14 31 14 ACCUMULATOR
31
BORE
CONVERTER HOUSING (6) PUMP WEAR PLATE (9) PUMP (10) - Converter Housing Side PUMP (10) - Adapter Case Side PUMP GASKET (11) 11
ADAPTER CASE (20) - Pump Side
(27)
31 31j 31 15 25
31
25 25f 25 31 25
6 25
12 25 31 25h 25 25
25
31 25 25g 25
25 31 31 31u 25i 31
31 31 25 25 14
14 31 31 6
31 6 31l 6a 31k 14g 31 6 14 14
15 14
31 6 14f 31 31
31 31 31 31 31n 31m 31 31
14 14e 20 14 31
31 14

➤
14 20a 14d 14 20 6
14 20 20 29 31
20 12 12c 12 12 24 31 (34) 5
31 31 31 31 31 31r 31s 31 31 31 31
28 31 28a 28
28 28 27 31t 28 27

➤
28 27a 28d 28 2 27 20 31
31 20 20 31 4h 28b 31q 20 31 27 31
31 4 4 31 20b 4 31 31 4
27
31 27b 31o 31 24 (35) ➤
27
14 27 27 28 27c 28c 27 28 28 4
20 29a 20 29 31
24 31 29 20c
31 24a 31p 31 31 20
24 29 29b 29 5 ➤ ➤
14 28 2 20 2h 20d 2 20 20
10 10d 10 31 10
14 24 14c 24b 14 24 2 14 24
2 2 2g 2 2
1
➤

31 3-4 1 1c 1 31 29
1 31
20 31
10 ACCUMULATOR
BORE GASKET (28) TRANSFER PLATE (29) GASKET (28) CENTER SUPPORT (30)
11 Adapter Case/ Transfer Plate Adapter Case/Center Support & Transfer Plate/Center Support Adapter Case Side MAIN CASE (36) - Adapter Case Side
ADAPTER CASE (20) Main Case
Center Support Side D32
➤
FRONT ➤ SHUTTLE
REVERSE TRANSFER PLATE (73) ADAPTER CASE FRONT
(85)
SHUTTLE 3RD CLUTCH (306)
(85)
Adapter Case/ VALVE BODY (71) CHECK VALVE
A. C. Valve Body (85) 31
20f/21
31 31 20
➤ 13a 13b 16b 19c 30 22 17 31
31 FRONT 27 18
10 27 23 20
25 31 13 16 16a
25 20 25k
20 31
21 20e ➤ FRONT 9 10 14 31 22
31v 14m 14n 31dd 26
20 19a/17 17 31 31 (317)
2 ➤ ➤2 21a 19
2o 30a 29c 29d 29f/17 32a 20 10 31
17 16 18
2 ➤ 31
14l/21 2 31 29 32 17
2 20 31w 30b 23
31 16c 17h 10 22 18
1 1 2i 17 (317) 23 17
➤ ➤ 31x 31
1
1
20g 31z 22b 16d/17 31cc 14 14
1d 11 2 11 10 ➤ 22 31 30c 19b
14 1 30 31 19 1e 29 17
2j 31 31
22a 31y 30d 31bb 22 22
30 29e 19
2 31 22c 20 1
9 9 31 14 16 14p 31 31
22 29 16e 30
31 9b 9a 24 31 23a/22 14o 18b
9 31 24 22 22d 31 30
18 31 30
14 17 23c 18a
2 14 14 2k 14k 14 14 23 22e 17f 17g 30 17
10e 17 23b/24 31
➤ 2 ➤2 ➤ 31aa 17e 2 16 17
➤
10 11b 1 10 10h 17c 29 29
10 31
10 10 11a
31 29
29 17
23 27d
17b
17d
TRANSFER PLATE 2
28 10f 17 23d 14
21 27 27 20
QUICK 17a
20j
(87) 31 13
31 16 2
➤ 14 17
➤ 29
10 FRONT DUMP 20h Main Case/ FRONT
16
(324)
9 31 9c 10g 20 30g
11 25 20 31 31 30 VALVE 20i
(415) 20 (85) Valve Body 13 14
➤ 3-4
31
ACCUMULATOR MAIN CASE
BORE VALVE BODY (84)
MAIN CASE (36)
20 Main Case Valve Body Side
ADAPTER CASE (20) 31
13
A. C. Valve Body Side NOTE: ➤
FRONT
13 13 13 13
16
16 19
➤
FRONT 13
16 16
29
14 16 16 22 14 14 16 13
25 20 25
21 14
20 - INDICATES BOLT HOLES 14
31 29 31
22
19 2 29
29
17
31 16 31 30 16 16
21 2 30 32 2
2 2
- NON-FUNCTIONAL HOLES HAVE 20 31 14 17 31 17
17
17
29
1 1 BEEN REMOVED FROM GASKETS 20
31
22
31 22
17
31 20
31 30
22 16
30 22 30 19
2 2
TO SIMPLIFY TRACING FLUID FLOW. 1 31 31 30
31 31
30
19 1 31
30
22
31
30
31
➤ 14 22 30 14 29 19
29
➤
FRONT 9 9 FRONT 9 9 24 31
- EXHAUST FLUID NOT SHOWN 22
23
16 18
20
14
23
16 18 18
11 2 14 10 11 2 14 10 14 18 23
23 23 10 31
24 17 17
11 11 - CONFIGURATION OF SOME COMPONENTS 29 10
31
17
22
29
17 17
20
31 10
22
17 16
17
31
10 10 MAY BE DIFFERENT FOR VARIOUS 27 17
17
17 GASKET 17 18 GASKET
20
GASKET 9
GASKET
9
APPLICATIONS. REFER TO APPROPRIATE 29 29 23
29
17
20
(88)
27
31 23
22
17
20
(86)
17 Transfer Plate/
(104) (72) SERVICE INFORMATION FOR SPECIFIC 30
Main Case/ 20
27 30 20
17
Adapter Case/ Transfer Plate/ 20 Transfer Plate Valve Body
Transfer Plate A. C. Valve Body APPLICATION INFORMATION. 20
20 20
31

Figure 66 FOLDOUT ➤ 69
 REVERSE Reverse Clutch Applied
25 31 25
25 25
25 6 6
31 6 31
31 25a 3b 25b 8
25 6 2 31
31i 4f 3 4 12
31 31 12 31 7
31 31
31a 31 12 12
3 4 31 4g/3 2d
2 31 12a 8a 31 31
12 31
4 4
8 31 4a
(317) 31 31 31 31
25 25c 31
31 31b 7 ➤ 25 ➤ 31
4d 4e 12 (317)
(7) 4
➤
1

➤
➤
1 4 4
31 12b ➤ ➤ 7 7 ➤ ➤
2 1b 2a 12 2
31 12 6 12 31
31 31 31h 31 31
31c 31 ➤ 31 31
10a 3c/6 ➤
4 10 31 31
➤
2 32 4 4b 4c 10 2 (317) 31 4 4
31
3 31 4
4 31 31e 2e/3 3a 31g 31 4
12 25d 10 6 31
2b 1 3 2 1 2 31
31 31d 14a 31
31 2f 31
31 10
25 10b 25e 14
2
1 31 14b 31
31f 2c 14 2 2 2 2
1a 1 25 1 10 25 25

➤
10 10 25 1 10 3-4 1
10c 14
14 14 31 14 ACCUMULATOR
31
BORE
CONVERTER HOUSING (6) PUMP WEAR PLATE (9) PUMP (10) - Converter Housing Side PUMP (10) - Adapter Case Side PUMP GASKET (11) 11
ADAPTER CASE (20) - Pump Side
(27)
31 31j 31 15 25
31
25 25f 25 31 25
6 25
12 25 31 25h 25 25
25
31 25 25g 25
25 31 31 31u 25i 31
31 31 25 25 14
14 31 31 6
31 6 31l 6a 31k 14g 31 6 14 14
15 14
31 6 14f 31 31
31 31 31 31 31n 31m 31 31
14 14e 20 14 31
31 14

➤
14 20a 14d 14 20 6
14 20 20 29 31
20 12 12c 12 12 24 31 (34) 5
31 31 31 31 31 31r 31s 31 31 31 31
28 31 28a 28
28 28 27 31t 28 27

➤
28 27a 28d 28 2 27 20 31
31 20 20 31 4h 28b 31q 20 31 27 31
31 4 4 31 20b 4 31 31 4
27
31 27b 31o 31 24 (35) ➤
27
14 27 27 28 27c 28c 27 28 28 4
20 29a 20 29 31
24 31 29 20c
31 24a 31p 31 31 20
24 29 29b 29 5 ➤ ➤
14 28 2 20 2h 20d 2 20 20
10 10d 10 31 10
14 24 14c 24b 14 24 2 14 24
2 2 2g 2 2
1
➤

31 3-4 1 1c 1 31 29
1 31
20 31
10 ACCUMULATOR
BORE GASKET (28) TRANSFER PLATE (29) GASKET (28) CENTER SUPPORT (30)
11 Adapter Case/ Transfer Plate Adapter Case/Center Support & Transfer Plate/Center Support Adapter Case Side MAIN CASE (36) - Adapter Case Side
ADAPTER CASE (20) Main Case
Center Support Side D32
➤
FRONT ➤ SHUTTLE
REVERSE TRANSFER PLATE (73) ADAPTER CASE FRONT
(85)
SHUTTLE 3RD CLUTCH (306)
(85)
Adapter Case/ VALVE BODY (71) CHECK VALVE
A. C. Valve Body (85) 31
20f/21
31 31 20
➤ 13a 13b 16b 19c 30 22 17 31
31 FRONT 27 18
10 27 23 20
25 31 13 16 16a
25 20 25k
20 31
21 20e ➤ FRONT 9 10 14 31 22
31v 14m 14n 31dd 26
20 19a/17 17 31 31 (317)
2 ➤ ➤2 21a 19
2o 30a 29c 29d 29f/17 32a 20 10 31
17 16 18
2 ➤ 31
14l/21 2 31 29 32 17
2 20 31w 30b 23
31 16c 17h 10 22 18
1 1 2i 17 (317) 23 17
➤ ➤ 31x 31
1
1
20g 31z 22b 16d/17 31cc 14 14
1d 11 2 11 10 ➤ 22 31 30c 19b
14 1 30 31 19 1e 29 17
2j 31 31 31y 30d 31bb 22 22
30 22a 29e 19
2 31 22c 20 1
9 9 31 14 16 14p 31 31
22 29 16e 30
31 9b 9a 24 31 23a/22 14o 18b
9 31 24 22 22d 31 30
18 31 30
14 14 14 17 23c 18a
➤
2 14
➤ 2k 14k
➤ 14 23 22e 17f 17g 30 17
10e 17 23b/24 31
➤ 2 2 ➤ 31aa 17e 2 16
11b 10 10h 17c 29 29 17
➤
10 1 10 31
10 10 11a
31 29
29 17
23 27d
17b
17d
TRANSFER PLATE 2
28 10f 17 23d 14
21 27 27 20
QUICK 17a
20j
(87) 31 13
31 16 2
➤ 14 17
➤ 29
10 FRONT DUMP 20h Main Case/ FRONT
16
(324)
9 31 9c 10g 20 30g
11 25 20 31 31 30 VALVE 20i
(415) 20 (85) Valve Body 13 14
➤ 3-4
31
ACCUMULATOR MAIN CASE
BORE VALVE BODY (84)
MAIN CASE (36)
20 Main Case Valve Body Side
ADAPTER CASE (20) 31
13
A. C. Valve Body Side NOTE: ➤
FRONT
13 13 13 13
16
16 19
➤
FRONT 13
16 16
29
14 16 16 22 14 14 16 13
25 20 25
21 14
20 - INDICATES BOLT HOLES 14
31 29 31
22
19 2 29
29
17
31 16 31 30 16 16
21 2 30 32 2
2 2
- NON-FUNCTIONAL HOLES HAVE 20 31 14 17 31 17
17
17
29
1 1 BEEN REMOVED FROM GASKETS 20
31
22
31 22
17
31 20
31 30
22 16
30 22 30 19
2 2
TO SIMPLIFY TRACING FLUID FLOW. 1 31 31 30
31 31
30
19 1 31
30
22
31
30
31
➤ 14 22 30 14 29 19
29
➤
FRONT 9 9 FRONT 9 9 24 31
- EXHAUST FLUID NOT SHOWN 22
23
16 18
20
14
23
16 18 18
11 2 14 10 11 2 14 10 14 18 23
23 23 10 31
24 17 17
11 11 - CONFIGURATION OF SOME COMPONENTS 29 10
31
17
22
29
17 17
20
31 10
22
17 16
17
31
10 10 MAY BE DIFFERENT FOR VARIOUS 27 17
17 17 GASKET 17 18 GASKET
20
GASKET 9
GASKET
9
APPLICATIONS. REFER TO APPROPRIATE 29 29 23
29
17
20
(88)
27
31 23
22
17
20
(86)
17 Transfer Plate/
(104) (72) SERVICE INFORMATION FOR SPECIFIC 30
Main Case/ 20
27 30 20
17
Adapter Case/ Transfer Plate/ 20 Transfer Plate Valve Body
Transfer Plate A. C. Valve Body APPLICATION INFORMATION. 20
20 20
31

Figure 68 FOLDOUT ➤ 71
 NEUTRAL Engine Running
25 31 25
25 25
25 6 6
31 6 31
31 25a 3b 25b 8
25 6 2 31
31i 4f 3 4 12
31 31 12 31 7
31 31
31a 31 12 12
3 4 31 4g/3 2d
2 31 12a 8a 31 31
12 31
4 4
8 31 4a
(317) 31 31 31 31
25 25c 31
31 31b 7 ➤ 25 ➤ 31
4d 4e 12 (317)
(7) 4
➤
1

➤
➤
1 4 4
31 12b ➤ ➤ 7 7 ➤ ➤
2 1b 2a 12 2
31 12 6 12 31
31 31 31h 31 31
31c 31 ➤ 31 31
10a 3c/6 ➤
4 10 31 31
➤
2 32 4 4b 4c 10 2 (317) 31 4 4
31
3 31 4
4 31 31e 2e/3 3a 31g 31 4
12 25d 10 6 31
2b 1 3 2 1 2 31
31 31d 14a 31
31 2f 31
31 10
25 10b 25e 14
2
1 31 14b 31
31f 2c 14 2 2 2 2
1a 1 25 1 10 25 25

➤
10 10 25 1 10 3-4 1
10c 14
14 14 31 14 ACCUMULATOR
31
BORE
CONVERTER HOUSING (6) PUMP WEAR PLATE (9) PUMP (10) - Converter Housing Side PUMP (10) - Adapter Case Side PUMP GASKET (11) 11
ADAPTER CASE (20) - Pump Side
(27)
31 31j 31 15 25
31
25 25f 25 31 25
6 25
12 25 31 25h 25 25
25
31 25 25g 25
25 31 31 31u 25i 31
31 31 25 25 14
14 31 31 6
31 6 31l 6a 31k 14g 31 6 14 14
15 14
31 6 14f 31 31
31 31 31 31 31n 31m 31 31
14 14e 20 14 31
31 14

➤
14 20a 14d 14 20 6
14 20 20 29 31
20 12 12c 12 12 24 31 (34) 5
31 31 31 31 31 31r 31s 31 31 31 31
28 31 28a 28
28 28 27 31t 28 27

➤
28 27a 28d 28 2 27 20 31
31 20 20 31 4h 28b 31q 20 31 27 31
31 4 4 31 20b 4 31 31 4
27
31 27b 31o 31 24 (35) ➤
27
14 27 27 28 27c 28c 27 28 28 4
20 29a 20 29 31
24 31 29 20c
31 24a 31p 31 31 20
24 29 29b 29 5 ➤ ➤
14 28 2 20 2h 20d 2 20 20
10 10d 10 31 10
14 24 14c 24b 14 24 2 14 24
2 2 2g 2 2
1
➤

31 3-4 1 1c 1 31 29
1 31
20 31
10 ACCUMULATOR
BORE GASKET (28) TRANSFER PLATE (29) GASKET (28) CENTER SUPPORT (30)
11 Adapter Case/ Transfer Plate Adapter Case/Center Support & Transfer Plate/Center Support Adapter Case Side MAIN CASE (36) - Adapter Case Side
ADAPTER CASE (20) Main Case
Center Support Side D32
➤
FRONT ➤ SHUTTLE
REVERSE TRANSFER PLATE (73) ADAPTER CASE FRONT
(85)
SHUTTLE 3RD CLUTCH (306)
(85)
Adapter Case/ VALVE BODY (71) CHECK VALVE
A. C. Valve Body (85) 31
20f/21
31 31 20
➤ 13a 13b 16b 19c 30 22 17 31
31 FRONT 27 18
10 27 23 20
25 31 13 16 16a
25 20 25k
20 31
21 20e ➤ FRONT 9 10 14 31 22
31v 14m 14n 31dd 26
20 19a/17 17 31 31 (317)
2 ➤ ➤2 21a 19
2o 30a 29c 29d 29f/17 32a 20 10 31
17 16 18
2 ➤ 31
14l/21 2 31 29 32 17
2 20 31w 30b 23
31 16c 17h 10 22 18
1 1 2i 17 (317) 23 17
➤ ➤ 31x 31
1
1
20g 31z 22b 16d/17 31cc 14 14
1d 11 2 11 10 ➤ 22 31 30c 19b
14 1 30 31 19 1e 29 17
2j 31 31
22a 31y 30d 31bb 22 22
30 29e 19
2 31 22c 20 1
9 9 31 14 16 14p 31 31
22 29 16e 30
31 9b 9a 24 31 23a/22 14o 18b
9 31 24 22 22d 31 30
18 31 30
14 17 23c 18a
2 14 14 2k 14k 14 14 23 22e 17f 17g 30 17
10e 17 23b/24 31
➤ 2 ➤2 ➤ 31aa 17e 2 16 17
➤
10 11b 1 10 10h 17c 29 29
10 31
10 10 11a
31 29
29 17
23 27d
17b
17d
TRANSFER PLATE 2
28 10f 17 23d 14
21 27 27 20
QUICK 17a
20j
(87) 31 13
31 16 2
➤ 14 17
➤ 29
10 FRONT DUMP 20h Main Case/ FRONT
16
(324)
9 31 9c 10g 20 30g
11 25 20 31 31 30 VALVE 20i
(415) 20 (85) Valve Body 13 14
➤ 3-4
31
ACCUMULATOR MAIN CASE
BORE VALVE BODY (84)
MAIN CASE (36)
20 Main Case Valve Body Side
ADAPTER CASE (20) 31
13
A. C. Valve Body Side NOTE: ➤
FRONT
13 13 13 13
16
16 19
➤
FRONT 13
16 16
29
14 16 16 22 14 14 16 13
25 20 25
21 14
20 - INDICATES BOLT HOLES 14
31 29 31
22
19 2 29
29
17
31 16 31 30 16 16
21 2 30 32 2
2 2
- NON-FUNCTIONAL HOLES HAVE 20 31 14 17 31 17
17
17
29
1 1 BEEN REMOVED FROM GASKETS 20
31
22
31 22
17
31 20
31 30
22 16
30 22 30 19
2 2
TO SIMPLIFY TRACING FLUID FLOW. 1 31 31 30
31 31
30
19 1 31
30
22
31
30
31
➤ 14 22 30 14 29 19
29
➤
FRONT 9 9 FRONT 9 9 24 31
- EXHAUST FLUID NOT SHOWN 22
23
16 18
20
14
23
16 18 18
11 2 14 10 11 2 14 10 14 18 23
23 23 10 31
24 17 17
11 11 - CONFIGURATION OF SOME COMPONENTS 29 10
31
17
22
29
17 17
20
31 10
22
17 16
17
31
10 10 MAY BE DIFFERENT FOR VARIOUS 27 17
17
17 GASKET 17 18 GASKET
20
GASKET 9
GASKET
9
APPLICATIONS. REFER TO APPROPRIATE 29 29 23
29
17
20
(88)
27
31 23
22
17
20
(86)
17 Transfer Plate/
(104) (72) SERVICE INFORMATION FOR SPECIFIC 30
Main Case/ 20
27 30 20
17
Adapter Case/ Transfer Plate/ 20 Transfer Plate Valve Body
Transfer Plate A. C. Valve Body APPLICATION INFORMATION. 20
20 20
31

Figure 70 FOLDOUT ➤ 73
 DRIVE RANGE - FIRST GEAR
25 31 25
25 25
25 6 6
31 6 31
31 25a 3b 25b 8
25 6 2 31
31i 4f 3 4 12
31 31 12 31 7
31 31
31a 31 12 12
3 4 31 4g/3 2d
2 31 12a 8a 31 31
12 31
4 4
8 31 4a
(317) 31 31 31 31
25 25c 31
31 31b 7 ➤ 25 ➤ 31
4d 4e 12 (317)
(7) 4
➤
1

➤
➤
1 4 4
31 12b ➤ ➤ 7 7 ➤ ➤
2 1b 2a 12 2
31 12 6 12 31
31 31 31h 31 31
31c 31 ➤ 31 31
10a 3c/6 ➤
4 10 31 31
➤
2 32 4 4b 4c 10 2 (317) 31 4 4
31
3 31 4
4 31 31e 2e/3 3a 31g 31 4
12 25d 10 6 31
2b 1 3 2 1 2 31
31 31d 14a 31
31 2f 31
31 10
25 10b 25e 14
2
1 31 14b 31
31f 2c 14 2 2 2 2
1a 1 25 1 10 25 25

➤
10 10 25 1 10 3-4 1
10c 14
14 14 31 14 ACCUMULATOR
31
BORE
CONVERTER HOUSING (6) PUMP WEAR PLATE (9) PUMP (10) - Converter Housing Side PUMP (10) - Adapter Case Side PUMP GASKET (11) 11
ADAPTER CASE (20) - Pump Side
(27)
31 31j 31 15 25
31
25 25f 25 31 25
6 25
12 25 31 25h 25 25
25
31 25 25g 25
25 31 31 31u 25i 31
31 31 25 25 14
14 31 31 6
31 6 31l 6a 31k 14g 31 6 14 14
15 14
31 6 14f 31 31
31 31 31 31 31n 31m 31 31
14 14e 20 14 31
31 14

➤
14 20a 14d 14 20 6
14 20 20 29 31
20 12 12c 12 12 24 31 (34) 5
31 31 31 31 31 31r 31s 31 31 31 31
28 31 28a 28
28 28 27 31t 28 27

➤
28 27a 28d 28 2 27 20 31
31 20 20 31 4h 28b 31q 20 31 27 31
31 4 4 31 20b 4 31 31 4
27
31 27b 31o 31 24 (35) ➤
27
14 27 27 28 27c 28c 27 28 28 4
20 29a 20 29 31
24 31 29 20c
31 24a 31p 31 31 20
24 29 29b 29 5 ➤ ➤
14 28 2 20 2h 20d 2 20 20
10 10d 10 31 10
14 24 14c 24b 14 24 2 14 24
2 2 2g 2 2
1
➤

31 3-4 1 1c 1 31 29
1 31
20 31
10 ACCUMULATOR
BORE GASKET (28) TRANSFER PLATE (29) GASKET (28) CENTER SUPPORT (30)
11 Adapter Case/ Transfer Plate Adapter Case/Center Support & Transfer Plate/Center Support Adapter Case Side MAIN CASE (36) - Adapter Case Side
ADAPTER CASE (20) Main Case
Center Support Side D32
➤
FRONT ➤ SHUTTLE
REVERSE TRANSFER PLATE (73) ADAPTER CASE FRONT
(85)
SHUTTLE 3RD CLUTCH (306)
(85)
Adapter Case/ VALVE BODY (71) CHECK VALVE
A. C. Valve Body (85) 31
20f/21
31 31 20
➤ 13a 13b 16b 19c 30 22 17 31
31 FRONT 27 18
10 27 23 20
25 31 13 16 16a
25 20 25k ➤
20 31
21 20e ➤ FRONT 9 10 14 31 22 ➤ 31v 14m 14n 31dd 26
20 19a/17 17 31 31 (317)
2 ➤ ➤2 21a 19
2o 30a 29c 29d 29f/17 32a 20 10 31
17 16 18
2 ➤ 31
14l/21 2 31 29 32 17
2 20 31w 30b 23
31 16c 17h 10 22 18
1 1 2i 17 (317) 23 17
➤ ➤ 31x 31
1
1
20g 31z 22b 16d/17 31cc 14 14
1d 11 2 11 10 ➤ 22 31 30c 19b
14 1 30 31 19 1e 29 17
2j 31y
31 30 31 22a 29e
30d 31bb 22 22
19
2 31 22c 20 1
9 9 31 14 16 14p 31 31
22 29 16e 30
31 9b 9a 24 31 23a/22 14o 18b
9 31 24 22 22d 31 30
18 31 30
14 17 23c 18a
2 14 14 2k 14k 14 14 23 22e 17f 17g 30 17
10e 17 23b/24 31
➤ 2 ➤2 ➤ 31aa 17e 2 16
11b 10 10h 17c 29 29 17
➤
10 1 10 31
10 10 11a
31 29
29 17
23 27d
17b
17d
TRANSFER PLATE 2
28 10f 17 23d 14
21 27 27 20
QUICK 17a
20j
(87) 31 13
31 16 2
➤ 14 17
➤ 29
10 FRONT DUMP 20h Main Case/ FRONT
16
(324)
9 31 9c 10g 20 30g
11 25 20 31 31 30 VALVE 20i
(415) 20 (85) Valve Body 13 14
➤ 3-4
31
ACCUMULATOR MAIN CASE
BORE VALVE BODY (84)
MAIN CASE (36)
20 Main Case Valve Body Side
ADAPTER CASE (20) 31
13
A. C. Valve Body Side NOTE: ➤
FRONT
13 13 13 13
16
16 19
➤
FRONT 13
16 16
29
14 16 16 22 14 14 16 13
25 20 25
21 14
20 - INDICATES BOLT HOLES 14
31 29 31
22
19 2 29
29
17
31 16 31 30 16 16
21 2 30 32 2
2 2
- NON-FUNCTIONAL HOLES HAVE 20 31 14 17 31 17
17
17
29
1 1 BEEN REMOVED FROM GASKETS 20
31
22
31 22
17
31 20
31 30
22 16
30 22 30 19
2 2
TO SIMPLIFY TRACING FLUID FLOW. 1 31 31 30
31 31
30
19 1 31
30
22
31
30
31
➤ 14 22 30 14 29 19
29
➤
FRONT 9 9 FRONT 9 9 24 31
- EXHAUST FLUID NOT SHOWN 22
23
16 18
20
14
23
16 18 18
11 2 14 10 11 2 14 10 14 18 23
23 23 10 31
24 17 17
11 11 - CONFIGURATION OF SOME COMPONENTS 29 10
31
17
22
29
17 17
20
31 10
22
17 16
17
31
10 10 MAY BE DIFFERENT FOR VARIOUS 27 17
17 17 GASKET 17 18 GASKET
20
GASKET 9
GASKET
9
APPLICATIONS. REFER TO APPROPRIATE 29 29 23
29
17
20
(88)
27
31 23
22
17
20
(86)
17 Transfer Plate/
(104) (72) SERVICE INFORMATION FOR SPECIFIC 30
Main Case/ 20
27 30 20
17
Adapter Case/ Transfer Plate/ 20 Transfer Plate Valve Body
Transfer Plate A. C. Valve Body APPLICATION INFORMATION. 20
20 20
31

Figure 72 FOLDOUT ➤ 75
 DRIVE RANGE - SECOND GEAR
25 31 25
25 25
25 6 6
31 6 31
31 25a 3b 25b 8
25 6 2 31
31i 4f 3 4 12
31 31 12 31 7
31 31
31a 31 12 12
3 4 31 4g/3 2d
2 31 12a 8a 31 31
12 31
4 4
8 31 4a
(317) 31 31 31 31
25 25c 31
31 31b 7 ➤ 25 ➤ 31
4d 4e 12 (317)
(7) 4
➤
1

➤
➤
1 4 4
31 12b ➤ ➤ 7 7 ➤ ➤
2 1b 2a 12 2
31 12 6 12 31
31 31 31h 31 31
31c 31 ➤ 31 31
10a 3c/6 ➤
4 10 31 31
➤
2 32 4 4b 4c 10 2 (317) 31 4 4
31
3 31 4
4 31 31e 2e/3 3a 31g 31 4
12 25d 10 6 31
2b 1 3 2 1 2 31
31 31d 14a 31
31 2f 31
31 10
25 10b 25e 14
2
1 31 14b 31
31f 2c 14 2 2 2 2
1a 1 25 1 10 25 25

➤
10 10 25 1 10 3-4 1
10c 14
14 14 31 14 ACCUMULATOR
31
BORE
CONVERTER HOUSING (6) PUMP WEAR PLATE (9) PUMP (10) - Converter Housing Side PUMP (10) - Adapter Case Side PUMP GASKET (11) 11
ADAPTER CASE (20) - Pump Side
(27)
31 31j 31 15 25
31
25 25f 25 31 25
6 25
12 25 31 25h 25 25
25
31 25 25g 25
25 31 31 31u 25i 31
31 31 25 25 14
14 31 31 6
31 6 31l 6a 31k 14g 31 6 14 14
15 14
31 6 14f 31 31
31 31 31 31 31n 31m 31 31
14 14e 14 31

➤
31 20 14

➤
14 20a 14d 14 20 6
14 20 20 29 31
20 12 12c 12 12 24 31 (34) 5
31 31 31 31 31 31r 31s 31 31 31 31
28 31 28a 28
28 28 27 31t 28 27

➤
28 27a 28d 28 2 27 20 31
31 20 20 31 4h 28b 31q 20 31 27 31
31 4 4 31 20b 4 31 31 4
27
31 27b 31o 31 24 (35) ➤
27
14 27 27 28 27c 28c 27 28 28 4
20 29a 20 29 31
24 31 29 20c
31 24a 31p 31 31 20
24 29 29b 29 5 ➤ ➤
14 28 2 20 2h 20d 2 20 20
10 10d 10 31 10
14 24 14c 24b 14 24 2 14 24
2 2 2g 2 2
1
➤

31 3-4 1 1c 1 31 29
1 31
20 31
10 ACCUMULATOR
BORE GASKET (28) TRANSFER PLATE (29) GASKET (28) CENTER SUPPORT (30)
11 Adapter Case/ Transfer Plate Adapter Case/Center Support & Transfer Plate/Center Support Adapter Case Side MAIN CASE (36) - Adapter Case Side
ADAPTER CASE (20) Main Case
Center Support Side D32
➤
FRONT ➤ SHUTTLE
REVERSE TRANSFER PLATE (73) ADAPTER CASE FRONT
(85)
SHUTTLE 3RD CLUTCH (306)
(85)
Adapter Case/ VALVE BODY (71) CHECK VALVE
A. C. Valve Body (85) 31
20f/21
31 31 20
➤ 13a 13b 16b 19c 30 22 17 31
31 FRONT 27 18
10 27 23 20
25 21
20 31 13 16 16a
25 ➤ 25k 31
20 9 10 22 14m 14n 31dd
➤
20e ➤ FRONT 14 31 ➤ 31v 26
20 19a/17 17 31 31 (317)
2 ➤ ➤2 29c 29d 31
➤ ➤
21a 19 30a 29f/17 32a 20 10 17 16 18
2 2o 31
14l/21 ➤ 31 29 17
2 20 32 31w 23
31 2 30b 16c 17h 10 22
1 2i 18
➤ ➤ 1 17 31x (317) 23 31 17
1
1
20g 31z 22b 16d/17 31cc 14 14
1d 11 2 11 10 ➤ 22 31 30c 19b
14 1 30 31 19 1e 29 17
2j 31 31
22a 31y 30d 31bb 22 22
30 29e 19
2 31 22c 20 1
9 9 31 14 16 14p 31 31
22 29 16e 30
31 9b 9a 24 31 23a/22 14o 18b
9 31 24 22 22d 31 30
18 31 30
14 17 23c 18a
2 14 14 2k 14k 14 14 23 22e 17f 17g 30 17
10e 17 23b/24 31
➤ 2 ➤2 ➤ 31aa 17e 2 16 17
➤
10 11b 1 10 10h 17c 29 29
10 31
10 10 11a
31 29
29 17
23 27d
17b
17d
TRANSFER PLATE 2
28 10f 17 23d 14
21 27 27 20
QUICK 17a
20j
(87) 31 13
31 16 2
➤ 14 17
➤ 29
10 FRONT DUMP 20h Main Case/ FRONT
16
(324)
9 31 9c 10g 20 30g
11 25 20 31 31 30 VALVE 20i
(415) 20 (85) Valve Body 13 14
➤ 3-4
31
ACCUMULATOR MAIN CASE
BORE VALVE BODY (84)
MAIN CASE (36)
20 Main Case Valve Body Side
ADAPTER CASE (20) 31
13
A. C. Valve Body Side NOTE: ➤
FRONT
13 13 13 13
16
16 19
➤
FRONT 13
16 16
29
14 16 16 22 14 14 16 13
25 20 25
21 14
20 - INDICATES BOLT HOLES 14
31 29 31
22
19 2 29
29
17
31 16 31 30 16 16
21 2 30 32 2
2 2
- NON-FUNCTIONAL HOLES HAVE 20 31 14 17 31 17
17
17
29
1 1 BEEN REMOVED FROM GASKETS 20
31
22
31 22
17
31 20
31 30
22 16
30 22 30 19
2 2
TO SIMPLIFY TRACING FLUID FLOW. 1 31 31 30
31 31
30
19 1 31
30
22
31
30
31
➤ 14 22 30 14 29 19
29
➤
FRONT 9 9 FRONT 9 9 24 31
- EXHAUST FLUID NOT SHOWN 22
23
16 18
20
14
23
16 18 18
11 2 14 10 11 2 14 10 14 18 23
23 23 10 31
24 17 17
11 11 - CONFIGURATION OF SOME COMPONENTS 29 10
31
17
22
29
17 17
20
31 10
22
17 16
17
31
10 10 MAY BE DIFFERENT FOR VARIOUS 27 17
17
17 GASKET 17 18 GASKET
20
GASKET 9
GASKET
9
APPLICATIONS. REFER TO APPROPRIATE 29 29 23
29
17
20
(88)
27
31 23
22
17
20
(86)
17 Transfer Plate/
(104) (72) SERVICE INFORMATION FOR SPECIFIC 30
Main Case/ 20
27 30 20
17
Adapter Case/ Transfer Plate/ 20 Transfer Plate Valve Body
Transfer Plate A. C. Valve Body APPLICATION INFORMATION. 20
20 20
31

Figure 74 FOLDOUT ➤ 77
 DRIVE RANGE - THIRD GEAR (Torque Converter Clutch Applied)
25 31 25
25 25
25 6 6
31 6 31
31 25a 3b 25b 8
25 6 2 31
31i 4f 3 4 12
31 31 12 31 7
31 31
31a 31 12 12
3 4 31 4g/3 2d
2 31 12a 8a 31 31
12 31
4 4
8 31 4a
(317) 31 31 31 31
25 25c 31
31 31b 7 25 31
4d 4e 12 (317)
(7) 4 ➤ 1 4 4
1 12b
2 31 12 ➤ ➤ 7 2
7 ➤ ➤
1b 2a 12 6 12 31
31 31h
31 31 31c 31 31 ➤ 31 31
10a 3c/6 ➤ 31
4 10 31 31
➤
2 32 4 4b 4c 10 2 (317) 31 4 4
31
3 31 4
4 31 31e 2e/3 3a 31g 31 4
12 25d 10 6 31
2b 1 3 2 1 2 31
31 31d 14a 31
31 2f 31
31 10
25 10b 25e 14
2
1 31 14b 31
31f 2c 14 2 2 2 2
1a 1 25 1 10 25 25

➤
10 10 25 1 10 3-4 1
10c 14
14 14 31 14 ACCUMULATOR
31
BORE
CONVERTER HOUSING (6) PUMP WEAR PLATE (9) PUMP (10) - Converter Housing Side PUMP (10) - Adapter Case Side PUMP GASKET (11) 11
ADAPTER CASE (20) - Pump Side
(27)
31 31j 31 15 25
31
25 25f 25 31 25
6 25
12 25 31 25h 25 25
25
31 25 25g 25
25 31 31 31u 25i 31
31 31 25 25 14
14 31 31 6
31 6 31l 6a 31k 14g 31 6 14 14
15 14
31 6 14f 31 31
31 31 31 31 31n 31m 31 31
14 14e 14 31

➤
31 20 14

➤ ➤
14 20a 14d 14 20 6
14 20 20 29 31
20 12 12c 12 12 24 31 (34) 5
31 31 31 31 31 31r 31s 31 31 31 31
28 31 28a 28
28 28 27 31t 28 27

➤
28 27a 28d 28 2 27 20 31
31 20 20 31 4h 28b 31q 20 31 27 31
31 4 4 31 20b 4 31 31 4
27
31 27b 31o 31 24 (35) ➤
27
14 27 27 28 27c 28c 27 28 28 4
20 29a 20 29 31
24 31 29 20c
31 24a 31p 31 31 20
24 29 29b 29 5 ➤ ➤
14 28 2 20 2h 20d 2 20 20
10 10d 10 31 10
14 24 14c 24b 14 24 2 14 24
2 2 2g 2 2
1
➤

31 3-4 1 1c 1 31 29
1 31
20 31
10 ACCUMULATOR
BORE GASKET (28) TRANSFER PLATE (29) GASKET (28) CENTER SUPPORT (30)
11 Adapter Case/ Transfer Plate Adapter Case/Center Support & Transfer Plate/Center Support Adapter Case Side MAIN CASE (36) - Adapter Case Side
ADAPTER CASE (20) Main Case
Center Support Side D32
➤
FRONT ➤ SHUTTLE
REVERSE TRANSFER PLATE (73) ADAPTER CASE FRONT
(85)
SHUTTLE 3RD CLUTCH (306)
(85)
Adapter Case/ VALVE BODY (71) CHECK VALVE
A. C. Valve Body (85) 31
20f/21
31 31 20
➤ 13a 13b 16b 19c 30 22 17 31
31 FRONT 27 18
25 10 27 23 20
21 31 13 16
20 ➤ 16a
➤
25 ➤ 25k 31 ➤
20
20e ➤ FRONT 9 10 14 31 22 ➤ 31v 14m 14n 31dd 26
20 19a/17 17 31 31 (317)
2 ➤ ➤2 29c 29d 31
➤ ➤
21a 19 30a 29f/17 32a 20 10 17 16 18
2 2o 31
14l/21 ➤ 31 29 17
2 20 32 31w 23
31 2 30b 16c 17h 10 22
1 2i 18
➤ ➤ 1 17 31x (317) 23 31 17
1
1
20g 31z 22b 16d/17 31cc 14 14
1d 11 2 11 10 ➤ 22 31 30c 19b
14 1 30 31 19 1e 29 17
2j 31y
31 30 31 22a 29e
30d 31bb 22 22
19
2 31 22c 20 1
9 9 31 14 16 14p 31 31
22 29 16e 30
31 9b 9a 24 31 23a/22 14o 18b
9 31
➤ 24 22 22d 31 30
18 31 30
14 17 23c 18a
2 14 14 2k 14k 14 14 23 22e 17f 17g 30 17
10e 17 23b/24 31
➤ 2 ➤2 ➤ 31aa 17e 2 16
11b 10 10h 17c 29 29 17
➤
10 1 10 31
10 10 11a
31 29
29 17
23 27d
17b
17d
TRANSFER PLATE 2
28 10f 17 23d 14
21 27 27 20
QUICK 17a
20j
(87) 31 13
31 16 2
➤ 14 17
➤ 29
10 FRONT DUMP 20h Main Case/ FRONT
16
(324)
9 31 9c 10g 20 30g
11 25 20 31 31 30 VALVE 20i
(415) 20 (85) Valve Body 13 14
➤ 3-4
31
ACCUMULATOR MAIN CASE
BORE VALVE BODY (84)
MAIN CASE (36)
20 Main Case Valve Body Side
ADAPTER CASE (20) 31
13
A. C. Valve Body Side NOTE: ➤
FRONT
13 13 13 13
16
16 19
➤
FRONT 13
16 16
29
14 16 16 22 14 14 16 13
25 20 25
21 14
20 - INDICATES BOLT HOLES 14
31 29 31
22
19 2 29
29
17
31 16 31 30 16 16
21 2 30 32 2
2 2
- NON-FUNCTIONAL HOLES HAVE 20 31 14 17 31 17
17
17
29
1 1 BEEN REMOVED FROM GASKETS 20
31
22
31 22
17
31 20
31 30
22 16
30 22 30 19
2 2
TO SIMPLIFY TRACING FLUID FLOW. 1 31 31 30
31 31
30
19 1 31
30
22
31
30
31
➤ 14 22 30 14 29 19
29
➤
FRONT 9 9 FRONT 9 9 24 31
- EXHAUST FLUID NOT SHOWN 22
23
16 18
20
14
23
16 18 18
11 2 14 10 11 2 14 10 14 18 23
23 23 10 31
24 17 17
11 11 - CONFIGURATION OF SOME COMPONENTS 29 10
31
17
22
29
17 17
20
31 10
22
17 16
17
31
10 10 MAY BE DIFFERENT FOR VARIOUS 27 17
17 17 GASKET 17 18 GASKET
20
GASKET 9
GASKET
9
APPLICATIONS. REFER TO APPROPRIATE 29 29 23
29
17
20
(88)
27
31 23
22
17
20
(86)
17 Transfer Plate/
(104) (72) SERVICE INFORMATION FOR SPECIFIC 30
Main Case/ 20
27 30 20
17
Adapter Case/ Transfer Plate/ 20 Transfer Plate Valve Body
Transfer Plate A. C. Valve Body APPLICATION INFORMATION. 20
20 20
31

Figure 76 FOLDOUT ➤ 79
 DRIVE RANGE - FOURTH GEAR (Torque Converter Clutch Applied)
25 31 25
25 25
25 6 6
31 6 31
31 25a 3b 25b 8
25 6 2 31
31i 4f 3 4 12
31 31 12 31 7
31 31
31a 31 12 12
3 4 31 4g/3 2d
2 31 12a 8a 31 31
12 31
4 4
8 31 4a
(317) 31 31 31 31
25 25c 31
31 31b 7 25 31
4d 4e 12 (317)
(7) 4 ➤ 1 4 4
1 12b 7 7
2 31 12 2
1b 2a 12 6 12 31
31 31h
31 31 31c 31 31 ➤ 31 31
10a 3c/6 ➤ 31
4 10 31 31
➤
2 32 4 4b 4c 10 2 (317) 31 4 4
31
3 31 4
4 31 31e 2e/3 3a 31g 31 4
12 25d 10 6 31
2b 1 3 2 1 2 31
31 31d 14a 31
31 2f 31
31 10
25 10b 25e 14
2
1 31 14b 31
31f 2c 14 2 2 2 2
1a 1 25 1 10 25 1 10 3-4 1 25
10 10c 10 25
14 14 14
31 31
14 ACCUMULATOR
BORE
CONVERTER HOUSING (6) PUMP WEAR PLATE (9) PUMP (10) - Converter Housing Side PUMP (10) - Adapter Case Side PUMP GASKET (11)

➤
11
ADAPTER CASE (20) - Pump Side
(27)
31 31j 31 15 25
31
25 25f 25 31 25
6 25
12 25 31 25h 25 25
25
31 25 25g 25
25 31 31 31u 25i 31
31 31 25 25 14
14 31 31 6
31 6 31l 6a 31k 14g 31 6 14 14
15 14
31 6 14f 31 31
31 31 31 31 31n 31m 31 31
14 14e 14 31

➤
31 20 14

➤ ➤
14 20a 14d 14 20 6
14 20 20 29 31
20 12 12c 12 12 24 31 (34) 5
31 31 31 31 31 31r 31s 31 31 31 31
28 31 28a 28
28 28 27 31t 28 27

➤
28 27a 28d 28 2 27 20 31
31 20 20 31 4h 28b 31q 20 31 27 31
31 4 4 31 20b 4 31 31 4
27
31 27b 31o 31 24 (35) ➤
27
14 27 27 28 27c 28c 27 28 28 4
20 29a 20 29 31
24 31 29 20c
31 24a 31p 31 31 20
24 29 29b 29 5 ➤ ➤
14 28 2 20 2h 20d 2 20 20
10 10d 10 31 10
14 24 14c 24b 14 24 2 14 24
2 2 2g 2 2
1 3-4 1 1c 1 31 1 31
31 31 29
20 ACCUMULATOR
10
BORE GASKET (28) TRANSFER PLATE (29) GASKET (28) CENTER SUPPORT (30)
Adapter Case/ Transfer Plate Adapter Case/Center Support & Transfer Plate/Center Support Adapter Case Side MAIN CASE (36) - Adapter Case Side
➤

11
ADAPTER CASE (20) Main Case
Center Support Side D32
➤
FRONT ➤ SHUTTLE
REVERSE TRANSFER PLATE (73) ADAPTER CASE FRONT
(85)
SHUTTLE 3RD CLUTCH (306)
(85)
Adapter Case/ VALVE BODY (71) CHECK VALVE
A. C. Valve Body (85) 31
20f/21
31 31 20
➤ 13a 13b 16b 19c 30 22 17 31
31 FRONT 27 18
25 10 27 23 20
21 31 13 16
20 ➤ 16a
➤
25 ➤ 25k 31 ➤
20
20e ➤ FRONT 9 10 14 31 22 ➤ 31v 14m 14n 31dd 26
20 19a/17 17 31 31 (317)
2 ➤ ➤2 29c 29d 31
➤ ➤
21a 19 30a 29f/17 32a 20 10 17 16 18
2 2o 31
14l/21 ➤ 31 29 17
2 20 32 31w 23
31 2 30b 16c 17h 10 22
1 2i 18
➤ ➤ 1 17 31x (317) 23 31 17
1
1
20g 31z 22b 16d/17 31cc 14 14
1d 11 2 11 10 ➤ 22 31 30c 19b
14 1 30 31 19 1e 29 17
2j 31 31
22a 31y 30d 31bb 22 22
30 29e 19
2 31 22c 20 1
9 9 31 14 16 14p 31 31
22 29 16e 30
31 9b 9a 24 31 23a/22 14o 18b
9 31
➤ 24 22 22d 31 30
18 31 30
14 17 23c 18a
2 14 14 2k 14k 14 14 23 22e 17f 17g 30 17
10e 17 23b/24 31
➤ 2 ➤2 ➤ 31aa 17e 2 16 17
➤
10 11b 1 10 10h 17c 29 29
10 31
10 10 11a
31 29
29 17
23 27d
17b
17d
TRANSFER PLATE 2
➤ 28 10f 27 17 23d 14
21
➤
27 20
QUICK 17a
20j
(87) 31 13
31 16 2
➤ 14 17
➤ 29
10 FRONT DUMP 20h Main Case/ FRONT
16
(324)
9 31 9c 10g 20 30g
11 25 20 31 31 30 VALVE 20i
(415) 20 (85) Valve Body 13 14
➤ 3-4
31
ACCUMULATOR MAIN CASE
BORE VALVE BODY (84)
MAIN CASE (36)
20 Main Case Valve Body Side
ADAPTER CASE (20) 31
13
A. C. Valve Body Side NOTE: ➤
FRONT
13 13 13 13
16
16 19
➤
FRONT 13
16 16
29
14 16 16 22 14 14 16 13
25 20 25
21 14
20 - INDICATES BOLT HOLES 14
31 29 31
22
19 2 29
29
17
31 16 31 30 16 16
21 2 30 32 2
2 2
- NON-FUNCTIONAL HOLES HAVE 20 31 14 17 31 17
17
17
29
1 1 BEEN REMOVED FROM GASKETS 20
31
22
31 22
17
31 20
31 30
22 16
30 22 30 19
2 2
TO SIMPLIFY TRACING FLUID FLOW. 1 31 31 30
31 31
30
19 1 31
30
22
31
30
31
➤ 14 22 30 14 29 19
29
➤
FRONT 9 9 FRONT 9 9 24 31
- EXHAUST FLUID NOT SHOWN 22
23
16 18
20
14
23
16 18 18
11 2 14 10 11 2 14 10 14 18 23
23 23 10 31
24 17 17
11 11 - CONFIGURATION OF SOME COMPONENTS 29 10
31
17
22
29
17 17
20
31 10
22
17 16
17
31
10 10 MAY BE DIFFERENT FOR VARIOUS 27 17
17
17 GASKET 17 18 GASKET
20
GASKET 9
GASKET
9
APPLICATIONS. REFER TO APPROPRIATE 29 29 23
29
17
20
(88)
27
31 23
22
17
20
(86)
17 Transfer Plate/
(104) (72) SERVICE INFORMATION FOR SPECIFIC 30
Main Case/ 20
27 30 20
17
Adapter Case/ Transfer Plate/ 20 Transfer Plate Valve Body
Transfer Plate A. C. Valve Body APPLICATION INFORMATION. 20
20 20
31

Figure 78 FOLDOUT ➤ 81
 DRIVE RANGE - 4-3 DOWNSHIFT (Torque Converter Clutch Released)
25 31 25
25 25
25 6 6
31 6 31
31 25a 3b 25b 8
25 6 2 31
31i 4f 3 4 12
31 31 12 31 7
31 31
31a 31 12 12
3 4 31 4g/3 2d
2 31 12a 8a 31 31
12 31
4 4
8 31 4a
(317) 31 31 31 31
25 25c 31
31 31b 7 ➤ 25 ➤ 31
4d 4e 12 (317)
(7) 4
➤
1

➤
➤
1 4 4
31 12b ➤ ➤ 7 7 ➤ ➤
2 1b 2a 12 2
31 12 6 12 31
31 31 31h 31 31
31c 31 ➤ 31 31
10a 3c/6 ➤
4 10 31 31
➤
2 32 4 4b 4c 10 2 (317) 31 4 4
31
3 31 4
4 31 31e 2e/3 3a 31g 31 4
12 25d 10 6 31
2b 1 3 2 1 2 31
31 31d 14a 31
31 2f 31
31 10
25 10b 25e 14
2
1 31 14b 31
31f 2c 14 2 2 2 2
1a 1 25 1 10 25 25

➤
10 10 25 1 10 3-4 1
10c 14
14 14 31 14 ACCUMULATOR
31
BORE
CONVERTER HOUSING (6) PUMP WEAR PLATE (9) PUMP (10) - Converter Housing Side PUMP (10) - Adapter Case Side PUMP GASKET (11) 11
ADAPTER CASE (20) - Pump Side
(27)
31 31j 31 15 25
31
25 25f 25 31 25
6 25
12 25 31 25h 25 25
25
31 25 25g 25
25 31 31 31u 25i 31
31 31 25 25 14
14 31 31 6
31 6 31l 6a 31k 14g 31 6 14 14
15 14
31 6 14f 31 31
31 31 31 31 31n 31m 31 31
14 14e 14 31

➤
31 20 14

➤ ➤
14 20a 14d 14 20 6
14 20 20 29 31
20 12 12c 12 12 24 31 (34) 5
31 31 31 31 31 31r 31s 31 31 31 31
28 31 28a 28
28 28 27 31t 28 27

➤
28 27a 28d 28 2 27 20 31
31 20 20 31 4h 28b 31q 20 31 27 31
31 4 4 31 20b 4 31 31 4
27
31 27b 31o 31 24 (35) ➤
27
14 27 27 28 27c 28c 27 28 28 4
20 29a 20 29 31
24 31 29 20c
31 24a 31p 31 31 20
24 29 29b 29 5 ➤ ➤
14 28 2 20 2h 20d 2 20 20
10 10d 10 31 10
14 24 14c 24b 14 24 2 14 24
2 2 2g 2 2
1
➤

31 3-4 1 1c 1 31 29
1 31
20 31
10 ACCUMULATOR
BORE GASKET (28) TRANSFER PLATE (29) GASKET (28) CENTER SUPPORT (30)
11 Adapter Case/ Transfer Plate Adapter Case/Center Support & Transfer Plate/Center Support Adapter Case Side MAIN CASE (36) - Adapter Case Side
ADAPTER CASE (20) Main Case
Center Support Side D32
➤
FRONT ➤ SHUTTLE
REVERSE TRANSFER PLATE (73) ADAPTER CASE FRONT
(85)
SHUTTLE 3RD CLUTCH (306)
(85)
Adapter Case/ VALVE BODY (71) CHECK VALVE
A. C. Valve Body (85) 31
20f/21
31 31 20
➤ 13a 13b 16b 19c 30 22 17 31
31 FRONT 27 18
10 27 23 20
25 21 31 13 16
25 20 25k ➤ 16a
➤
➤
20 31
20e ➤ FRONT 9 10 14 31 22 ➤ 31v 14m 14n 31dd 26
20 19a/17 17 31 31 (317)
2 ➤ ➤2 29c 29d 31
➤ ➤
21a 19 30a 29f/17 32a 20 10 17 16 18
2 2o 31
14l/21 ➤ 31 29 17
2 20 32 31w 23
31 2 30b 16c 17h 10 22
1 2i 18
➤ ➤ 1 17 31x (317) 23 31 17
1
1
20g 31z 22b 16d/17 31cc 14 14
1d 11 2 11 10 ➤ 22 31 30c 19b
14 1 30 31 19 1e 29 17
2j 31 31
22a 31y 30d 31bb 22 22
30 29e 19
2 31 22c 20 1
9 9 31 14 16 14p 31 31
22 29 16e 30
31 9b 9a 24 31 23a/22 14o 18b
9 31
➤ 24 22 22d 31 30
18 31 30
14 17 23c 18a
2 14 14 2k 14k 14 14 23 22e 17f 17g 30 17
10e 17 23b/24 31
➤ 2 ➤2 ➤ 31aa 17e 2 16 17
➤
10 11b 1 10 10h 17c 29 29
10 31
10 10 11a
31 29
29 17
23 27d
17b
17d
TRANSFER PLATE 2
28 10f 17 23d 14
21 27 27 20
QUICK 17a
20j
(87) 31 13
31 16 2
➤ 14 17
➤ 29
10 FRONT DUMP 20h Main Case/ FRONT
16
(324)
9 31 9c 10g 20 30g
11 25 20 31 31 30 VALVE 20i
(415) 20 (85) Valve Body 13 14
➤ 3-4
31
ACCUMULATOR MAIN CASE
BORE VALVE BODY (84)
MAIN CASE (36)
20 Main Case Valve Body Side
ADAPTER CASE (20) 31
13
A. C. Valve Body Side NOTE: ➤
FRONT
13 13 13 13
16
16 19
➤
FRONT 13
16 16
29
14 16 16 22 14 14 16 13
25 20 25
21 14
20 - INDICATES BOLT HOLES 14
31 29 31
22
19 2 29
29
17
31 16 31 30 16 16
21 2 30 32 2
2 2
- NON-FUNCTIONAL HOLES HAVE 20 31 14 17 31 17
17
17
29
1 1 BEEN REMOVED FROM GASKETS 20
31
22
31 22
17
31 20
31 30
22 16
30 22 30 19
2 2
TO SIMPLIFY TRACING FLUID FLOW. 1 31 31 30
31 31
30
19 1 31
30
22
31
30
31
➤ 14 22 30 14 29 19
29
➤
FRONT 9 9 FRONT 9 9 24 31
- EXHAUST FLUID NOT SHOWN 22
23
16 18
20
14
23
16 18 18
11 2 14 10 11 2 14 10 14 18 23
23 23 10 31
24 17 17
11 11 - CONFIGURATION OF SOME COMPONENTS 29 10
31
17
22
29
17 17
20
31 10
22
17 16
17
31
10 10 MAY BE DIFFERENT FOR VARIOUS 27 17
17
17 GASKET 17 18 GASKET
20
GASKET 9
GASKET
9
APPLICATIONS. REFER TO APPROPRIATE 29 29 23
29
17
20
(88)
27
31 23
22
17
20
(86)
17 Transfer Plate/
(104) (72) SERVICE INFORMATION FOR SPECIFIC 30
Main Case/ 20
27 30 20
17
Adapter Case/ Transfer Plate/ 20 Transfer Plate Valve Body
Transfer Plate A. C. Valve Body APPLICATION INFORMATION. 20
20 20
31

Figure 80 FOLDOUT ➤ 83
 DRIVE RANGE - 3-2 DOWNSHIFT
25 31 25
25 25
25 6 6
31 6 31
31 25a 3b 25b 8
25 6 2 31
31i 4f 3 4 12
31 31 12 31 7
31 31
31a 31 12 12
3 4 31 4g/3 2d
2 31 12a 8a 31 31
12 31
4 4
8 31 4a
(317) 31 31 31 31
25 25c 31
31 31b 7 ➤ 25 ➤ 31
4d 4e 12 (317)
(7) 4
➤
1

➤
➤
1 4 4
31 12b ➤ ➤ 7 7 ➤ ➤
2 1b 2a 12 2
31 12 6 12 31
31 31 31h 31 31
31c 31 ➤ 31 31
10a 3c/6 ➤
4 10 31 31
➤
2 32 4 4b 4c 10 2 (317) 31 4 4
31
3 31 4
4 31 31e 2e/3 3a 31g 31 4
12 25d 10 6 31
2b 1 3 2 1 2 31
31 31d 14a 31
31 2f 31
31 10
25 10b 25e 14
2
1 31 14b 31
31f 2c 14 2 2 2 2
1a 1 25 1 10 25 25

➤
10 10 25 1 10 3-4 1
10c 14
14 14 31 14 ACCUMULATOR
31
BORE
CONVERTER HOUSING (6) PUMP WEAR PLATE (9) PUMP (10) - Converter Housing Side PUMP (10) - Adapter Case Side PUMP GASKET (11) 11
ADAPTER CASE (20) - Pump Side
(27)
31 31j 31 15 25
31
25 25f 25 31 25
6 25
12 25 31 25h 25 25
25
31 25 25g 25
25 31 31 31u 25i 31
31 31 25 25 14
14 31 31 6
31 6 31l 6a 31k 14g 31 6 14 14
15 14
31 6 14f 31 31
31 31 31 31 31n 31m 31 31
14 14e 14 31

➤
31 20 14

➤
14 20a 14d 14 20 6
14 20 20 29 31
20 12 12c 12 12 24 31 (34) 5
31 31 31 31 31 31r 31s 31 31 31 31
28 31 28a 28
28 28 27 31t 28 27

➤
28 27a 28d 28 2 27 20 31
31 20 20 31 4h 28b 31q 20 31 27 31
31 4 4 31 20b 4 31 31 4
27
31 27b 31o 31 24 (35) ➤
27
14 27 27 28 27c 28c 27 28 28 4
20 29a 20 29 31
24 31 29 20c
31 24a 31p 31 31 20
24 29 29b 29 5 ➤ ➤
14 28 2 20 2h 20d 2 20 20
10 10d 10 31 10
14 24 14c 24b 14 24 2 14 24
2 2 2g 2 2
1
➤

31 3-4 1 1c 1 31 29
1 31
20 31
10 ACCUMULATOR
BORE GASKET (28) TRANSFER PLATE (29) GASKET (28) CENTER SUPPORT (30)
11 Adapter Case/ Transfer Plate Adapter Case/Center Support & Transfer Plate/Center Support Adapter Case Side MAIN CASE (36) - Adapter Case Side
ADAPTER CASE (20) Main Case
Center Support Side D32
➤
FRONT ➤ SHUTTLE
REVERSE TRANSFER PLATE (73) ADAPTER CASE FRONT
(85)
SHUTTLE 3RD CLUTCH (306)
(85)
Adapter Case/ VALVE BODY (71) CHECK VALVE
A. C. Valve Body (85) 31
20f/21
31 31 20
➤ 13a 13b 16b 19c 30 22 17 31
31 FRONT 27 18
10 27 23 20
25 21
20 31 13 16 16a
25 ➤ 25k 31
20 9 10 22 14m 14n 31dd
➤
20e ➤ FRONT 14 31 ➤ 31v 26
20 19a/17 17 31 31 (317)
2 ➤ ➤2 29c 29d 31
➤ ➤
21a 19 30a 29f/17 32a 20 10 17 16 18
2 2o 31
14l/21 ➤ 31 29 17
2 20 32 31w 23
31 2 30b 16c 17h 10 22
1 2i 18
➤ ➤ 1 17 31x (317) 23 31 17
1
1
20g 31z 22b 16d/17 31cc 14 14
1d 11 2 11 10 ➤ 22 31 30c 19b
14 1 30 31 19 1e 29 17
2j 31 31
22a 31y 30d 31bb 22 22
30 29e 19
2 31 22c 20 1
9 9 31 14 16 14p 31 31
22 29 16e 30
31 9b 9a 24 31 23a/22 14o 18b
9 31 24 22 22d 31 30
18 31 30
14 17 23c 18a
2 14 14 2k 14k 14 14 23 22e 17f 17g 30 17
10e 17 23b/24 31
➤ 2 ➤2 ➤ 31aa 17e 2 16 17
➤
10 11b 1 10 10h 17c 29 29
10 31
10 10 11a
31 29
29 17
23 27d
17b
17d
TRANSFER PLATE 2
28 10f 17 23d 14
21 27 27 20
QUICK 17a
20j
(87) 31 13
31 16 2
➤ 14 17
➤ 29
10 FRONT DUMP 20h Main Case/ FRONT
16
(324)
9 31 9c 10g 20 30g
11 25 20 31 31 30 VALVE 20i
(415) 20 (85) Valve Body 13 14
➤ 3-4
31
ACCUMULATOR MAIN CASE
BORE VALVE BODY (84)
MAIN CASE (36)
20 Main Case Valve Body Side
ADAPTER CASE (20) 31
13
A. C. Valve Body Side NOTE: ➤
FRONT
13 13 13 13
16
16 19
➤
FRONT 13
16 16
29
14 16 16 22 14 14 16 13
25 20 25
21 14
20 - INDICATES BOLT HOLES 14
31 29 31
22
19 2 29
29
17
31 16 31 30 16 16
21 2 30 32 2
2 2
- NON-FUNCTIONAL HOLES HAVE 20 31 14 17 31 17
17
17
29
1 1 BEEN REMOVED FROM GASKETS 20
31
22
31 22
17
31 20
31 30
22 16
30 22 30 19
2 2
TO SIMPLIFY TRACING FLUID FLOW. 1 31 31 30
31 31
30
19 1 31
30
22
31
30
31
➤ 14 22 30 14 29 19
29
➤
FRONT 9 9 FRONT 9 9 24 31
- EXHAUST FLUID NOT SHOWN 22
23
16 18
20
14
23
16 18 18
11 2 14 10 11 2 14 10 14 18 23
23 23 10 31
24 17 17
11 11 - CONFIGURATION OF SOME COMPONENTS 29 10
31
17
22
29
17 17
20
31 10
22
17 16
17
31
10 10 MAY BE DIFFERENT FOR VARIOUS 27 17
17
17 GASKET 17 18 GASKET
20
GASKET 9
GASKET
9
APPLICATIONS. REFER TO APPROPRIATE 29 29 23
29
17
20
(88)
27
31 23
22
17
20
(86)
17 Transfer Plate/
(104) (72) SERVICE INFORMATION FOR SPECIFIC 30
Main Case/ 20
27 30 20
17
Adapter Case/ Transfer Plate/ 20 Transfer Plate Valve Body
Transfer Plate A. C. Valve Body APPLICATION INFORMATION. 20
20 20
31

Figure 82 FOLDOUT ➤ 85
 MANUAL SECOND - SECOND GEAR
25 31 25
25 25
25 6 6
31 6 31
31 25a 3b 25b 8
25 6 2 31
31i 4f 3 4 12
31 31 12 31 7
31 31
31a 31 12 12
3 4 31 4g/3 2d
2 31 12a 8a 31 31
12 31
4 4
8 31 4a
(317) 31 31 31 31
25 25c 31
31 31b 7 ➤ 25 ➤ 31
4d 4e 12 (317)
(7) 4
➤
1

➤
➤
1 4 4
31 12b ➤ ➤ 7 7 ➤ ➤
2 1b 2a 12 2
31 12 6 12 31
31 31 31h 31 31
31c 31 ➤ 31 31
10a 3c/6 ➤
4 10 31 31
➤
2 32 4 4b 4c 10 2 (317) 31 4 4
31
3 31 4
4 31 31e 2e/3 3a 31g 31 4
12 25d 10 6 31
2b 1 3 2 1 2 31
31 31d 14a 31
31 2f 31
31 10
25 10b 25e 14
2
1 31 14b 31
31f 2c 14 2 2 2 2
1a 1 25 1 10 25 25

➤
10 10 25 1 10 3-4 1
10c 14
14 14 31 14 ACCUMULATOR
31
BORE
CONVERTER HOUSING (6) PUMP WEAR PLATE (9) PUMP (10) - Converter Housing Side PUMP (10) - Adapter Case Side PUMP GASKET (11) 11
ADAPTER CASE (20) - Pump Side
(27)
31 31j 31 15 25
31
25 25f 25 31 25
6 25
12 25 31 25h 25 25
25
31 25 25g 25
25 31 31 31u 25i 31
31 31 25 25 14
14 31 31 6
31 6 31l 6a 31k 14g 31 6 14 14
15 14
31 6 14f 31 31
31 31 31 31 31n 31m 31 31
14 14e 14 31

➤
31 20 14

➤
14 20a 14d 14 20 6
14 20 20 29 31
20 12 12c 12 12 24 31 (34) 5
31 31 31 31 31 31r 31s 31 31 31 31
28 31 28a 28
28 28 27 31t 28 27

➤
28 27a 28d 28 2 27 20 31
31 20 20 31 4h 28b 31q 20 31 27 31
31 4 4 31 20b 4 31 31 4
27
31 27b 31o 31 24 (35) ➤
27
14 27 27 28 27c 28c 27 28 28 4
20 29a 20 29 31
24 31 29 20c
31 24a 31p 31 31 20
24 29 29b 29 5 ➤ ➤
14 28 2 20 2h 20d 2 20 20
10 10d 10 31 10
14 24 14c 24b 14 24 2 14 24
2 2 2g 2 2
1
➤

31 3-4 1 1c 1 31 29
1 31
20 31
10 ACCUMULATOR
BORE GASKET (28) TRANSFER PLATE (29) GASKET (28) CENTER SUPPORT (30)
11 Adapter Case/ Transfer Plate Adapter Case/Center Support & Transfer Plate/Center Support Adapter Case Side MAIN CASE (36) - Adapter Case Side
ADAPTER CASE (20) Main Case
Center Support Side D32
➤
FRONT ➤ SHUTTLE
REVERSE TRANSFER PLATE (73) ADAPTER CASE FRONT
(85)
SHUTTLE 3RD CLUTCH (306)
(85)
Adapter Case/ VALVE BODY (71) CHECK VALVE
A. C. Valve Body (85) 31
20f/21
31 31 20
➤ 13a 13b 16b 19c 30 22 17 31
31 FRONT 27 18
10 27 23 20
25 21
20 31 13 16 16a
25 ➤ 25k 31
20 9 10 22 14m 14n 31dd
➤
20e ➤ FRONT 14 31 ➤ 31v 26
20 19a/17 17 31 31 (317)
2 ➤ ➤2 29c 29d 31
➤ ➤
21a 19 30a 29f/17 32a 20 10 17 16 18
2 2o 31
14l/21 ➤ 31 29 17
2 20 32 31w 23
31 2 30b 16c 17h 10 22
1 2i 18
➤ ➤ 1 17 31x (317) 23 31 17
1
1
20g 31z 22b 16d/17 31cc 14 14
1d 11 2 11 10 ➤ 22 31 30c 19b
14 1 30 31 19 1e 29 17
2j 31 31
22a 31y 30d 31bb 22 22
30 29e 19
2 31 22c 20 1
9 9 31 14 16 14p 31 31
22 29 16e 30
31 9b 9a 24 31 23a/22 14o 18b
9 31 24 22 22d 31 30
18 31 30
14 17 23c 18a
2 14 14 2k 14k 14 14 23 22e 17f 17g 30 17
10e 17 23b/24 31
➤ 2 ➤2 ➤ 31aa 17e 2 16 17
➤
10 11b 1 10 10h 17c 29 29
10 31
10 10 11a
31 17b TRANSFER PLATE
➤
29 17 27d 2
28 10f 29 23 17 23d 17d 14
21 27 27 20
QUICK 17a
20j
(87) 31 13
31 16 2
➤ 14 17
➤ 29
10 FRONT DUMP 20h Main Case/ FRONT
16
(324)
9 31 9c 10g 20 30g
11 25 20 31 31 30 VALVE 20i
(415) 20 (85) Valve Body 13 14
➤ 3-4
31
ACCUMULATOR MAIN CASE
BORE VALVE BODY (84)
MAIN CASE (36)
20 Main Case Valve Body Side
ADAPTER CASE (20) 31
13
A. C. Valve Body Side NOTE: ➤
FRONT
13 13 13 13
16
16 19
➤
FRONT 13
16 16
29
14 16 16 22 14 14 16 13
25 20 25
21 14
20 - INDICATES BOLT HOLES 14
31 29 31
22
19 2 29
29
17
31 16 31 30 16 16
21 2 30 32 2
2 2
- NON-FUNCTIONAL HOLES HAVE 20 31 14 17 31 17
17
17
29
1 1 BEEN REMOVED FROM GASKETS 20
31
22
31 22
17
31 20
31 30
22 16
30 22 30 19
2 2
TO SIMPLIFY TRACING FLUID FLOW. 1 31 31 30
31 31
30
19 1 31
30
22
31
30
31
➤ 14 22 30 14 29 19
29
➤
FRONT 9 9 FRONT 9 9 24 31
- EXHAUST FLUID NOT SHOWN 22
23
16 18
20
14
23
16 18 18
11 2 14 10 11 2 14 10 14 18 23
23 23 10 31
24 17 17
11 11 - CONFIGURATION OF SOME COMPONENTS 29 10
31
17
22
29
17 17
20
31 10
22
17 16
17
31
10 10 MAY BE DIFFERENT FOR VARIOUS 27 17
17
17 GASKET 17 18 GASKET
20
GASKET 9
GASKET
9
APPLICATIONS. REFER TO APPROPRIATE 29 29 23
29
17
20
(88)
27
31 23
22
17
20
(86)
17 Transfer Plate/
(104) (72) SERVICE INFORMATION FOR SPECIFIC 30
Main Case/ 20
27 30 20
17
Adapter Case/ Transfer Plate/ 20 Transfer Plate Valve Body
Transfer Plate A. C. Valve Body APPLICATION INFORMATION. 20
20 20
31

Figure 84 FOLDOUT ➤ 87
 MANUAL FIRST - FIRST GEAR
25 31 25
25 25
25 6 6
31 6 31
31 25a 3b 25b 8
25 6 2 31
31i 4f 3 4 12
31 31 12 31 7
31 31
31a 31 12 12
3 4 31 4g/3 2d
2 31 12a 8a 31 31
12 31
4 4
8 31 4a
(317) 31 31 31 31
25 25c 31
31 31b 7 ➤ 25 ➤ 31
4d 4e 12 (317)
(7) 4
➤
1

➤
➤
1 4 4
31 12b ➤ ➤ 7 7 ➤ ➤
2 1b 2a 12 2
31 12 6 12 31
31 31 31h 31 31
31c 31 ➤ 31 31
10a 3c/6 ➤
4 10 31 31
➤
2 32 4 4b 4c 10 2 (317) 31 4 4
31
3 31 4
4 31 31e 2e/3 3a 31g 31 4
12 25d 10 6 31
2b 1 3 2 1 2 31
31 31d 14a 31
31 2f 31
31 10
25 10b 25e 14
2
1 31 14b 31
31f 2c 14 2 2 2 2
1a 1 25 1 10 25 25

➤
10 10 25 1 10 3-4 1
10c 14
14 14 31 14 ACCUMULATOR
31
BORE
CONVERTER HOUSING (6) PUMP WEAR PLATE (9) PUMP (10) - Converter Housing Side PUMP (10) - Adapter Case Side PUMP GASKET (11) 11
ADAPTER CASE (20) - Pump Side
(27)
31 31j 31 15 25
31
25 25f 25 31 25
6 25
12 25 31 25h 25 25
25
31 25 25g 25
25 31 31 31u 25i 31
31 31 25 25 14
14 31 31 6
31 6 31l 6a 31k 14g 31 6 14 14
15 14
31 6 14f 31 31
31 31 31 31 31n 31m 31 31
14 14e 20 14 31
31 14

➤ ➤
14 20a 14d 14 20 6
14 20 20 29 31
20 12 12c 12 12 24 31 (34) 5
31 31 31 31 31 31r 31s 31 31 31 31
28 31 28a 28
28 28 27 31t 28 27

➤
28 27a 28d 28 2 27 20 31
31 20 20 31 4h 28b 31q 20 31 27 31
31 4 4 31 20b 4 31 31 4
27
31 27b 31o 31 24 (35) ➤
27
14 27 27 28 27c 28c 27 28 28 4
20 29a 20 29 31
24 31 29 20c
31 24a 31p 31 31 20
24 29 29b 29 5 ➤ ➤
14 28 2 20 2h 20d 2 20 20
10 10d 10 31 10
14 24 14c 24b 14 24 2 14 24
2 2 2g 2 2
1
➤

31 3-4 1 1c 1 31 29
1 31
20 31
10 ACCUMULATOR
BORE GASKET (28) TRANSFER PLATE (29) GASKET (28) CENTER SUPPORT (30)
11 Adapter Case/ Transfer Plate Adapter Case/Center Support & Transfer Plate/Center Support Adapter Case Side MAIN CASE (36) - Adapter Case Side
ADAPTER CASE (20) Main Case
Center Support Side D32
➤
FRONT ➤ SHUTTLE
REVERSE TRANSFER PLATE (73) ADAPTER CASE FRONT
(85)
SHUTTLE 3RD CLUTCH (306)
(85)
Adapter Case/ VALVE BODY (71) CHECK VALVE
A. C. Valve Body (85) 31
20f/21
31 31 20
➤ 13a 13b 16b 19c 30 22 17 31
31 FRONT 27 18
10 27 23 20
25 31 13 16 16a
25 20 25k ➤
20 31
21 20e ➤ FRONT 9 10 14 31 22 ➤ 31v 14m 14n 31dd 26
20 19a/17 17 31 31 (317)
2 ➤ ➤2 21a 19
2o 30a 29c 29d 29f/17 32a 20 10 31
17 16 18
2 ➤ 31
14l/21 2 31 29 32 17
2 20 31w 30b 23
31 16c 17h 10 22 18
1 1 2i 17 (317) 23 17
➤ ➤ 31x 31
1
1
20g 31z 22b 16d/17 31cc 14 14
1d 11 2 11 10 ➤ 22 31 30c 19b
14 1 30 31 19 1e 29 17
2j 31 31 31y 30d 31bb 22 22
30 22a 29e 19
2 31 22c 20 1
9 9 31 14 16 14p 31 31
22 29 16e 30
31 9b 9a 24 31 23a/22 14o 18b
9 31
➤ 24 22 22d 31 30
18 31 30
14 17 23c 18a
2 14 14 2k 14k 14 14 23 22e 17f 17g 30 17
10e 17 23b/24 31
➤ 2 ➤2 ➤ 31aa 17e 2 16
11b 10 10h 17c 29 29 17
➤
10 1 10 31
10 10 11a
31 29
29 17
23 27d
17b
17d
TRANSFER PLATE 2
28 10f 17 23d 14
21 27 27 20
QUICK 17a
20j
(87) 31 13
31 16 2
➤ 14 17
➤ 29
10 FRONT DUMP 20h Main Case/ FRONT
16
(324)
9 31 9c 10g 20 30g
11 25 20 31 31 30 VALVE 20i
(415) 20 (85) Valve Body 13 14
➤ 3-4
31
ACCUMULATOR MAIN CASE
BORE VALVE BODY (84)
MAIN CASE (36)
20 Main Case Valve Body Side
ADAPTER CASE (20) 31
13
A. C. Valve Body Side NOTE: ➤
FRONT
13 13 13 13
16
16 19
➤
FRONT 13
16 16
29
14 16 16 22 14 14 16 13
25 20 25
21 14
20 - INDICATES BOLT HOLES 14
31 29 31
22
19 2 29
29
17
31 16 31 30 16 16
21 2 30 32 2
2 2
- NON-FUNCTIONAL HOLES HAVE 20 31 14 17 31 17
17
17
29
1 1 BEEN REMOVED FROM GASKETS 20
31
22
31 22
17
31 20
31 30
22 16
30 22 30 19
2 2
TO SIMPLIFY TRACING FLUID FLOW. 1 31 31 30
31 31
30
19 1 31
30
22
31
30
31
➤ 14 22 30 14 29 19
29
➤
FRONT 9 9 FRONT 9 9 24 31
- EXHAUST FLUID NOT SHOWN 22
23
16 18
20
14
23
16 18 18
11 2 14 10 11 2 14 10 14 18 23
23 23 10 31
24 17 17
11 11 - CONFIGURATION OF SOME COMPONENTS 29 10
31
17
22
29
17 17
20
31 10
22
17 16
17
31
10 10 MAY BE DIFFERENT FOR VARIOUS 27 17
17 17 GASKET 17 18 GASKET
20
GASKET 9
GASKET
9
APPLICATIONS. REFER TO APPROPRIATE 29 29 23
29
17
20
(88)
27
31 23
22
17
20
(86)
17 Transfer Plate/
(104) (72) SERVICE INFORMATION FOR SPECIFIC 30
Main Case/ 20
27 30 20
17
Adapter Case/ Transfer Plate/ 20 Transfer Plate Valve Body
Transfer Plate A. C. Valve Body APPLICATION INFORMATION. 20
20 20
31

Figure 86 FOLDOUT ➤ 89
 LUBRICATION POINTS

90 Figure 87
 BUSHING, BEARING & WASHER LOCATIONS

1 CLUTCH ASSEMBLY, CONVERTER 634 DRUM ASSEMBLY, 3RD CLUTCH

12 WASHER, THRUST SELECTIVE 644 WASHER, THRUST/INPUT SUN
36 CASE, MAIN 645 BEARING, INPUT SHAFT/GEAR ASSEMBLY
51 BEARING, NEEDLE/EXTENSION 651 BEARING, OUTPUT SHAFT/INPUT SUN
209 PUMP ASSEMBLY, OIL 652 WASHER, OUTPUT SHAFT/INPUT SUN
510 HOUSING, OVERRUN CLUTCH 653 CARRIER ASSEMBLY, PLANETARY
525 CARRIER ASSEMBLY, OVERDRIVE COMPLETE 654 WASHER, THRUST/OUTPUT SHAFT/INPUT SHAFT
527 BEARING ASEMBLY, THRUST 655 BEARING, GEAR/REACTION/SUN
529 WASHER, THRUST/INTERNAL GEAR/SUPPORT 656 BEARING, NEEDLE/REACTION SUN
631 WASHER, THRUST/2ND CLUTCH/3RD CLUTCH 659 DRUM, REACTION SUN
632 RETAINER, CLUTCH HUB 701 SUPPORT ASSEMBLY, CENTER

Figure 88
91
 SEAL LOCATIONS

3 SEAL RING ASSEMBLY, CONVERTER HOUSING 508 RING, OIL SEAL/TURBINE SHAFT
8 SEAL, O-RING 513 PISTON, OVERRUN CLUTCH
15 SEAL, O-RING 3-4 ACCUMULATOR 533 SEAL, 4TH CLUTCH PISTON (INNER)
19 RING, 3-4 ACCUMULATOR PISTON 534 SEAL, 4TH CLUTCH PISTON (OUTER)
32 RING, OIL SEAL 608 SEAL, REVERSE CLUTCH PISTON (INNER)
38 SEAL, O-RING/BREATHER ASSEMBLY 609 SEAL, REVERSE CLUTCH PISTON (OUTER)
44 SEAL, O-RING/SPEED SENSOR 620 SEAL, 2ND CLUTCH PISTON (INNER)
48 SEAL, O-RING/DRIVE FLANGE 621 SEAL, 2ND CLUTCH PISTON (OUTER)
50 SEAL, EXTENSION ASSEMBLY 635 SEAL, 3RD CLUTCH PISTON (INNER)
98 SEAL, RING/SERVO PISTON 637 SEAL, 3RD CLUTCH PISTON (OUTER)
314 RING, 1-2 ACCUMULATOR PISTON 667 SEAL, RING/GOVERNOR HUB
505 SEAL, O-RING/TURBINE SHAFT

Figure 89
92
ILLUSTRATED PARTS LIST

93
 CASE AND ASSOCIATED PARTS

94 Figure 90
 CASE AND ASSOCIATED PARTS
1 CLUTCH ASSEMBLY, CONVERTER 54 PAWL, PARKING LOCK
2 SCREW, SEAL RING ASSEMBLY 55 CONNECTOR, ELECTRICAL/MAIN CASE
3 SEAL RING ASSEMBLY, CONVERTER HOUSING 56 ACTUATOR ASSEMBLY, PARKING LOCK
4 SCREW, CONVERTER HOUSING/MAIN CASE 57 NUT, PARKING LOCK LEVER
5 SCREW, CONVERTER HOUSING/OIL PUMP 58 LINK, MANUAL VALVE
6 HOUSING, CONVERTER 59 PIN, SPRING
7 PLUG, CONVERTER HOUSING 60 LEVER, PARKING LOCK & RANGE SELECTOR
8 SEAL, O-RING 61 SHAFT, SELECTOR
9 WEAR PLATE, OIL PUMP BODY 62 SEAL, SELECTOR SHAFT
10 PUMP ASSEMBLY, OIL 63 MODE SWITCH ASSEMBLY
11 GASKET 64 SCREW & CONICAL WASHER ASSEMBLY
12 WASHER, THRUST SELECTIVE 65 SHIELD, MODE SWITCH
13 RING, SNAP 66 PIN, SPRING
14 COVER, 3-4 ACCUMULATOR PISTON 67 PAN, BOTTOM/ADAPTER CASE
15 SEAL, O-RING 3-4 ACCUMULATOR 68 GASKET, BOTTOM PAN/ADAPTER CASE
16 SPRING, 3-4 ACCUMULATOR PISTON 69 HARNESS ASSEMBLY, ADAPTER CASE
17 PIN, 3-4 ACCUMULATOR PISTON 70 SCREW, VALVE BODY
18 PISTON, 3-4 ACCUMULATOR 71 VALVE BODY ASSEMBLY, ADAPTER CASE
19 RING, 3-4 ACCUMULATOR PISTON 72 GASKET, ADAPTER VALVE BODY
20 CASE, ADAPTER 73 PLATE, ADAPTER VALVE BODY/TRANSFER
22 CONNECTOR, ELECTRICAL/ADAPTER CASE 74 PAN, BOTTOM/MAIN CASE
23 SCREW & CONICAL WASHER ASSEMBLY 75 GASKET, BOTTOM PAN/MAIN CASE
24 SEAL "O" RING, FILLER TUBE 76 GASKET, OIL DRAIN PLUG
25 TUBE ASSEMBLY, FLUID FILLER 77 PLUG, OIL DRAIN
26 SEAL, FILLER TUBE 78 MAGNET, CHIP COLLECTOR
27 RESTRICTOR, OIL 79 FILTER, OIL
28 GASKET, TRANSFER PLATE/ADAPTER 80 HARNESS ASSEMBLY, MAIN CASE
29 PLATE, TRANSFER ADAPTER/CENTER SUPPORT 82 ROLLER & SPRING ASSEMBLY, MANUAL DETENT
30 SUPPORT ASSEMBLY, CENTER 83 PLATE, POSITIVE STOP
31 SCREW, CENTER SUPPORT 84 VALVE BODY ASSEMBLY, MAIN CASE
32 RING, OIL SEAL 85 BALL, CHECK
33 SEAL, O-RING MAIN CASE 86 GASKET, MAIN V.B./TRANSFER PLATE
34 FITTING, COOLER 87 PLATE, MAIN V.B./TRANSFER
35 FITTING ASSEMBLY, COOLER 88 GASKET, TRANSFER/MAIN CASE
36 CASE, MAIN 89 SCREW, TRANSFER PLATE ON V.B.
37 BREATHER, PIPE 90 SCREW, SERVO COVER
38 SEAL, O-RING 91 COVER, SERVO PISTON
39 RESERVOIR 92 GASKET, COVER/SERVO PISTON
40 SCREW, SPEEDO DRIVEN GEAR ASSEMBLY 93 RING, RETAINING SERVO PISTON
41 GEAR ASSEMBLY, SPEEDO DRIVEN 94 CLIP, SERVO PISTON
42 GASKET, EXTENSION CASE 95 NUT, SERVO SCREW
43 EXTENSION ASSEMBLY 96 SCREW, SERVO PISTON
44 SEAL, O-RING/SPEED SENSOR 97 PISTON, SERVO
45 SENSOR ASSEMBLY, SPEED 98 SEAL, RING/SERVO PISTON
46 SCREW, SPEED SENSOR 99 SPRING, CUSHION/SERVO PISTON
47 NUT, OUTPUT SHAFT/DRIVE FLANGE 100 SEAT, CUSHION SPRING
48 SEAL, O-RING/DRIVE FLANGE 101 SLEEVE, SERVO PISTON ADJUST
49 FLANGE, DRIVE 102 ROD, APPLY/SERVO PISTON
50 SEAL, EXTENSION ASSEMBLY 103 SPRING, RETURN/SERVO PISTON
51 BEARING, NEEDLE/EXTENSION 104 GASKET, ADAPTER CASE/TRANSFER PLATE
52 SCREW, EXTENSION/MAIN CASE 105 TRANSMISSION CONTROL MODULE
53 SPRING, PARKING PAWL LOCK 106 SERVO PISTON ASSEMBLY

Figure 91

PUMP ASSEMBLY
206 209
207
206
208

203
204
217
205 216
215
214

210

211
202 213
201 212
201 GEAR, OIL PUMP DRIVE
202 GEAR, OIL PUMP DRIVEN 210 VALVE, CONVERTER CLUTCH CONTROL
203 PIN, BOOST VALVE SLEEVE 211 SPRING, CONVERTER CLUTCH CONTROL VALVE
204 SLEEVE, BOOST VALVE 212 PLUG, CONVERTER CLUTCH CONTROL VALVE
205 VALVE, BOOST 213 PIN, SPRING
206 SEAT, SPRING/PRESSURE REGULATOR VALVE 214 PISTON, THROTTLE SIGNAL ACCUMULATOR
207 SPRING, PRESSURE REGULATOR VALVE 215 SPRING, THROTTLE SIGNAL ACCUMULATOR
208 VALVE, PRESSURE REGULATOR 216 SEAT, SPRING/ THROTTLE SIGNAL ACCUMULATOR
209 PUMP ASSEMBLY, OIL 217 RING, SNAP/THROTTLE SIGNAL ACCUMULATOR

Figure 92 95
 VALVE BODY ASSEMBLIES

309

320
319
306 318
310

323
321
317 317
325
324
322
305
304 309
303 326
305
308
317
307
312 301
311
310

302

302

301 BODY, VALVE MAIN CASE 317 BALL, CHECK

302 PIN, SPRING 318 VALVE, 1-2 ACCUMULATOR CONTROL
303 SOLENOID ASSEMBLY, ON/OFF N.C. 319 SPRING, 1-2 ACCUMULATOR CONTROL (OPTIONAL)
304 VALVE, 1-2 & 3-4 SHIFT 320 VALVE, 1-2 ACCUMULATOR
305 SPRING, 1-2 & 3-4 (2-3) SHIFT 321 WASHER, WAVED PWM SOLENOID
306 RETAINER, VALVE 322 PIN, SOLENOID PWM
307 SOLENOID ASSEMBLY, ON/OFF N.O. 323 SOLENOID ASSEMBLY, BAND CONTROL PWM
308 VALVE, 2-3 SHIFT 324 SCREEN ASSEMBLY, PWM SOLENOID
309 PIN, SPRING 325 PLUG, SCREEN
310 PLUG, VALVE BORE 326 VALVE, MANUAL
311 SPRING, VALVE LOW PRESSURE CONTROL
312 VALVE, LOW PRESSURE CONTROL

Figure 93

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

417
402
416

96 Figure 94
 OVERDRIVE INTERNAL COMPONENTS
NEW 513

SOME OLD
MODELS
513
503 512
510 511
508
506
505
504
503

502
➤
➤

501

SOME
MODELS 529
522
528
527
526
525
524
523

522
521
SOME
➤
➤

519 MODELS
518
517 520
516
515
514

534
533
532

531
530

501 RETAINER, 4TH CLUTCH 519 GEAR, OVERDRIVE SUN

502 PLATE, 4TH CLUTCH (STEEL) 520 PLATE, WAVED/OVERRUN CLUTCH
503 PLATE ASSEMBLY, 4TH CLUTCH (LINED) 521 PLATE , OVERRUN CLUTCH (STEEL)
504 RETAINER & BALL ASSEMBLY, CHECK VALVE 522 PLATE ASM., OVERRUN CLUTCH (LINED)
505 SEAL, O-RING/TURBINE SHAFT 523 PLATE, BACKING/OVERRUN CLUTCH
506 SHAFT, TURBINE 524 RING, SNAP/OVERRUN CLUTCH HOUSING
508 RING, OIL SEAL/TURBINE SHAFT 525 CARRIER ASSEMBLY, OVERDRIVE COMPLETE
510 HOUSING, OVERRUN CLUTCH 526 RING, SNAP/TURBINE SHAFT/CARRIER
511 SEAL, OVERRUN CLUTCH (INNER) 527 BEARING ASSEMBLY, THRUST
512 SEAL, OVERRUN CLUTCH (OUTER) 528 GEAR, OVERDRIVE INTERNAL
513 PISTON, OVERRUN CLUTCH 529 WASHER, THRUST/INTERNAL GEAR/SUPPORT
514 SPRING, OVERRUN CLUTCH RELEASE 530 RING, SNAP/ADAPTER/4TH CLUTCH SPRING
515 RETAINER, RELEASE SPRING/OVERRUN CLUTCH 531 RETAINER & SPRING ASSEMBLY, 4TH CLUTCH
516 ROLLER ASSEMBLY, OVERDRIVE CLUTCH 532 PISTON, 4TH CLUTCH
517 CAM, OVERDRIVE ROLLER CLUTCH 533 SEAL, 4TH CLUTCH PISTON (INNER)
518 RING, SNAP/OVERRUN CLUTCH HUB 534 SEAL, 4TH CLUTCH PISTON (OUTER)

Figure 95 97
 INTERNAL COMPONENTS

618
617

616
615
614
613
612
611
610
609
608

625

629
SOME 630
MODELS 629
628

627
626
625
613
623
611
622 648
621 647
649
650
649
620
646
636
644 645
643
642
641
640
611 639
638
637
635
634 674
SOME
MODELS
632
631

672 673
668
667 671
664
675
659 SOME
658 MODELS
SOME
MODELS
653
652
651

SOME
653 MODELS

98 Figure 96
 INTERNAL COMPONENTS

608 SEAL, REVERSE CLUTCH PISTON (INNER) 638 PISTON, 3RD CLUTCH
609 SEAL, REVERSE CLUTCH PISTON (OUTER) 639 SEAT, SPRING/3RD CLUTCH
610 PISTON, REVERSE CLUTCH 640 RING, RETAINING
611 SPRING, PISTON CLUTCH 641 PLATE, SPRING CUSHION/3RD CLUTCH
612 SEAT, SPRING/REVERSE CLUTCH 642 PLATE, 3RD CLUTCH (STEEL)
613 RING, RETAINING 643 PLATE ASSEMBLY, 3RD CLUTCH (LINED)
614 PLATE, WAVED/REVERSE CLUTCH 644 WASHER, THRUST/INPUT SUN
615 PLATE, REVERSE CLUTCH (STEEL) 645 BEARING, INPUT SHAFT/GEAR ASSEMBLY
616 PLATE ASSEMBLY, REVERSE CLUTCH (LINED) 646 GEAR ASSEMBLY, INPUT SUN
617 PLATE, REVERSE CLUTCH PRESSURE/SELECTIVE 647 RACE ASSEMBLY, SPRAG
618 DRUM ASSEMBLY, 2ND CLUTCH 648 RING, RETAINING/SPRAG
620 SEAL, 2ND CLUTCH PISTON (INNER) 649 RING, RETAINING
621 SEAL, 2ND CLUTCH PISTON (OUTER) 650 CAGE ASSEMBLY, SPRAG
622 PISTON, 2ND CLUTCH 651 BEARING, OUTPUT SHAFT/INPUT SUN
623 SEAT, SPRING/2ND CLUTCH 652 WASHER, OUTPUT SHAFT/INPUT SUN
625 PLATE, WAVED/2ND CLUTCH 653 CARRIER ASSEMBLY, PLANETARY
626 PLATE, 2ND CLUTCH (STEEL) 658 GEAR, REACTION SUN
627 PLATE ASSEMBLY, 2ND CLUTCH (LINED) 659 DRUM, REACTION SUN
628 SPACER, 2ND CLUTCH 664 BAND ASSEMBLY, BRAKE
629 RING, RETAINING 667 SEAL, RING/WHEEL PARKING LOCK
630 GEAR, RING 668 WHEEL, PARKING LOCK
631 WASHER, THRUST/2ND CLUTCH/3RD CLUTCH 671 GEAR, SPEEDO WHEEL
623 THRUST WASHER, CLUTCH HUB 672 WHEEL, SPEEDO
634 DRUM ASSEMBLY, 3RD CLUTCH 673 RING, RETAINING
635 SEAL, 3RD CLUTCH PISTON (INNER) 674 PLATE ASSEMBLY, 3RD CLUTCH (LINED)
636 WASHER, RETAINING 675 BEARING, THRUST ASSEMBLY
637 SEAL, 3RD CLUTCH PISTON (OUTER)

Figure 97

CENTER SUPPORT ASSEMBLY

702
SOME
MODELS 703

707
702

703 706

704

705

701 CENTER SUPPORT

702 RETAINER PLATE
701 703 PLUG, LOCKOUT
704 SPRING, OVERRUN LOCKOUT
705 VALVE, OVERRUN LOCKOUT
706 VALVE, REVERSE LOCKOUT CONTROL
707 SPRING, REVERSE LOCKOUT

Figure 98 99
 BASIC SPECIFICATIONS
Transmission Drive Converter Bolt Circle Diameters
Rear Wheel Drive For 245 mm Converter – 228.0 mm
to 247.7 mm
Transmission Type For 260 mm Converter – 227.0 mm
4L30-E = 4: Four Speed to 247.7 mm
L: Longitudinal Mount
30: Product Series Converter Stall Torque Ratio Range
E: Electronically Controlled For 245 mm Converter – 1.63 to 2.70
Automatic Overdrive with For 260 mm Converter – 1.70 to 2.57
Torque Converter Clutch Assembly
Converter “K” Factor Range
Current Engine Range For 245 mm Converter – 122 to 240
1.6L to 4.3L Gasoline For 260 mm Converter – 129 to 187
Not all “K” Factors are applicable across the entire range of Converter Stall
Control Systems Torque Ratios.
Shift Pattern –
Transmission Fluid Capacities (Approximate)
(2) 3-Way On/Off Solenoids
Dry: 6.4L (7 QT) with 245 mm Converter
Shift Quality –
Dry: 7.8L (8 QT) with 260 mm Converter
(1) Force Motor
(1) "High Flow" Pulse Width Modulated Transmission Weight
Solenoid (for 3-2 Downshifts Only) For 245 mm Converter For 260 mm Converter
Torque Converter Clutch – Dry: 69.1 Kg (152.33 LB) Dry: 72.4 Kg (159.06 LB)
(1) 2-Way On/Off Solenoid Wet: 76.0 Kg (167.55 LB) Wet: 80.5 Kg (177.47 LB)
Additional transmission and engine sensors are provided depending on
transmission/powertrain application. Transmission Packaging Information*
Overall Length**
Gear Ratios Base Optional 725.14 mm to 793.64 mm (245 mm Converter)
1st 2.400 2.860 733.39 mm to 801.89 mm (260 mm Converter)
2nd 1.479 1.620
3rd 1.000 1.000 Main Case (Reference)**
4th 0.723 0.723 430.4 mm
Rev 2.000 2.000 Converter Housing
142.75 mm minimum with 245 mm Converter
Maximum Engine Torque 152.0 mm minimum with 260 mm Converter
350 Nm (258 LB-FT, 36 Kg-M)
Extension Housing**
Maximum Gearbox Torque 219.6 mm minimum with Slip Yoke Design
597 Nm (440 LB-FT, 61 Kg-M) 115.0 mm minimum with Fixed Yoke Design
70.0 mm minimum with 4-wheel Drive
The maximum torque limits are only to be used as a guide and may not be
applicable under certain conditions.
* All dimensions shown are nominal.
** Determined by customer requirements.
Maximum Shift Speed
245mm 260mm 7 Position Quadrant
Converter Converter (P, R, N, D, 3, 2, 1)
1-2 6,500 RPM 7,000 RPM
2-3 6,500 RPM 7,000RPM Pressure Taps Available
3-4 6,500 RPM 7,000RPM Line Pressure
The maximum shift speed allowed in each engine application must be
calculated. Manufacturing Location
Strasbourg, France
Maximum Gross Vehicle Weight (Estimate)
3,500 Kg (7,716 LB) Information may vary with application. All information, illustrations
and specifications contained in this brochure are based on the latest
Transmission Fluid Type product information available at the time of publication approval. The
right is reserved to make changes at any time without notice.
Dexron® IIE

Converter Sizes Available

245 mm and 260 mm (Reference)

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 HYDRA-MATIC PRODUCT DESIGNATION SYSTEM
The product designation system used for all Hydra-matic The third and fourth characters consists of a set of numbers,
transaxles and transmissions consists of a series of numbers (i.e. “30”), that designate the transaxle or transmission “Se-
and letters that correspond with the special features incorpo- ries” number. This number signifies the relative torque
rated in that product line. The first character is a number that capacity of the unit.
designates the number of forward gear ranges available in that
unit. For example: 4 = four forward gear ranges. The fifth character designates the major features incorporated
into this unit. For example, the letter “E” designates that the
The second character is a letter that designates how the unit is unit has electronic controls.
mounted in the vehicle. When the letter “T” is used, it
designates that the unit is transversely mounted and is used By using this method of classification, the HYDRA-MATIC
primarily for front wheel drive vehicles. The letter “L” 4L30-E is a 4-speed, longitudinally mounted, 30 series unit.
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 transmis-
sion but not specific to a front or rear wheel drive vehicle
application.

HYDRA-MATIC 4L30-E

HYDRA-MATIC 4 L 30 E

Number of Type: Series: Major Features:

Speeds: T - Transverse Based on E - Electronic Controls
3 L - Longitudinal Relative A - All Wheel Drive
4 M - Manual Torque HD - Heavy Duty
5 Capacity
V (CVT)

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