Trasmision Automatic A Buick-Oldmobile 4T65E

4T65-E
HYDRA-MATIC
CONTENTS
INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 HOW TO USE THIS BOOK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 UNDERSTANDING THE GRAPHICS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 TRANSMISSION CUTAWAY VIEW (FOLDOUT) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8 GENERAL DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 PRINCIPLES OF OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9A MAJOR MECHANICAL COMPONENTS (FOLDOUT) . . . . . . . . . . . . . . . . . . . 10 RANGE REFERENCE CHART . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11 TORQUE CONVERTER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12 APPLY COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15 PLANETARY GEAR SETS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27 HYDRAULIC CONTROL COMPONENTS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33 ELECTRICAL COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45 POWER FLOW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 53 COMPLETE HYDRAULIC CIRCUITS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 81 LUBRICATION POINTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 104 THRUST WASHER LOCATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 105 BUSHING LOCATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 106 BEARING LOCATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .107 LIP SEAL LOCATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 108 SQUARE AND O-RING SEAL LOCATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 109 GASKET LOCATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .110 ILLUSTRATED PARTS LIST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 111 BASIC SPECIFICATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 122 PRODUCT DESIGNATION SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 123 GLOSSARY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 124 ABBREVIATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 126 INDEX . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 127
PREFACE
The Hydra-matic 4T65-E Technicians Guide is intended for automotive technicians that are familiar with the operation of an automatic transaxle or transmission. Technicians or other persons not having automatic transaxle or transmission know-how may find this publication somewhat technically complex if additional instruction is not provided. Since the intent of this book is to explain the fundamental mechanical, hydraulic and electrical operating principles, technical terms used herein are specific to the transmission industry. However, words commonly associated with the specific transaxle or transmission function have been defined in a Glossary rather than within the text of this book. The Hydra-matic 4T65-E Technicians Guide is also intended to assist technicians during the service, diagnosis and repair of this transaxle. However, this book is not intended to be a substitute for other General Motors service publications that are normally used on the job. Since there is a wide range of repair procedures and technical specifications specific to certain vehicles and transaxle models, the proper service publication must be referred to when servicing the Hydra-matic 4T65-E transaxle.
COPYRIGHT 1997 POWERTRAIN GROUP General Motors Corporation ALL RIGHTS RESERVED
All information contained in this book is based on the latest data available at the time of publication approval. The right is reserved to make product or publication changes, at any time, without notice. No part of any GM Powertrain publication may be reproduced, stored in any retrieval system or transmitted in any form or by any means, including but not limited to electronic, mechanical, photocopying, recording or otherwise, without the prior written permission of Powertrain Group of General Motors Corporation. This includes all text, illustrations, tables and charts.
INTRODUCTION
The Hydra-matic 4T65-E Technicians Guide is another Powertrain publication from the Technicians Guide series of books. The purpose of this publication, as is the case with other Technicians Guides, is to provide complete information on the theoretical operating characteristics of this transaxle. Operational theories of the mechanical, hydraulic and electrical components are presented in a sequential and functional order to better explain their operation as part of the system. In the first section of this book entitled Principles of Operation, exacting explanations of the major components and their functions are presented. In every situation possible, text describes component operation during the apply and release cycle as well as situations where it has no effect at all. The descriptive text is then supported by numerous graphic illustrations to further emphasize the operational theories presented. The second major section entitled Power Flow, blends the information presented in the Principles of Operation section into the complete transaxle assembly. The transfer of torque from the engine through the transaxle is graphically displayed on a full page while a narrative description is provided on a facing half page. The opposite side of the half page contains the narrative description of the hydraulic fluid as it applies components or shifts valves in the system. Facing this partial page is a hydraulic schematic that shows the position of valves, 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. Fold-out pages containing fluid flow schematics and two dimensional illustrations of major components graphically display hydraulic circuits. This information is extremely useful when tracing fluid circuits for learning or diagnosis purposes. The Appendix section of this book provides additional transaxle information regarding lubrication circuits, seal locations, illustrated parts lists and more. Although this information is available in current model year Service Manuals, its inclusion provides for a quick reference guide that is useful to the technician. Production of the Hydra-matic 4T65-E Technicians Guide was made possible through the combined efforts of many staff areas within the General Motors Powertrain Division. As a result, the Hydra-matic 4T65-E Technicians Guide was written to provide the user with the most current, concise and usable information available regarding this product.
HOW TO USE THIS BOOK

First time users of this book may find the page layout a little unusual or perhaps confusing. However, with a minimal amount of exposure to this format its usefulness becomes more obvious. If you are unfamiliar with this publication, the following guidelines are helpful in understanding the functional intent for the various page layouts: Read the following section, Understanding the Graphics to know how the graphic illustrations are used, particularly as they relate to the mechanical power flow and hydraulic controls (see Understanding the Graphics page 6). Unfold the cutaway illustration of the Hydramatic 4T65-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 transaxle 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 transaxle. This section describes how specific components work and interfaces with the sections that follow. The Power Flow section (beginning on page 53) presents the mechanical and hydraulic functions corresponding to specific gear ranges. This section builds on the information presented in the Principles of Operation section by showing specific fluid circuits that enable the mechanical components to operate. The mechanical power flow is graphically displayed on a full size page and is followed by a half page of descriptive text. The opposite side of the half page contains the narrative description of the hydraulic fluid as it applies components or moves valves in the system. Facing this partial page is a hydraulic schematic which shows the position of valves, 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 81) details the entire hydraulic system. This is accomplished by using a fold-out circuit schematic with a facing page two dimensional fold-out 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 transaxle, disassembled view parts lists and transaxle specifications. This information has been included to provide the user with convenient reference information published in the appropriate vehicle Service Manuals. Since component parts lists and specifications may change over time, this information should be verified with Service Manual information.
HOW TO USE THIS BOOK

LARGE CUTAWAY VIEW OF TRANSAXLE (FOLDOUT) HALF PAGE TEXT FOR EASY REFERENCE TO BOTH PAGES RANGE REFERENCE CHART
HYDRA-MATIC 4T65-E
TORQUE CONVERTER (1) MANUAL REVERSE SERVO SHAFT ASSEMBLY (807) (39-49) PARKING LOCK ACTUATOR (800) 3RD SPRAG CLUTCH ASSEMBLY (670) INPUT SPRAG INPUT CLUTCH CARRIER ASSEMBLY ASSEMBLY (722) (672) REACTION CARRIER ASSEMBLY (675) 1/2 SUPPORT AND DRUM (687)
1 POWER FROM TORQUE CONVERTER (1) 1a INPUT CLUTCH *APPLIED 1b INPUT SPRAG (664) *HOLDING 1c INPUT SUN GEAR (668) DRIVING
PARK
Engine Running
1d INPUT CARRIER PINIONS ROTATE 1e INPUT INTERNAL GEAR HELD (POWER TERMINATES) 3a REACTION PLANETARY PINION ROTATE 2b PARKING GEAR (696) LOCKED 2 2a POSSIBLE TORQUE POWER TO FINAL TRANSMITTED FROM DRIVE VEHICLE PINIONS
1/2 SUPPORT ROLLER CLUTCH ASSEMBLY (683)
LINE
30
EX
17
INPUT CL
3RD
LINE
ACT FD LIM VALVE

EX
TORQUE SIG
35
ORIFICED EX
2-3 SIGNAL
EX
EX 4TH CL IN CL FD
AUX INPUT CL FD 2-1 MAN SERVO
EX
EX
3-4 ACCUMULATOR ASSEMBLY (421-428)
2/1 BAND ASSEMBLY (680)

1/2 ROLLER CLUTCH SUPPORT FREEWHEELING
CASE COVER ASSEMBLY (400)
DRIVE LINK ASSEMBLY (507)
OUTPUT SHAFT (510)
4TH CLUTCH HUB & SHAFT ASSEMBLY (504)
4TH CLUTCH ASSEMBLY (500-502)
DRIVEN SPROCKET (506)
FILTER ASSEMBLY (100)
DRIVEN SPROCKET SUPPORT (609)
REVERSE BAND ASSEMBLY (615)
2ND CLUTCH ASSEMBLY (620-627)
3RD CLUTCH ASSEMBLY (639-649)
MANUAL 2/1 SERVO ASSEMBLY (103-115)
INPUT CLUTCH ASSEMBLY (654-659)

Figure 47
*APPLIED BUT NOT EFFECTIVE
1-2 ACCUMULATOR
2ND CLUTCH
CO MP LE TE HY DR 50 PA AULI B GE C 76 CIR CU IT
EX 1-2 ACCUMULATOR

1-2 ACCUMULATOR
Figure 6
50
Figure 48
PAGE NUMBER FOR REFERENCE TO FLUID FLOW SCHEMATIC
FLUID FLOW SCHEMATIC (FOLDOUT) A

PARK
(Engine Running)
REV SERVO
LUBE
2ND CL 3RD CL/LO-1ST

TCC
RELEASE
TCC APPLY
3RD CL
LO
LUBE COOLER
CASE (3) CASE COVER (400)
LOW /1ST GEAR CONVERTER FEED LO-1ST
LINE
3RD CLU/ LO 1ST
LINE REV SERVO
LINE
LO-1ST
4TH CL
39b
5a 10c
38a
39a
11b
38b
19b
18g
41a
29d
20a
40a
20c
10b
2c
11a
40c
#9
29c
29b
18k
7a
28
24
27
14
12
19
31
17
15
16
33
29
20
14b
SPACER PLATE (370)
19e
3a
2a
2d
2x
LO
#7
#10
#5
#6
PRN
31b
11g
39c
16a
11e
19c
31a
11d
20b
11c
41b
41c
GASKET (369)
3RD CLUTCH
#3
19d
LO BLOW OFF VALVE
REVERSE
8a
39d
8b
11f
2b
2c
2y
TORQ SIG
D-4
LINE LINE
LO-1ST PRN
TORQUE SIG
D-4
1-2,3-4 SIG
GASKET (371) CONTROL VALVE BODY (300)
2z
29a
38c
40b
18f
19f
EX D4
ACT FD
19g
18a
LOW /1ST GEAR LINE LINE
CONV FD
D SRV AP
REV SERV
LO-1ST
2ND CLUTCH
EX
FWD SERVO
LO-1ST
LINE REV BST
PRESS REG VALVE
LINE
2-3 SIGNAL
FWD BST
D-4
LO
REV BST
REV LINE
REVERSE

LINE
2-3 Shift Solenoid N.O.
EX
D4
EX
3RD CLU
EX
DECREASE
REVERSE
3RD
REV
INPUT CL
PRN REVERSE
PRN
D-2 D-3
DECREASE LO
LO
LO D4
CONV FD TORQUE SIG LOW/1ST GEAR
3RD ORIF EX
LINE
LINE
TCC RELEASE
TCC APPLY
EX
D2
D4
EX
31e
LUBE COOLER
1-2,3-4 SIG 2ND 3RD LINE
D2
4TH CL 2-3 OFF SIG 3RD
35b
23
D3
VBS
D2
33a
36b
LINE LINE
FILT LINE
DECREASE
D4 D3
TORQUE SIG REG

EX EX
2-3 SHIFT VALVE

EX EX
3-2 MAN DS
2ND CL
D2
3RD
18c
EX
3RD CLUTCH
EX
EX
D3
ACT FD LIM VALVE
3-4 ACCUM
TORQUE SIG 3RD INPUT CL FD
2e 42e 21 18d 2g 3 2w 2p 18e 42d 42f 42g
FWD SERVO
LINE
EX
INPUT CL FD
OIL PUMP
ORIFICED EXH
1-2 ACCUM VALVE
EX EX
EX
TCC RELEASE
ACT FD ACT FD
D3 2ND
SUCTION
2-3 OFF SIG
2ND
EX
LINE
2ND D4
TCC REG APP
TCC SIG (PWM)
D4
TCC REG APPLY
EX
EX
TORQUE SIG
3RD
3-4 ACCUM
EX
2-3 ACCUM
37c 37d 8 24c

24a
LINE
LINE
LINE
TCC APPLY
1
TORQUE SIG
3RD
2-3 ACCUM
1-2 ACCUM
TCC RELEASE
3-4 ACC
LUBE
ACCUMULATOR HOUSING (140) ACCUMULATOR SPACER PLATE (134)
EX
LUBE COOLER
ACT FD
2ND CL
LINE
EX
LINE
25f 27a
14b
25g 27b
14a
13b
13a
25a
25d
27c
15a
10a
29e
23b
22a
42a
42b
23c
12a
42c
29f
25c
25b
9a
2m
8c
6b
2n
2h 2l
29g
2k
25e
9b
12b
8d
8g
8e
25
26
18
6a
#2
32
22
10
11
32
42
43
23a
22b
29h
2q
2v
8f
2r
2t
ACCUMULATOR COVER (132)
CASE (3)
LINE
MAN 2-1 SERVO FD
THERMOSTATIC ELEMENT (121)
2ND CL BOTTOM PAN (24)

EX
PRESSURES
INTAKE & DECREASE CONVERTER & LUBE MAINLINE ACTUATOR FEED ACCUMULATOR SOLENOID SIGNAL TORQUE SIGNAL
TORQUE CONVERTER BLOW-OFF
COOLER BALL CHECK VALVE
2ND CL CASE COVER (400) CASE (3) COOLER
76
HALF PAGE TEXT AND LEGEND
ACTUATOR FD
16
43
22
19
LINE
MANUAL 2/1 SERVO (108)
FORWARD SERVO APPLY PIPE (124)
FORWARD SERVO (15-22)
13
31
16
19
15
(28)
27
11
15
16
45
(29)
CASE (3) (Bottom)
23 23
22
22
37
(29)
16
16
16
15
(28)
ORIFICED CUP PLUG
MANUAL SERVO APPLY PIPE (125)
FWD SERVO
CASE COVER (400) (Case Side)
CASE (3) (Case Cover Face)
ACCUMULATOR SPACER PLATE (134)
Figure 74
FOLDOUT 77
COMPLETE ILLUSTRATED PARTS LIST
Figure 1
1-2 ACCUM 2-3 ACCUM

16
42
42
42
TORQUE SIG
FWD SERVO COOLER
2ND CL MAN 2-1 SERVO FD
22 23
27
42 31
15
37
42
15
13
19 37
31 27
23
3RD CL MAN 2-1 SERVO FD 1-2 ACCUM
42
22
EX
EX
EX
33
24
42
45
23
27
31
LINE
24b
D3
2-3 AC
2-3 ACCUMULATOR (136)
LUBE PIPE (126)
TCC REL
TCC CONTROL (PWM) EX Solenoid
ACTUATOR FD
ACT FD
TORQ SIG
D4
TCC CONTROL VALVE
1-2 ACCUM LINE 1-2 ACCUM LINE D4
LINE
TORQUE SIG CONVERTER FEED 3RD LOW/1ST GEAR CONVERTER FEED D2 2ND TCC APPLY
LINE
2-3 SIG MAN 2-1 SERVO
37a 13 18b
4TH CL LINE
EX
D4

XE XE
Pressure Control Solenoid
36c
37b
D3
TFP SWITCH
3RD
ACT FD
D2 AUX INP CL FD
#8
PUMP BODY (202)
D3
LINE
1-2, 3-4 Shift Solenoid N.O. ON
3-4 SHIFT VALVE
4-3 MDS
1-2 SHIFT VALVE
LO-1ST
D-4
IN CL FD
AUX INPUT CL FD D2
3RD
3RD
D4 2-3 SIG
EX
4a
30
2f
#4
39e
31f 39f 39g 31c 31d 36a 35a
ON
LO-1ST 3RD CL 3RD CL
D3 PRN REVERSE
4TH CL INPUT CL 2ND CL 3RD CL/LO-1ST 3RD CL LO LO-1ST CHAIN OILER
4TH CL INPUT CL 2ND CL 3RD CL/LO-1ST 3RD CL LO LO-1ST PRN REVERSE
COOLER CONNECTOR (29)
1 2 D D NR
EX
MANUAL VALVE
4TH CL 3-4 ACCUM
CASE COVER (400)
LUBE
LUBE
EX
LUBE
REVERSE SERVO (39-49)
LINE PRESSURE TAP (38)
3RD CL/LO-1ST 2ND CL 4TH CL
INPUT CL 3RD CL/LO-1ST
; ;; ;;
TORQUE CONVERTER (1)
B
4TH CLUTCH HOUSING DRIVEN SPROCKET SUPPORT (609)
C
INPUT HOUSING ASSEMBLY (632) COOLER
INPUT CL
2ND CLUTCH HOUSING(617)
INPUT CL
COOLER
CC
RR
CL
CL U TC H
;;;;;; ;;;;; ;; ; ; ;;; ;; ;;;; ;;

(P) Park l thethe oi r inPARK leve fromwing: ctor sure follo sele pres the Reg: the e to ith n, lincted lve(218)sure) W sitio re Va es po p is di lator (line prion pum re Regu tputnsmissp ou m
su mp tra pu Preses pu to the hen mand ulat rdingents. W e de m th fro accoirem ceeds, fluidr requut ex sure lato outp e presre regu of lin essu pr the
FLUID FLOW THROUGH COMPONENTS (FOLDOUT)
RK g PA nnin u eR gin En
FE ED
; ; ; ;; ;; ; ; ;;; ;;;; ; ;; ;;;; ; ; ;; ;;; ; ; ;;; ;; ;;;; ; ;;; ;;; ; ; ;;

Engine Running
373(#6)
373(#5)
42
42
40 4
42
42
42
18
38
41
19
18
39
11 2
17
43
40
19
38
39
18
17
40
38
(219)
42
19
28
29
2518 20
42
28
36
18
17
18
39
11 5
10
17
28 36
11
17
35
18
36
7 6 29 33 42
39
42
43
35
37
21
6 18 2 2
42
42
42
28
36 3742
18 29 42 29 29
2 8 43
43
11
13
43
29
24
29
25
13
13
20
37
14
19
43
31
42
22
42
8 42 1111 13
12
22
31
24
19
15
43
43
13
42
42
24
42
42
13
23
23
42
28
22
31
25
12
43
27
27
43
43
23
43
19
14
15
PUMP COVER (201) (Oil Pump Body Side)
OIL PUMP BODY (202) (Pump Cover Side)
OIL PUMP BODY (202) (Control Valve Body Side)
372(#8)
372(#9) 372(#10)
CONTROL VALVE BODY (300) (Oil Pump Body Side)

18 2/11 3
CONTROL VALVE BODY (300) (Case Cover Side)

372(#3)
3 2 19 19
40
19
19
19
SCREEN/SEAL ASM. (382)
40 40
41
19 18 19 38
2/11 18
38
39
7 18
39
29
20
25
11
3a 2a 41b/40b 19d/18f 15 18g 19e 2c 20 29 2b/11a 40a SCREEN/SEAL 41a 38b 16 19b 41c/40c 18a ASM. (382) 19c/18k SCREEN/SEAL 30 7a 29e 20a 39f 2x ASM. (382) 38a 2f/4b 2e 36a 18e 18d 2d
41
43
17
39a 39b
14
8b
40 41 2
19
41
19 19 19 38
18
38
42
38 36 35
41
38
36
39
10
25a 39d/38c 39e
39c 27 5a/10c 1 11b 10b
39
39
18
19
39
36
18
2 29 25
20
10
10
11
20
36
38
37
36
35
33
34
36
29
37c
18
37
31
24
18 42 29
29
11
2 10
29
2 29
25
11
37
31
22 22 2
42
31
29 8
20 42
14
42
13
11
24
11
12 42
24
23
23
42
13
22
31
25
26
12
27
19
23
25
14
15
19
14
11d 28 29c 25b 31b/29b 31a/29a 20c 42b 11g 14c 8g 24 8e 9a 4 31c 19 11e 2p 10 22b 3 9b 13a 12a 42g 16/2s 2t 2r 11f 24b 18 8f 6 12 42a 24c 9 11 2v 2q 13b 23c 8 42c 26 23a 5 31d 25c 12b 22a 26a 32 2n 25e 19f 27c 25 25d 1a 14a 15a 23b 14b 19g 37d 31e
2
31f
6b 22 42e 33 33a 29h 6a 18b 2y 29g 7 37b/36c 42b 35b 8d 37a 18c 23 43a/2g 29f 29d 20b/2z 24a 36b 35a
13
21
37
36
39 39
11
10
39
25
39
18
29
2h
35
8a
33
34
36
43
42
35
39
31
2m
37
29
6 18
29
2k
11c
8c
10a
18
42 35 29
10
25
33
37
43 43
11
35
31
43
29 20 30
25
11
10
29
42
43
24
11
20
43
29
18
11
22c
2w
42d 42f
37
31
31
31
20
31
24
2 8
22
42
42
14
43
14
11
11
42
43 2
42
16
22 2
42
24
13
11
12 42
25
43
42
43
11
42
24
24
23
23
42
13
12
25
26
43
12
13
22
27
31
19
13
42
23
25
14
15
43
19
31
25
31
37
27
43
15
13/14
19
14
14
GASKET IDENTIFICATION
GASKET(371) (Control Valve Body/Spacer Plate)
SPACER PLATE (370)

(37)
GASKET(369) (Spacer Plate/Case Cover)
372(#1)
372(#2)
CASE COVER (400) (Control Valve Body Side) NOTE: -
(38) 2
44
INDICATES BOLT HOLES
43
19
2 3
10
41
38
35
10
41
43
35
45
(126)
(128)
16 LUBE
- NON FUNCTIONAL HOLES HAVE BEEN REMOVED FROM COMPONENT DRAWINGS TO SIMPLIFY TRACING FLUID FLOW. - DUAL PURPOSE PASSAGES HAVE CHANNEL PLATE SIDE NUMBERS LISTED FIRST
(130)
412
33
42
42
38
16
19
16
19
42
22
37
23
16
- EXHAUST FLUID NOT SHOWN
22
37
31
31
27
23
27
23
27
16
37
37
ACCUMULATOR HOUSING (140)
37
19 37 16
22
22
37
(124) FORWARD SERVO APPLY PIPE (125) MANUAL SERVO APPLY PIPE
19
16
(126) LUBE PIPE (124) FORWARD SERVO APPLY PIPE (125) MANUAL SERVO APPLY PIPE
2/1 MANUAL SERVO BODY COVER (104)
FINAL DRIVE SUN GEAR SHAFT (689) HELD
LINE
1-2 ACCUM VALVE

2
TORQUE SIGNAL
EX
DRIVE SPROCKET (516)
FORWARD SERVO ASSEMBLY (15-22)
INPUT CARRIER ASSEMBLY (672)
REACTION CARRIER ASSEMBLY (675) HELD
REACTION SUN GEAR DRUM ASSEMBLY (678) FREEWHEELING
ACT FEED
LINE
LO/1ST GEAR
VBS
CONTROL VALVE ASSEMBLY (300)
FINAL DRIVE INTERNAL GEAR (693)
EX
EX
Pressure Control Solenoid N.O.
TORQUE SIG REG

EX
7
TORQUE SIGNAL
FORWARD BAND ASSEMBLY (688)
PARKING LOCK PAWL (694) ENGAGED
FINAL DRIVE SUN GEAR (697) HELD
#10
33
EX
EX
D3
D4
EX
OIL PUMP ASSEMBLY (200)
EX
3RD
2-3 OFF SIG
EX
PARKING GEAR (696) HELD
2ND LO/1ST GEAR
LINE
2-3 SHIFT VALVE
D2
3-2 MAN DS
LINE
LINE
13
43
372(#7)
5 43
2 10
43
10
25
43
14 43
43
40
37
39
31
33
37
22
16
27
23
22
23
37
CASE EXTENSION ASSEMBLY (6)
LO-1ST
1-2, 3-4 SIGNAL LO D4 3RD
1-2, 3-4 Shift Solenoid N.O.ON
1-2 SHIFT VALVE
21
2-3 OFF SIGNAL 2-3 SIGNAL
ACTUATOR FD
ORIFICED CUP PLUG (412)
LINE
1-2, 3-4 SIG
3-4 SHIFT VALVE
D3
4-3 MDS
D2
INPUT SHAFT & HOUSING ASSEMBLY (632)
31
EX
SPEED SENSOR (10)
INPUT SUN GEAR (668)
LINE
LINE
INPUT CLUTCH *APPLIED
3RD SPRAG CLUTCH ASSEMBLY
INPUT SPRAG (664) *HOLDING
CONV FD
LINE
12
LINE(from Pump)
EX
N.O.ON
LINE REV BST
PRESS REG VALVE
2-3 Shift Solenoid

16
15
LUBE
INPUT CLUTCH
LO-1ST
14
PRN
2-3 SIGNAL
DIFFERENTIAL/ FINAL DRIVE CARRIER ASSEMBLY (700)
LINE
LINE
PRN
#3
LINE PRESSURE TAP
VEHICLE SPEED SENSOR RELUCTOR WHEEL ASSEMBLY (527)
LUBE
D2 D3
LINE
PRN
PRN REV
D4
EX
p sure mp ou transpum Preses pu to the hen mand ulat rdingents. W e de m th fro accoirem ceeds, fluidr requut ex sure lato outp e presre regu of lin essu pr the
INPUT HOUSING ASSEMBLY (632)
INPUT CL
(P) Park l the e oi r in th leve fromwing: ctor sure follo sele pres the Regthe line to 8): ) Withtion, rected Valve(21 sure es posip is di lator (line prion pum Regu tput miss
PARK
Engine Running

1
LO
1 2 D D NR
EX
MANUAL VALVE
3RD CL/LO-1ST
DECREASE
51
372(#4)
32
4T
H
33
34
A
3
34
35
V
V
36
E
ER
37
O
V
ER
38
RU
D2
39
RI
FI
40
CE
3-
D2
SI
UNDERSTANDING THE GRAPHICS

CASE ASSEMBLY (3) GASKET SPACER PLATE/ CHANNEL PLATE (369) REVERSE SERVO ASSEMBLY (39-49) TORQUE CONVERTER (1)
GASKET VALVE BODY/ SPACER PLATE (371)
CONTROL VALVE BODY ASSEMBLY (300)
SPACER PLATE (370)
FORWARD SERVO ASSEMBLY (15-22) MANUAL 2/1 SERVO ASSEMBLY (106-115) FILTER ASSEMBLY (100)
1-2 & 2-3 ACCUMULATOR ASSEMBLY (124-140)
BOTTOM PAN (24)
Figure 2
The flow of transaxle fluid starts in the bottom pan and is drawn through the filter, case assembly, channel plate assembly, spacer plate and gaskets, control valve assembly and into oil pump assembly. This is a basic concept of fluid flow that can be understood by reviewing the illustrations provided in Figure 2. However, fluid may pass between the valve body, spacer plate, channel plate and other components many times before reaching a valve or applying a clutch. For this reason, the graphics are designed to show the exact location where fluid passes through a component and into other passages for specific gear range operation. To provide a better understanding of fluid flow in the Hydra-matic 4T65-E transaxle, the components involved with hydraulic control and fluid flow are illustrated in three major formats. Figure 3 (page 7-7A) provides an example of these formats which are:
6
A graphic schematic representation that displays valves, checkballs, orifices and so forth, required for the proper function of transaxle in a specific gear range. In the schematic drawings, fluid circuits are represented by straight line and orifices are represented by indentations in a circuit. All circuits are labeled and color coded to provide reference points between the schematic drawing and the two dimensional line drawing of the components. Figure 4 (page 7B) provides an illustration of a typical valve, bushing and valve train components. A brief description of valve operation is also provided to support the illustration. Figure 5 (page 7B) provides a color coded chart that references different fluid pressures used to operate the hydraulic control systems. A brief description of how fluid pressures affect valve operation is also provided.
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.

EX
TCC
RELEASE
TCC APPLY
4TH CL INPUT CL 2ND CL 3RD CL/LO-1ST 3RD CL LO LO-1ST CHAIN OILER CONVERTER FEED LO-1ST
5a
3RD CL
LO
3RD CLU/ LO 1ST
LO-1ST
4TH CL
39b
38a
39a
11b
38b
19b
18g
48a
29d
20a
40a
14b
29b
2b
2c
11a
TORQ SIG
LO-1ST PRN
TORQUE SIG
1-2,3-4 SIG
LOW /1ST GEAR LINE
D-4
D-4
LINE
LINE
2k
29a
38c
40b
40c
#9
19a
18k
18f
7a
SPACER PLATE (370)
28
24
27
14
12
19
31
17
15
16
33
29
34
20
19e
2a
2b
3a
2d
19f
EX D4
LO
#7
#10
#5
#6
PRN
31b
11g
18h
29c
39c
16a
11e
39d
19c
31a
11d
20b
11c
48b
48c
GASKET (369)
3RD CLUTCH
#3
19d
LO BLOW OFF VALVE
REVERSE
8a
11f
8b
5b
2e
2g
2h
2f
ACT FD
D SRV AP
REV SERV
LO-1ST
REV BST
REV LINE
REVERSE

LINE
39f
3RD CLU
3RD
REV
INPUT CL
LO LO-1ST
LO
D-4
IN CL FD
31d 36a 35a 31e
CONV FD TORQUE SIG
LINE
TCC RELEASE
TCC APPLY
D2
D4
EX
EX
TORQUE SIG REG

EX EX
2-3 SHIFT VALVE

EX EX
3-2 MAN DS
D4 D3
D2
3RD
18c
EX

ACT FD LIM VALVE
XE XE
3RD
INPUT CL FD
OIL PUMP
LOW/1ST GEAR
EX
ORIFICED EXH
1-2 ACCUM VALVE
EX EX
3-4 ACCUM
TCC RELEASE
D3
SUCTION
2-3 OFF SIG
2ND
EX
LOW/1ST GEAR
D4
TCC REL
TCC REG APP
D4
2n
TORQUE SIG
3RD
3-4 ACCUM
EX
2-3 ACCUM
LINE
LINE
TCC REG APPLY
TORQUE SIG
LINE
TCC APPLY
1
EX
3-4 ACCUM
3RD
2-3 ACCUM
2-3 AC
13b
13a
25a
25d
27c
15a
10a
29e
24b
42a
12a 42b
23a
24c
42c
29f
25c
25b
20d
20c
9a
2m
8a
6b
6a
2p
29g
42d
9b
12b
8d
26g
26h
24a
23b
25
26
2l
18
8g
32
22
10
11
29h
8h
8e
2s
26f
2v
2r
8f
2t
2ND CL
PRESSURES
INTAKE & DECREASE CONVERTER & LUBE LINE ACTUATOR FEED ACCUMULATOR SOLENOID SIGNAL TORQUE SIGNAL
BOTTOM PAN (24)

EX
2ND CL CHANNEL PLATE (400) CASE (3) COOLER
ORIFICED CUP PLUG
MAN 2-1 SERVO FD
GRAPHIC SCHEMATIC REPRESENTATION
OIL PUMP BODY (202)
CONTROL VALVE BODY ALVE ASSEMBLY ASSEMBLY (300)
CASE COVER ASSEMBLY ASSEMBLY (400)
THREE DIMENSIONAL PUMP COVER SIDE
THREE DIMENSIONAL CASE COVER SIDE
THREE DIMENSIONAL VALVE BODY SIDE
TWO DIMENSIONAL
TWO DIMENSIONAL
TWO DIMENSIONAL
Figure 3
TORQUE SIG
1-2 ACCUM
ACTUATOR FD
FWD SERVO COOLER

CASE (3)
EX
EX
EX
EX
2-3 ACCUM
FWD SERVO
#2
14b
27a
27b
25e
14a
ACT FD
24b
LUBE COOLER
D3
LUBE
3RD
1-2 ACCUM
TCC RELEASE
24a
FOLDOUT 7
37d 8 24c
37c
EX
LUBE PIPE (126)
2ND
18e
2ND CL
TCC SIG
2x 2w
D4
TCC CONTROL VALVE
1-2 ACCUM LINE 1-2 ACCUM LINE D4 LINE
ACTUATOR FD
ACT FD
2ND
TORQ SIG
CONVERTER FEED D2 2ND TCC APPLY
2z 42e 21 18d
4a
FWD SERVO
LINE
3RD CLUTCH
EX
EX
D3 EX
ACT FD ACT FD
CHANNEL PLATE (400)
3RD
TORQUE SIG CONVERTER FEED 3RD
LINE
37a 13 18b
4TH CL LINE
D4
EX
LINE
DECREASE
D3
TFP SWITCH
3RD
ACT FD
LINE
3RD
D2 AUX INP CL FD
36b
2-3 SIGNAL
#8
36c 37b
4TH CL 3-4 ACCUM
LUBE COOLER
1-2,3-4 SIG 2ND 3RD
D2
4TH CL 2-3 OFF SIG
35b
23
D3
VBS
D2
33a
3-4 SHIFT VALVE
4-3 MDS
1-2 SHIFT VALVE
3RD ORIF EX
PUMP BODY (202)
LO D4
LINE
D3
3RD
3RD CL D3
D2
PRN REVERSE
PRN
D-2 D-3
DECREASE
AUX INPUT CL FD
31c
3RD CL
EX
DECREASE
REVERSE

ON
39g
LO-1ST
EX
MANUAL VALVE
EX
31f
39e
LO
D4
EX
2-3 SIGNAL
FWD BST
LINE
30
D-4
#4
LO-1ST
LINE REV BST
PRESS REG VALVE
4b
2ND CLUTCH
EX
FWD SERVO
3RD
CONV FD
EX
1 2 D D NR
LINE
THERMO ELEMENT
19g
18a
D4 2-3 SIG 2-3 SIG
LUBE COOLER
CASE (3) CHANNEL PLATE (400)
LINE
LINE REV SERVO
LINE
PRN REVERSE
LUBE
LUBE
LUBE
LUBE
REV SERVO
;; ;; ;; ;;; ;;; ; ;; ;; ;; ;;

INPUT CL

INPUT CL
COOLER
ACCUMULATOR COVER SIDE
COOLER
ACCUMULATOR ACCUMULATOR HOUSING ASSEMBLY ASSEMBL (140)
THREE DIMENSIONAL
TWO DIMENSIONAL ACCUMULATOR HOUSING SIDE
ACCUMULATOR ACCUMULATOR SPACER SPACER PLATE TE (134)
SPACER PLATE (134)
THREE DIMENSIONAL
TWO DIMENSIONAL ACCUMULATOR HOUSING SIDE
ACCUMULATOR ACCUMULATOR COVER (132)
THREE DIMENSIONAL
SPACER PLATE (370)
TWO DIMENSIONAL CONTROL VALVE BODY SIDE
GASKET (371)
GASKET (369)
ALVE VALVE BODY SPACER SPACER PLATE TE (370)
THREE DIMENSIONAL
TWO DIMENSIONAL
FOLDOUT 7A

TYPICAL BUSHING & VALVE
BUSHING SPRING VALVE BORE PLUG
SPACER PLATE VALVE BODY
RESTRICTING ORIFICE
CHECK BALL
SPRING VALVE BORE PLUG BUSHING
BUSHING TO APPLY COMPONENT
SIGNAL FLUID
SIGNAL FLUID
EX WITH SIGNAL FLUID PRESSURE EQUAL TO OR LESS THAN SPRING AND SPRING ASSIST FLUID PRESSURE THE VALVE REMAINS IN CLOSED POSITION.
EX WITH SIGNAL FLUID PRESSURE GREATER THAN SPRING AND SPRING ASSIST FLUID PRESSURE THE VALVE MOVES OVER.
Figure 4
FLUID PRESSURES
INTAKE & DECREASE CONVERTER & LUBE LINE ACTUATOR FEED ACCUMULATOR SOLENOID SIGNAL
TORQUE SIGNAL

EXHAUST DIRECTION OF FLOW WITH EQUAL SURFACE AREAS ON EACH END OF THE VALVE, BUT FLUID PRESSURE "A" BEING GREATER THAN FLUID PRESSURE "B", THE VALVE WILL MOVE TO THE RIGHT. WITH THE SAME FLUID PRESSURE ACTING ON BOTH SURFACE "A" AND SURFACE "B" THE VALVE WILL MOVE TO THE LEFT. THIS IS DUE TO THE LARGER SURFACE AREA OF "A" THAN "B".
Figure 5
SPACER PLATE
APPLY FLUID
SPACER PLATE
EXHAUST FROM THE APPLY COMPONENT UNSEATS THE CHECKBALL, THEREFORE CREATING A QUICK RELEASE.
SPRING ASSIST FLUID
APPLY FLUID
SPRING ASSIST FLUID
APPLY FLUID SEATS THE CHECKBALL FORCING FLUID THROUGH AN ORIFICE IN THE SPACER PLATE, WHICH CREATES A SLOWER APPLY.
RETAINING PIN
VALVE BODY
7B
HYDRA-MATIC 4T65-E
TORQUE CONVERTER (1) MANUAL REVERSE SERVO SHAFT ASSEMBLY (807) (39-49) VEHICLE SPEED SENSOR RELUCTOR WHEEL ASSEMBLY (527) PARKING LOCK ACTUATOR (800) 3RD SPRAG CLUTCH ASSEMBLY (670) INPUT SPRAG INPUT CLUTCH CARRIER ASSEMBLY ASSEMBLY (722) (672) REACTION CARRIER ASSEMBLY (675) 1/2 SUPPORT AND DRUM (687)
1/2 SUPPORT ROLLER CLUTCH ASSEMBLY (683)
DIFFERENTIAL/ FINAL DRIVE CARRIER ASSEMBLY (700)
SPEED SENSOR (10)
OIL PUMP ASSEMBLY (200) CONTROL VALVE ASSEMBLY (300)
CASE EXTENSION ASSEMBLY (6)
DRIVE SPROCKET (516)
3-4 ACCUMULATOR ASSEMBLY (421-428)
2/1 BAND ASSEMBLY (680)
DRIVE LINK ASSEMBLY (507)
OUTPUT SHAFT (510)
4TH CLUTCH ASSEMBLY (500-502)

Figure 6
2ND CLUTCH ASSEMBLY (620-627)
3RD CLUTCH ASSEMBLY (639-649)
MANUAL 2/1 SERVO ASSEMBLY (103-115)
INPUT CLUTCH ASSEMBLY (654-659)
Figure 7
HYDRA-MATIC 4T65-E CROSS SECTIONAL VIEW

This illustration is a typical engineering cross sectional drawing of the Hydra-matic 4T65-E transaxle that has been used sparingly in this publication. Unless an individual is familiar with this type of drawing, it may be difficult to use when locating or identifying a component in the transaxle. For this reason, the three dimensional graphic illustration on page 8 has been the primary drawing used throughout this publication. It also may be used to assist in the interpretation of the engineering drawing when locating a component in the transaxle.
8A
These illustrations, and others used throughout the book, use a consistent coloring of the components in order to provide an easy reference to a specific component. Colors then remain the same from section to section, thereby supporting the information contained in this book.
GENERAL DESCRIPTION
The Hydra-matic 4T65-E is a fully automatic four speed front wheel drive electronically controlled transaxle. It consists primarily of a four-element torque converter, two planetary gear sets, a hydraulic pressurization and control system, friction and mechanical clutches and, a final drive planetary gear set with a differential assembly. 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 transaxle. It also hydraulically provides additional torque multiplication when required. The pressure plate, when applied, provides a mechanical direct drive coupling of the engine to the transaxle. The two planetary gear sets provide the four forward gear ratios and reverse. Changing gear ratios is fully automatic and is accomplished through the use of a Powertrain Control Module (PCM). The PCM receives and monitors various electronic sensor inputs and uses this information to shift the transaxle at the optimum time.
The PCM commands shift solenoids, within the transaxle, on and off to control shift timing. The PCM also controls the apply and release of the torque converter clutch which allows the engine to deliver the maximum fuel efficiency without sacrificing vehicle performance. The hydraulic system primarily consists of a vane type pump, control valve body and channel plate. The pump maintains the working pressures needed to stroke the servos and clutch pistons that apply or release the friction components. These friction components (when applied or released) support the automatic shifting qualities of the transaxle. The friction components used in this transaxle consist of five multiple disc clutches and two bands. The multiple disc clutches combine with three mechanical components, two roller clutches and a sprag clutch, to deliver five different gear ratios through gear sets. The gear sets then transfer torque through the final drive differential and out to the drive axles.
PRINCIPLES OF OPERATION
An automatic transaxle is the mechanical component of a vehicle that transfers power (torque) from the engine to the wheels. It accomplishes this task by providing a number of forward gear ratios that automatically change as the speed of the vehicle increases. The reason for changing forward gear ratios is to provide the performance and economy expected from vehicles manufactured today. On the performance end, a gear ratio that develops a lot of torque (through torque multiplication) is required in order to initially start a vehicle moving. Once the vehicle is in motion, less torque is required in order to maintain the vehicle at a certain speed. Once the vehicle has reached a desired speed, economy becomes the important factor and the transaxle will shift into overdrive. At this point output speed is greater than input speed, and, input torque is greater than output torque. Another important function of the automatic transaxle is to allow the engine to be started and run without transferring torque to the wheels. This situation occurs whenever Park (P) or Neutral (N) range has been selected. Also, operating the vehicle in a rearward direction is possible whenever Reverse (R) range has been selected (accomplished by the gear sets). The variety of ranges in an automatic transaxle are made possible through the interaction of numerous mechanically, hydraulically and electronically controlled components inside the transaxle. At the appropriate time and sequence, these components are either applied or released and operate the gear sets at a gear ratio consistent with the drivers needs. The following pages describe the theoretical operation of the mechanical, hydraulic and electrical components found in the Hydra-matic 4T65-E transaxle. When an understanding of these operating principles has been attained, diagnosis of these transaxle systems is made easier.
EXPLANATION OF GEAR RANGES

for safe passing by depressing the accelerator or by manually selecting a lower gear with the shift selector.
Figure 8
The transaxle should not be operated in Overdrive when towing a trailer or driving on hilly terrain. Under such conditions that put an extra load on the engine, the transaxle should be driven in a lower manual gear selection for maximum efficiency. D Manual Third can be used for conditions where it may be desirable to use only three gear ratios. These conditions include towing a trailer and driving on hilly terrain as described above. This range is also helpful for engine braking when descending slight grades. Upshifts and downshifts are the same as in Overdrive range for first, second and third gears except that the transaxle will not shift into fourth gear. 2 Manual Second adds more performance for congested traffic and hilly terrain. It has the same starting ratio (first gear) as Manual Third but prevents the transaxle from shifting above second gear. Thus, Manual Second can be used to retain second gear for acceleration and engine braking as desired. Manual Second can be selected at any vehicle speed but will not downshift into second gear until the vehicle speed drops below approximately 100 km/h (62 mph). 1 Manual First can be selected at any vehicle speed. If the transaxle 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 transaxle will then shift into first gear. This is particularly beneficial for maintaining maximum engine braking when descending steep grades.
FOLDOUT 9
The transaxle can be operated in any one of the seven different positions shown on the shift quadrant (Figure 8). P Park position enables the engine to be started while preventing the vehicle from rolling either forward or backward. For safety reasons, the vehicles parking brake should be used in addition to the transaxle Park positions. Since the final drive differential and output shaft are mechanically locked to the case through the parking pawl and final drive internal gear, Park position should not be selected until the vehicle has come to a complete stop. R Reverse enables the vehicle to be operated in a rearward direction. N Neutral position enables the engine to start and operate without driving the vehicle. If necessary, this position should be selected to restart the engine while the vehicle is moving. D Overdrive range should be used for all normal driving conditions for maximum efficiency and fuel economy. Overdrive range allows the transaxle to operate in each of the four forward gear ratios. Downshifts to a lower gear, or higher gear ratio, are available
9A
MAJOR MECHANICAL COMPONENTS

VEHICLE SPEED SENSOR RELUCTOR WHEEL ASSEMBLY (527) DRIVE LINK ASSEMBLY (507) OIL PUMP DRIVE SHAFT (227) DRIVE SPROCKET (516)
SPLINED TO TORQUE CONVERTER TURBINE ASSEMBLY (D)
TURBINE SHAFT (518)
REVERSE SERVO ASSEMBLY (39-49)
SPLINED TOGETHER
SPLINED TOGETHER
SPLINED TO (672)
SPLINED TOGETHER
SPLINED TOGETHER
SPLINED TO (632)
REVERSE BAND ASSEMBLY (615) 2ND CLUTCH HOUSING (617)

SPLINED TO (668)
INPUT SHAFT & HOUSING ASSEMBLY (632) FINAL DRIVE INTERNAL GEAR (693)
3RD SPRAG CLUTCH ASSEMBLY (653, 717-721)
INPUT SPRAG CLUTCH ASSEMBLY (661, 665, 719, 721, 722)
REVERSE REACTION DRUM (669)
PAWL & PIN LOCKOUT ASSEMBLY (694)

SPLINED TO (675)
PARKING GEAR (696)
FINAL DRIVE SUN GEAR (697)
4TH CLUTCH PLATE ASSEMBLY (500-502)
FORWARD BAND ASSEMBLY (688) 2/1 BAND ASSEMBLY (680)
1/2 SUPPORT ROLLER ASSEMBLY (681-687)
REACTION CARRIER ASSEMBLY (675)
FINAL DRIVE SUN GEAR SHAFT (689)
SPLINED TO CASE
SPLINED TO (689)
REACTION SUN GEAR DRUM (678) MANUAL 2/1 SERVO ASSEMBLY (103-115) DIFFERENTIAL/ FINAL DRIVE CARRIER ASSEMBLY (700)
SPLINED TO (669)
OUTPUT SHAFT (510)
SPLINED TOGETHER
10
Figure 9
COLOR LEGEND
MAJOR MECHANICAL COMPONENTS
The fold-out graphic on page 10 contains a disassembled drawing of the major components used in the Hydra-matic 4T65-E transaxle. This drawing, along with the cross sectional illustrations on pages 8 and 8A, shows the major mechanical components and their relationship to each other as a complete assembly. Therefore, color has been used throughout this book to help identify parts that are splined together, rotating at engine speed, held stationary, and so forth. Color differentiation is particularly helpful when using the Power Flow section for understanding the transaxle operation. The color legend below provides the general guidelines that were followed in assigning specific colors to the major components. However, due to the complexity of this transaxle, some colors (such as grey) were used for artistic purposes rather than being restricted to the specific function or location of that component. Components held stationary in the case or splined to the case. Examples: Driven Sprocket Support (609), Final Drive Internal Gear (693) and Valve Body (300). Components that rotate at engine speed. Examples: Torque Converter Assembly (1) and Oil Pump Drive Shaft (227). Components that rotate at turbine speed. Examples: Converter Turbine, Drive Sprocket (516), Driven Sprocket (506) and Input Shaft and Housing Assembly (632). Components that rotate at transaxle output speed. Examples: Differential/Final Drive Carrier (700), Output Shaft (510). Components such as the Stator in the Torque Converter (1), 2nd Clutch Housing (217), Reverse Reaction Drum (669) and Input Carrier Assembly (672). Components such as the Reaction Sun Gear Drum (678) and 1/2 Support Inner Race (681). Components such as the 1/2 Support Outer Race (687). Components such as the Reaction Carrier Assembly (675), Parking Gear (696) and Final Drive Sun Gear (697). Accumulators, Servos and Bands.
All bearings and bushings.
All seals
10A
COLOR LEGEND
APPLY COMPONENTS
The Range Reference Chart on page 11, provides another valuable source of information for explaining the overall function of the Hydra-matic 4T65-E transaxle. 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 transaxle range and gear operation. An abbreviated version of this chart can also be found at the top of the half page of text located in the Power Flow section. This provides for a quick reference when reviewing the mechanical power flow information contained in that section.
10B
RANGE REFERENCE CHART
RANGE
GEAR
1-2, 3-4 SHIFT SOLENOID VALVE ON
2-3 SHIFT SOLENOID VALVE ON ON ON OFF OFF @ OFF @ ON @ ON @ ON @ ON @ ON ON
4TH CLUTCH
REVERSE BAND
2ND CLUTCH
3RD CLUTCH
3RD SPRAG CLUTCH
INPUT CLUTCH
INPUT SPRAG CLUTCH * HOLDING OVERRUN
2/1 BAND
1/2 SUPPORT ROLLER CLUTCH
FORWARD BAND
P-N
1st 2nd
* APPLIED APPLIED APPLIED APPLIED APPLIED APPLIED APPLIED APPLIED * APPLIED HOLDING OVERRUN HOLDING APPLIED * APPLIED APPLIED * APPLIED APPLIED APPLIED HOLDING APPLIED APPLIED *
ON OFF OFF ON @ OFF @ OFF @ ON @ OFF @ ON @ ON ON
HOLDING HOLDING OVERRUN OVERRUN
APPLIED APPLIED * * * APPLIED APPLIED APPLIED APPLIED APPLIED
D
3rd 4th 3rd
HOLDING OVERRUN HOLDING OVERRUN HOLDING HOLDING HOLDING APPLIED APPLIED APPLIED
OVERRUN HOLDING HOLDING HOLDING HOLDING HOLDING
2nd 1st 2nd
2
1st
1 R
1st REVERSE
*APPLIED OR HOLDING WITH NO LOAD (NOT TRANSMITTING TORQUE) ON = SOLENOID ENERGIZED OFF = SOLENOID DE-ENERGIZED @ THE SOLENOIDS STATE FOLLOWS A SHIFT PATTERN WHICH DEPENDS UPON VEHICLE SPEED, THROTTLE POSITION AND SELECTED GEAR RANGE.
Figure 10
11
TORQUE CONVERTER
THRUST BEARING ASSEMBLY (B) THRUST BEARING ASSEMBLY (B)
CONVERTER PUMP ASSEMBLY (A)
STATOR ASSEMBLY (C)
DAMPER ASSEMBLY (F) TURBINE PRESSURE PLATE ASSEMBLY ASSEMBLY (D) (G) TORQUE CONVERTER ASSEMBLY (1)
CONVERTER HOUSING COVER ASSEMBLY (J)
TORQUE CONVERTER:
The torque converter (1) is the primary component for transmittal of power between the engine and the transaxle. It is bolted to the engine flywheel (known as the flexplate) so that it will rotate at engine speed. Some of the major functions of the torque converter are:
to provide for a smooth conversion of torque from the engine C to the mechanical components of the transaxle to multiply torque from the engine that enables the vehicle to achieve additional performance when required DRIVE to mechanically operate the transaxle oil SPROCKET SUPPORT pump (200) through the pump shaft (227) (522) to provide a mechanical link, or direct drive from the engine to the transaxle through the use of a PUMP Torque Converter SHAFT Clutch (TCC) (227) The torque converter assembly is made up of the following five main sub-assemblies: a converter pump assembly (A) which is the driving member a turbine assembly (D) which is the driven TURBINE or output member SHAFT (518) a stator assembly (C) which is the reaction member located between the pump and turbine assemblies a pressure plate assembly (G) splined to the turbine assembly B to enable direct mechanical drive a converter housing cover assembly (J) which is welded to the converter pump assembly
CONVERTER PUMP ASSEMBLY AND TURBINE ASSEMBLY
When the engine is running the converter pump assembly acts as a centrifugal pump by picking up fluid at its center and discharging it at its rim between the blades. The force of this fluid then hits the turbine blades and causes the turbine to rotate. As the engine and converter pump increase in RPM, so does the turbine.
PRESSURE PLATE, DAMPER AND CONVERTER HOUSING COVER ASSEMBLIES
Torque converter failure could cause loss of drive and
or loss of power. To reduce torsional shock during the apply of the pressure plate to the converter cover, a spring loaded damper assembly (F) is used. The pressure plate is attached to the pivoting mechanism of the damper assembly which allows the pressure plate to rotate independently of the damper assembly up to approximately 45 degrees. During engagement, the springs in the damper assembly cushion the pressure plate engagement and also reduce irregular torque pulses from the engine or road surface.
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 transaxle. When the pressure plate assembly is applied, the amount of slippage that occurs through a fluid coupling is reduced (but not elimanted), thereby providing a more efficient transfer of engine torque to the drive wheels.
12
Figure 11
TORQUE CONVERTER
FLUID FLOW
STATOR ASSEMBLY (C) CONVERTER PUMP ASSEMBLY (A) TURBINE ASSEMBLY (D)
Figure 12
Stator roller clutch failure

roller clutch freewheels in both directions can cause poor acceleration at low speed. roller clutch locks up in both directions can cause poor acceleration at high speed. Overheated fluid.
STATOR ASSEMBLY
STATOR
The stator assembly is located between the pump assembly and turbine assembly, and is mounted on a one-way roller clutch. This one-way roller clutch allows the stator to rotate in one direction and prevents (holds) the stator from rotating in the other direction. The function of the stator is to redirect fluid returning from the turbine in order to assist the engine in turning the converter pump assembly.
CONVERTER AT COUPLING SPEED
STATOR ROTATES FREELY
FLUID FLOW FROM TURBINE
STATOR HELD FLUID FLOW REDIRECTED
CONVERTER MULTIPLYING
At low vehicle speeds when greater torque is needed, fluid from the turbine hits the front side of the stator blades (the converter is multiplying torque). At this time, the oneway roller clutch prevents the stator from rotating in the same direction as the fluid flow, thereby redirecting fluid to assist the engine in turning the converter pump. In this mode, fluid leaving the converter pump has more force to turn the turbine assembly and multiply engine torque. As vehicle speed increases and less torque is required, centrifugal force acting on the fluid changes the direction of the fluid leaving the turbine such that it hits the back side of the stator blades (converter at coupling speed). When this occurs, the roller clutch overruns and allows the stator to rotate freely. Fluid is no longer being redirected to the converter pump and engine torque is not being multiplied.
Figure 13
13
TORQUE CONVERTER
RELEASE
When the torque converter clutch is released, fluid is fed into the torque converter by the pump into the release fluid passage. The release fluid passage is located between the oil pump drive shaft (227) and the turbine shaft (518). Fluid travels between the shafts and enters the release side of the pressure plate at the end of the turbine shaft. The pressure plate is forced away from the converter cover and allows the torque converter turbine to rotate at speeds other than engine speed. The release fluid then flows between the friction element on the pressure plate and the converter cover to enter the apply side of the torque converter. The fluid then exits the torque converter through the apply passage which goes into the drive sprocket support (522) and on through an oil sleeve within the turbine shaft. This fluid now travels to the valve body and on to the oil cooler.
APPLY
When the PCM determines that the vehicle is at the proper speed for the torque converter clutch to apply it sends a signal to the TCC PWM solenoid. The TCC PWM solenoid then routes line fluid from the pump to the apply passage of the torque converter. The apply passage is a hole between two seals on the turbine shaft. The fluid flows inside the turbine shaft within an oil sleeve, then out of the sleeve and into the converter hub/drive sprocket support. Fluid passes through a hole in the support and into the torque converter on the apply side of the pressure plate assembly. Release fluid is then routed out of the torque converter between the turbine shaft and the pump shaft. Apply fluid pressure forces the pressure plate against the torque converter cover to provide a mechanical link between the engine and the turbine. In vehicles equipped with the the Electronically Controlled Clutch Capacity (ECCC) system, the pressure plate does not fully lock to the torque converter cover. It is instead precisely controlled to maintain a small amount of slippage between the engine and the turbine, reducing driveline torsional disturbances. The TCC apply should occur in fourth gear (also third gear in some applications), and should not apply until the transaxle fluid has reached a minimum operating temperature of 8C (46F) and the engine coolant temperature reaches 50C (122F). For more information on TCC apply and release, see Overdrive Range Fourth Gear TCC Released and Applied, pages 70-71.
TORQUE CONVERTER ASSEMBLY (1) PRESSURE PLATE

No TCC apply can be caused by: TCC PWM solenoid valve assembly (334) malfunction. TCC control valve (335) stuck or binding TCC regulator apply valve (327) stuck or binding # 10 ball check valve (372) missing or mislocated Spacer plate and gaskets misaligned or incorrect TCC blowoff ball valve (420B) or spring (418) damaged or not seating Turbine shaft and or seals damaged or missing Turbine shaft bushing (523) worn or damaged Pressure plate assembly friction material worn or damaged
TORQUE CONVERTER ASSEMBLY (1)
APPLY FLUID
DRIVE SPROCKET SUPPORT (522) OIL PUMP DRIVE SHAFT (227) APPLY FLUID OIL PUMP DRIVE SHAFT (227) APPLY FLUID
RELEASE FLUID
TURBINE SHAFT (518)

TCC RELEASE
14
Figure 14
TCC APPLY
DRIVE SPROCKET SUPPORT (522)
RELEASE FLUID
TURBINE SHAFT (518)
RELEASE FLUID PRESSURE PLATE
APPLY COMPONENTS
The Apply Components section is designed to explain the function of the hydraulic and mechanical holding devices used in the Hydra-matic 4T65-E transaxle. Some of these apply components, such as clutches and bands, are hydraulically applied and released in order to provide automatic gear range shifting. Other components, such as a roller clutch or sprag clutch, often react to a hydraulically applied component by mechanically holding or releasing another member of the transaxle. This interaction between the hydraulically and mechanically applied components is then explained in detail and supported with a graphic illustration. In addition, this section shows the routing of fluid pressure to the individual components and their internal functions when it applies or releases. The sequence in which the components in this section have been discussed coincides with their physical arrangement inside the transaxle. This order closely parallels the disassembly sequence used in the Hydra-matic 4T65-E Unit Repair Section located in Section 7 of the appropriate Service Manual. It also correlates with the components shown on the Range Reference Charts that are used throughout the Power Flow section of this book. The correlation of information between the sections of this book helps the user more clearly understand the hydraulic and mechanical operating principles for this transaxle.
BRIEF DESCRIPTION
FUNCTIONAL DESCRIPTION
MATING OR RELATED COMPONENTS
APPLY COMPONENTS
3RD CLUTCH:
APPLY COMPONENTS
3RD SPRAG CLUTCH:
3RD CLUTCH RELEASE:
The 3rd clutch assembly (639-649), loc inside the input shaft & housing assem (632), is applied or ON during Third Fourth Gear Ranges as well as Manual T and Manual First Gear Ranges.
3RD CLUTCH APPLY:
RETAINER & BALL ASSEMBLY
3RD CLUTCH/ LO-1ST APPLY FLUID
LUBE PASSAGE
"O" RING SEAL (638)
SEAL (INNER) (641) 3RD CLUTCH PISTON HOUSING (639)
Clutch not releasing can cause third gear only. Clutch not applying can cause no third gear.
OIL RING SEAL (628)
WAVED PLATE (645)
639
640
642
643
640
645
646
647
20
Figure 20
DISASSEMBLED VIEW
EX
To apply the 3rd clutch, 3rd clutch/lo fluid is fed through the driven sprocket s port (609) and into the input shaft & ho ing assembly (632). A feed hole in input shaft allows 3rd clutch/lo-1st fluid enter between the 3rd clutch piston hou (639) and 3rd clutch piston & seal ass bly (642). Fluid pressure seats the reta & ball assembly and moves the pisto compress the 3rd clutch spring guide & tainer (643). The piston continues to m until it contacts and holds the 3rd cl (waved) plate (645) and 3rd clutch p assemblies (646-647) against the back plate (648). The 3rd clutch (waved) p (645) is used to cushion the apply of 3rd clutch. When fully applied, the 3rd clutch prov the power to the gear sets (672 & 6 through: the 3rd clutch (waved) plate ( and external teeth on the 3rd clutch p assemblies (646) splined into the input s & housing assembly (632); and, the in nal teeth on the 3rd clutch plate assem (647) splined to the 3rd sprag clutch (ou race (653).
To release the 3rd clutch assembly (6 649), 3rd clutch/lo-1st fluid pressure hausts through the apply passages in input shaft & housing assembly (632) driven sprocket support (609). In the sence of fluid pressure, the 3rd clutch sp guide & retainer (643) moves the 3rd cl piston & seal assembly (642) and rele the 3rd clutch (waved) plate (645) and clutch plate assemblies (646-647) from tact with the backing plate (648). During the release of the 3rd clutch/lo fluid, the retainer & ball assembly, loc in the 3rd clutch piston & seal assem (642), unseats. Centrifugal force, resul from the rotation of the 3rd clutch pisto seal assembly (642), unseats the chec and forces residual 3rd clutch/lo-1st fl through the unseated retainer & ball ass bly. If this fluid did not completely haust from behind the piston, there co be a partial apply, or drag, of the 3rd cl plates. APPLIED RELEASED
The 3rd sprag clutch assembly (653, 661, 717-721), locat inside the input shaft & housing assembly (632), mechanica holds the input sun gear (668) during Overdrive Range Th Gear as well as Manual Third and Manual First Gear ranges.
3RD SPRAG CLUTCH HOLDING:
inner race to rotate at the same speed as the outer race result is a direct drive (1:1) gear ratio through the gea during 3rd gear operation.
3RD SPRAG CLUTCH RELEASE:
When the 3rd clutch assembly (639-649) is applied, the inter teeth on the 3rd clutch plate assemblies (647), splined to the 3 sprag clutch outer race (653), holds the race and rotates it in same direction and speed as the input shaft & housing assemb The inner race and retainer assembly (661), which is splined the input sun gear (668), is trying to rotate at a faster speed th the 3rd sprag clutch outer race. When this occurs, the spr elements wedge between the inner and outer races to force
The 3rd sprag clutch assembly releases whenever the 3rd releases, or when its elements overrun (freewheel). An running condition occurs in Overdrive Range Fourth Gear the input sun gear is held by the fourth clutch hub & assembly (504). Since the 3rd clutch assembly is applied ing the 3rd sprag outer race) while the inner race is held fourth clutch shaft, the sprag elements pivot and disengage the races. In this situation the 3rd sprag clutch outer overruns the stationary inner race.
3rd sprag clutch damaged can cause no third gear and no engine braking in manual first.
OUTER RACE (653) HELD - FORCED TO ROTATE AT INPUT HOUSING SPEED 3RD CLUTCH PISTON & SEAL ASSEMBLY (642) 3RD CLUTCH SPRING GUIDE & RETAINER (643) SNAP RING (649) 3RD SPRAG (720) OUTER RACE (653)
INPUT SPRAG INNER RACE (661)
3RD SPRAG OUTER RACE (653)
3RD SPRAG ASSEMBLY (720)
3RD SPRAG CLUTCH HOLDING/DRIVING INNER RACE (661)
BACKING PLATE (648) SNAP RING (640) 3RD CLUTCH PLATE ASSEMBLY (647) 3RD CLUTCH PLATE ASSEMBLY (646) HELD 3RD SPRAG CLUTCH OVERRUNNING 3RD SPRAG (720) INNER RACE (661) 3RD CLUTCH SPRAG RETAINER (718) SPIRAL LOCK RING (717) END BEARING (719) CENTER BEARING (721) OUTER RACE (653) HELD - FORCED TO ROTATE AT INPUT HOUSING SPEED OUTER RACE (653)
649
INNER RACE (661) (SPLINED TO INPUT SUN GEAR) PREVENTED FROM ROTATING AT A FASTER SPEED
INNER RACE (661) (SPLINED TO INPUT SUN GEAR) IS HELD STATIONARY THROUGH 4TH CLUTCH SHAFT
648
717
718
719
720
721
653
661
Figure 21
21
CUTAWAY VIEW
Figure 15
15
APPLY COMPONENTS
DRIVEN SPROCKET SUPPORT: 2ND CLUTCH FEED:
The driven sprocket support (609), located behind the case cover (400) and nested inside the barrel of the case (3), is the primary component for fluid distribution to the clutch packs. A cup bearing assembly (606) is pressed into the housing and provides support for the driven sprocket (506). The driven sprocket support also serves as the housing for the 4th clutch piston assembly (603-604) and the 4th clutch piston return spring assembly (602).
HYDRAULIC FEED CIRCUITS: LUBE (front):
2nd clutch fluid from the control valve assembly is routed through the case cover and into the driven sprocket support. 2nd clutch fluid then passes between the driven sprocket support housing and sleeve, and exits the housing at a groove located between two seals. The seals ride on the inner diameter of the 2nd clutch housing (617) which allows 2nd clutch fluid to enter the housing and apply the clutch. See 2ND CLUTCH APPLY, page 19.
3RD CLUTCH FEED:
Whenever the engine is running, line pressure from the pump assembly (200) is fed through an orifice in the valve body spacer plate (370), through the case cover assembly (400) and to the driven sprocket support. Lube enters the driven sprocket support housing and is routed between the housing and a sleeve where it feeds the lubrication circuit. See LUBRICATION CIRCUITS, page 104.
INPUT CLUTCH FEED:
3rd clutch/lo-1st fluid from the control valve assembly is routed through the case cover and into the driven sprocket support. 3rd clutch/lo-1st fluid then passes through the driven sprocket support sleeve and into a drilled hole located between two seals in the input shaft & housing assembly (632). 3rd clutch/lo-1st fluid travels between the input shaft and sleeve, then enters the 3rd clutch piston housing (639) to apply the clutch. See 3RD CLUTCH APPLY, page 20.
4TH CLUTCH FEED:
Input clutch fluid from the control valve assembly (300) is routed through the case cover and into the driven sprocket support. Input clutch fluid then passes through the driven sprocket support sleeve and into a drilled hole located between two seals in the input shaft & housing assembly (632). Input clutch fluid pressure then forces the input clutch piston to move and apply the clutch. See INPUT CLUTCH APPLY, page 22.
4th clutch fluid from the control valve assembly is routed through the case cover and into the driven sprocket support. 4th clutch fluid then passes through a hole in the support that is located behind the 4th clutch piston to apply the clutch. See 4TH CLUTCH APPLY, page 17.
Damaged or leaking seals (628) can cause sliping/delay/no engagement of reverse, first, or third, and possible harsh or soft 2-3/3-2 shift feel. Damaged or leaking seals (612 & 613) can cause sliping/delay/ no engagement of second and possible harsh or soft 1-2 shift feel.
LINE PRESSURE
3RD CL/LO-1ST FLUID
INPUT CLUTCH FLUID
2ND CLUTCH FLUID 4TH CLUTCH FLUID
4TH CLUTCH HOUSING DRIVEN SPROCKET SUPPORT (609) STATIONARY
2ND CLUTCH HOUSING (617)
OIL SEAL RINGS (628)
CASE COVER (400)
LUBE FLUID
SEALS (612 & 613)
16
Figure 16
APPLY COMPONENTS
3RD CL/LO-1ST APPLY FLUID INPUT CLUTCH APPLY FLUID
4TH CLUTCH APPLY FLUID
To apply the 4th clutch, 4th clutch apply fluid is fed through the driven sprocket support (609) behind the 4th clutch piston assembly (603-604). Pressure from the 4th clutch apply fluid DRIVEN 2ND forces the piston to move towards the SPROCKET CLUTCH LUBE case cover (400) compressing the 4th SUPPORT APPLY FLUID clutch piston return spring assembly (609) FLUID (FRONT) (602) to cushion the apply. Travel of the 4th clutch piston assembly (6034TH CLUTCH 4TH CLUTCH INPUT CLUTCH 604) continues until the 4th clutch APPLY PLATE APPLY PASSAGE 4TH CLUTCH REACTION PLATE PISTON (502) (500) (steel) reaction plate (500), 4th PISTON SEAL (603) clutch plate assemblies (501) and (OUTER) (604) 4th clutch apply plates (502) contact and are held against the PISTON SEAL case cover (400). (INNER)
RETAINING RING (601) DRIVEN SPROCKET SUPPORT (609)
Plugged fourth apply passage, damaged clutch plates, return spring assembly or piston seals can cause no fourth/slips in fourth.
4TH CLUTCH:
The 4th clutch assembly, located between the case cover (400) and the driven sprocket support (609), is applied ON in Fourth Gear Range (Overdrive) only.
4TH CLUTCH APPLY:
CASE COVER (400)
When fully applied, the external teeth on the 4th clutch (steel) plates (500), splined to the case cover (400) and the internal teeth on the 4th clutch (fiber) plate 3RD CL/LO 1ST APPLY PASSAGE assemblies (501), splined to the 4th clutch hub & shaft assembly (504), prevent the 4th clutch hub & shaft assembly (504) from rotating.
4TH CLUTCH RELEASE:
(605)
4TH CLUTCH PLATE ASSEMBLY (501)
4TH CLUTCH PISTON RETURN SPRING ASSEMBLY (602) LUBE PASSAGE (FRONT)
To release the 4th clutch, 4th clutch apply fluid pressure exhausts, allowing pressure the 4th clutch piston assembly (603-604) to be released. In the absence of fluid pressure, spring force from the 4th clutch 2ND CLUTCH piston return spring assembly APPLY PASSAGE (602) moves the 4th clutch piston assembly (603-604) away from the case cover (400). This action allows the 4th clutch (steel), reaction plate (500) and the 4th clutch (fiber) plate assemblies (501) to disengage with the case cover (400), and release the 4th clutch hub & shaft assembly (504) allowing it to rotate.
504 601 602 603 604
500 501
502
501
502
Figure 17
17
APPLY COMPONENTS
REVERSE SERVO ASSEMBLY:
39 40
REVERSE SERVO RELEASE:
The reverse servo assembly (39-49), located near the top of the transaxle case (3), applies the reverse band assembly (615) when Reverse Gear Range is selected.
REVERSE SERVO APPLY:
41 42 43
44
To apply the reverse servo assembly (39-49), reverse servo apply fluid is fed through the case (3) between the servo cover (40) and the reverse servo piston (44). Pressure from the reverse servo apply fluid forces the piston and selective apply pin (48) to move towards the reverse band assembly (615). This movement compresses the reverse servo cushion spring (45) return spring (49) and reverse servo cushion spring (47) allowing the apply pin (48) to compress the reverse band assembly (615). When the band is compressed, the 2nd clutch housing (617) is held stationary. Reverse Gear engagement feel is controlled by: the reverse servo cushion spring (45) and return spring (49); the reverse servo cushion spring (47); the apply pin (48); the reverse band assembly (615) and second clutch housing (617).
SPRING RETAINER 1ST & 2ND (17) REVERSE SERVO APPLY FLUID CUSHION SPRING (45) CASE (3)
To release the reverse servo assembly (39-49), reverse servo fluid pressure exhausts through the same apply passage in the case, allowing pressure at the reverse servo piston (44) to be released. Spring force from: the return spring (49); reverse servo cushion spring (45); and, the reverse servo cushion spring (47), move the reverse servo piston (44) and apply pin (48) away from the reverse band assembly (615) to release the band. When released, the 2nd clutch housing (617) can rotate as required for other gear ranges.
REVERSE BAND:
The reverse band assembly (615), located under the reverse servo assembly (39-49), is applied or ON during Reverse Gear Range only. The band wraps around the second clutch housing (617) and is held in position by the band anchor pin (117). When compressed by the reverse servo assembly (39-49), it holds the 2nd clutch housing (617), reverse reaction drum (669) and input carrier assembly (672) allowing the transaxle to operate in Reverse.
INTERNAL RETAINING RING (42)
47
SERVO COVER (40) RETAINING RING (39) "O" RING SEAL (41) REVERSE SERVO PISTON (44) PISTON SEAL RING (43)
45
46
CUSHION SPRING (47) CUSHION SPRING RETAINER (46) RETURN SPRING (49) APPLY PIN (48)
48
49
No servo apply can cause no reverse/slips in reverse, and can be caused by servo piston oil seal (43) damaged or rolled. Harsh servo apply can be caused by servo cushion spring (45) broken or missing.
ANCHOR PIN (117)
18
Figure 18
APPLY COMPONENTS
2ND CLUTCH HOUSING (617) 618
During the release of the 2nd clutch fluid, the retainer & ball assembly (618), located in the 2nd clutch housing (617), unseats. Centrifugal force, resulting from the rotation of the 2nd clutch housing (617), unseats the checkball and forces residual 2nd clutch fluid to the outside of the piston housing and through the unseated retainer & ball assembly (618). If this fluid did not completely exhaust from behind the piston, there could be a partial apply, or drag, of the 2nd clutch plates.
APPLIED RELEASED
2ND CLUTCH:
2ND CLUTCH APPLY:
To apply the 2nd clutch, 2nd clutch apply fluid is fed through the driven sprocket support (609) to the inner hub of the 2nd clutch housing (617). Feed holes in the hub allows 2nd clutch apply fluid to enter the 2nd clutch housing (617) behind the 2nd clutch piston (620); seats the retainer and ball assembly (618) and moves the piston to compress the apply ring & release spring assembly (621). The piston continues to move, compressing the 2nd clutch wave plate (623), until the 2nd clutch apply plate (716), 2nd clutch reaction plates (625) and 2nd clutch plate assemblies (624) are held against the backing support ring plate (626). When fully applied, the 2nd clutch provides the power to the gear sets (672 & 675) through the: waved plate (623); (steel) tapered apply reaction plate (716); (steel) reaction plates (625) external teeth splined to the 2nd clutch housing (617); and, the 2nd clutch plate assemblies (624) internal teeth splined to the hub on the input housing assembly (631-659).
2ND CLUTCH RELEASE:
RETAINER & BALL ASSEMBLY (618)
RELEASE SPRING & APPLY RING (621)
2ND CLUTCH APPLY FLUID
To release the 2nd clutch assembly (621-627), 2nd clutch apply fluid pressure exhausts through the apply passages in the inner hub of the 2nd clutch housing (617) and driven sprocket support (609). In the absence of fluid pressure, the apply ring & release spring assembly (621) move the 2nd clutch piston (620) and releases the 2nd clutch reaction plates (625 & 716) and 2nd clutch plate assemblies (624) from contact with the backing support ring plate (626).
PISTON WITH MOLDED SEAL (620)
620
621
622
623
716
625
624
Figure 19
SNAP RING (622)
The 2nd clutch assembly (617-627), located between the driven sprocket support (609) and the input clutch assembly (631-659), is applied or ON during Second, Third and Fourth Gear Ranges as well as Manual Third and Manual Second Gear Ranges.
EX
Clutch not releasing can cause second gear start or no 2-1 downshift and can be caused by: 1-2 shift valve (318) stuck or binding. Debris in control valve body (301). Clutch not applying can cause first gear only and can be caused by damaged or malfunctioning second clutch assembly.
SNAP RING (627)
WAVED PLATE (623)
BACKING PLATE (626) REACTION PLATE (625)
2ND CLUTCH APPLY REACTION PLATE (TAPERED) (716) PLATE ASSEMBLY (624)
626
627
19
APPLY COMPONENTS
3RD CLUTCH: 3RD CLUTCH RELEASE:
The 3rd clutch assembly (639-649), located inside the input shaft & housing assembly (632), is applied or ON during Third and Fourth Gear Ranges as well as Manual Third and Manual First Gear Ranges.
3RD CLUTCH APPLY:
RETAINER & BALL ASSEMBLY
3RD CLUTCH/ LO-1ST APPLY FLUID
LUBE PASSAGE
"O" RING SEAL (638)
SEAL (INNER) (641) 3RD CLUTCH PISTON HOUSING (639)
Clutch not releasing can cause third gear only. Clutch not applying can cause no third gear.
OIL RING SEAL (628)
WAVED PLATE (645)
639
640
642
643
640
645
646
647
20
Figure 20
EX
To apply the 3rd clutch, 3rd clutch/lo-1st fluid is fed through the driven sprocket support (609) and into the input shaft & housing assembly (632). A feed hole in the input shaft allows 3rd clutch/lo-1st fluid to enter between the 3rd clutch piston housing (639) and 3rd clutch piston & seal assembly (642). Fluid pressure seats the retainer & ball assembly and moves the piston to compress the 3rd clutch spring guide & retainer (643). The piston continues to move until it contacts and holds the 3rd clutch (waved) plate (645) and 3rd clutch plate assemblies (646-647) against the backing plate (648). The 3rd clutch (waved) plate (645) is used to cushion the apply of the 3rd clutch. When fully applied, the 3rd clutch provides the power to the gear sets (672 & 675) through: the 3rd clutch (waved) plate (645) and external teeth on the 3rd clutch plate assemblies (646) splined into the input shaft & housing assembly (632); and, the internal teeth on the 3rd clutch plate assemblies (647) splined to the 3rd sprag clutch (outer) race (653).
To release the 3rd clutch assembly (639-649), 3rd clutch/lo-1st fluid pressure exhausts through the apply passages in the input shaft & housing assembly (632) and driven sprocket support (609). In the absence of fluid pressure, the 3rd clutch spring guide & retainer (643) moves the 3rd clutch piston & seal assembly (642) and releases the 3rd clutch (waved) plate (645) and 3rd clutch plate assemblies (646-647) from contact with the backing plate (648). During the release of the 3rd clutch/lo-1st fluid, the retainer & ball assembly, located in the 3rd clutch piston & seal assembly (642), unseats. Centrifugal force, resulting from the rotation of the 3rd clutch piston & seal assembly (642), unseats the checkball and forces residual 3rd clutch/lo-1st fluid through the unseated retainer & ball assembly. If this fluid did not completely exhaust from behind the piston, there could be a partial apply, or drag, of the 3rd clutch plates.
APPLIED RELEASED
3RD CLUTCH PISTON & SEAL ASSEMBLY (642) 3RD CLUTCH SPRING GUIDE & RETAINER (643) SNAP RING (649)
BACKING PLATE (648) SNAP RING (640) 3RD CLUTCH PLATE ASSEMBLY (647) 3RD CLUTCH PLATE ASSEMBLY (646)
648
649
APPLY COMPONENTS
3RD SPRAG CLUTCH: 3RD SPRAG CLUTCH RELEASE:
The 3rd sprag clutch assembly (653, 661, 717-721), located inside the input shaft & housing assembly (632), mechanically holds the input sun gear (668) during Overdrive Range Third Gear as well as Manual Third and Manual First Gear ranges.
3RD SPRAG CLUTCH HOLDING:
When the 3rd clutch assembly (639-649) is applied, the internal teeth on the 3rd clutch plate assemblies (647), splined to the 3rd sprag clutch outer race (653), holds the race and rotates it in the same direction and speed as the input shaft & housing assembly. The inner race and retainer assembly (661), which is splined to the input sun gear (668), is trying to rotate at a faster speed than the 3rd sprag clutch outer race. When this occurs, the sprag elements which are suspended between the inner and outer race with energizing springs, wedge between the inner and outer races to force the inner race to rotate at the same speed as the outer race. The result is a direct drive (1:1) gear ratio through the gear sets during 3rd gear operation.
OUTER RACE (653) HELD - FORCED TO ROTATE AT INPUT HOUSING SPEED OUTER RACE (653) ENERGIZING SPRING COMPRESSED
The 3rd sprag clutch assembly releases whenever the 3rd clutch releases, or when its elements overrun (freewheel). An overrunning condition occurs in Overdrive Range Fourth Gear when the input sun gear is held by the fourth clutch hub & shaft assembly (504). Since the 3rd clutch assembly is applied (driving the 3rd sprag outer race) while the inner race is held by the fourth clutch shaft, the sprag elements pivot (energizing spring deflects) and disengage from the races. In this situation the 3rd sprag clutch outer race overruns the stationary inner race.
3rd sprag clutch damaged can cause no third gear and no engine braking in manual first.
INPUT SPRAG INNER RACE (661)
3RD SPRAG OUTER RACE (653)
3RD SPRAG ASSEMBLY (720)
3RD SPRAG (720)
3RD SPRAG CLUTCH HOLDING/DRIVING INNER RACE (661)
INNER RACE (661) (SPLINED TO INPUT SUN GEAR) PREVENTED FROM ROTATING AT A FASTER SPEED
OUTER RACE (653) HELD - FORCED TO ROTATE AT INPUT HOUSING SPEED OUTER RACE (653) ENERGIZING SPRING DEFLECTED
HELD 3RD SPRAG CLUTCH OVERRUNNING 3RD SPRAG (720) INNER RACE (661) 3RD CLUTCH SPRAG RETAINER (718) SPIRAL LOCK RING (717) END BEARING (719) CENTER BEARING (721)
INNER RACE (661) (SPLINED TO INPUT SUN GEAR) IS HELD STATIONARY THROUGH 4TH CLUTCH SHAFT
717
718
719
720
721
653
661
Figure 21
21
APPLY COMPONENTS
INPUT CLUTCH: INPUT CLUTCH APPLY: INPUT CLUTCH RELEASE:
The input clutch assembly (637-640 & 654659), located inside the input shaft & housing assembly (632), is applied or ON in First and Second Gear Ranges, as well as Manual Third, Manual Second, Manual First and Reverse Gear Ranges.
To apply the input clutch, input clutch fluid is fed through the driven sprocket support (609) and into the input shaft & housing assembly (632). A feed hole in the input shaft allows input clutch fluid to enter between the input clutch piston assembly (635-636) and input shaft & housing assembly (632). Fluid pressure seats the retainer & ball assembly (633) and moves the piston to compress the 633 input spring & retainer assembly (637). The piston continues to move until it contacts the input clutch apply plate (654), compresses the input clutch (waved) plate (655) to cushion the apply, and, holds the input clutch plates (656 & 657) against the backing clutch plate (658) and snap ring (659). When fully applied, the input clutch provides the power to the gear sets (672 & 675) through: the external teeth on the input clutch (waved) plate (655) and input clutch (steel) plates (657) splined to the input shaft & housing assembly (632); and, the internal teeth on the input clutch (fiber) plate assemblies (656) splined to the sprag outer race (665).
RELEASED SEAL INPUT CLUTCH (OUTER) APPLY PLATE (635) (654)
To release the input clutch assembly (637640 & 654-659), input clutch fluid pressure exhausts through the apply passage in the input shaft & housing assembly (632) and driven sprocket support (609). In the absence of fluid pressure, the input spring & retainer assembly (637) moves the input clutch piston assembly (635-636) and releases the input clutch apply plate (654), input clutch (waved) plate (655), and the input clutch plates (656 & 657) from the backing clutch plate (658) and snap ring (659). During the release of the input clutch fluid, the retainer & ball assembly (633), located in the input clutch housing (632), unseats. Centrifugal force, resulting from the rotation of the input shaft & housing assembly (632), forces residual input clutch fluid to the outer perimeter of the piston housing and through the unseated retainer & ball assembly (633). If this fluid did not completely exhaust, there could be a partial apply, or drag, of the input clutch plates.
WAVED PLATE (655) INPUT CLUTCH PLATE ASSEMBLY (656) INPUT CLUTCH PLATE (FLAT) ASSEMBLY (657)
APPLIED
RETAINER & BALL ASSEMBLY (633)
LUBE PASSAGE
INPUT CLUTCH APPLY FLUID
If inoperative the input clutch can cause no forward or no reverse.

636 637 639 640
22

"O" RING SEAL (638) SNAP RING (640) SEAL (INNER) (634) INPUT SPRING & RETAINER ASSEMBLY (637) INPUT CLUTCH PISTON (636) 3RD CLUTCH PISTON HOUSING (639) 656 658 654 655 657
EX
SNAP RING (659) BACKING PLATE (658)
659
Figure 22
APPLY COMPONENTS
INPUT SPRAG CLUTCH:
The input clutch sprag assembly (661, 665, 719, 721 & 722), located inside the input shaft & housing assembly ((632), mechanically holds the input sun gear (668) during Overdrive Range First Gear as well as Manual Third, Manual First and Reverse Gear Ranges.
INPUT SPRAG CLUTCH HOLDING:
The input clutch assembly (637-640 & 654-659) is applied when the internal teeth on the input clutch (fiber) plate assemblies (656) - splined to the input sprag clutch outer race (665) - drive the outer race in the same direction and speed as the input shaft & housing assembly (632). The inner race and retainer assembly (661) is splined to the input sun gear (668) which is held stationary by the weight of the vehicle. Since the outer race of the sprag is forced to rotate while the inner race is stationary,
OUTER RACE (665) HELD - SPRAG (722) FORCES INNER RACE (661) TO ROTATE AT INPUT HOUSING SPEED OUTER RACE (665)
the sprag elements which are suspended between the inner and outer race with energizing springs, wedge between the inner and outer races. This results in a mechanical lock-up of the sprag elements which forces the input sun gear to rotate at the same speed as the input shaft & housing assembly. Power is now provided to the planetary gear sets (672 & 675) during Overdrive Range First Gear, Manual First and Reverse Gear ranges.
INPUT SPRAG CLUTCH RELEASE:
The input sprag clutch assembly releases whenever the input clutch releases or when its elements overrun (freewheel). An overrunning condition occurs in Overdrive Second Gear Range or Manual Second Gear Range when the inner race and retainer assembly rotates faster than the input sprag clutch outer race. When this occurs, the sprag elements pivot (energizing spring deflects) and disengage the power flow from the outer race to the inner race.
INPUT SPRAG INNER RACE (661) INPUT SPRAG OUTER RACE (665) INPUT SPRAG ASSEMBLY (722)
ENERGIZING SPRING COMPRESSED
INPUT SPRAG (722)
INPUT SPRAG CLUTCH HOLDING/DRIVING INNER RACE (661)
SPRAG (722) RELEASES (OVERRUNS) WHEN INNER RACE (661) (SPLINED TO INPUT SUN GEAR) ROTATES FASTER THAN THE OUTER RACE (665) OUTER RACE (665) ENERGIZING SPRING DEFLECTED
INPUT SPRAG CLUTCH OVERRUNNING INPUT SPRAG (722) INNER RACE (661) CENTER BEARING (721) END BEARING (719)
INNER RACE (661) (SPLINED TO INPUT SUN GEAR) ROTATES FASTER THAN OUTER RACE (665)
721
722
665
719
661
If inoperative the input sprag clutch can cause no forward and no reverse.
Figure 23
23
APPLY COMPONENTS
2/1 MANUAL BAND ASSEMBLY (680) 2/1 MANUAL The 2/1 manual servo assembly (104-116), located in the bottom of the case BAND ANCHOR PIN assembly (3), applies the 2/1 manual band assembly (680) when Manual Second and Manual First Gear Ranges are selected. (102)
2/1 MANUAL SERVO ASSEMBLY:
2/1 MANUAL SERVO APPLY:
REACTION SUN GEAR DRUM (678)
To apply the 2/1 manual servo assembly (104-116), fluid in the manual 2/1 servo feed passage passes through the case (3) and manual servo apply pipe (125) to the 2/1 manual servo piston (108). Fluid pressure between the 2/1 manual servo body cover (104) and 2/1 manual servo piston (108) forces the piston and 2/1 manual apply pin (111) to move towards the 2/1 band assembly (680). This movement compresses the 2/1 manual servo cushion spring (109) and 2/1 manual servo return spring (112) allowing the apply pin (111) to compress the 2/1 band assembly (680). When the band is compressed, the reaction sun gear & drum assembly (678) is held stationary. 2/1 manual servo apply feel is primarily controlled by the 2/1 manual cushion spring (109) and the 2/1 manual return spring (112).
2/1 MANUAL SERVO RELEASE:
115
114
113
An inoperative 2/1 manual servo assembly can cause no engine braking in manual second (second gear) and manual first (first gear).
To release the 2/1 manual servo assembly (104-116), the gear selector lever must be positioned in a gear range other than Manual Second or Manual First Gear Range. This allows manual 2/1 servo feed fluid to exhaust through the apply passages and release pressure between the 2/1 manual servo piston (108) and the 2/1 manual servo body cover (104). Spring force from the 2/1 manual servo return spring (112) and 2/1 manual servo cushion spring (109) moves the 2/1 manual servo piston (108) and apply pin (111) away from the 2/1 band assembly (680) to release the band. When released, the reaction sun gear & drum assembly (678) can rotate if Park or Neutral Gear has been selected. REACTION
SUN GEAR DRUM (678) 2/1 BAND ASSEMBLY (680)
2/1 BAND ASSEMBLY:

112
111
110
109
108
The 2/1 band assembly (680), located above the 2/1 manual servo assembly (103-115), is applied during Manual Second and Manual First Gear Ranges only. The band wraps around the reaction sun gear drum assembly (678) and is held in position by the 2/1 band anchor pin (102). When compressed, the 2/1 band assembly (680) holds the reaction sun gear drum assembly (678) to provide engine braking for Manual First & Second Gear Range Operation only.
2-1 MANUAL BAND SERVO BODY (114) CUSHION SPRING RETAINER (110) RETURN SPRING (112) LIP SEAL (107) O-RING SEAL (113) RETAINING CLIP (BOTTOM) (106) CUSHION SPRING (109) 2-1 MANUAL BAND SERVO PISTON (108)
107 2-1 MANUAL BAND SERVO APPLY PIPE (125) FORWARD BAND SERVO APPLY PIPE (124) MANUAL 2-1 SERVO APPLY FLUID 2-1 MANUAL BAND SERVO APPLY PIN (111) RETAINING CLIP (TOP) (116)
106
124
105
125 104
EXHAUST SCREEN (115) (Air Bleed w/Debris Screen) 2-1 MANUAL BAND SERVO BODY COVER (104)
103
24
Figure 24
APPLY COMPONENTS
FORWARD BAND ASSEMBLY:
The forward band assembly (688), located behind the forward servo assembly (12-22), is applied or ON during all forward gear ranges. The band wraps around the 1/2 support roller clutch assembly (681-687) and is held in position by the band anchor pin (117). When compressed by the forward servo assembly (12-22), it holds the 1/2 support roller clutch assembly (681-687) allowing the transaxle to operate in all forward drive ranges.
FORWARD SERVO APPLY:
If inoperative, the forward servo assembly can cause no forward in overdrive range and manual third. Forward will be available in manual second and manual first.
1/2 SUPPORT AND DRUM (687)
To apply the forward servo assembly (12-22), drive servo apply fluid is fed through the case (3), into the forward band apply pin (21) and between the forward servo cover (13) and forward servo piston (16). Pressure from the drive servo apply fluid forces the piston and forward band apply pin (21) to move towards the forward band assembly (688). The forward servo piston (16) compresses the forward servo cushion spring (19) and servo return spring (22) allowing the forward band apply pin (21) to compress the forward band assembly (688). When the band is compressed, the 1/2 support roller clutch assembly (681-687) is held stationary. Forward gear engagement feel is controlled by: the forward servo cushion spring (19); the servo return spring (22); and, the forward band apply pin (21).
FORWARD SERVO RELEASE:
FORWARD BAND ANCHOR PIN (117)

FORWARD BAND ASSEMBLY (688) 1/2 SUPPORT AND DRUM (687)
CUSHION SPRING RETAINER (20) PISTON LIP SEAL (18) CUSHION SPRING (19) FORWARD BAND SERVO PISTON (16) INTERNAL RETAINING RING (15)
FORWARD SERVO APPLY FLUID
2-1 MANUAL BAND SERVO COVER (104) SQUARE CUT SEAL (105) 18 16 RETURN SPRING (22) 15 SEAL (14) FORWARD BAND SERVO COVER (13)
FORWARD BAND SERVO APPLY PIPE (124) 22 21 20 19
14
Figure 25
13 12
FORWARD BAND SERVO PISTON APPLY PIN (21)
To release the forward servo assembly (12-22), drive servo apply fluid pressure between the forward servo piston (16) and forward servo cover (13) exhausts through the forward band apply pin (21) and through the apply passage in the case (3). Spring force from the servo return spring (22) and forward servo cushion spring (19) move the forward servo piston (16) and forward band apply pin (21) away from the forward band assembly (688), releasing the band. When released, the 1/2 support roller clutch assembly (681-687) will rotate.
25
APPLY COMPONENTS
1/2 SUPPORT ROLLER CLUTCH ASSEMBLY
1/2 SUPPORT ROLLER CLUTCH ASSEMBLY (683,686,687)
The 1/2 support roller clutch assembly (683), located between the reaction sun gear drum (678) and 1/2 support and drum (687), holds the reaction sun gear drum (678) during Overdrive Range First and Second Gear Ranges.
1/2 SUPPORT ROLLER CLUTCH HOLDING:
the reaction sun gear drum (678) is held to provide power flow through the reaction carrier (675).
1/2 SUPPORT ROLLER CLUTCH RELEASE:
In Park, Neutral and Reverse Gear Ranges, the 1/2 support roller clutch assembly (683) and the reaction sun gear drum (678) rotate freely in the opposite direction of the driven sprocket (506). When the forward band assembly (688) is applied it stops the rotation of the 1/2 support and drum assembly. Since the reaction sun gear drum (678) is attached to the outer race, the roller assembly (683) is forced to the narrow end of the ramp and wedges between the inner race and outer race. When this occurs,
The 1/2 support roller clutch assembly (683 & 687) releases when it overruns or when the forward band assembly (688) is not Applied. An overrunning condition occurs when the transaxle is in Overdrive Third or Fourth Gear Range and also in Manual Third Gear Range. Power flow through the reaction carrier assembly (675) causes the reaction sun gear drum and outer race (678) to rotate, moving the 1/2 support roller clutch rollers to the wide end of the ramp. When this occurs, the 1/2 support roller clutch (683) releases and the 1/2 support outer race overruns the stationary 1/2 support roller clutch inner race (687).
1/2 SUPPORT AND OUTER RACE (687) HELD STATIONARY DRUM (687) (OUTER RACE) SPRING
HO
N LD I
REACTION SUN GEAR DRUM ASSEMBLY (678)
1/2 SUPPORT AND DRUM (687)
HELD
1/2 SUPPORT ROLLER CLUTCH HOLDING REACTION SUN GEAR DRUM ASSEMBLY (678)
ROLLER ASSEMBLY (683)
INNER RACE (687) HOLDING - PREVENTS THE REACTION SUN GEAR DRUM (678) FROM ROTATING OPPOSITE TO INPUT HOUSING ROTATION
OUTER RACE (687) HELD STATIONARY 1/2 SUPPORT AND DRUM (687) SPRING (OUTER RACE)
HELD
1/2 SUPPORT ROLLER CLUTCH OVERRUNNING REACTION SUN GEAR DRUM ASSEMBLY (678) THRUST BEARING (685) BUSHING (686) 1/2 SUPPORT ROLLER ASSEMBLY (683)
ROLLER ASSEMBLY (683)
OUTER RACE (678) ROTATES AS THE INNER RACE (687) REMAINS STATIONARY 678 685 683 687
Inoperative 1/2 support roller clutch assembly can cause no forward in overdrive range and manual third. Forward will be available in manual second and manual first.
26
Figure 26
PLANETARY GEAR SETS

PLANETARY GEAR SETS:
Planetary gear sets are commonly used in an automatic transaxle and they are the main mechanical devices responsible for automatically changing gear ratios. The physical arrangement of its component parts and their rotation around an axis (center line to the axles) is the primary reason why a planetary gear set was given this name. This arrangement not only provides for a strong and compact transaxle component, but it also evenly distributes the energy forces flowing through the gear set. Another benefit gained by this arrangement is that gear clash (a common occurrence with manual transmissions) is eliminated because the gear teeth are always in mesh.
General Component Arrangement and Function:
sible condition also exits and that is when input torque equals output torque. This condition is called direct drive because neither reduction nor overdrive occurs through the gear set. To achieve these various operating conditions, specific components of the gear set must provide the input torque while other components must be held stationary. Detailed explanations of these gear set functions are provided on pages 28 and 29.
Torque vs Speed:
All planetary gear sets contain at least three main components:

a sun gear a carrier assembly with planet pinion gears, and an internal gear.
One of the main components, the sun gear, is located at the center of the planetary gear set and has planet pinion gears revolving around it. These planet pinion gears have gear teeth that are in constant mesh with the sun gear and an internal ring gear that encompasses the entire gear set. Torque from the engine (input torque) is transferred to the gear set and forces at least one of these components to rotate. Since all three main components are in constant mesh with each other, the remaining components are often forced to rotate as a reaction to the input torque. After input torque passes through a gear set, it changes to a lower or higher torque value known as output torque. Output torque then becomes the force that is transmitted to the vehicles drive axles. As stated above, when engine torque is transferred through a gear set, the output torque from the gear set either increases or decreases. If output torque is higher than input torque, then the gear set is operating in reduction (1st and 2nd gear ranges). On the other hand, if output torque is lower than input torque, then the gear set is operating in overdrive (4th gear). A third pos-
Another transaxle operating condition directly affected by input and output torque through a gear set is the relationship of torque with output speed. As an automatic transaxle shifts from 1st to 2nd to 3rd to 4th gear, the overall output torque to the wheels decreases as the speed of the vehicle increases (when input speed and input torque are held constant). Higher output torque and lower output speed is used in 1st gear to provide the necessary power for moving heavy loads. However, once the vehicle is moving and the speed of the vehicle increases, less torque is required to maintain that speed. This arrangement provides for a more efficient operation of the powertrain.
Hydra-matic 4T65-E Gear Sets:
The Hydra-matic 4T65-E transaxle combines two gear sets that provide five gear ratios (four forward and one reverse) for transferring torque to the drive axles. The four main components used in these gear sets are:
the input sun gear (668) the input carrier assembly (672) with an internal gear for the reaction carrier the reaction carrier assembly (675) with an internal gear for the input carrier, and the reaction sun gear and drum assembly (678).
Another gear set used in the Hydra-matic 4T65-E transaxle is the differential/final drive carrier assembly (700). Information regarding its purpose and function is discussed on page 30.
Gearset failure can cause noise and loss of drive.
REACTION SUN GEAR (678)
Figure 27
27
PLANETARY GEAR SETS

REDUCTION:
Increasing the torque is generally known as operating in reduction because there is always a decrease in the speed of the output member proportional to the increase in the output torque. Stated in another way, with a constant input speed, the output torque increases as the output speed decreases. Reduction occurs in First Gear and Second Gear Ranges, when the reaction sun gear drum assembly (678) is held stationary through the 1/2 support roller clutch assembly (683-687). The planetary pinions on the reaction carrier assembly (675) are forced to rotate in a counterclockwise direction and walk around the stationary reaction sun gear drum assembly (678). This rotation of the reaction carrier assembly (675) allows the transaxle to operate in gear reduction.
DIRECT DRIVE:
Direct drive occurs in Overdrive Range Third Gear when the second clutch assembly (617-627) drives the input carrier assembly (672) while the third sprag clutch assembly (653, 661, 717,-721) prevents the input sun gear (668) from turning faster than turbine speed. With these two members of the planetary gear set rotating in the same direction and at the same speed the transaxle is operating in direct drive.
OVERDRIVE:
Operating a transaxle in overdrive enables the output speed of the transaxle to be greater than the input speed. This mode of operation allows a vehicle to maintain a relatively high road speed with a reduced engine speed to improve fuel economy. When the transaxle is operating in overdrive, the output speed increases while the output torque decreases proportionally. Overdrive occurs in Overdrive Range Fourth Gear when the input sun gear (668) is held stationary by the fourth clutch shaft (504) and power is applied to the input carrier assembly (672). The input carrier planetary pinions walk around the stationary input sun gear (668) driving the reaction carrier assembly (675) faster than the input carrier assembly (672). The transaxle is now capable of operating in overdrive.
REVERSE:
Direct drive is obtained when any two members of the planetary gear set rotate in the same direction at the same speed forcing the third member to also rotate at the same speed. In this mode of operation the planetary pinion gears do not rotate on their pins, but act as wedges to drive the entire gear set as one rotating part. Thus, the output speed of the transaxle is the same as the input speed from the torque converter turbine. Output speed will equal engine speed when the torque converter clutch is applied (see torque converter, page 12).
A planetary gear set reverses its direction of rotation when the input carrier is held stationary and power is applied to a sun gear. This causes the planet pinions to act as idler gears thus driving the output member in the opposite direction. Reverse direction of rotation occurs in Reverse Gear Range when the input carrier assembly (672) is held stationary through the reverse band assembly (615) and reverse reaction drum (669). The input sun gear (668) provides the power to the input carrier pinion gears thus driving the reaction carrier assembly (675) in the opposite direction. The transaxle is now operating in reverse.
(668) DRIVING
REDUCTION FIRST GEAR
(672) DRIVEN
(675) DRIVING DRIVING REACTION CARRIER ASSEMBLY (675)
(675) DRIVEN DRIVING INPUT SUN GEAR (668)
DRIVEN INPUT CARRIER ASSEMBLY (672)
(672) DRIVING
(678) HELD
INTERNAL GEARS
HELD REACTION SUN GEAR (678)
28
Figure 28
PLANETARY GEAR SETS

REDUCTION SECOND GEAR (675) DRIVEN DRIVING INPUT CARRIER ASSEMBLY (672) DRIVEN REACTION CARRIER ASSEMBLY (675)
(672) DRIVING
(678) HELD
INTERNAL GEARS DRIVEN REACTION CARRIER ASSEMBLY (675)
HELD REACTION SUN GEAR (678)
DIRECT DRIVE THIRD GEAR
(672) DRIVING
(668) DRIVING DRIVING INPUT SUN GEAR (668)
DRIVING INPUT CARRIER ASSEMBLY (672)
(675) DRIVEN
OVERDRIVE FOURTH GEAR (672) DRIVING
(668) HELD HELD INPUT SUN GEAR (668)
DRIVING INPUT CARRIER ASSEMBLY (672)
(675) DRIVEN
REVERSE
(672) HELD
(668) DRIVING DRIVING INPUT SUN GEAR (668)
HELD INPUT CARRIER ASSEMBLY (672)
(675) DRIVEN
INTERNAL GEARS
Figure 29
29
FINAL DRIVE COMPONENTS

510
689
693
694
696
697
700
713
FINAL DRIVE AND DIFFERENTIAL ASSEMBLIES:
All Hydra-matic transaxles (transversely mounted to the body) are required to transfer the power from the final drive sun gear shaft (689) to the drive axles of the vehicle. This is accomplished by the final drive and differential components located at the output end of the gear train. These components perform the same function as the rear axle assembly found in all rear wheel drive vehicles.
PARKING GEAR (696)
DIFFERENTIAL CARRIER (700)
SPEED SENSOR ROTOR (713)
OUTPUT SHAFT (510)
LUBE PASSAGES
FINAL DRIVE SUN GEAR SHAFT (689)
REAR LUBE PASSAGE
FINAL DRIVE PLANETARY PINION (711)
FINAL DRIVE ASSEMBLY:
The final drive assembly is a planetary gear set consisting of: a final drive internal gear (693) splined to the case (3); a final drive sun gear (697) splined to the final drive sun gear shaft (689); and, the final drive planetary pinions located in the differential and final drive carrier assembly (700). The final drive planetary gear set operates in reduction at all times. Power through the final drive sun gear shaft (689) drives the final drive sun gear (697) in the same direction as engine rotation, but forces the final drive planetary pinion gears (711)
to rotate in the opposite direction inside the final drive internal gear (693). Since the final drive internal gear (693) is held stationary by the case (3), the differential and final drive carrier assembly (700) rotates in the same direction as engine rotation. The gear ratio of the final drive and differential assemblies performs the same functions as the ring and pinion gears in a conventional rear axle unit. It is a fixed final drive axle ratio that is required to match the engine power and drive train to the vehicle requirements for all normal operating conditions.
30
Figure 30
DIFFERENTIAL COMPONENTS
DIFFERENTIAL CARRIER ASSEMBLY:
The (final drive) differential carrier assembly (700) provides the means for allowing one driving wheel to travel faster than the other when the vehicle is going around corners or curves. (The wheel on the outside of the curve has to turn faster.) The differential carrier assembly (700) consists of: a differential and final drive carrier assembly; four bevelled gears; and, a differential pinion shaft (701). Two bevelled gears, the differential side gears (705), are splined to the axle shafts (the left hand axle shaft is splined to the output shaft (510) which connects with the side gear). The other two bevelled gears, the differential pinion gears (704), act as idlers to transfer the power from the differential carrier (700) to the differential side gears (705). The differential pinion gears (704) also balance the power load between the differential side gears (705) while allowing unequal axle rotation speeds when the vehicle is in a curve. A noise condition, usually a hum (under light throttle or turns), will be associated with a final drive/differential condition.
700
701
704
705 705 704
Final drive/differential failure can cause loss of drive.
TURNING
OUTER WHEEL 110% DIFFERENTIAL CARRIER SPEED
IN
HEEL TURNS FA RW ST TE ER OU URNS EEL T SL WH OW ER E N

R
OUTPUT SHAFT (510) RIGHT AXLE SHAFT
DIFFERENCE OF WHEEL TRAVEL AS A VEHICLE MAKES A 180 DEGREE TURN.
INNER WHEEL 90% DIFFERENTIAL CARRIER SPEED
100% DIFFERENTIAL CARRIER SPEED
When the vehicle is driven in a straight line, the differential pinion gears (704), differential side gears (705) and differential carrier (700) rotate as a fixed unit. The end result is both axle shafts rotate in the same direction as engine rotation for all forward gear ranges.
STRAIGHT AHEAD
OUTPUT SHAFT (510) RIGHT AXLE SHAFT
BOTH WHEELS TURNING AT SAME SPEED
ALL PARTS ROTATING AT DIFFERENTIAL CARRIER SPEED
Figure 31
31
NOTES
32
HYDRAULIC CONTROL COMPONENTS

The previous sections of this book were used to describe some of the mechanical component operation of the Hydra-matic 4T65-E. In the Hydraulic Control Components section a detailed description of individual components used in the hydraulic system will be presented. These hydraulic control components apply and release the clutch packs and bands to provide automatic shifting of the transaxle.
BALL CHECK VALVES (372-373)
1-2 & 2-3 ACCUMULATOR ASSEMBLY (124-140)
Figure 32
33

OIL PUMP ASSEMBLY
OIL PUMP DRIVE SHAFT (227) TORQUE CONVERTER ASSEMBLY (1)
Pump Related Diagnostic Tips

Loss of drive High or low line pressure High pitched whine - RPM sensitive
202 222 223 214 215 219 212
209 210
221 208 201 209 211 213 220
The oil pump assembly (200) contains a variable displacement vane type pump located in the oil pump body (202). When the engine is cranking, the oil pump drive shaft assembly (227), which is splined to the converter cover, turns the oil pump rotor (210) at cranking speed. As the oil pump rotor (210) and pump vanes (211) begin to rotate, the volume of fluid between the vanes is at its maximum, creating a vacuum at the pump intake port. This vacuum allows atmospheric pressure (acting on the fluid in the sump) to prime the pump quickly and pressurize the hydraulic system when the engine is running. Fluid from the transaxle oil pan (24) is drawn through the filter assembly (100) and into the pump intake circuit. Fluid is then forced to rotate around the oil pump slide (214) to the pump outlet where the clearance between the oil pump slide and oil pump rotor decreases. Transaxle fluid is then forced out of the
pump into the line fluid passage and called line pressure thereby providing the main supply of fluid to the various components and hydraulic curcuits in the transaxle. Since the pump assembly is bolted to the control valve assembly (300), it also functions as a device that transfers fluids to other components within the transaxle. The events described above occur when the pump is operating with maximum output. Since most normal driving conditions do not require maximum output, a calibrated decrease pressure from the pressure regulator valve (313) is applied to the backside of the oil pump slide. Decrease pressure moves the slide against pump priming spring pressure to lower the output of the pump. When the pump priming springs (222-223) are compressed and the oil pump slide contacts the oil pump body, minimum pump output occurs.
202 215
16
202
CONV FD LINE

16
PRESS REG VALVE
CONV FD
LINE
EX
LINE
210
DECREASE
210
DECREASE
LINE REV BST
PRN LO-1ST
PRN LO-1ST
17
17
LINE
EX
EX
LINE
TORQ SIG
8b
TORQ SIG
8b
EX
324
SUCTION
EX
324
323 207
323 207
SUCTION
223 222
208
BOTTOM PAN (24)
223 222
208
BOTTOM PAN (24)
MAXIMUM PUMP OUTPUT
MINIMUM PUMP OUTPUT
34
Figure 33
LINE REV BST
211
211
LINE
LINE
PRESS REG VALVE
215
LINE
DECREASE
EX

PRESSURE REGULATION
The main component that is used to control line pressure is the pressure regulator valve (313), located in the valve body (300). When the pump is operating at maximum output, line pressure from the pump moves the pressure regulator valve against spring force. This allows line pressure to quickly fill the converter feed passage and also enter the decrease passage. Decrease fluid pressure acts on the pump slide to overcome the spring force of the pump priming springs (222, 223) and moves the slide. As the slide moves towards the center of the pump body (202), clearance on the intake side of the oil pump slide (214) and oil pump rotor (210) decreases. This movement of the oil pump slide lowers the pump output capacity to maintain proper line pressures. The position of the oil pump slide and pressure regulator valve constantly change depending on vehicle operation and the amount of fluid pressure and volume needed to operate the transaxle. The fluid pressure required to apply clutches and bands also varies in relation to throttle opening and engine torque. The pressure control solenoid (322) and the torque signal regulator valve provide the means to regulate line pressure in response to PCM command.
Pressure Regulator Related Diagnostic Tips

A stuck or damaged pressure regulator valve could cause:
High or low line pressure Slipping clutches or bands or harsh apply Low or no cooler/lube flow
LO
1 2 D D NR
EX
LO
1 2 D D NR
EX
EX
PRN REVERSE
LINE
LINE
D2 D3
PRN
D2 D3
PRN REVERSE
PRN
D4
D4
LINE
CONV FD
LO-1ST
LINE REV BST
16
16
PRESS REG VALVE
LINE REV BST
PRESS REG VALVE
EX
EX
17
17
TORQUE SIG
TORQUE SIG
VBS
VBS
ACT FEED
EX
ACT FEED
EX
LINE
TORQUE SIG REG
EX EX
LINE
TORQUE SIG REG
EX EX
NORMAL PRESSURE
TORQUE SIGNAL
BOOSTED PRESSURE
Figure 34
TORQUE SIGNAL
31
LINE
LINE
31
LINE
LINE
CONV FD
LO-1ST
14
LINE
14
EX
MANUAL VALVE
MANUAL VALVE
DECREASE
DECREASE
35

VALVES LOCATED IN CASE COVER
3RD CLUTCH FWD SERVO 4TH CL
MANUAL VALVE (404):
The manual valve is fed by 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 the various circuits by opening and closing feed passages. The circuits that are fed by the manual valve are: Reverse, PRN, D4, D3, D2 and Lo.
2ND CLUTCH
EX
LO LINE D-4
PRN
LO BLOW OFF VALVE
REVERSE
1 2 D D NR
PRN
3RD CL
Manual Valve Related Diagnostic Tips

Stuck, misaligned or damaged valve and linkage could cause:
No reverse or slips in reverse No first gear or slips in first gear No fourth gear or slips in fourth gear No Park No engine compression braking in all manual ranges Drives in neutral No gear selections Shift indicator indicates wrong gear selection
D2 D3 3RD CL D3 4TH CL 4TH CL 3-4 ACCUM 4TH CL PRN REVERSE
EX
ACT FD LIM VALVE

XE XE
ACTUATOR FD
FWD SERVO
3RD CLUTCH
3-4 ACCUM
ACTUATOR FD LINE
401 404
2ND CLUTCH
402 403
36
Figure 35
PRN
D-2 D-3
LO-1ST 3RD CL
EX
MANUAL VALVE
EX

VALVES LOCATED IN CASE COVER
3RD CLUTCH FWD SERVO 4TH CL
LO BLOW OFF VALVE LINEUP (405, 406 & 420A):
REVERSE
2ND CLUTCH
Damaged/missing valve, spring or spring retainer can cause incorrect line pressure.
TCC BLOW OFF BALL CHECK VALVE LINEUP (417, 418 & 420B):
LO
LINE
D-4
The lo blow off valve (420A) is a pressure relief valve that exhausts excess lo-1st fluid pressures above 448 kPa (65 psi) in the 3rd clutch apply circuit.
LO-1ST 3RD CL 3RD CL D2 D3 3RD CL D3 4TH CL
(420A)
EX
PRN
LO BLOW OFF VALVE
1 2 D D NR
EX
D-2 D-3
MANUAL VALVE
PRN PRN
EX
The TCC blow off ball check valve (420B) is held closed by spring force from the TCC blow off spring (418). If converter clutch release or apply fluid pressure exceeds 690 kPa (100 psi), the ball check valve moves against spring force to exhaust the excess pressure.
Damaged/not seating valve or spring can cause converter clutch slips, shudders, rough TCC apply or no TCC apply. Also could cause delayed Park to Reverse/Drive engagement.
PRN REVERSE
4TH CL 3-4 ACCUM 4TH CL
EX
ACT FD LIM VALVE

XE XE
ACTUATOR FD
The cooler blow off ball check valve (420C) is held closed by spring force from the cooler blow off spring (407). If cooler fluid pressure exceeds 690 kPa (100 psi), the ball check valve moves against spring force to exhaust the excess pressure.
ACTUATOR FEED LIMIT VALVE TRAIN (414-416):
FWD SERVO
3RD CLUTCH
3-4 ACCUM
ACTUATOR FD LINE
COOLER BLOW OFF BALL CHECK VALVE LINEUP (407, 417 & 420C):
RELEASE #1 APPLY RELEASE COOLER

EX
2ND CLUTCH
The actuator feed limit valve is a spool type regulating valve that regulates line fluid pressure into actuator feed fluid pressure. Actuator feed fluid then feeds the pressure control solenoid and the shift solenoids after passing through a filter (screen assembly 382).
TORQUE CONVERTER BLOW OFF (420B)
COOLER
(420C)
401 405 406 420A
414 415
416
420B
418
420C 407 417
417
Figure 36
37

ACCUMULATORS
In the Hydra-matic 4T65-E, accumulators are used in the 2nd, 3rd and 4th clutch apply circuits to control shift feel. An accumulator is a spring-loaded device that absorbs a certain amount of fluid pressure in a circuit to cushion clutch engagement according to engine torque. The clutch apply fluid pressure acts against spring force and torque signal fluid biased accumulator pressure to act like a shock absorber. During the apply of the 2nd, 3rd and 4th clutch packs apply fluid overcomes the clutch piston return springs and begins to compress the clutch plates. When the clearance between the clutch plates is taken up by piston travel and the clutch begins to apply, pressure in the circuit builds up rapidly. Without an accumulator in the circuit, this rapid buildup of fluid pressure would cause the clutch to grab very quickly and create a harsh
3-4 ACCUMULATOR ASSEMBLY (421-428):
shift. However, accumulator spring force and accumulator fluid pressure is designed to absorb some of the clutch apply fluid pressure allowing for a more gradual apply of the clutch. The force of the accumulator spring and accumulator fluid pressure together control the rate at which a clutch applies. In the Hydra-matic 4T65-E, accumulator pressure varies in proportion to the torque signal pressure acting on the accumulator valves. Therefore, when torque signal pressure is high, accumulator pressure will be high. Likewise, when torque signal pressure is low, accumulator pressure will be low. Since torque signal pressure is regulated by the pressure control solenoid, (which is controlled by throttle position through the PCM), the accumulator valves regulate accumulator fluid pressure in proportion to throttle position to control shift feel. circuit, through the hollow 3-4 accumulator pin (426) to the spring side of the 3-4 accumulator piston (428). When the 4th clutch applies during a 3-4 shift, 4th clutch pressure is fed to the 3-4 accumulator piston (428) and compresses the 3-4 accumulator springs (423-424). When this occurs, 3-4 accumulator fluid is forced out of the 3-4 accumulator cannister (421) back to the 3-4 accumulator valve (341) where it exhausts. Again, torque signal fluid pressure and spring force at the 3-4 accumulator valve (341) regulates exhausting 3-4 accumulator fluid to control the 4th clutch apply.
Shift feel for a 3-4 shift and durability of the 4th clutch is largely dependent upon 4th clutch fluid pressure used to apply the clutch. To control 4th clutch apply pressure and shift feel, a 3-4 accumulator assembly (421-428) and 3-4 accumulator pressure is used. Fluid pressure in the 3-4 accumulator passage occurs when Line fluid pressure is regulated at the 3-4 accumulator valve (350) by torque signal fluid pressure and spring force. Regulated Line fluid pressure is then directed into the 3-4 accumulator
Accumulator Related Diagnostic Tips

A leak at the accumulator piston seal or porosity in the case, case cover or accumulator housing could cause no fourth gear/slips in fourth gear A stuck accumulator piston would cause harsh shifts
401
424 423 422 421 428 427 426
LINE
LINE
9
EX
TORQUE SIG
4TH CLUTCH RELEASED
4TH CLUTCH APPLIED

Figure 37
38
4TH CLUTCH
3-4 ACCUM
3-4 ACCUM 4TH CLUTCH
4TH CLUTCH
TORQUE SIG
EX
10
3-4 ACCUM
EX
EX
10
3-4 ACCUM
8

4TH CLUTCH

ACCUMULATORS
1-2 ACCUMULATOR ASSEMBLY (135A-137A, 139 & 142):
Shift feel for a 1-2 shift and durability of the 2nd clutch is largely dependent upon 2nd clutch fluid pressure used to apply the clutch. To control 2nd clutch apply pressure and shift feel, a 1-2 accumulator assembly and 1-2 accumulator fluid pressure is used in addition to the 2nd clutch wave plate (623). Fluid pressure in the 1-2 accumulator passage occurs when Line fluid pressure is regulated at the (primary) 1-2 accumulator valve (350) by torque signal fluid pressure and spring force. Regulated Line fluid pressure is then directed into the 1-2 accumulator fluid passage where it is routed through orifice #2 to the other end of the accumulator valve where it will oppose
torque signal fluid pressure and spring force to regulate 1-2 accumulator fluid pressure. 1-2 accumulator pressure is also routed to the spring side of the 1-2 accumulator piston (136). When the 2nd clutch applies during a 1-2 shift, 2nd clutch pressure is fed to the 1-2 accumulator piston (136A) and compresses the 1-2 accumulator spring (139). When this occurs, 1-2 accumulator fluid is forced out of the accumulator housing (140) back to the 1-2 accumulator valve (350) where it exhausts. Torque signal fluid pressure and spring force at the 1-2 accumulator valve regulate exhausting 1-2 accumulator fluid to control 2nd clutch apply.
EX
EX
139
2 EX A leak at the accumulator 1-2 ACCUMULATOR piston seal or porosity in the case, case cover or ac1-2 136A ACCUMULATOR cumulator housing could 2ND CLUTCH RELEASED 137A (136) cause no 2nd gear/slips in 2nd gear
EX
1-2 ACCUM VALVE

EX EX
134
1-2 ACCUMULATOR
132 131
2ND CLUTCH APPLIED
2-3 ACCUMULATOR ASSEMBLY (135B-138 & 143):
The 2-3 accumulator assembly functions basically the same as the 1-2 accumulator assembly. To control 3rd clutch apply pressure and shift feel, a 2-3 accumulator assembly and 2-3 accumulator pressure is used in addition to the 3rd clutch waved plate (645). Fluid pressure in the 2-3 accumulator passage occurs when Line fluid pressure is regulated at the 2-3 accumulator valve (344) by torque signal fluid pressure. Regulated Line fluid pressure is
then directed into the 2-3 accumulator fluid passage to the spring side of the 2-3 accumulator piston (136B). When the 3rd clutch applies during a 2-3 shift, 3rd clutch pressure is fed to the 2-3 accumulator piston (136B) and compresses the 2-3 accumulator spring (143). When this occurs, 2-3 accumulator fluid is forced out of the accumulator housing (140) back to the 2-3 accumulator valve (344) where it exhausts. Torque signal fluid pressure and spring force at the 2-3 accumulator valve (344) regulate exhausting 2-3 accumulator fluid to control 3rd clutch apply.
LINE
EX
6
EX
140
11
2-3 ACCUM
2-3 ACCUM
143 136B 137B 138 135B
A leak at the accumulator piston seal or porosity in the case, case cover or accumulator housing could cause no 3rd gear/ slips in 3rd gear A stuck accumulator piston would cause harsh shifts
TORQUE SIGNAL
3RD CLUTCH RELEASED

LINE
EX
6
2-3 ACCUM
EX
11
131
3RD CLUTCH APPLIED

Figure 38
132
TORQUE SIGNAL
3RD CLU
134

2-3 ACCUM
3RD CLU
2ND CL
EX
TORQUE SIG
135A
A stuck accumulator piston would cause harsh shifts
EX
142
LINE
2ND CL
140
1-2 ACCUM VALVE
TORQUE SIG
LINE
39

VALVES LOCATED IN THE VALVE BODY
PRESSURE REGULATOR VALVE TRAIN (302-313) Pressure Regulator Valve (313): TORQUE SIGNAL REGULATOR VALVE TRAIN (320-322) Pressure Control Solenoid Valve Assembly (322):
spring (326). In this manner, line pressure is regulated before it is routed to the converter TCC valve (335).
If stuck, missing or binding the TCC regulator apply valve or spring could cause: TCC stuck on in all gears TCC stuck on in 2nd, 3rd and 4th gears harsh TCC apply or release slip, shudder, rough apply or no apply
The pressure regulator valve (313) directs line pressure to: the manual valve; the converter feed circuit to control hydraulic apply and release of the converter clutch; the decrease passage to regulate pump output.
If stuck, missing or binding pressure regulator valve or spring could cause incorrect line pressure
Reverse Boost Valve (310):
An electronically controlled pressure regulator that regulates the torque signal regulator valve against torque signal fluid and spring force.
A leaking/damaged o-ring or bad electrical connection can cause high or low line pressure.
Torque Signal Regulator Valve (321):
Acted on by PRN fluid from the manual valve (404) and lo-1st fluid, it moves against pressure regulator valve spring (311 & 312) pressure. This increases line pressure in Park, Reverse and Neutral in response to a high percentage of throttle travel. In Manual First gear range, lo-1st fluid moves the valve to boost line pressures.
Line Boost Valve (304):
Regulates torque signal fluid, fed by line fluid pressure. The pressure control solenoid, a variable bleed solenoid, acts on one end of the valve (relative to throttle position) against torque signal fluid and spring pressure on the other end.
A stuck torque signal regulator valve can cause high or low line pressure.
TCC CONTROL (PWM) SOLENOID VALVE (334):
FORWARD SERVO BOOST VALVE (367B):
Held by spring force, it opens during hard acceleration to allow D-4 fluid to enter the drive servo apply passage, by-passing the feed orifice. This provides for a quick fill of the forward servo apply passage and quick apply of the forward band assembly to prevent slippage during abusive shifts from Park or Neutral to Drive.
REVERSE SERVO BOOST VALVE (367A):
Acted on by torque siganl fluid pressure, it moves against the reverse boost valve (310) and pressure regulator spring force (311, 312) to increase line pressure. Its function is in response to changes in throttle position (through pressure control solenoid valve response to PCM signals).
1-2 SHIFT VALVE TRAIN (314-318) 1-2, 3-4 Shift Solenoid Valve Assembly (315A):
The 1-2 Shift Solenoid Valve assembly (315) is an ON/OFF type solenoid that receives its voltage supply through the ignition switch. The PCM controls the solenoid by providing a ground to energize it in: Park, Reverse, Neutral, Overdrive Range First and Fourth Gear, and also Manual First Gear. When energized (ON), its exhaust port closes, moves the 1-2 shift valve and allows filtered line pressure to enter the 1-2, 3-4 signal fluid passage. When the PCM removes the ground, the solenoid is OFF allowing line pressure to exhaust through the solenoid.
A faulty (stuck on) 1-2, 3-4 Shift Solenoid Valve assembly can cause 1st and 4th gear only. A faulty (stuck off) 1-2, 3-4 Shift Solenoid Valve assembly can cause 2nd and 3rd gear only.
1-2 Shift Valve (318):
An electronically controlled pressure regulator that regulates 2nd clutch fluid pressure into the TCC signal fluid circuit to shuttle the TCC control valve to the apply position. Regulated TCC signal fluid pressure also shuttles the TCC regulator apply valve to allow line pressure into the TCC regulated apply circuit for a controlled apply and release of the torque converter clutch.
Stuck on, exhaust plugged, would cause no TCC release. Stuck off, leaking o-ring, no voltage, would cause no TCC/slip or soft apply.
TCC Control Valve (335):
Held by spring force, it opens during hard acceleration to allow reverse fluid to enter the reverse servo passage, by-passing the feed orifice. This provides for a quick fill of the reverse servo passage and quick apply of the reverse band to prevent band slippage during abusive shifts from Park or Neutral to Reverse.
2-3 SHIFT SOLENOID VALVE (315B):
When the TCC PWM solenoid is OFF, the TCC control valve (335) is held in the released position by the TCC spring (336). In this position, converter feed pressure enters the torque converter clutch release circuit and apply fluid flows around the valve into the cooler circuit. When the TCC PWM solenoid (334) is ON, TCC signal fluid moves the valve against spring force. When shifted, it directs regulated line fluid (TCC regulated apply) into the apply passage; converter feed fluid into the cooler passage, and, allows converter release fluid to exhaust.
If stuck, missing or binding the TCC regulator apply valve or spring could cause: TCC stuck on in all gears TCC stuck on in 2nd, 3rd and 4th gears harsh TCC apply or release no TCC apply
The 2-3 Shift Solenoid Valve is an ON/ OFF type solenoid that receives its voltage supply through the ignition switch. The PCM controls the solenoid by providing a ground to energize it in: Park, Reverse. Neutral, Overdrive Range First and Second Gear; and also Manual Second and Manual First Gear Ranges. When energized (ON), its exhaust port closes, allowing filtered line pressure into the 2-3 signal fluid passage. When the PCM removes the ground, the solenoid is OFF allowing line pressure to exhaust through the solenoid.
A faulty (stuck on) 2-3 Shift Solenoid Valve assembly can cause 1st and 2nd gear only. A faulty (stuck off) 2-3 Shift Solenoid Valve assembly can cause 3rd and 4th gear only.
3-4 / 4-3 SHIFT VALVE TRAIN (359-362) 3-4 Shift Valve (362):
The 1-2 shift valve responds to 1-2, 3-4 signal fluid pressure, force from the 1-2 shift valve spring (317) and 2-3 off signal fluid pressure. Depending on the position of the valve, it will route D-4 fluid into the 2nd fluid passage or lo fluid into the lo1st fluid passage.
A stuck or binding 1-2 shift valve can cause 1st or 2nd gear only, or slipping/ no 1st or 2nd gear.
LINE PRESSURE RELIEF VALVE (324):
TCC REGULATOR APPLY VALVE TRAIN (326-328):
The 3-4 shift valve is controlled by 1-2, 3-4 signal fluid pressure on one end of the valve and the 4-3 manual downshift valve (360) at the other. When downshifted, input clutch feed pressure can apply or release the input clutch depending on the gear range. When upshifted by 2-3 signal fluid pressure, 3rd fluid is allowed to enter the 4th clutch circuit to apply the 4th clutch.
A stuck or binding 34 Shift Valve can cause slipping or no 4th gear.
4-3 Manual Downshift Valve (360):
Prevents line pressure from exceeding 1,690-2,480 kPa (245-360 psi). Excess line pressure unseats the ball check valve allowing it to exhaust.
The TCC regulator apply valve (327) is biased by TCC signal and TCC regulated apply fluid pressures in order to regulate line pressure passing through the valve. TCC regulated apply fluid pressure acting on the end of the valve combines with the spring force from the TCC regulator apply valve
The 4-3 manual downshift valve is controlled by 2-3 signal fluid pressure acting on one side of the valve and spring force from the 4-3 manual downshift valve spring
40

VALVES LOCATED IN THE VALVE BODY
(361) on the other side. When the 2-3 solenoid is ON, 2-3 signal fluid pressure moves the valve against spring force to hold the 3-4 shift valve (362) in the downshift position.
2-3 / 3-2 SHIFT VALVE TRAIN (353-357) 3-2 Manual Downshift Valve (356):
shift valve (357) directs: line pressure into the input clutch feed passage, D4 pressure into the auxiliary unput clutch feed passage, D3 into the input clutch feed passage, D2 into the into the manual 2-1 servo passage, and 3rd fluid to exhaust at the valve.
A stuck or binding 2-3 Shift Valve can cause slipping or no 3rd gear.
1-2 ACCUMULATOR VALVE TRAIN (350-351) 1-2 Accumulator Valve (350):
3-4 ACCUMULATOR AND 2-3 ACCUMULATOR VALVE TRAIN (340-346) 3-4 Accumulator Valve (341):
The 3-2 manual downshift valve is controlled by 2-3 signal fluid pressures and spring force from the 3-2 downshift valve spring (355). When the 2-3 solenoid is ON, 2-3 signal fluid pressure moves the valve against the 2-3 shift valve (357) to prevent a 2-3 upshift.
2-3 Shift Valve (357):
The 3-4 accumulator valve is biased by torque signal fluid pressure and spring force from the 3-4 accumulator spring (351)on one end of the valve and 3-4 accumulator fluid on the other end. It regulates the amount of line pressure passing through the valve and entering the 3-4 accumulator circuit.
2-3 Accumulator Valve (344):
The 2-3 shift valve (357) is controlled by line pressure acting on one end of the valve and the 3-2 downshift valve (356) at the other end. Depending on the position of the manual valve, 1-2, 3-4 solenoid (315A) and the 2-3 solenoid (315B) state (ON or OFF), the 2-3
The 1-2 accumulator valve is biased by torque signal fluid pressure and spring force acting on one end of the valve and 1-2 accumulator accumulator fluid pressure at the other end. It regulates the amount of line fluid passing through the valve and entering the 1-2 accumulator circuit.
The 2-3 accumulator valve regulates 2-3 accumulator pressure in proportion to torque signal fluid pressure and spring force from the 2-3 accumulator spring (346). It regulates the amount of line pressure entering into the 2-3 accumulator circuit.
CONVERTER FEED
CONVERTER FEED
LOW /1ST GEAR LINE
TORQUE SIG
LO-1ST PRN
REV SERVO REVERSE

EX
LINE
EX
D SRV AP
D-4
INPUT CL
LINE
LINE
LINE REV BST
PRESS REG VALVE

FWD BST
2-3 SIG 2-3 SIG

REVERSE LINE 1-2, 3-4 SIGNAL DECREASE LO LO-1ST

1-2, 3-4 Shift Solenoid N.O.
REVERSE LO D-4
LINE 3RD
REV BST
EX
AUX INPUT CL FD D3 2-3 SIGNAL D2

3-4 SHIFT VALVE 4-3 MDS
1-2 SHIFT VALVE

EX EX
VBS
1-2,3-4 SIG 2ND 3RD ACT FEED

4TH CLU 2-3 OFF SIG D2 LINE

TORQUE SIG REG
EX EX
4TH CLU D2 AUX INPUT CLU FD
3RD
LINE
2-3 SHIFT VALVE
EX EX
3-2 MAN DS
EX
TORQUE SIG CONVERTER FEED 3RD

TORQUE SIG 3RD INPUT CL FD LOW/1ST GEAR
3RD D3 LINE
EX
CONVERTER FEED D2 LINE

EX EX
2-3 SIG MAN 2-1 SERVO D4 D3 LINE ORIFICED EXH
1-2 ACCUM VALVE

EX EX
2ND TCC APPLY

TCC Control EX (PWM) Solenoid N.O.
2-3 OFF SIG
TCC CONTROL VALVE
EX
TCC REL D4
TCC REL
EX
1-2 ACCUM LINE 1-2 ACCUM LINE D4 LINE

2-3 ACCUM
3-4 ACCUM
D4
TORQUE SIG 3RD INPUT CL FD LINE INPUT CL FD TORQUE SIG D3 EX TORQUE SIG 3RD
2-3 ACC
LINE 3-4 ACCUM TORQUE SIG 3-4 ACCUM 2-3 ACC LINE EX
TCC SIG COOLER
TCC REG APPLY
TCC REG APPLY TCC REG APP EX LOW/1ST GEAR LOW/1ST GEAR LINE
TCC SIG (PWM)
LINE
EX
CONTROL VALVE BODY (300)
Figure 39
41

BALL CHECK VALVES LOCATION AND FUNCTION
#1 CONVERTER CLUTCH RELEASE/APPLY: #7 LO / LO-1ST:
Located in the case cover (400), it directs either release or apply fluid pressures to the TCC blow off ball check valve in the case cover.
Located in the valve body (300), it blocks the lo-1st passage when Drive Range Manual First gear is selected and sends lo fluid pressure to the 1-2 shift valve where it passes through the valve and is forced through orifice 27 into the lo-1st fluid circuit .
#2 2ND CLUTCH:
Located in the case cover (400), it directs 2nd (apply) fluid through orifice 25 on the spacer plate into the 2nd clutch passage. When the 2nd clutch releases, it seats in the case cover (400) forcing 2nd clutch fluid through orifice 26 and into the 2nd fluid passage.
#8 D2 / MANUAL 2-1 SERVO FEED:
Located in the valve body (300), it is fed by D-2 fluid from the manual valve and seated against orificed manual 2-1 servo feed fluid at the spacer plate. D-2 fluid is then directed to the 2-3 shift valve (357) where it enters the 2-1 manual servo feed passage and is forced through orifice 13. When the 2-1 manual band servo releases the ball check valve unseats and fluid exhausts without going through orifice 13.
#3 INPUT CLUTCH / PRN:
Located in the case cover (400), it blocks the PRN passage to direct input clutch fluid to the input clutch during the appropriate gear range. In Park, Reverse or Neutral gear ranges, PRN fluid unseats the ball check valve and also feeds the input clutch.
#9 3RD / 3RD CLUTCH:
#4 3RD CLUTCH / LO-1ST:
Located in the case cover (400), during Overdrive Range Third Gear, it seats against the lo-1st passage allowing 3rd clutch fluid into the 3rd clutch/lo-1st passage to apply the 3rd clutch. During a 3-2 shift, it allows 3rd clutch/lo-1st fluid to exhaust into the 3rd clutch fluid passage. In Drive Range - Manual First, it seats against 3rd clutch fluid allowing lo-1st fluid to enter the 3rd clutch/lo-1st fluid passage to apply the 3rd clutch.
Located in the valve body, it forces 3rd fluid through feed orifice 24 into the 3rd clutch passage during apply of the 3rd clutch. When the 3rd clutch releases, 3rd clutch fluid seats the ball check valve against the 3rd passage, forcing fluid through orifice 28 and into the 3rd fluid passage to the 2-3 shift valve (357) where it exhausts.
#10 LINE / 4TH CLUTCH:
Located in the valve body, it is seated against the lo/1st gear passage during all forward ranges except first and directs line fluid through orifice 33. In drive range first gear or manual first lo/1st gear fluid pressure unseats the ball check valve and bypasses orifice 33 to send fluid to the input clutch apply passage.
#5 REVERSE / REVERSE SERVO FEED:
Located in the valve body (300), it blocks the reverse servo feed passage forcing reverse fluid through an orifice before entering the reverse servo feed passage. When the manual valve is moved out of Reverse gear range, the ball check valve unseats allowing reverse servo fluid to exhaust through the reverse fluid passage.
Ball Check Valves Related Diagnostic Tips
Understanding the design principle of each ball check valve will help in the diagnosis of hydraulic related problems. For example:
a harsh shift complaint could be a stuck or missing ball check valve no reverse or slips in reverse could be the #1 ball check valve stuck or missing. no engine compression braking in manual first could also be a missing or stuck #1 ball check valve.
#6 D-4 / SERVO APPLY:
Located in the valve body (300), it blocks the forward servo apply passage and forces D-4 fluid pressure to the forward servo feed orifice on the spacer plate (370). When the manual valve is moved from Drive Range to Park or Neutral or Reverse, the ball check valve unseats to allow for a quick exhaust of the servo apply fluid and release of the forward band assembly.
42

14a

TCC APPLY
BALL CHECK VALVES LOCATION AND FUNCTION

#3
#1
13c
TCC RELEASE
#4
2ND
27a
25b
25c
25
26
25e
25d
27c
#2
27b
EX
25f
2ND CL
#1
INPUT CL
PRN
7a
INPUT CL
48a
40a
#5
#9
20
40c

LO
40b
REV SERVO
30e
38b
REV
46c
29d
39d
27
#9
38c
LO-1ST
29a
LO
3RD
20a 19e
LO/1ST GEAR
19c
29
18k
19b
18g
#6
19d
18f
D SRV AP
13
LINE
MAN 2-1 SERVO FD
37a
LINE
D-4
38b
SERVO APPLY D-4
29d
#8
36c
37b
33
20b
36b
D-2
#10
29b
#7
28
31a
31b
24
3RD CL

48b
48c
Figure 40
3RD CL
31f 39f 39g
33a
LO-1ST
REVERSE
REV SERVO
2ND
#3
#7
#4
#2
CASE COVER (400)

#5 #6
3RD CL/LO-1ST LO-1ST
#8
#10
43

THERMOSTATIC ELEMENT
THERMOSTATIC ELEMENT:
The thermostatic element (121) is located on the case and is designed to control the fluid level in the case side cover pan (53). This thermostatic element contains a temperature sensitive strip of metal that reacts to fluid temperature changes and open or close a fluid passage. At low temperatures, the thermostatic element exerts little pressure on the thermostatic element plate (122) allowing fluid to drain into the sump. As the temperature of the fluid increases, the thermostatic element begins to apply pressure to the thermostatic element plate, thereby trapping fluid in the case side cover pan. This level of transaxle fluid is required in order to maintain the operation of the hydraulic system in the transaxle. It should be noted that when checking the fluid level in a Hydramatic 4T65-E transaxle, it will be higher on the fluid level indicator when the transaxle is cold. Conversely, the fluid level will drop when checked at operating temperatures. This event is a result of the case thermostatic element functioning as explained.
THERMOSTATIC ELEMENT PLATE (122)
THERMOSTATIC ELEMENT (121) LOCATED ON CASE BOTTOM
A damaged or loose thermostatic element could cause fluid foaming or incorrect fluid level.
FLUID COLD
FLUID HOT
44
Figure 41
ELECTRICAL COMPONENTS
The Hydra-matic 4T65-E transaxle incorporates electronic controls that utilize a Powertrain Control Module (PCM). The PCM gathers vehicle operating information from a variety of sensors and control components located throughout the powertrain (engine and transaxle). The PCM then processes this information for proper control of the following: transaxle shift points - through the use of shift solenoids transaxle shift feel - by adjusting line pressure through the use of a pressure control solenoid Torque converter clutch (TCC) apply and release feel through the use of a TCC control solenoid OFF. While the transaxle is operating in the fail-safe mode example given, the following operating changes occur: the pressure control solenoid is OFF, allowing line pressure to increase to its maximum pressure in order to prevent clutch or band slippage the TCC control solenoid is OFF, preventing TCC apply the shift solenoids are OFF, allowing the vehicle to be driven in third gear.
Electronic control of these transaxle operating characteristics provides for consistent and precise shift points based on the operating conditions of both the engine and transaxle.
FAIL-SAFE MODE Fail-safe mode is an operating condition where the transaxle will partially function if a portion of the electronic control system becomes disabled. For example, if the wiring harness becomes disconnected, the PCM commands the fail-safe mode causing some transaxle electrical components to default to
When both shift solenoids are OFF, the transaxle will operate in third gear regardless of the forward gear selected (i.e. Overdrive, 3, 2, or 1). However, the transaxle will operate in Reverse, if selected, as well as Park and Neutral. (The failsafe mode described above is only one of the operating modes associated with this transaxle. Refer to the appropriate Service Repair Manual when diagnosing these conditions.) NOTE: This section of the book contains general information about electrical components that provide input information to the PCM. Since this input information may vary from carline to carline, it is important that the appropriate General Motors Service Manual is used during repair or diagnosis of this transaxle.
8 10 DLC PCM 9
11
12
INPUTS
INFORMATION SENSORS
1. 2. 3. 4. 5. 6. 7. 8. 9. 10. 11. 12. TFP VALVE POSITION SWITCH INPUT (SHAFT) SPEED SENSOR VEHICLE SPEED SENSOR ASSEMBLY (VSS) TRANMISSION FLUID TEMPERATURE (TFT) SENSOR TRANSAXLE RANGE SWITCH THROTTLE POSITION SENSOR (TPS) ENGINE COOLANT TEMPERATURE SENSOR (ECT) ENGINE SPEED (IGNITION MODULE) TCC BRAKE SWITCH AIR CONDITIONING (A/C) SWITCH CRUISE CONTROL INFORMATION MANIFOLD ABSOLUTE PRESSURE SENSOR (MAP)
OUTPUTS
ELECTRONIC CONTROLLERS
POWERTRAIN CONTROL MODULE (PCM) DIAGNOSTIC LINK CONNECTOR (DLC)
ELECTRONICALLY CONTROLLED TRANSAXLE COMPONENTS

A. PRESSURE CONTROL SOLENOID VALVE B. 1-2 SHIFT SOLENOID VALVE C. 2-3 SHIFT SOLENOID VALVE D. TCC CONTROL (PWM) SOLENOID VALVE
Figure 42
45
REVERSE LO
Automatic Transmission Fluid Pressure Manual Valve Position Switch (TFP Val. Position Sw.) (395)
D2
D4
E D C B
The TFP Val. Position Sw. is attached to the valve body and contains six fluid pressure switches. Three of the fluid pressure switches (D4, , LO, and REV) are normally open, while the other three (D3, D2 and TCC Release) are normally closed. These six switches are used to indicate the position of the manual valve. The PCM uses this information to control line pressure, TCC apply and release and shift solenoid operation. The RELEASE pressure switch is a normally closed pressure switch. This switch is used as a diagnostic tool to confirm that the TCC is actually OFF when it has been commanded OFF by the PCM. Each fluid pressure switch produces either an open or a ground to the PCM depending on the presence of fluid pressure at the switches. The sequence of open and closed switches produces a combination of voltage readings that are monitored by the PCM (see table and switch logic diagram). The PCM measures TFP Val. Position Sw. signal voltage from each pin to ground and compares the voltage to a TFP Val. Position Sw. combination table stored in the PCM memory. If the PCM does not recognize the switch sequence a diagnostic code will be set as a result. A diagnostic code may also be set if the TFP Val. Position Sw. switch sequence indicates a gear range selection that conflicts with other sensory inputs to the PCM.
Normally Open Pressure Switch Operation: (D4, LO, and REV)
D3
TCC
A Transaxle Fluid Pressure Switch Assembly malfunction will set a DTC P1810 and the PCM will command the following default actions: DTC P1810 will be stored in PCM history. Freeze shift adapts. Assume D4 shift pattern. Maximum line pressure.
Body Contact Fluid Body Contact Fluid
O-Ring Diaphragm
O-Ring Diaphragm
+
Contact Element Contact Ground
+ Contact Element Contact Ground
NORMALLY OPEN
NORMALLY CLOSED
SWITCH LOGIC ENGINE OFF

E LO REV D2 D D3 C D4 B TCC REL
When the engine is started and fluid is routed to a switch, fluid pressure moves a diaphragm and contact element until the contact touches both the positive (+) and ground ( ) contacts. The switch is now in a closed position and it allows current to flow from the positive contact through the switch to ground. The completed circuit changes the switch state thereby electronically signalling the PCM the position of the manual valve.
Normally Closed Pressure Switch Operation: (D3, D2 and TCC RELEASE)
(N.O.)
(N.O.)
(N.C.)
(N.C.)
(N.O.)
(N.C.)
The normally closed switch allows current to flow from the positive contact through the switch to ground when no fluid is present. Fluid pressure moves the diaphragm to disconnect the positive and ground contacts, opening the switch and stopping current flow.
Example: (Reverse Range)
RANGE INDICATOR Park/Neutral Reverse Overdrive Manual Third Manual Second Manual First
FLUID* REV 0 1 0 0 0 0 D4 0 0 1 1 1 1 D3 0 0 0 1 1 1 D2 0 0 0 0 1 1 LO 0 0 0 0 0 1
CIRCUIT+ E 0 1 0 0 0 1 D 1 1 1 0 0 0
C 0 0 1 1 0 0
The hydraulic and electrical schematics below illustrate the system operation when the manual valve is positioned in the Reverse position. As shown, the REV switch has fluid pressure holding it in the closed position allowing current to flow through Pin E (transaxle pass-thru connector pin) to ground. When the circuit is closed, the digital logic signal in the PCM is 1 indicating that the circuit is grounded. The normally closed RELEASE switch has fluid pressure holding it open, the digital logic signal in the PCM is 0. Thus when Pins B, C and D are open and Pin A is grounded, the PCM interprets the manual valve position as being in Reverse and that the TCC is released.
REV
E LO REV D2
D D3
C D4
B TCC REL
D3
(N.O.)
(N.O.)
(N.C.)
(N.C.)
(N.O.)
(N.C.)
46
Figure 43
;; ;;
E AS LE RE
TFP SWITCH
SWITCH LOGIC REVERSE (Engine Running)
D2
D2 D3
LINE
PRN
PRN REV
D4
EX
+: 1 = Grounded (Resistance <50 ohms, 0 volts) 0 = Open (Resistance >50k ohms, 12 volts)
LO D4
MANUAL VALVE
EX
*: 1 = Pressurized 0 = Exhausted
LO
1 2 D D NR
SHIFT SOLENOID VALVES
Description:
CONNECTOR PLUNGER SPRING METERING O-RING BALL
GEAR RANGE Park/Reverse/Neutral First Second Third Fourth
1-2, 3-4 SS VALVE ON ON OFF OFF ON
2-3 SS VALVE ON ON ON OFF OFF

FRAME
COIL ASSEMBLY
EXHAUST
FILTER
SIGNAL FLUID
Shift Solenoids De-energized (OFF):
The shift solenoid valves are OFF when the PCM opens the path to ground for the solenoids electrical circuit. When OFF, the solenoid valve plunger is forced away from the metering ball by a spring. This action allows the 1-2, 3-4 or 2-3 signal fluid to push past the metering ball to exhaust from a port on the side of the solenoid.
Shift Solenoids Energized (ON):
against spring force in the downshifted position. At the same time, 1-2, 3-4 signal fluid is routed to the 3-4 shift valve (362) where it holds the valve against spring force in the upshifted position. During Fourth gear operation, 2-3 signal fluid pressure combines with spring force and holds the 1-2 shift valve in the upshifted position. When the 1-2, 3-4 Shift Solenoid valve is de-energized during Second and Third gear operation, 1-2, 3-4 signal fluid exhausts through the solenoid. Spring force acting on the 1-2 shift valve keeps the valve in the upshifted position, and spring force at the 3-4 shift valve keeps the valve in the downshifted position.
2-3 Shift Solenoid Valve (315B):
To energize the shift solenoid valves, the PCM provides a path to ground and completes the solenoids electrical circuit. Electrical current passing through the coil assembly in the solenoid creates a magnetic field that magnetizes the solenoid core. The magnetized core repels the plunger which seats the metering ball against the fluid inlet port. Solenoid signal fluid is then blocked by the metering ball thereby creating a fluid pressure in the 1-2, 3-4 or 2-3 signal fluid circuits.
1-2, 3-4 Shift Solenoid Valve (315A):
The 1-2, 3-4 shift solenoid valve is located at the end of the 1-2 shift valve (318) and controls the position of the 1-2 and 3-4 shift valves. 1-2, 3-4 signal fluid that is routed to the solenoid is created by filtered actuator feed as it passes through orifice #1. When energized, the solenoid blocks 1-2, 3-4 signal fluid from exhausting thereby creating pressure in the 1-2, 3-4 signal fluid circuit. 1-2, 3-4 signal fluid pressure then holds the 1-2 shift valve
The 2-3 shift solenoid valve is located in a bore in the valve body and controls the position of the 2-3, 3-4 and 4-3 shift valves. 2-3 signal fluid that feeds to the solenoid is created by filtered line fluid as it passes through orifice #30. When energized in First and Second gear, the solenoid blocks 2-3 signal fluid from exhausting thereby creating pressure in the 2-3 signal fluid circuit. 2-3 signal fluid pressure then holds the 2-3 shift valve in the upshifted position against line fluid pressure. At the same time, 2-3 signal fluid is routed to the 4-3 manual downshift valve (360) holding the valve in the upshifted position. When the 2-3 shift solenoid is de-energized during Third and Fourth gear operation, 2-3 signal fluid exhausts through the solenoid. Spring force acting on the 2-3 shift valve keeps the valve in the downshifted position while the 3-4 shift valve position is dependent upon the 1-2, 3-4 Shift Solenoid valve state.
ACTUATOR FD

30
N.O.ON
N.O.OFF
2-3 Shift Solenoid

ACTUATOR FD
30
2-3 Shift Solenoid

ACTUATOR FD
LO-1ST
LO-1ST
LO-1ST
ACT FEED
ACT FEED
EX
EX
EX
EX
EX
2ND LO/1ST GEAR 3RD D2 INPUT CL D3
2ND LO/1ST GEAR 3RD 2-3 SIGNAL D2

EX
2ND LO/1ST GEAR

3RD
2-3 SIGNAL
ORIFICED EX
ORIFICED EX
3-4 SHIFT VALVE
4-3 MDS
ORIFICED EX
3-4 SHIFT VALVE
4-3 MDS
3-4 SHIFT VALVE

EX
4-3 MDS
AUX INPUT CL FD 2-1 MAN SERV
EX 4TH CL IN CL FD
EX 4TH CL IN CL FD
4TH CL IN CL FD
21
21
21
3RD
D2
13
3RD
13
13
D2
D2
2-3 SHIFT VALVE

EX EX
3-2 MAN DS
EX
2-3 SHIFT VALVE

EX EX
3-2 MAN DS
EX
EX
EX
EX
D3
D3
D4
D4
PARK/REVERSE/NEUTRAL/FIRST GEAR
THIRD GEAR
Figure 44
LINE
LINE
FOURTH GEAR
LINE
LINE
LINE
2-3 SHIFT VALVE
3-2 MAN DS
D3
D4
LINE
3RD
2-3 SIGNAL
D3
D3
D2
INPUT CL
3RD
1-2 SHIFT VALVE
2-3 OFF SIG
1-2, 3-4 Shift Solenoid N.O.OFF
3RD
ACT FEED
LO D4
LO D4
EX
EX
1-2 SHIFT VALVE
2-3 OFF SIG
3RD
1-2 SHIFT VALVE
EX
LINE
1-2, 3-4 SIGNAL
2-3 SIGNAL
1-2, 3-4 SIGNAL LINE
2-3 SIGNAL
1-2, 3-4 SIGNAL
2-3 SIGNAL LINE
30
2-3 Shift Solenoid

N.O.OFF
LO D4
2-3 OFF SIG
INPUT CL
The Hydra-matic 4T65-E transaxle uses two identical, normally open electronic exhaust valves (referred to as 1-2, 3-4 SS Valve and 2-3 SS Valve) for controlling upshifts and downshifts in all forward ranges. These shift solenoid valves work together in a combination of ON and OFF sequences to control fluid that is routed to the 1-2, 3-4 shift valve, 2-3 shift valve and 3-4 shift valve. The PCM monitors numerous inputs and determines the appropriate gear ratio for the vehicle by commanding the solenoids either ON or OFF. Fluid pressure is then routed to the shift valves (or exhausted through the solenoids) in order to change the position of a valve and hydraulically enable a gear change. The following table shows the solenoid state combination that is required to obtain each gear:
47
SPEED SENSORS
Automatic Transmission Input (Shaft) Speed Sensor (440):
INPUT SPEED SENSOR RELUCTOR WHEEL ASSEMBLY (527) DRIVE SPROCKET (516)
INPUT SPEED SENSOR (440)
The Automatic Transmission Input (Shaft) Speed Sensor (A/T ISS) is a magnetic inductive pickup that relays information relative to transaxle input speed to the PCM. The PCM uses A/T ISS information in order to control line pressure, TCC apply and release, and transmission shift patterns. This information is also used to calculate the appropriate operating gear ratios and TCC slippage. The A/T ISS mounts on the case cover under the side cover and next to the drive sprocket. An air gap of 0.08 - 2.12 mm (0.032 0.834 inch) is maintained between the sensor and the teeth on the reluctor wheel assembly. The sensor consists of a permanent magnet surrounded by a coil of wire. As the reluctor wheel assembly is driven by the drive sprocket/turbine shaft, an AC signal is induced in the input speed sensor. Higher engine speeds induce a higher frequency and voltage measurement at the sensor.
ELECTRICAL CONNECTOR
MAGNETIC PICKUP
Input/Turbine Speed Sensor Circuit Range/Performance will set DTC P0716 and the PCM will command the following default actions: DTC P0716 stores in PCM history. Freeze shift adapts. Sensor resistance should measure between 893 - 1127 ohms at 20C (68F). Output voltage will vary with vehicle speed from a minimum of 0.5 Volts AC at 300 RPM, to 200 Volts at 6000 RPM. Input/Turbine Speed Sensor Circuit No Signal will set DTC P0717 and the PCM will command the following default actions: DTC P0717 will be stored in PCM history. Freeze shift adapts.
Vehicle Speed Sensor (10):
SPEED SENSOR (10)
The Vehicle Speed Sensor (VSS) is a magnetic inductive pickup that relays information relative to vehicle speed to the PCM. Vehicle speed information is used by the PCM to control shift pattern, line pressure, and TCC apply and release. The vehicle speed sensor mounts in the case at the speed sensor rotor which is pressed onto the differential. An air gap of 0.27 1.57 mm (0.011 - 0.062 inch) is maintained between the sensor and the teeth on the speed sensor rotor. The sensor consists of a permanent magnet surrounded by a coil of wire. As the differential rotates, an AC signal is induced in the vehicle speed sensor. Higher vehicle speeds induce a higher frequency and voltage measurement at the sensor.
Vehicle Speed Sensor (VSS) Circuit Low Input will set DTC P0502 and the PCM will command the following default actions: DTC P0502 stores in PCM history. Maximum line pressure. Freeze shift adapts. Calibrate VSS from ISS and commanded gear.
ELECTRICAL CONNECTOR MAGNETIC PICKUP
ROTOR (713)
SPEED SENSOR ASSEMBLY (10)
Sensor resistance should measure between 981 - 1471 ohms at 20C (68F). Output voltage will vary with vehicle speed from a minimum of 0.5 Volts AC at 25 RPM, to 200 Volts at 1728 RPM.
48
Figure 45
AUTOMATIC TRANSMISSION FLUID TEMPERATURE SENSOR
PROBE BODY CONNECTOR
TEMPERATURE SENSOR:
The Automatic Transmission Fluid Temperature (TFT) sensor (391) is incorporated into the wiring harness and clips to the valve body spacer plate (370). This type sensor monitors transmission fluid temperatures in the side cover.
SENSOR FUNCTION AND TCC/VCC OPERATION:
SUMP TEMPERATURE SENSOR (391)
SUMP TEMPERATURE SENSOR RESISTANCE VS. TEMPERATURE

100707 52684 28677 16176 9423 5671 3515 2237 1459 973 667 467 332 241 177 132 99.90 76.80 59.80 47.20 -40 -30 -20 -10 0 10 20 30 40 50 60 70 80 90 100 110 120 130 140 150
SENSOR RESISTANCE
The TFT sensor is a negative temperature coefficient thermistor (temperature sensitive resistor) that provides transmission fluid temperature information to the PCM. The PCM sends a 5 volt reference signal to the sensor and measures the voltage drop in the circuit. The internal resistance of the sensor changes as the operating temperature of the transmission fluid changes. A lower fluid temperature creates a higher resistance in the temperature sensor, thereby measuring a higher voltage signal. The PCM measures this voltage as another input in order to help control line pressure, shift schedules, and TCC apply. When the transmission fluid temperature reaches 130C (266F), the PCM enters hot mode. Above this temperature the PCM modifies the transmission shift schedules and the TCC apply in an attempt to reduce the fluid temperature by reducing the transmission heat generation. During hot mode the PCM applies the TCC at all times in Third and Fourth gears. Also, the PCM performs the 2-3 and the 3-4 shifts earlier in order to help reduce heat generation. The PCM stays in hot mode until the temperature drops below 120C (248F).
TEMPERATURE C
Transmission Fluid Overtemperature will set a DTC P0218 and the PCM will command the following default actions: DTC P0218 stores in PCM history. Freeze shift adapts.
Transmission Fluid Temperature Sensor Circuit Performance will set a DTC P0711 and the PCM will command the following default actions: DTC P0711 stores in PCM history. Freeze shift adapts. The PCM calculates a default TFT from the ECT and IAT.
Transmission Fluid Temperature Sensor Circuit Low Input will set a DTC P0712 and the PCM will command the following default actions: DTC P0712 stores in PCM history. Freeze shift adapts. The PCM calculates a default TFT from the ECT and IAT.
Transmission Fluid Temperature Sensor Circuit High Input will set a DTC P0713 and the PCM will command the following default actions: DTC P0713 stores in PCM history. Freeze shift adapts. The PCM calculates a default TFT from the ECT and IAT.
Figure 46
49
HOUSING CENTER POLE O-RING METERING O-RING O-RING BALL FLUID SCREEN
Torque Converter Clutch Control PWM Solenoid Valve (334):
The TCC Control PWM solenoid valve is a normally closed, pulse width modulated (PWM) solenoid used to control the apply and release of the converter clutch. The PCM operates the solenoid with a negative duty cycle at a fixed frequency of 32 Hz to control the rate of TCC apply/release. The solenoids ability to ramp the TCC apply and release pressures results in a smoother TCC operation. When vehicle operating conditions are appropriate to apply the TCC, the PCM immediately increases the duty cycle to approximately 22% (see point A on graph). The PCM then ramps the duty cycle up to approximately 98% to achieve full TCC apply pressure (in vehicles equipped with the Electronically Controlled Clutch Capacity (ECCC) system, the pressure plate does not fully lock to the torque converter cover). The rate at which the PCM increases the duty cycle controls the TCC apply. Similarly, the PCM also ramps down the TCC solenoid duty cycle to control TCC release. There are some operating conditions that prevent or enable TCC apply under various conditions (refer to the Automatic Transmission Fluid Temperature sensor description). Also, if the PCM receives a high voltage signal from the brake switch, signalling that the brake pedal is depressed, the PCM immediately releases the TCC. Note: Duty cycles given are for example only. Actual duty cycles will vary depending on vehicle application and vehicle operating conditions.
TCC Control PWM solenoid valve resistance should measure between 10.4 and 10.8 ohms when measured at 20 C (68 F). The resistance should measure approximately 16 ohms at 150C (300F).
EXHAUST COIL ASSEMBLY CONNECTOR
PRESSURE SUPPLY (2ND) SPRING TCC CONTROL PWM SOLENOID
PRESSURE CONTROL [TCC SIGNAL (PWM)]
PERCENT DUTY CYCLE
100% 75
C B
E 50 25 0 A S TCC APPLY FLUID PRESSURE
F TIME
TCC APPLY & RELEASE

Torque Converter Clutch System Stuck Off will set a DTC P0741 and the PCM will command the following default actions: DTC P0741 stores in PCM history. Freeze shift adapts. Inhibit TCC engagement. Inhibit 4th gear in Hot Mode. Torque Converter Clutch System Stuck On will set a DTC P0742 and the PCM will command the following default actions: DTC P0742 stores in PCM history. Freeze shift adapts. TCC commanded On at maximum capacity.
TCC CONTROL (PWM) Solenoid EX
19
TCC SIGNAL (PWM)
REL
TCC CONTROL VALVE
LOW/1ST GEAR
COOLER
EX
REV
TCC REG APPLY
D4
LINE
32
D2
EX
18
TCC REG APPLY

D3
TFP SWITCH
50
Figure 47
RELEASE APPLY
RELEASE APPLY
; ;;; ;;; ;
APPLY

2ND
CONV FD
Torque Converter Clutch Control PWM Solenoid Operation:
The TCC Control PWM Solenoid valve is the electronic control component of the TCC apply and release system (the TCC release switch is a failsafe device). The other components are all hydraulic control or regulating valves. The illustration below shows all the valves and the TCC Control PWM solenoid that make up the TCC control system. (For more information on system operation see pages 70 and 71 in the Powerflow section).
;;;;;;; ;;;;;;; ;;;;;;; ;;;;;;; ;;;;;;; ;;; ;;;;;;; ;;; ;;;;;;; ;;;;;;; ;;;;;;; ;;;;;;;

Pressure Control Solenoid Valve (322):
Duty Cycle, Frequency and Current Flow:
A duty cycle may be defined as the percent of time current is flowing through a solenoid coil during each cycle. The number of cycles that occur within a specified amount of time, usually measured in seconds, is called frequency. Typically, the operation of an electronically controlled pulse width modulated solenoid is explained in terms of duty cycle and frequency. The PCM controls the PC Sol. Valve on a positive duty cycle at a fixed frequency of 292.5 Hz (cycles per second). A higher duty cycle provides a greater current flow through the solenoid. The high (positive) side of the PC Sol. Valve electrical circuit at the PCM controls the PC Sol. Valve operation. The PCM provides a ground path for the circuit, monitors average current and continuously varies the PC Sol. Valve duty cycle to maintain the correct average current flowing through the PC Sol. Valve.
FLUID SCREENS EXHAUST
PRESSURE CONTROL SOLENOID
205 (Nom)
Approximate Duty Cycle + 5% +40%
Current 0.02 Amps 1.1 Amps
Line Pressure Maximum Minimum

55 (Nom) 0 CURRENT (AMPS) 1.1
Pressure control solenoid valve resistance should measure between 3.5 and 4.6 ohms when measured at 20C (68F).
The duty cycle and current flow to the PC Sol. Valve are mainly affected by throttle position (engine torque) and they are inversely proportional to throttle angle (engine torque). In other words, as the throttle angle (engine torque increases), the duty cycle is decreased by the PCM which decreases current flow to the PC Sol. Valve. Current flow to the PC Sol. Valve creates a magnetic field that moves the solenoid armature toward the push rod and against spring force.
Transaxle Adapt Function:
A Pressure Control Solenoid electrical problem will set a DTC P0748 and the PCM will command the following default actions: DTC P0748 stores in PCM history. Freeze shift adapts. Maximum line pressure.
Programming within the PCM also allows for automatic adjustments in shift pressure that are based on the changing characteristics of the transaxle components. As the apply components within the transaxle wear, shift time (time required to apply a clutch or band) increases. In order to compensate for this wear, the PCM adjusts trim pressure by controlling the PCS in order to maintain the originally calibrated shift timing. The automatic adjusting process is referred to as adaptive learning and it is used to assure consistent shift feel plus increase transaxle durability. The PCM monitors the A/T ISS sensor and VSS during commanded shifts to determine if a shift is occurring too fast (harsh) or too slow (soft) and adjusts the PC Sol. Valve signal to maintain a set shift feel.
Transmission adapts must be reset whenever the transmission is overhauled or replaced (see appropriate service manual).
LINE PRESSURE
Figure 48
The Pressure Control Solenoid Valve (PC Sol. Valve) is a precision electronic pressure regulator that controls transmission line pressure based on current flow through its coil windings. As current flow is increased, the magnetic field produced by the coil moves the solenoids plunger further away from the exhaust port. Opening the exhaust port decreases the output fluid pressure regulated by the PC Sol. Valve, which ultimately decreases line pressure. The PCM controls the PC Sol. Valve based on various inputs including throttle position, fluid temperature, MAP sensor and gear state.
PRESSURE PRESSURE COIL CONNECTOR CONTROL SUPPLY ASSEMBLY (VBS SIGNAL) (ACTUATOR FEED) HOUSING O-RING
DIAPHRAGM SPRING
CALIBRATION SCREW
51
ELECTRICAL COMPONENTS NOTES
52
POWERFLOW
This section of the book describes how torque from the engine is transferred through the Hydra-matic 4T65-E transaxle allowing the vehicle to move either in a forward or reverse direction. The information that follows details the specific mechanical operation, electrical, hydraulic and apply components that are required to achieve a gear operating range. The full size, left hand pages throughout this section contain drawings of the mechanical components used in a specific range and gear. Facing this full page is a half page insert containing a color coded range reference chart at the top. This chart is one of the key items used to understand the mechanical operation of the transaxle in each range and gear. The text below this chart provides a detailed explanation of what is occurring mechanically in that range and gear. The full size, right hand pages contain a simplified version of the Complete Hydraulic Circuit that is involved for that range and gear. Facing this full page is a half page insert containing text and a detailed explanation of what is occurring hydraulically in that range and gear. A page number located at the bottom of the half page of text provides a ready reference to the complete Hydraulic Circuits section of this book if more detailed information is desired. It is the intent of this section to provide an overall simplified explanation of the mechanical, hydraulic and electrical operation of the Hydra-matic 4T65-E transaxle. If the operating principle of a clutch, band or valve is unclear, refer to the previous sections of this book for individual components descriptions.
PARK
1 POWER FROM TORQUE CONVERTER (1) 1a INPUT CLUTCH *APPLIED 1b INPUT SPRAG (664) *HOLDING 1c INPUT SUN GEAR (668) DRIVING 1d INPUT CARRIER PINIONS ROTATE 1e INPUT INTERNAL GEAR HELD (POWER TERMINATES) 3a REACTION PLANETARY PINION ROTATE 2b PARKING GEAR (696) LOCKED 2 2a POSSIBLE TORQUE POWER TO FINAL TRANSMITTED FROM DRIVE VEHICLE PINIONS
LINE
PRN
LINE
30
EX
17
CONV FD
LINE
12
INPUT CL
LINE
ACT FD LIM VALVE

EX
TORQUE SIG
EX 4TH CL IN CL FD
4
2-3 OFF SIG
LO-1ST
EX
3RD
EX
#10
33
EX
EX
D3
D4 ACT FEED LINE

VBS
EX
LINE
EX
EX
EX 1-2 ACCUMULATOR

EH
1/2 ROLLER CLUTCH SUPPORT FREEWHEELING
56
YD R PA AUL GE IC 82 CIR CU
IT
1-2 ACCUMULATOR
2ND CLUTCH
FINAL DRIVE SUN GEAR SHAFT CO MP (689) LE HELD T
1-2 ACCUMULATOR
56
Figure 52
Figure 53
Figure 49
1-2 ACCUM VALVE

2
TORQUE SIGNAL
EX
PARKING LOCK PAWL (694) ENGAGED
PARKING GEAR (696) HELD
LO/1ST GEAR
EX
EX

EX
TORQUE SIG REG
TORQUE SIGNAL
2ND LO/1ST GEAR
LINE
2-3 SHIFT VALVE
D2
3-2 MAN DS
LINE
LINE
13
1-2 SHIFT VALVE
21
LINE
35
ORIFICED EX
2-3 SIGNAL
EX
ACTUATOR FD
1-2, 3-4 SIG
3-4 SHIFT VALVE
D3
4-3 MDS
D2
INPUT SPRAG (664) *HOLDING
31
3RD
EX
LINE
LINE
LINE(from Pump)
EX
N.O.ON
LINE REV BST
PRESS REG VALVE
2-3 Shift Solenoid

16
15
LUBE
INPUT CLUTCH
LO-1ST
14
PRN
2-3 SIGNAL
LINE
LINE
PRN
LINE PRESSURE TAP

LUBE
PRN REV
D4
ssu mp tr pu Pretes pu to the hen emand ulaordingents. W e dfrom th accuirem ceeds, fluidr q t ex sure lato re u s u outp e pre re reg f linressu o p the
INPUT CL
) k (P P ar the he oil er in t : levre fromwing o or lect essu e foll e se e pr o th ): Regh th lin d t 18 ) Witsition, irecte Valve(2ressure po p is d lator (line pion u t s pum re Regoutpuansmis p m
RK g) PA nnin Ru ine g (En
PARK
(Engine Running)
1
LO
1 2 D D NR
EX
MANUAL VALVE
3RD CL/LO-1ST
D2 D3
EX
#3
DECREASE
57
53
MECHANICAL POWERFLOW FROM THE TORQUE CONVERTER TO THE DRIVEN SPROCKET

(Engine Running)
3 FLUID COUPLING DRIVES THE TURBINE
MECHANICAL POWERFLOW FROM THE TORQUE CONVERTER TO THE DRIVEN SPROCKET

(Engine Running)
1 POWER FROM THE ENGINE 4 TURBINE SHAFT DRIVEN 2 POWER TO DRIVE OIL PUMP
7 INPUT HOUSING (INPUT & 3RD CLUTCH) ASSEMBLY ROTATES AT DRIVEN SPROCKET SPEED
The mechanical power flow in the Hydra-matic 4T65-E transaxle begins at the point of connection between the torque converter and the engine flywheel. When the engine is running, the torque converter cover (pump) is forced to rotate at engine speed. As the torque converter rotates it multiplies engine torque and transmits it to the turbine shaft (518). The turbine shaft, which is connected to the drive sprocket (516), thus provides the primary link to the mechanical operation of the transaxle.
1 Power from the Engine
Torque from the engine is transferred to the transaxle through the engine flywheel which is bolted to the engine crankshaft.
2 Power to Drive the Oil Pump
The oil pump drive shaft (227) is splined to the torque converter cover at one end and to the pump rotor (210) at the other end.
2a Pump Rotor Driven
2a PUMP ROTOR DRIVEN
When the engine is running, the oil pump drive shaft (227) and the pump rotor (210) are forced to rotate at engine speed.
3 Fluid Coupling Drives the Turbine
5 DRIVE SPROCKET ROTATES AT TURBINE SPEED 6 DRIVE LINK AND DRIVEN SPROCKET ROTATE AT TURBINE SPEED (depending on sprocket ratio)
DRIVE SPROCKET (516) OIL PUMP ASSEMBLY (200) OIL PUMP DRIVE SHAFT (227) DRIVE LINK ASSEMBLY (507)
SPLINED TO CONVERTER HOUSING COVER ASSEMBLY (J)
Transaxle fluid inside the torque converter (1) creates a fluid coupling which in turn drives the torque converter turbine.
4 Turbine Shaft Driven
As the torque converter turbine rotates, the turbine shaft (518), which is splined to the torque converter turbine, is also forced to rotate at turbine speed.
5 Drive Sprocket Rotates at Turbine Speed
SPLINED TO TORQUE CONVERTER TURBINE ASSEMBLY (D)
The opposite end of the turbine shaft (518) is splined to the drive sprocket (516), which forces the drive sprocket to rotate in the same direction and speed as the torque converter turbine.
6 Drive Link and Driven Sprocket Rotate at Turbine Speed
TURBINE SHAFT (518)
Teeth on the drive sprocket (516) are in mesh with the dual drive link assembly (507) and the drive link is also in mesh with the teeth on the driven sprocket (506). When the engine is running, all three components will rotate in the same direction and possibly at the same speed depending on drive and driven sprocket ratio (see basic specifications page 122).
7 Input Housing Assembly Rotates at Driven Sprocket Speed
SPLINED TO OIL PUMP ROTOR (210)
SPLINED TO (506)
The driven sprocket (506) is splined to the input housing and shaft assembly (632) and forces the input housing to rotate at driven sprocket speed. NOTE: To minimize the amount of repetitive text, the remaining mechanical power flow descriptions will begin with the driven sprocket (506). The transfer of torque from the engine through the torque converter and to the driven sprocket is identical in all gear ranges. 54A
SPLINED TO (632)
54
Figure 50
HYDRAULIC POWERFLOW - COMMON FUNCTIONS FOR ALL RANGES

(Engine Running)
When the gear selector lever is in the Park (P) position and the engine is running, fluid is drawn into the oil pump and line pressure is directed to the pressure regulator valve.
1 PRESSURE REGULATION 1a Pressure Regulator Valve:
COMMON HYDRAULIC FUNCTIONS FOR ALL RANGES

3 TORQUE 1 PRESSURE
REGULATION
D4 REV
CONVERTER
APPLY RELEASE
1b Actuator Feed Limit (AFL) Valve:
LINE
EX
TCC SIGNAL (PWM)
APPLY
EX
LINE
TCC CONTROL VALVE

EX
EX
32
EX
18
CONV
Regulates line pressure into the torque signal fluid circuit. This regulation is controlled by regulated VBS signal fluid pressure from the PC Sol. valve. Torque signal fluid pressure is routed to the accumulator valves and the boost valve to control shift feel.
2 SHIFT ACCUMULATION 2a 1-2, 2-3 and 3-4 Accumulator Valves:
COOLER
3b
FD
SUCTION
TCC REG APPLY
FILTER

SUMP
EX
EX
3 TORQUE CONVERTER (RELEASED POSITION ONLY) 3a Pressure Regulator Valve:
17
EX
9 6
LINE
31
EX
LINE
EX
EX
1-2 ACCUMULATOR
3b TCC Control Valve:
TORQUE SIG
2-3 ACCUM
3c TCC Regulator Apply Valve:
2b
Spring force holds the valve in the release position and converter feed fluid is routed into the release fluid circuit. Also, fluid returning from the converter in the apply fluid circuit is routed through the valve and into the cooler fluid circuit. Spring force holds the valve in the release position, thereby blocking line pressure.
3d Torque Converter:
1b
EX
TORQUE SIGNAL
EX
3RD CLUTCH
2ND CL
EX
EX
4TH CLUTCH 2-3 ACCUMULATOR 3-4 ACCUMULATOR
EX
54B
Figure 51
1-2 ACCUMULATOR
TORQUE SIGNAL
Release fluid pressure is routed to the torque converter to keep the TCC released. Fluid leaves the converter in the apply fluid circuit and returns to the cooler through the TCC control valve.
LINE
4TH CL 3-4 ACCUM
1c
VBS
Line pressure is routed through the PR valve and into the converter feed fluid circuit. Converter feed fluid is routed to the TCC control valve.
11
LINE
10
3-4 ACCUM
2-3 ACCUM
DECREASE
EX
ACT FD LIM VALVE

35
ACTUATOR FD
3-4 ACCUM
ACT FEED
TORQUE SIG REG

7
EX 1-2 ACCUMULATOR
EX
Accumulator fluid is routed to each of the accumulator assemblies in preparation for upshifts and downshifts.
TORQUE SIG
2a
2
1-2 ACCUM VALVE
2b 1-2, 2-3 and 3-4 Accumulator Assemblies:
LINE
LO-1ST
16
14
PRN
EX
15
LINE REV BST
PRESS REG VALVE
1d
Line pressure is regulated into accumulator fluid pressure. This regulation is basically controlled by torque signal fluid pressure acting on the end of the valve and accumulator fluid which is orificed into the other end of the valve.
2 SHIFT ACCUMULATION
LINE
CONV FD
1a
3a
3c
THERMOSTATIC ELEMENT THERMO ELEMENT EXHAUST
TCC REG APPLY LINE
OIL PUMP
PRESSURE RELIEF VALVE
EX
1d Torque Signal Regulor Valve:
LOW/1ST GEAR
LINE
Controlled by the PCM, the PC Sol. valve regulates actuator feed fluid pressure acting on the end of the torque signal regulator valve.
2ND
REL
LINE
19
1c Pressure Control Solenoid Valve (PC Sol. Valve):
TCC CONTROL (PWM) Solenoid
CONV FD
#1
Line pressure is routed through the valve and into the actuator feed fluid circuit. The valve limits actuator feed fluid pressure to a maximum pressure. Actuator feed fluid is routed to the pressure control solenoid, and also feeds the 1-2, 3-4 signal fluid circuit.
RELEASE
DECREASE
Regulates pump output (line pressure) in response to torque signal fluid pressure acting on the line reverse boost valve, spring force, and line pressure acting on the end of the valve. Line pressure is directed to the manual valve, the accumulator valves, the 3-2 manual downshift valve, torque signal regulator valve, the TCC regulated apply valve, and the actuator feed limit valve. Also, line pressure feeds the converter feed, lube circuit, and the 2-3 signal fluid circuit through the pressure regulator valve.
;;; ;;; ;;; ;;; ;;; ;;; ;;; ;; ;;; ;; ;;; ;;;; ;;;; ;;;;; ;; ;;; ;;;;;;; ;;;; ;; ;; ;;; ;;; ;;;; ;;; ;;; ;; ;;; ;;; ;;; ;;; ;;;
3d
CHAIN OILER
D2
;;
D3
E AS LE RE
12
LUBE
TFP SWITCH
LINE PRESSURE TAP
RELEASE
LINE(to manual valve)
55
PARK
(Engine Running)
1 POWER FROM TORQUE CONVERTER (1) 1a INPUT CLUTCH *APPLIED 1b INPUT SPRAG (722) *HOLDING 1c INPUT SUN GEAR (668) DRIVING 1d INPUT CARRIER PINIONS ROTATE 1e INPUT INTERNAL GEAR HELD (POWER TERMINATES) 3a REACTION PLANETARY PINIONS ROTATE 2b PARKING GEAR (696) LOCKED 2a TORQUE TO FINAL DRIVE PINIONS 2 POSSIBLE POWER TRANSMITTED FROM VEHICLE
1-2, 3-4 SHIFT SOL ON 2-3 SHIFT SOL ON 4TH CLUTCH REVERSE BAND 2ND CLUTCH
PARK
(Engine Running)
3RD CLUTCH 3RD SPRAG CLUTCH INPUT CLUTCH * INPUT SPRAG CLUTCH HOLDING * 2/1 BAND 1/2 SUPPORT ROLLER CLUTCH FORWARD BAND
* APPLIED BUT NOT EFFECTIVE
In Park range, there are three levels of powerflow coexisting. The graphics will follow each flow separately by numerical designation, which relates to the following text.
1 Power from Torque Converter
Power from the torque converter turbine transfers to the driven sprocket (506) which is splined to the input shaft and housing assembly.
1a Input Clutch Applied
The input clutch is applied and holds the outer race of the input sprag assembly which forces the input sprag to rotate.
1b Input Sprag Holding
The input sprag holds when torque comes from the engine, and overruns when torque comes from the wheels, allowing the vehicle to coast.
1c Input Sun Gear Driving
Power continues from the sprag through the input sun gear (668), which then drives the input planetary pinions.
1d Input Carrier Pinions Rotate
INPUT SPRAG (722) *HOLDING INPUT SUN GEAR (668)
Teeth on the input sun gear (668) are in mesh with the planet pinion gears in the input carrier assembly (672) forcing them to rotate.
1e Input Internal Gear Held/Powerflow Terminates
INPUT SHAFT & HOUSING ASSEMBLY (632) DRIVEN SPROCKET (506)
The input internal gear/reaction carrier is splined to the final drive sun gear shaft, which is held stationary by the parking gear which is also splined to the final drive sun gear shaft. The input carrier pinions are rotating but the input internal gear/reaction carrier is held, powerflow terminates.
2 Torque from the vehicle. Possibly parked on an incline (force of gravity). 2a Torque from Wheels to Planetary Pinions
Torque from the vehicle travels through the wheels to the differential, into the final drive planetary pinions.
2b Parking Gear Locked/Torque Terminated at Final Drive Gear Set
PARKING GEAR (696) PARKING HELD LOCK PAWL (694) ENGAGED
The final drive internal gear is held stationary in the case and the final drive sun gear is held by the parking lock gear which is held by the parking lock pawl. Two members of the planetary gear set are held stationary, powerflow is terminated.
NOTE: If Park is selected while the vehicle is moving, the parking pawl will ratchet in and out of the lugs on the parking gear until the vehicle slows to approximately 5 km/h (3 mph). At that speed the parking gear will engage and stop the vehicle from moving. The vehicle should be completely stopped before selecting Park range or internal damage to the transaxle could occur.
3 Preparation for a shift into Overdrive First 3a Reaction Planetary Pinions Rotate
The reaction planetary pinions rotate and drive the reaction sun gear and drum assembly. The 1/2 support roller clutch outer race is attached to the reaction sun gear and drum assembly and locks up the roller clutch which forces the 1/2 support and drum to rotate. When the vehicle is shifted into the overdrive range the forward band is the only element that needs to apply to achieve forward motion.
1/2 SUPPORT AND DRUM (687) FREEWHEELING
The manual linkage must be adjusted properly so the indicator quadrants in the vehicle correspond with the manual shift detent lever (802) in the transaxle. If not properly adjusted, an internal leak between fluid passages at the manual valve can cause a clutch or band to slip, or it may cause the transaxle not to hold in Park. Refer to the appropriate General Motors Service Manual for the proper manual linkage adjustment procedures.
56
Figure 52
56A
PARK
(Engine Running)
INPUT CL
PARK
INPUT SPRAG CLUTCH 2/1 BAND 1/2 SUPPORT ROLLER CLUTCH
Engine Running
FORWARD BAND

1-2, 3-4 SHIFT SOL ON
2-3 SHIFT SOL ON
4TH CLUTCH
REVERSE BAND
2ND CLUTCH
3RD CLUTCH
3RD SPRAG CLUTCH
INPUT CLUTCH *
HOLDING *
1
LO
1 2 D D NR
EX
LINE
PRN
# 3 Ball Check Valve
PRN fluid is then routed to the pressure regulator valve and to the #3 ball check valve where it enters the input clutch fluid circuit.
3 1-2, 3-4 Shift Solenoid Valve:

LINE
CONV FD
1-2, 3-4 signal fluid pressure moves the 1-2 shift valve against spring pressure and the fluid is also directed to the 3-4 shift valve.
5 2-3 Shift Solenoid Valve:
EX
17
LINE
12
INPUT CL
31
3RD
EX
LINE
ACT FD LIM VALVE

EX
2-3 Shift Valve:
TORQUE SIG
35
ORIFICED EX
2-3 SIGNAL
EX
21
LO-1ST
4
2-3 OFF SIG
2-3 OFF SIGNAL 2-3 SIGNAL D2

3-2 MAN DS
EX
3-4 Shift Valve:
EX
3RD
EX
#10
33
EX
D3
D4 ACT FEED
EX
LINE
LO/1ST GEAR
VBS
EX
EX
TORQUE SIG REG

EX
7
LINE
1-2 ACCUM VALVE

EX EX
1-2 ACCUMULATOR
COMPLETE HYDRAULIC CIRCUIT Page 82
1-2 ACCUMULATOR
56B
2ND CLUTCH
Figure 53
TORQUE SIGNAL
EX
EX
TORQUE SIGNAL
2ND LO/1ST GEAR
LINE
2-3 SHIFT VALVE
LINE
LINE
1-2 ACCUMULATOR
13
2-3 signal fluid pressure moves the 4-3 manual downshift valve against spring pressure and holds the 3-4 shift valve in the downshift position. In this position input clutch feed fluid enters the input clutch fluid circuit and is directed to the #3 ball check valve where it joins with PRN fluid of equal pressure and applies the input clutch.
1-2 SHIFT VALVE
Spring force and 2-3 signal fluid pressure force the 3-2 manual downshift valve against the 2-3 shift valve and hold it in the downshift position. In this position line pressure is routed into the input clutch feed circuit and directed to the 3-4 shift valve.
EX 4TH CL IN CL FD
ACTUATOR FD
LINE
1-2, 3-4 SIG
3-4 SHIFT VALVE
D3
4-3 MDS
D2
Energized by the PCM, the normally open 2-3 shift solenoid is ON and blocks 2-3 signal fluid from exhausting. The 2-3 signal fluid circuit leads to the 4-3 manual downshift valve and the 3-2 manual downshift valve.
LINE
LINE
LINE(from Pump)
EX
N.O.ON
1-2 Shift Valve:
30
LINE REV BST
PRESS REG VALVE
2-3 Shift Solenoid

16
15
LUBE
INPUT CLUTCH
LO-1ST
14
PRN
2-3 SIGNAL
Energized by the PCM, the normally open 1-2, 3-4 shift solenoid is ON and blocks 1-2, 3-4 signal fluid from exhausting.
LINE
LINE
PRN
#3
LINE PRESSURE TAP
LUBE
PRN REV
D4
Mechanically controlled by the gear selector lever, the manual valve is in the Park (P) position and directs line pressure into the PRN fluid circuits.
INPUT CLUTCH APPLIES 1 Manual Valve:

3RD CL/LO-1ST
D2 D3
EX
MANUAL VALVE
DECREASE
57
REVERSE
1 POWER FROM TORQUE CONVERTER (1) 3 REVERSE BAND (615) APPLIED 2 INPUT CLUTCH APPLIED 2a INPUT SPRAG (722) HOLDING 4 INPUT CARRIER ASSEMBLY (672) HELD 5 INPUT INTERNAL GEAR DRIVEN 2b 6 INPUT POWER TO SUN FINAL DRIVE GEAR (700) (668) DRIVING
1-2, 3-4 SHIFT SOL ON 2-3 SHIFT SOL ON 4TH CLUTCH REVERSE BAND APPLIED
REVERSE
2ND CLUTCH 3RD CLUTCH 3RD SPRAG CLUTCH INPUT CLUTCH INPUT SPRAG CLUTCH 2/1 BAND 1/2 SUPPORT ROLLER CLUTCH FORWARD BAND
APPLIED HOLDING
In Reverse (R), torque from the engine is multiplied through the torque converter (1), the transaxle gear train, the final drive assembly and the output shaft (510), thereby sending power to the vehicles drive axles. The planetary gear sets operate in reduction and in a reverse direction of the input torque. The gear ratio for Reverse gear range is 2.385:1.
When the gear selector lever is moved into the Reverse (R) gear range, the parking pawl disengages from the parking gear (696) allowing the final drive sun gear shaft (689) to rotate. The manual shaft and detent lever assembly (802 & 807) and manual valve (404) are also moved into the Reverse gear position in order to channel the transmission fluid.
REVERSE SERVO ASSEMBLY APPLIED
INPUT CLUTCH APPLIED
INPUT SPRAG (722) HOLDING 3RD SPRAG CLUTCH ASSEMBLY INPUT SUN GEAR (668)
REVERSE REACTION DRUM (669) HELD
REVERSE BAND (615) APPLIED 2ND CLUTCH HOUSING (217) HELD REACTION CARRIER ASSEMBLY (675)
PARKING GEAR (696)
INPUT CARRIER ASSEMBLY (672) HELD
FINAL DRIVE SUN GEAR SHAFT (689) FINAL DRIVE SUN GEAR (697) 1/2 SUPPORT AND DRUM (687) FREEWHEELING
58
Figure 54
The driven sprocket (506) is splined to the input shaft and housing assembly (632) and forces the housing to rotate at driven sprocket speed.
2 Input Clutch Applied
The input clutch is applied and holds the outer race of the input sprag assembly which forces the input sprag to rotate.
2a Input Sprag Holding
2b Input Sun Gear Driving
Power continues from the input sprag through the input sun gear (668), which then drives the input carrier planetary pinions.
3 Reverse Band Applied
The reverse band (615) is applied, holding the 2nd clutch housing (617).
4 Input Carrier Assembly Held
The reverse reaction drum (669), splined on one end to the 2nd clutch housing (617) and the other end to the input carrier assembly (672), is held and prevents the input carrier assembly (672) from rotating.
5 Input Internal Gear Driven
Teeth on the input sun gear (668), in mesh with the planet pinion gears in the input carrier assembly (672), drive the pinion gears and input internal gear, which is part of the reaction carrier assembly (675), in the reverse direction of forward gear rotation.
6 Power to Final Drive Assembly
The final drive sun gear shaft (689), splined to the reaction carrier assembly (675) at one end and the final drive sun gear (697) at the other end, drives the differential assembly (700) in reverse direction.
58A
REVERSE
1-2, 3-4 SHIFT SOL ON 2-3 SHIFT SOL ON 4TH CLUTCH REVERSE BAND APPLIED 2ND CLUTCH 3RD CLUTCH 3RD SPRAG CLUTCH INPUT CLUTCH INPUT SPRAG CLUTCH 2/1 BAND
INPUT CL
REVERSE
1/2 SUPPORT ROLLER CLUTCH FORWARD BAND

APPLIED HOLDING
When the gear selector lever is moved to the Reverse (R) position (from the Park position) the following changes occur in the transaxles hydraulic and electrical systems.
1 PRESSURE REGULATION 1a Manual Valve:
3RD CL/LO-1ST
1a
LO
1 2 D D NR
EX
MANUAL VALVE
LINE
PRN
1b Pressure Regulator and Boost Valves:

PRN
LINE
14
30
EX
EX
LINE
3RD
LINE
ACT FD LIM VALVE

EX
TORQUE SIG
35
ORIFICED EX
2-3 SIGNAL
EX
EX
AUX INPUT CL FD
4TH CL IN CL FD
2b Reverse Band Servo:
LO D4
The PCM keeps the solenoid energized in Reverse and 1-2, 3-4 signal fluid pressure acts on the 1-2 shift valve.
REV
3a 1-2, 3-4 Shift Solenoid Valve:
1d
3RD
3b 1-2 Shift Valve:
EX
EX
VBS
EX
LO/1ST GEAR
Still energized by the PCM, the normally open 2-3 shift solenoid is ON and blocks 2-3 signal fluid from exhausting and directs 2-3 signal fluid to the 4-3 Manual Downshift Valve and the 3-2 Manual Downshift Valve.
3d 2-3 Shift Valve:
D3
EX
EX
TORQUE SIG REG
EX
EX
1-2 ACCUMULATOR
58B
2ND CLUTCH
2-3 signal fluid pressure holds the 4-3 manual downshift valve against spring pressure and holds the 3-4 shift valve in the downshift position. Input clutch feed fluid enters the input clutch fluid circuit and is directed to the #3 ball check valve where it joins with PRN fluid of equal pressure and keeps the input clutch applied.
4d 3-4 Shift Valve:
EX 1-2 ACCUMULATOR
Figure 55
TORQ SIG
Spring force and 2-3 signal fluid pressure keep the 3-2 manual downshift valve against the 2-3 shift valve and hold it in the downshift position. In this position line pressure is routed into the input clutch feed circuit and directed to the 3-4 shift valve.
LINE
1-2 ACCUM VALVE

2
EX
TORQUE SIGNAL
;;
D3
E AS LE RE
TFP SWITCH
3d
D4
LINE
LINE
EX
3c 2-3 Shift Solenoid Valve:
#10
33
1-2 Signal fluid pressure keeps the 1-2 shift valve in the downshift position.
D2
LINE
2-3 SHIFT VALVE
D2
ACT FEED
LINE
3-2 MAN DS
13
2-3 OFF SIGNAL
2ND LO/1ST GEAR
2-1 MAN SERVO
EX
EX
3 INPUT CLUTCH REMAINS APPLIED
2-3 OFF SIG
1-2 SHIFT VALVE
3RD
REVERSE BAND SERVO
Reverse servo clutch fluid pressure from the Reverse Boost Valve and orifice #20 applies the reverse servo piston which applies the reverse band to hold the second clutch housing.
LO-1ST
1-2, 3-4 SIGNAL LO D4
3a
3b
XE
REV SERVO
21
2-3 SIGNAL
ACTUATOR FD
2b
LINE
Opens under hard acceleration (high line pressure/high throttle position) to allow reverse fluid to by-pass the feed orifice #20 and enter the reverse servo passage. This provides for a quick apply of the reverse band to prevent band slippage during abusive shifts from Park or Neutral to Reverse.
1-2, 3-4 SIG
3-4 SHIFT VALVE
D3
4-3 MDS
D2
2 REVERSE BAND APPLIES 2a Reverse Boost Valve:
EX
31
4d
INPUT CL
LINE
LINE
2a
LINE(from Pump)
12
REVERSE
Reverse fluid is routed to the Fluid Pressure Manual Valve Position Switch Assembly (TFP Val. Position Sw.). The TFP Val. Position Sw. signals the PCM that the transaxle is in Reverse.
CONV FD
REV BST
3c
17
EX
EX
20
N.O.ON
1c
#5
1d Fluid Pressure Manual Valve Position Switch Assembly (TFP Val. Position Sw.):
LINE REV BST
PRESS REG VALVE
2-3 Shift Solenoid

16
15
LUBE
INPUT CLUTCH
LO-1ST
2-3 SIGNAL
#3
Located in the valve body, it blocks the reverse servo feed passage forcing reverse fluid through orifice #20 in the spacer plate into the reverse servo passage.
1b
LINE
LINE
PRN
1c # 5 Ball Check Valve:
LINE PRESSURE TAP
PRN fluid at the line reverse boost valve and assists torque signal fluid pressure against line pressure and spring force. The addition of PRN fluid pressure increases the operating range of line pressure in Reverse.
With the manual valve in the reverse position, line pressure is directed into the reverse fluid circuit in addition to the PRN fluid circuit already pressurized in Park.
PRN REV
D4
LUBE
D2 D3
EX
DECREASE
59
NEUTRAL
(Engine Running)
1 POWER FROM TORQUE CONVERTER (1) 1a INPUT CLUTCH *APPLIED 1b INPUT SPRAG (722) *HOLDING 1c INPUT SUN GEAR (668) DRIVING 1d INPUT CARRIER PINIONS ROTATE 1e INPUT INTERNAL GEAR HELD (POWER TERMINATES) 2a REACTION PLANETARY PINIONS ROTATE
1-2, 3-4 SHIFT SOL ON 2-3 SHIFT SOL ON 4TH CLUTCH REVERSE BAND
NEUTRAL
(Engine Running)
2ND CLUTCH 3RD CLUTCH 3RD SPRAG CLUTCH INPUT CLUTCH INPUT SPRAG CLUTCH 2/1 BAND 1/2 SUPPORT ROLLER CLUTCH FORWARD BAND
APPLIED HOLDING * *
When the gear selector lever is placed in the Neutral (N) position, the mechanical power flow through the transaxle is similar to Park gear range. The primary difference is the parking pawl (694) is not engaged with the parking gear (696), which allows the final drive sun gear shaft (689) to rotate freely in either direction. Assuming that the vehicle is on level ground, the weight of the vehicle (transferred through the drive axles) holds the final drive sun gear shaft. Under these conditions, power flow through the transaxle is the same as in Park.
The manual shaft and detent lever assembly (802 & 807) and
manual valve (404) are moved into Neutral (N) range position.
The input clutch is applied and holds the outer race of the input sprag assembly which forces the input sprag to try to rotate.
INPUT CLUTCH *APPLIED 3RD SPRAG CLUTCH ASSEMBLY INPUT SPRAG (722) *HOLDING INPUT SUN GEAR (668)
1b Input Sprag Holding
1c Input Sun Gear Driving
1d Input Carrier Pinions Rotate
Teeth on the input sun gear (668) are in mesh with the planet pinion gears in the input carrier assembly (672), forcing them to rotate.
1e Input Internal Gear Held/Powerflow Terminates
The input internal gear/reaction carrier is splined to the final drive sun gear shaft, which is held stationary by the weight of the vehicle. The input carrier pinions are rotating but the input internal gear/reaction carrier is held, powerflow terminates.
PARKING LOCK PAWL (694) DISENGAGED PARKING GEAR (696) HELD FINAL DRIVE SUN GEAR (697) HELD
2 Preparation for a shift into Overdrive First 2a Reaction Planetary Pinions Rotate
The reaction planetary pinions rotate and drive the reaction sun gear and drum assembly. The 1/2 support roller clutch outer race is attached to the reaction sun gear and drum assembly and locks up the roller clutch which forces the 1/2 support and drum to rotate. When the vehicle is shifted into the overdrive range, the forward band is the only element that needs to apply to achieve forward motion.
NOTE: Whenever adjustments or repairs are being performed and the gear selector lever is in Neutral, it is important that the vehicles parking brake is applied and the wheels are blocked. A slight incline will cause the vehicle to roll either forward or backwards potentially causing injury or damage.
1/2 SUPPORT AND DRUM (687) FREEWHEELING
60
Figure 56
60A
NEUTRAL
(Engine Running)
INPUT CL
NEUTRAL
Engine Running
INPUT SPRAG CLUTCH 2/1 BAND 1/2 SUPPORT ROLLER CLUTCH FORWARD BAND

2-3 SHIFT SOL ON
4TH CLUTCH
REVERSE BAND
2ND CLUTCH
3RD CLUTCH
3RD SPRAG CLUTCH
INPUT CLUTCH *
HOLDING *
LO
1 REVERSE BAND RELEASES 1a Manual Valve:
PRN
LINE
LUBE
16
15
EX
CONV FD
17
EX
REV BST
LINE
31
EX
3RD
INPUT CL
LINE
TORQUE SIG
35
ORIFICED EX
2-3 SIGNAL
EX
EX
ACT FD LIM VALVE
1-2, 3-4 SIG
EX 4TH CL IN CL FD
ACTUATOR FD
LO-1ST
1b
1d
3RD
LO D4
EX
EX
2ND LO/1ST GEAR
#10
33
EX
EX
D2
D3
D4
LO/1ST GEAR
ACT FEED
LINE
LINE
EX
1-2 ACCUM VALVE

EX EX
1-2 ACCUMULATOR
1-2 ACCUMULATOR
1-2 ACCUMULATOR
60B
2ND CLUTCH
Figure 57
TORQUE SIGNAL
EX
EX
TORQUE SIGNAL
LINE
EX
EX
TORQUE SIG REG
;;
D3
E AS LE RE
VBS
TFP SWITCH
LINE
EX
2-3 OFF SIG
LINE
2-3 SHIFT VALVE
D2
3-2 MAN DS
1-2 SHIFT VALVE
REV
3RD
13
LO D4
REVERSE BAND SERVO
Note: In Park, Reverse and Neutral the shift solenoids are shown in the First gear state. This is the normal operating state when the vehicle is stationary or at low vehicle speeds. However, the PCM will change the shift solenoid states depending on vehicle speed. For example, if Neutral range is selected when the vehicle is operating in Second gear, the shift solenoids will remain in a Second gear state. But with the manual valve in Neutral, line pressure is blocked, drive fluid exhausts and the transmission will shift into Neutral.
1-2, 3-4 SIGNAL
REV SERVO
21
LINE
The input clutch remains applied but becomes ineffective as the reverse band releases.
3-4 SHIFT VALVE
D3
4-3 MDS
D2
Reverse fluid pressure exhausts from the TFP Val. Position Sw., thereby signalling the PCM that the transaxle is in Neutral (N) or Park (P).
LINE
LINE
LINE(from Pump)
REVERSE
EX
20
Reverse fluid forces the #5 ball check valve off its seat allowing reverse servo fluid to bypass orifice #20 which allows a quick release of the reverse band.
12
EX
N.O.OFF
1c

#5
30
LINE REV BST
PRESS REG VALVE
2-3 Shift Solenoid

LO-1ST
2-3 SIGNAL
INPUT CLUTCH
14
Reverse fluid exhausts from the reverse band servo and force from the reverse servo return spring releases the reverse band shifting the transaxle into Neutral.
LINE
LINE
PRN
1b Reverse Band Servo:

LINE PRESSURE TAP
The manual valve is moved to the Neutral position and blocks line pressure from entering the Reverse fluid circuit. The reverse fluid circuit is opened to an exhaust at the manual valve.
LUBE
D2 D3
LINE
PRN
PRN REV
D4
EX
3RD CL/LO-1ST
MANUAL VALVE
EX
When the gear selector lever is moved to Neutral (N), the hydraulic system operates in the same manner as Park (P) range. If the gear selector lever is moved from the Reverse position to the Neutral position the following changes occur to the hydraulic and electrical systems.
1a
1 2 D D NR P
#3
DECREASE
61
OVERDRIVE RANGE FIRST GEAR

1 POWER FROM TORQUE CONVERTER (1) 3 INPUT SPRAG (722) HOLDING 4 INPUT SUN GEAR (668) DRIVING 5 INPUT CARRIER ASSEMBLY (672) DRIVEN 2 INPUT CLUTCH APPLIED 8 REACTION CARRIER ASSEMBLY (675) DRIVEN 7 REACTION SUN GEAR (678) HELD 6 REACTION INTERNAL GEAR DRIVING 7a 7b FORWARD 1/2 SUPPORT BAND ROLLER (688) ASSEMBLY APPLIED (683) 9 HOLDING POWER TO FINAL DRIVE (700)
OVERDRIVE RANGE - FIRST GEAR

2-3 SHIFT SOL ON 4TH CLUTCH REVERSE BAND 2ND CLUTCH 3RD CLUTCH 3RD SPRAG CLUTCH INPUT CLUTCH INPUT SPRAG CLUTCH 2/1 BAND 1/2 SUPPORT ROLLER CLUTCH FORWARD BAND
APPLIED HOLDING
HOLDING APPLIED
In Overdrive Range - First Gear D , torque from the engine is multiplied through the torque converter (1) and transaxle gear sets to the drive axles. The planetary gear sets operate in reduction to achieve a first gear starting ratio of 2.921:1.
The manual shaft, detent lever and manual valve are moved into Overdrive - the D range position on the shift quadrant.
INPUT CLUTCH APPLIED 3RD SPRAG CLUTCH ASSEMBLY
INPUT SPRAG (722) HOLDING
INPUT SUN GEAR (668) DRIVING
PARKING GEAR FINAL DRIVE SUN GEAR SHAFT (696) (689) FORWARD BAND (688) APPLIED REACTION CARRIER ASSEMBLY (675) 1/2 SUPPORT AND DRUM (687) HELD
INPUT CARRIER ASSEMBLY (672) HELD
REACTION SUN GEAR DRUM ASSEMBLY (678) HELD 1/2 SUPPORT ROLLER CLUTCH ASSEMBLY (683) HOLDING
FORWARD SERVO ASSEMBLY APPLIED
62
Figure 58
The input clutch is applied and holds the outer race of the input sprag assembly which forces the input sprag to try to rotate.
3 Input Sprag Holding
4 Input Sun Gear Driving
5 Input Carrier Assembly Driven
Teeth on the input sun gear (668) are in mesh with the planet pinion gears in the input carrier assembly (672) forcing the carrier to rotate.
6 Reaction Internal Gear Driving
The reaction internal gear, part of the input carrier assembly (672), is in mesh with the planet pinion gears in the reaction carrier assembly (675), forcing the carrier to rotate around the reaction sun gear drum assembly (678).
7 Reaction Sun Gear Held 7a Forward Band Applied
The forward band (688) is applied, holding the 1-2 support roller clutch assembly (683).
7b 1/2 Support Roller Clutch Assembly Holding
In Overdrive Range - First Gear, the direction of rotation of the reaction carrier assembly (675) forces the reaction sun gear drum assembly (678) to try to rotate in the opposite direction. The 1/2 support roller clutch assembly (683) holds the 1/2 support outer race [part of the reaction sun gear drum assembly (678)], against this rotation thereby holding the reaction sun gear drum assembly (678).
8 Reaction Carrier Assembly Driven
The reaction carrier assembly (675), splined to the final drive sun gear shaft (689), provides the power flow to the final drive differential through the final drive sun gear (697).
Torque transfers through the final drive sun gear to the final drive planet pinion gears (711). The final drive planet pinion gears (711) rotate inside the final drive internal gear (693), which is held stationary by the case, and transfers torque to the final drive differential side gears (705). The output shaft (510), splined into the differential side gear (705), provides the torque to the left hand drive axle while the right differential side gear (705) transfers torque to the right hand drive axle. When the differential and final drive carrier (700) rotates, the vehicle begins to move and first gear is achieved. As the speed of the vehicle increases, less torque multiplication is required to maintain a constant vehicle speed. In order to provide maximum powertrain efficiency, a lower input to output gear ratio is desirable. This lower gear ratio is automatically achieved when the transaxle shifts into second gear. 62A

1-2, 3-4 SHIFT SOL ON 2-3 SHIFT SOL ON 4TH CLUTCH REVERSE BAND 2ND CLUTCH 3RD CLUTCH 3RD SPRAG CLUTCH INPUT CLUTCH INPUT SPRAG CLUTCH 2/1 BAND 1/2 SUPPORT ROLLER CLUTCH FORWARD BAND

INPUT CL

APPLIED HOLDING
HOLDING APPLIED
When the gear selector lever is moved to the Overdrive D ) position from the Neutral (N) position the following changes occur to shift the transaxle into Overdrive Range - First Gear.
1 MANUAL VALVE:
1
LO
1a # 3 Ball Check Valve:
1b Fluid Pressure Manual Valve Position Switch Assembly (TFP Val. Position Sw.):
When PRN fluid exhausts, input clutch fluid moves the #3 ball check valve and seats it against the PRN fluid passage.
PRN
LUBE
16
15
30
CONV FD
LINE
12
2b Forward Servo Boost Valve:
3RD
EX
31
INPUT CL
D4
35
FWD SERVO ORIFICED EX
ACT FD LIM VALVE

EX
TORQUE SIG
LINE
EX
D4
Applies and holds the forward band during all forward gear drive ranges.
21
3a

LO-1ST
The input clutch remains applied from Neutral to Drive and becomes effective as the forward band applies.
EX
2-3 OFF SIG
REV
EX
LO D4
2ND
1b 3c
D2
#10
33
EX
EX
3b 1-2 Shift Valve:
D3
LO/1ST GEAR
EX
Located in the valve body this ball check valve unseats and allows lo/1st gear fluid to bypass orifice #33 and increases the fluid volume feeding the input clutch feed circuit.
EX
EX
TORQUE SIG REG

7
TORQUE SIGNAL
1-2 ACCUM
2ND CLUTCH
1-2 ACCUMULATOR
62B
Figure 59
TORQUE SIGNAL
Energized (ON) by the PCM, high pressure in the 2-3 signal fluid circuit holds the 2-3 and 3-4 shift valves in the downshift position.
LO/1ST GEAR
TORQ SIG
3d 2-3 Shift Solenoid Valve:
TORQUE SIGNAL
;;
D3
E AS LE RE
VBS
EX
TFP SWITCH
EX
EX
1-2 ACCUMULATOR
FORWARD BAND SERVO
2c
FORWARD SERVO
LINE
LINE
1-2 ACCUM VALVE

2
EX
In the downshift position D4 fluid passes through the 1-2 shift valve into the lo/1st gear fluid circuit and unseats the #10 ball check valve.
ACT FEED
LO/1ST GEAR
D4 LINE
LINE
EX
In first gear the 1-2, 3-4 Shift Solenoid Valve remains energized by the PCM and 1-2, 3-4 signal fluid pressure holds the 1-2 shift valve in the downshifted position.
1-2 SHIFT VALVE
LINE
2-3 SHIFT VALVE
D2
3b
3RD
3-2 MAN DS
3RD
13
2-3 SIGNAL
4TH CL IN CL FD
LINE
2c Forward Band Servo Applies:
D4
EX
ACTUATOR FD
1-2, 3-4 SIG
3-4 SHIFT VALVE
D3
4-3 MDS
D2
Opens under high line pressure (high throttle position) allowing D4 fluid to by-pass the feed orifice #29 to enter the forward servo passage. This provides for a quick fill of the servo passage and quick apply of the forward band assembly (688) to prevent slippage during abusive shifts from Park or Neutral to Drive.
LINE
LINE
LINE(from Pump)
Located in the valve body, this ball check valve seats and forces D4 fluid to go through feed orifice #29 to control apply of the forward servo under light or normal throttle conditions.
EX
FWD SERVO
3d
29
FWD BST
17
EX
N.O.
ON
2a
EX
#6
2b
D4
LINE REV BST
PRESS REG VALVE
2-3 Shift Solenoid
D4
2 FORWARD BAND APPLIES 2a # 6 Ball Check Valve:
LINE
LO-1ST
14
2-3 SIGNAL
LINE
LINE
INPUT CLUTCH
PRN
D4 fluid is routed to the TFP Val. Position Sw. and the TFP Val. Position Sw. signals the PCM that the transaxle is in the Overdrive range.
LINE PRESSURE TAP

PRN REV

D4
LUBE
D2 D3
PRN
LINE
EX
In the Overdrive position the manual valve routes line pressure into the D4 fluid circuit. The manual valve also blocks line pressure from entering the PRN fluid circuit and opens the PRN fluid circuit to exhaust.
3RD CL/LO-1ST
MANUAL VALVE
EX
1 2 D D NR
1a
#3
DECREASE
63
OVERDRIVE RANGE SECOND GEAR

1 POWER FROM TORQUE CONVERTER (1) 2 2ND CLUTCH APPLIED 3b INPUT SPRAG (722) OVERRUNNING 3a INPUT CLUTCH APPLIED 5 REACTION CARRIER ASSEMBLY (675) DRIVEN 4 REACTION SUN GEAR (678) HELD 3 REACTION INTERNAL GEAR DRIVING 4a 4b FORWARD 1/2 SUPPORT BAND ROLLER (688) CLUTCH 6 APPLIED ASSEMBLY POWER TO (683) FINAL DRIVE HOLDING (700)
OVERDRIVE RANGE - SECOND GEAR

1-2, 3-4 SHIFT SOL OFF 2-3 SHIFT SOL ON 4TH CLUTCH REVERSE BAND 2ND CLUTCH APPLIED 3RD CLUTCH 3RD SPRAG CLUTCH INPUT CLUTCH * INPUT SPRAG CLUTCH OVERRUN 2/1 BAND 1/2 SUPPORT ROLLER CLUTCH FORWARD BAND
HOLDING APPLIED
As the speed of the vehicle increases, input signals from the vehicle speed sensor (VSS), throttle position sensor (TPS) and other sensors are sent to the powertrain control module (PCM). The PCM uses this information to manage engine torque as the transaxle shifts from first to second gear. In Overdrive Range Second Gear, the planetary gear sets continue to operate in reduction but at a gear ratio of 1.57:1.

INPUT CLUTCH APPLIED INPUT SPRAG (722) OVERRUNNING 3RD SPRAG CLUTCH ASSEMBLY INPUT SUN GEAR (668)
*
SECOND CLUTCH APPLIED DRIVEN SPROCKET (506) INPUT SHAFT & HOUSING ASSEMBLY (632)
FINAL DRIVE SUN GEAR SHAFT (689) FORWARD BAND (688) APPLIED REACTION CARRIER ASSEMBLY (675) DRIVEN 1/2 SUPPORT AND DRUM (687) HELD
REACTION INTERNAL GEAR DRIVING
REACTION SUN GEAR DRUM ASSEMBLY (678) HELD
1/2 SUPPORT ROLLER CLUTCH ASSEMBLY (683) HOLDING
64
Figure 60
PARKING GEAR (696) FINAL DRIVE SUN GEAR (697)
The driven sprocket (506), splined to the input shaft and housing assembly (632), transmits engine torque to the housing and forces it to rotate.
2 Second Clutch Applied
The second clutch plates (624), splined onto the input housing hub, redirect the power flow into the 2nd clutch assembly (617627).
3 Reaction Internal Gear Driving
The reverse reaction drum (669) splined to the 2nd clutch housing (617) on one end and the reaction internal gear at the other end, transfers the power to the gear sets. The reaction internal gear is part of the input carrier assembly (672).
3a Input Clutch Applied but Not Effective
Although the input clutch is applied, power through the input clutch plates (646-647) is terminated at the input sprag outer race (665) because it is overrunning.
3b Input Sprag Overrunning
Overrunning occurs as the input carrier pinion gears drive (rotate) the input sun gear (668) faster than the rotation of the input carrier assembly (672).
4 Reaction Sun Gear Held 4a Forward Band Applied
The forward band (688) is applied, holding the 1/2 support roller clutch assembly (683).
4b 1/2 Support Roller Clutch Assembly Holding
In Overdrive Range - First Gear, the direction of rotation of the reaction carrier assembly (675) forces the reaction sun gear drum assembly (678) to try to rotate in the opposite direction. The 1/2 support roller clutch assembly (683) holds the 1/2 support outer race [part of the reaction sun gear drum assembly (678)], against this rotation thereby holding the reaction sun gear drum assembly (678).
The reaction internal gear, in mesh with the planet pinion gears in the reaction carrier assembly (675), forces the reaction carrier to rotate around the reaction sun gear drum assembly (678).
The reaction carrier assembly, splined to the final drive sun gear shaft (689), provides the power flow to the final drive differential through the final drive sun gear (697). Final drive is achieved.
NOTE: To minimize the amount of repetitive text, the remaining description of mechanical power flow from the final drive sun gear (697) to the drive axles is omitted as it is identical to first gear. As the speed of the vehicle increases, less torque multiplication is required to move the vehicle efficiently thus making it desirable to shift the transaxle to a lower gear ratio, or third gear.
64A

1-2, 3-4 SHIFT SOL OFF 2-3 SHIFT SOL ON 4TH CLUTCH REVERSE BAND 2ND CLUTCH APPLIED 3RD CLUTCH 3RD SPRAG CLUTCH INPUT CLUTCH * INPUT SPRAG CLUTCH OVERRUN 2/1 BAND 1/2 SUPPORT ROLLER CLUTCH FORWARD BAND

HOLDING APPLIED

INPUT CL

1 SECOND CLUTCH APPLIES 1a 1-2 Shift Solenoid:
1d

PRN
LINE
LUBE
2ND CLUTCH
CONV FD
3b
LINE(from Pump)
LINE
1c #2 Ball Check Valve (Second Clutch Apply):
12
3RD
D4
LINE
EX
TORQUE SIG
2nd clutch fluid pressure applies the Second clutch to shift the transaxle into Second gear.
2 SHIFT ACCUMULATION 2a 1-2 Accumulator:
ACT FD LIM VALVE

EX
35
#2

1-2,
3-4 SIG
25 26
EX 4TH CL IN CL FD
1a

21
LO-1ST
EX
3RD
EX
2-3 OFF SIG
VBS
REV
2b 1-2 Accumulator Valve:
ACT FEED
EX
LINE
2-3 SHIFT VALVE
EX EX
TCC SIG
3a
2ND

2ND CLUTCH
APPLY
19
REL
TCC CONTROL VALVE
EX
LINE
EX
EX
TORQUE SIGNAL
TORQ SIG
COOLER
3b 2-3 Shift Solenoid Valve:
2a
1-2 ACCUMULATOR
1-2 ACCUM
2-3 Shift Solenoid Valve remains ON in Second gear. 2-3 signal fluid pressure keeps the 2-3 shift valve in the downshifted position.
2ND CLUTCH
1-2 ACCUMULATOR
64B
Figure 61
2nd clutch fluid is routed to the TCC control PWM solenoid. Under normal operating conditions, the TCC control PWM solenoid is OFF in Second gear and blocks 2nd clutch fluid from entering the TCC signal (PWM) fluid circuit. However, TCC apply could vary depending on vehicle application and may be calibrated to apply in Overdrive Range - Second Gear.
TCC REG APPLY
32
TCC REG APPLY LINE

EX
TCC SIG (PWM)
3a TCC Control - Pulse Width Modulated (PWM) Solenoid:
EX
1-2 ACCUMULATOR
TORQUE SIGNAL
FORWARD BAND SERVO
FORWARD SERVO
3 Torque Converter Clutch Released
1-2 ACCUM VALVE

2
EX
D3
TORQUE SIGNAL
LO/1ST GEAR
D2
CONV FD
;;
E AS LE RE
TFP SWITCH
1-2 accumulator fluid forced from the 1-2 accumulator is routed back to the 1-2 accumulator valve. This pressure forces the 1-2 accumulator valve against spring force and torque signal fluid pressure to regulate the exhaust of excess accumulator fluid. This regulation provides additional control for the second clutch apply. Figure 38 shows the exhaust of accumulator fluid during the shift by the arrow directions in the accumulator fluid circuit.
LO D4
#10
33
D2
TORQUE SIG REG

EX EX
LINE
D3
D4
LINE
EX
2ND LO/1ST GEAR LINE
3-2 MAN DS
LINE
13
1-2, 3-4 Shift Solenoid N.O. OFF
1-2 SHIFT VALVE
2ND
1b
3RD
2nd clutch fluid is also routed to the 1-2 accumulator piston. 2nd clutch fluid pressure, in addition to 1-2 assist spring force, moves the piston against spring force and 1-2 accumulator fluid pressure. This action absorbs initial 2nd clutch fluid pressure to cushion the second clutch apply. The movement of the 1-2 accumulator piston forces some accumulator fluid out of the accumulator.
D4

2-3 SIGNAL
ACTUATOR FD
2ND CL
3-4 SHIFT VALVE
D3
4-3 MDS
LINE
D4
2b
D2
1d Second Clutch:
EX
1c
31
INPUT CL
2nd fluid seats the #2 ball check valve, and is then forced through the #25 orifice and feeds the 2nd clutch fluid circuit. The orifice helps control the apply feel of the second clutch.
LINE
LINE
FWD SERVO
29
FWD BST
With 1-2, 3-4 signal fluid pressure exhausted, spring force moves the valve into the upshifted position and D4 fluid is routed into the 2nd fluid circuit. D4 fluid also continues to the TFP Val. Position Sw..
EX
LO
17
EX
N.O.
ON
EX
#6
D4
LINE REV BST
PRESS REG VALVE
1b 1-2 Shift Valve:
16
15
30
2-3 Shift Solenoid
D4
LO-1ST
14
2-3 SIGNAL
LINE
INPUT CLUTCH
PRN REV PRN
LINE PRESSURE TAP
D2 D3 LINE
LINE
PRN
D4
EX
Note: Filtered actuator feed fluid continues to feed the 1-2, 34 signal fluid circuit through orifice #1. However, the exhaust port through the solenoid is larger than orifice #1 to prevent a pressure increase in the 1-2, 3-4 signal fluid circuit.
MANUAL VALVE
EX
The normally open shift solenoid is de-energized and 1-2, 34 signal fluid exhausts through the open solenoid.

LO
As vehicle speed increases and operating conditions become appropriate, the PCM de-energizes the 1-2, 3-4 Shift Solenoid to shift the transaxle into Second gear. The manual valve remains in the Overdrive D position and line pressure is routed into the D4 fluid circuit.
3RD CL/LO-1ST LUBE
1 2 D D NR
#3
DECREASE
65
OVERDRIVE RANGE THIRD GEAR

1 POWER FROM TORQUE CONVERTER (1) 2a 2ND CLUTCH APPLIED 3a 3RD CLUTCH APPLIED 3b 3RD SPRAG CLUTCH (720) HOLDING 3 INPUT SUNGEAR (668) DRIVING 2 INPUT CARRIER ASSEMBLY (672) DRIVING 4 INPUT INTERNAL GEAR DRIVEN 4a FORWARD BAND (688) APPLIED 4b 1/2 SUPPORT ROLLER 5 CLUTCH POWER TO ASSEMBLY FINAL DRIVE (683) (700) OVERRUNNING
OVERDRIVE RANGE - THIRD GEAR

1-2, 3-4 SHIFT SOL OFF 2-3 SHIFT SOL OFF 4TH CLUTCH REVERSE BAND 2ND CLUTCH 3RD CLUTCH 3RD SPRAG CLUTCH INPUT CLUTCH INPUT SPRAG CLUTCH 2/1 BAND 1/2 SUPPORT ROLLER CLUTCH OVERRUN FORWARD BAND *
APPLIED APPLIED HOLDING
3RD CLUTCH APPLIED INPUT SHAFT & HOUSING ASSEMBLY (632)
INPUT SPRAG CLUTCH ASSEMBLY 3RD SPRAG CLUTCH (720) HOLDING
INPUT SUN GEAR (668) DRIVING
SECOND CLUTCH APPLIED DRIVEN SPROCKET (506)
FINAL DRIVE SUN GEAR SHAFT (689) FORWARD BAND (688) APPLIED INPUT INTERNAL GEAR DRIVEN 1/2 SUPPORT DRUM (687) HELD
INPUT CARRIER ASSEMBLY (672) DRIVING
REACTION SUN GEAR DRUM ASSEMBLY (678) 1/2 SUPPORT ROLLER CLUTCH ASSEMBLY (683) OVERRUNNING FORWARD SERVO ASSEMBLY APPLIED
66
Figure 62
As the speed of the vehicle increases, input signals from the vehicle speed sensor (VSS), throttle position sensor (TPS) and other sensors are sent to the Powertrain Control Module (PCM). The PCM uses this information to manage engine torque as the transaxle shifts from second to third gear. In Third Gear, both planetary gear sets rotate at the same speed providing for a 1:1 gear ratio to the final drive differential (700).
The driven sprocket (506), splined to the input shaft and housing assembly (632) transmits engine torque to the housing and forces it to rotate.
2 Input Carrier Assembly Driving 2a 2nd Clutch Applied
The 2nd clutch is applied and directs power flow through the reverse reaction drum (669) to the input carrier assembly (672).
3 Input Sun Gear Driving 3a 3rd Clutch Applied
The 3rd clutch is also applied directing power flow to the 3rd clutch plates (645-648).
3b 3rd Sprag Clutch Holding
The 3rd clutch plates (645-648), splined onto the 3rd sprag clutch outer race (653), force the sprag elements to hold input and 3rd clutch sprag inner race (661). The input and 3rd clutch sprag inner race (661), splined to the input sun gear (668), holds the sun gear and forces it to rotate at the same speed as the input shaft and housing assembly (632).
With the input carrier assembly (672) being driven by the reverse reaction drum (669) and the input sun gear (668), the input internal gear, which is part of the reaction carrier (675), is forced to rotate at the same speed and direction of rotation. Therefore, reduction through the gear set does not exist.
4a Forward Band Applied
The forward band (688) is applied, holding the 1/2 support roller clutch inner race (687).
PARKING GEAR (696)
4b 1/2 Support Roller Clutch Assembly Overruns
The reaction carrier pinion gears are in mesh with the reaction sun gear drum assembly (678) and force it to rotate at the same speed and direction of rotation as the gear sets. The 1/2 support roller clutch outer race overruns because it is part of the reaction sun gear drum assembly (678).
The input internal gear/reaction carrier assembly (675), splined to the final drive sun gear shaft (689), provides the power flow to the final drive sun gear (697) which is splined to the other end of the sun gear shaft. In Overdrive Range - Third Gear, letting up on the throttle will allow engine rpm to drop as the vehicle continues to move at approximately the same speed. This results in loss of torque to the 3rd sprag clutch inner race (661) and allows the input carrier assembly (672) and roller clutch to freewheel. In this situation, engine compression braking is not obtainable. In Overdrive Range - Third Gear, the transaxle is operating in a direct 1:1 gear ratio between converter turbine speed and the final drive sun gear (697) speed.
As vehicle speed increases, less torque multiplication is required to operate the engine efficiently therefore making it desirable to shift to an overdrive ratio.
66A

1-2, 3-4 SHIFT SOL OFF 2-3 SHIFT SOL OFF 4TH CLUTCH REVERSE BAND 2ND CLUTCH 3RD CLUTCH 3RD SPRAG CLUTCH INPUT CLUTCH INPUT SPRAG CLUTCH 2/1 BAND 1/2 SUPPORT ROLLER CLUTCH OVERRUN FORWARD BAND

2ND CLUTCH HOUSING (617) INPUT HOUSING ASSEMBLY (632)
1 THIRD CLUTCH APPLIES 1a 2-3 Shift Solenoid Valve:
1b 2-3 Shift Valve:
PRN
LINE
14
LUBE
3RD CL/LO-1ST
2ND CLUTCH
CONV FD
LINE
TORQUE SIG
LINE 1-2, 3-4 SIGNAL 3RD
3RD CLUTCH
LINE
2ND
2-3 SIGNAL
EX 4TH CL IN CL FD AUX IN FD 2-1 MAN SER
LO-1ST
1f 3-4 Shift Valve:
ACTUATOR FD
#4

2ND CL
LO-1ST
D2
VBS
REV
ACT FEED
LO D4
EX
#10

33
EX
TORQUE SIG REG

EX EX EX
7
3RD CLUTCH
LO/1ST GEAR
TCC SIG
EX
APPLY
2ND
2ND CLUTCH

CONV FD
19
D3
TFP SWITCH
EX
EX
REL
TCC CONTROL VALVE
1-2 ACCUMULATOR
TORQUE SIGNAL
LINE
3 INPUT CLUTCH RELEASES
3a TFP Valve Position Switch:
Release fluid pressure routed to the TFP Valve Position Switch signals the PCM that the TCC is released.
Torque Converter Clutch:
1-2 ACCUMULATOR
2ND CLUTCH
Under normal operating conditions the TCC is released in Third gear. However, TCC apply could vary depending on vehicle application and may be calibrated to apply in Overdrive Range - Third Gear.
3RD CLUTCH
2a
2-3 ACCUMULATOR

66B
Figure 63
1-2 ACCUMULATOR
FORWARD SERVO
2-3 ACCUM
In third gear the input clutch is released allowing input clutch apply fluid to exhaust through the 3-4 shift valve, into the input clutch feed passage. At the 2-3 shift valve, exhausting input clutch apply fluid is directed into the D3 passage and out the manual valve.
TCC REG APPLY
32
TORQ SIG
TCC SIG (PWM)
EX
11
EX
5
1-2 ACCUM
TCC REG APPLY LINE
2-3 ACCUM
EX
COOLER
TORQ SIG
3a
EX
TORQUE SIGNAL
TORQUE SIGNAL 2-3 ACCUMULATOR FORWARD BAND SERVO
;;
E AS LE RE
LINE
1-2 ACCUM VALVE

2
EX
TORQUE SIGNAL
Excess 2-3 accumulator fluid is routed back to the 2-3 accumulator valve. This fluid pressure moves the accumulator valve against spring force and torque signal fluid pressure to regulate the exhaust of excess accumulator fluid. This regulation provides additional control for the third clutch apply. Figure 38 shows the exhaust of accumulator fluid during the shift by the arrow directions in the accumulator fluid circuit.
D2
LINE
D3
D4 LINE
LINE
EX
3rd clutch fluid is also routed to the 2-3 accumulator piston. This fluid pressure moves the piston against spring force and 2-3 accumulator fluid pressure. This action absorbs initial 3rd clutch fluid pressure to cushion the third clutch apply. The movement of the 2-3 accumulator piston forces some accumulator fluid out of the accumulator.
EX
EX
3RD
3RD 2-3 OFF SIGNAL

1-2 SHIFT VALVE
D4
24
28
D4
21
SERVO
3rd fluid is also routed to the 3-4 shift valve in preparation for a 3-4 upshift.
#9

1c
2-3 SIGNAL

3RD
3rd clutch/lo-1st fluid pressure applies the third clutch and the transaxle shifts into Third gear.
25
D4
D3
EX
EX
35
26
3RD
1e Third Clutch:
EX
31
22
ACT FD LIM VALVE
#2

1d
INPUT CL
3RD

Located in the case cover, the #4 ball check valve routes 3rd clutch fluid into the 3rd clutch/lo-1st circuit and blocks it from entering the lo 1st circuit.
LINE
LINE
1f
1d #4 Ball Check Valve (Lo 1st/3rd Clutch Lo-1st):
12
LINE(from Pump)
FWD SERVO
Located in the valve body, 3rd fluid pressure seats the #9 ball check valve and 3rd fluid is forced through the #24 orifice into the 3rd clutch fluid circuit. The orifice helps control the third clutch apply.
EX
29
D4
1a
FWD BST
17
EX
N.O.
OFF
EX
#6
LINE REV BST
PRESS REG VALVE
1c #9 Ball Check Valve (Third Clutch Apply/Release):
16
15
30
2-3 Shift Solenoid

D4
3-4 SHIFT VALVE
13
LINE
2-3 SHIFT VALVE
LINE
LO-1ST
2-3
SIGNAL
LINE
INPUT CLUTCH
PRN REV PRN
LINE PRESSURE TAP
D2 D3 LINE
LINE
PRN
D4
EX
With 2-3 signal fluid exhausting, Line fluid pressure move the 2-3 shift valve against spring force to initiate the 2-3 upshift. D4 fluid is routed through the valve and into the 3rd fluid circuit.
MANUAL VALVE
EX
The normally open shift solenoid valve is de-energized by the PCM and allows 2-3 signal fluid to exhaust.
LO
LUBE
As vehicle speed increases and operating conditions become appropriate, the PCM de-energizes the 2-3 shift solenoid valve to shift the transaxle into Third gear. The manual valve remains in the Overdrive D position and line pressure continues to feed the D4 fluid circuit.
3RD CL/LO-1ST
1e
INPUT CL
1 2 D D NR
#3
DECREASE
D2
4-3 MDS
3-2 MAN DS
1b
2b
67
OVERDRIVE RANGE FOURTH GEAR

1 POWER FROM TORQUE CONVERTER (1) 3a 4TH CLUTCH APPLIED 2 2ND CLUTCH APPLIED 3RD CLUTCH APPLIED 3RD SPRAG CLUTCH (720) OVERRUNNING 4 INPUT CARRIER ASSEMBLY (672) DRIVING 3 INPUT SUNGEAR (668) HELD 5 INPUT INTERNAL GEAR DRIVEN 4a FORWARD BAND (688) APPLIED 4b 1/2 SUPPORT ROLLER CLUTCH ASSEMBLY (683) OVERRUNNING 5 POWER TO FINAL DRIVE (700)
OVERDRIVE RANGE - FOURTH GEAR

1-2, 3-4 SHIFT SOL ON 2-3 SHIFT SOL OFF 4TH CLUTCH APPLIED REVERSE BAND 2ND CLUTCH APPLIED 3RD CLUTCH * 3RD SPRAG CLUTCH OVERRUN INPUT CLUTCH INPUT SPRAG CLUTCH 2/1 BAND 1/2 SUPPORT ROLLER CLUTCH OVERRUN FORWARD BAND *
3RD SPRAG CLUTCH (720) OVERRUNNING
INPUT INPUT SPRAG SUN CLUTCH GEAR ASSEMBLY (668) HELD
DRIVEN SPROCKET (506) 4TH CLUTCH APPLIED
SECOND CLUTCH APPLIED
4TH CLUTCH SHAFT ASSEMBLY (504) HELD INPUT INTERNAL GEAR DRIVEN FORWARD BAND (688) APPLIED
FINAL DRIVE SUN GEAR SHAFT (689) 1/2 SUPPORT DRUM (687) HELD
1/2 SUPPORT ROLLER CLUTCH ASSEMBLY (683) OVERRUNNING
68
Figure 64
As the speed of the vehicle increases, input signals from the VSS, TPS and other sensors are sent to the PCM. The PCM uses this information to determine the precise moment to shift the transaxle into Fourth Gear. In Fourth Gear, the input carrier assembly (672) provides an overdrive ratio of .71:1 through the gear set to the final drive differential (700).
The driven sprocket (506), splined to the input shaft and housing assembly (632) transmits torque to the housing and forces it to rotate.
2 2nd Clutch Applied
With the 2nd clutch applied, power flow is directed through the reverse reaction drum (669) to the input carrier assembly (672), as previous described in Third Gear range.
3 Input Sun Gear Held 3a 4th Clutch Applied
The 4th clutch plates (500-502) are splined to the 4th clutch hub & shaft assembly (504) and to the case cover (400). When the 4th clutch applies, it holds the 4th clutch hub & shaft assembly (504) and the input sun gear (668) which is splined to the 4th clutch shaft.
4 Input Carrier Assembly Driving
The input carrier assembly (672) rotates around the stationary input sun gear (668).
The input carrier pinion gears force the input internal gear/ reaction carrier assembly (675) to rotate in the same direction but, at a faster speed.
4a Forward Band Applied
The forward band (688) is applied, holding the 1/2 support roller clutch inner race (687).
4b 1/2 Support Roller Clutch Assembly Overruns
The reaction carrier pinion gears are in mesh with the reaction sun gear drum assembly (678) and force it to rotate at the same speed and direction of rotation as the gear sets. The 1/2 support roller clutch outer race overruns because it is part of the reaction sun gear drum assembly (678).
PARKING GEAR (696)
The reaction carrier assembly (675), splined to the final drive sun gear shaft (689), provides the power flow to the final drive sun gear (697) which is splined to the other end of the final drive sun gear shaft (689). In fourth and third gear overdrive ranges, the forward band is applied only for preparation for a downshift into second gear, which will make the shift timing easier having this component already applied.
68A

(Torque Converter Clutch Released)
1-2, 3-4 SHIFT SOL ON 2-3 SHIFT SOL OFF 4TH CLUTCH APPLIED REVERSE BAND 2ND CLUTCH APPLIED 3RD CLUTCH * 3RD SPRAG CLUTCH OVERRUN INPUT CLUTCH INPUT SPRAG CLUTCH 2/1 BAND 1/2 SUPPORT ROLLER CLUTCH OVERRUN FORWARD BAND *

4TH CLUTCH HOUSING DRIVEN SPROCKET SUPPORT (609) 2ND CLUTCH HOUSING (617) INPUT HOUSING ASSEMBLY (632)
INPUT CL
1d
1 4TH CLUTCH APPLIED 1a 1-2, 3-4 Shift Solenoid Valve:
LO
PRN
LINE
2ND CLUTCH
17
EX
1d 4th Clutch:
3RD
4th clutch fluid pressure is routed to the 3-4 accumualtor and then to the 4th clutch apply piston.
TORQUE SIG
EX
31
25
3RD

22
ACT FD LIM VALVE

EX EX
35
#2

INPUT CLUTCH
D4
2ND CL
CL
LINE
2ND
LO-1ST
ACTUATOR FD
3RD CLUTCH
#4

4TH
2-1 MAN SERVO
D4
D4
LO-1ST
28
1-2, 3-4 SIGNAL
D2
VBS
REV
ACT FEED
EX
LO D4
#10
33
EX
EX
TORQUE SIG REG

EX EX
7
LINE
D3
4TH CLUTCH
3RD CLUTCH
LO/1ST GEAR
4TH CLUTCH
EX
APPLY
TORQUE SIGNAL
TCC REG APPLY

EX
18
32
3RD CLUTCH
2-3 ACCUM
2ND CLUTCH
1-2 ACCUMULATOR
3-4 ACCUMULATOR
68B
Figure 65
2-3 ACCUMULATOR
4TH CLUTCH
3-4 ACCUM
4TH CL
4TH CL
1-2 ACCUMULATOR
2-3 ACCUM
2a
FORWARD SERVO
TORQUE SIGNAL
3-4 ACCUMULATOR
3-4 ACCUM
11
EX
5
TORQUE SIGNAL
2-3 ACCUMULATOR
FORWARD BAND SERVO
1-2 ACCUM
EX
TCC REG APPLY LINE
1-2, 3-4 SIGNAL
10
3-4 ACCUM
EX
EX
COOLER
When conditions are appropriate, the PCM energizes the TCC control (PWM) solenoid to initiate the TCC apply. The solenoid is Pulse Width Modulated (PWM) to provide a smooth TCC apply. (See Overdrive Range Fourth Gear TCC Released & Applied pages 70-71.)
TCC SIGNAL (PWM)
2ND CLUTCH

CONV FD
19
REL
TCC CONTROL VALVE
EX
;;
D3
E AS LE RE
2ND
TFP SWITCH

EX
EX

1-2 ACCUMULATOR
2b

TORQUE CONVERTER CLUTCH APPLIED TCC Control (PWM) Solenoid:
LINE
1-2 ACCUM VALVE

2
TORQ SIG
LINE
9
EX
TORQUE SIGNAL
D2
D4 LINE
LINE
2-3 ACCUM
EX
3-4 accumulator fluid forced from the 3-4 accumulator is routed back to the 3-4 accumulator valve. This pressure forces the 3-4 accumulator valve against spring force and torque signal fluid pressure to regulate the exhaust of excess accumulator fluid. This regulation provides additional control for the 4th clutch apply. Figure 37 shows the exhaust of accumulator fluid during the shift by the arrow directions in the accumulator fluid circuit.
1-2 SHIFT VALVE

EX
2-3 OFF SIGNAL

EX
3RD
3RD
4th clutch fluid, routed to the 3-4 accumulator moves the piston against spring force and 3-4 accumulator fluid pressure. This action absorbs initial 4th clutch fluid pressure to cushion the 4th clutch apply. The movement of the 3-4 accumulator piston forces some accumulator fluid out of the accumulator.
EX
D3
26
21
4TH CL
24
3RD
13
LINE
2-3 SHIFT VALVE
3-2 MAN DS
2-3 SIGNAL

1a
1b
#9

IN CL FD
1-2, 3-4 signal fluid pressure moves the valve against spring force and into the Fourth gear position. 3rd fluid is routed into the 4th clutch fluid circuit.
LINE
LINE(from Pump)

12
LINE
LINE
1c
AUX INPUT CL FD D2
4-3 MDS
3-4 SHIFT VALVE
1c 3-4 Shift Valve:
CONV FD
FWD BST
D4
1-2, 3-4 signal fluid pressure does not affect the 1-2 shift valve. Spring force and 2-3 off signal fluid pressure keep the 1-2 shift valve in the upshifted position.
EX
N.O.
OFF
EX
LINE REV BST
PRESS REG VALVE
30
2-3 Shift Solenoid

3RD CL/LO-1ST
16
15
LUBE
1b 1-2 Shift Valve:
LO-1ST
14
2-3 SIGNAL
D4 #6
29
4TH CL
LINE
FWD SERVO
PRN REVERSE

LINE PRESSURE TAP
D2 D3 LINE
LINE
PRN
D4
EX
The normally open shift solenoid is energized by the PCM and blocks 1-2, 3-4 signal fluid from exhausting. 1-2, 3-4 signal fluid pressure is routed to both the 1-2 and 3-4 shift valves.
MANUAL VALVE
EX
LUBE
When operating conditions are appropriate, the PCM energizes the 1-2, 3-4 shift solenoid valve to shift the transaxle into Fourth gear. In addition, the TCC is applied in Fourth gear (see the following pages for details of TCC apply). The manual valve remains in the Overdrive position and line pressure continues to feed the D4 fluid circuit.
3RD CL/LO-1ST
1 2 D D NR
DECREASE
69

(Torque Converter Clutch from Release to Applied)

(Torque Converter Clutch from Released to Applied)
When the Powertrain Control Module (PCM) determines that the engine and transaxle are operating properly to engage the Torque Converter Clutch (TCC), the PCM energizes the TCC control (PWM) solenoid. The following events occur in order to apply the torque converter clutch: OFF At this time the Torque Converter Clutch is considered to be disengaged (OFF). PCM decision to apply TCC (see page 47, in the Electrical Components section, for more information). Stage 1 The PCM pulses the TCC control (PWM) solenoid to approximately 22% duty cycle from point S to point A. 2nd fluid at the TCC control (PWM) solenoid is pulsed into the TCC Signal (PWM) fluid circuit. The TCC Signal (PWM) fluid pressure at point A is strong enough to move the TCC control valve against the spring. With the TCC Control valve in the apply position, Release fluid can exhaust. This stage is designed to move the TCC Control valve from the released to the applied position; there is not enough pressure to apply the TCC. Stage 2 The TCC control (PWM) solenoid duty cycle is ramped up from point A to point B to approximately 98%. TCC signal (PWM) fluid pressure passes through orifice #18 and is now strong enough to move the TCC regulator apply valve against spring force. Line pressure from the pump enters the TCC Regulated Apply circuit at the TCC Regulator Valve. TCC Regulated Apply fluid is routed through the TCC Regulator Valve and through the TCC Control Valve into the Apply circuit. The pressure value in the Regulated Apply circuit should now be high enough to fully apply the TCC pressure plate. Slip speed should be at the correct value (near 0). In vehicles equipped with the Electronically Controlled Clutch Capacity (ECCC) system, the pressure plate does not fully lock to the torque converter cover. It is instead precisely controlled to maintain a small amount of slippage between the engine and the turbine, reducing driveline torsional disturbances. Stage 3 Now the Regulated Apply pressure is increased. This is caused by the TCC control (PWM) solenoid duty cycle being increased from point B to point C, to approximately 98%. This extra pressure ensures that the apply force on the TCC pressure plate is not at the slip threshold, but a little above it. TCC plate material is therefore protected from damage due to slippage.
PERCENT DUTY CYCLE
100% 75 50 25 0 A S STAGE 1 TCC APPLY FLUID PRESSURE

TCC SIGNAL (PWM)
LOW/1ST GEAR
COOLER
LO
REV
;; ;; ;; ;
APPLY
19
2ND
CONV FD
REL
TCC CONTROL VALVE

EX
TIME
TCC APPLY & RELEASE

TCC REG APPLY LINE
D4
RELEASE APPLY
D2
TCC REG APPLY

EX
18
32
D3
TFP SWITCH
STAGE 1 (S - A)
RELEASE APPLY
PERCENT DUTY CYCLE
19
50 25 0 A S
TCC SIGNAL (PWM)
REL
TCC APPLY FLUID PRESSURE TIME
TCC CONTROL VALVE

EX
LOW/1ST GEAR
COOLER
LO
REV
TCC REG APPLY
D4
RELEASE APPLY
LINE
32
D2
EX
18
TCC REG APPLY

D3
PERCENT DUTY CYCLE
APPLY
2ND
CONV FD
19
75 50 25 0 A S TCC APPLY FLUID PRESSURE
TCC SIGNAL (PWM)
EX
LOW/1ST GEAR
COOLER
TCC APPLY & RELEASE
LO
TCC REG APPLY

RELEASE APPLY
EX
18
TCC REG APPLY

32
D3
70
Figure 66
STAGE 3 (B - C)
RELEASE APPLY
TFP SWITCH
LINE
D4
REV
D2
; ;;
TCC CONTROL VALVE
REL
TIME
100%
STAGE 3
C B
STAGE 2 (A - B)
RELEASE APPLY
TFP SWITCH
TCC APPLY & RELEASE
;; ;;; ;;;
APPLY

75
2ND
CONV FD
100%
STAGE 2
TCC Release Switch The Torque Converter Clutch (TCC) release switch is part of the Automatic Transmission Fluid Pressure Manual Valve Position Switch (TFP Val. Position SW.) that is mounted to the valve body. The switch is a normally closed switch. The purpose of the switch is to provide a signal to the Powertrain Control Module (PCM) that the TCC is released. This is accomplished by the Release fluid pressure acting on the switch contact and opening the circuit. When the voltage is high, the PCM recognizes that the TCC is not engaged. When the release fluid pressure is low, the switch is in the normally closed state, signaling that the TCC is in the engaged position.
70A

(Torque Converter Clutch from Applied to Released)
When the TCC pressure plate is applied, it is held against the torque converter cover. Since it is splined to the converter turbine hub, it provides a mechanical coupling (direct drive) of the engine to the transaxle gear sets. This mechanical coupling eliminates the small amount of slippage that occurs in the fluid coupling of a torque converter, resulting in a more efficient transfer of engine torque through the transaxle and to the drive wheels. ON At this time the Torque Converter Clutch is considered to be engaged (ON). PCM decision to release TCC (see page 47, in the Electrical Components section, for more information). Stage 4 During this stage, the apply pressure from the TCC Regulator valve is decreased by the TCC control (PWM) solenoid duty cycle dropping from point D to point E, to approximately 60%. Spring force pushes the valve back and closes off the flow of line fluid feeding the TCC Regulated Apply circuit. This reduces the apply force on the TCC pressure plate to the slip threshold. This gets the TCC pressure plate ready for a smooth release. Stage 5 The TCC control (PWM) solenoid duty cycle is ramped down from point E to point F through this stage. This action allows the TCC Regulated Apply pressure to start at the slip threshold, and decrease to near 0 pressure over a very short time to point F. The Regulated Apply pressure value from the TCC Regulator valve at this duty cycle (point F) should fully release the TCC pressure plate. Slip speed should be at the maximum value. Stage 6 The PCM pulses the TCC control (PWM) solenoid to a value of 0. Now the TCC Control valve returns to the released position (away from the spring). Release fluid is now directed back to the torque converter. This stage is designed to move the TCC Control valve to the released position. OFF At this time the Torque Converter Clutch is considered to be disengaged (OFF). Release fluid pressure also opens the normally closed TCC release switch located in the Automatic Transmission Fluid Pressure Manual Valve Position Switch (TFP Val. Position Sw.). The switch sends a signal to the PCM that the TCC is released. If the switch does not open, the PCM will command the TCC ON in 2nd, 3rd and 4th gears with 100% duty cycle to the TCC control (PWM) solenoid. Also a Diagnostic Trouble Code (DTC) P0742 will set and the PCM will illuminate the Malfunction Indicator Lamp (MIL). The DTC P0742 will then be stored in PCM history and the PCM will freeze shift adapts from being updated. If the PCM detects an illegal combination on any range inputs (OFF, OFF, OFF or OFF, OFF, ON) then DTC P1810 will set. DTC P1810 is Transmission Fluid Presure Manual Valve Position Switch circuit malfunction. (Some PCM calibrations may allow stages 4 - 6 to happen very rapidly in almost a straight line down from point D to point G.)

(Torque Converter Clutch from Applied to Release)
PERCENT DUTY CYCLE
100% 75
TCC SIGNAL (PWM)
19
50 25 0 A S
REL
TCC APPLY FLUID PRESSURE TIME
TCC CONTROL VALVE

EX
LOW/1ST GEAR
COOLER
TCC APPLY & RELEASE

LO REV
EX
18
TCC REG APPLY

32
PERCENT DUTY CYCLE
100% 75
TCC SIGNAL (PWM)
EX
TCC CONTROL VALVE

EX
LOW/1ST GEAR
COOLER
LO
REV
EX
18
TCC REG APPLY

D3

PERCENT DUTY CYCLE
100% 75
C B
APPLY
TCC SIGNAL (PWM)
EX
TCC CONTROL VALVE
EX
LOW/1ST GEAR
COOLER
REV
LO
EX
18
TCC REG APPLY
32
RELEASE APPLY
LINE
D2
D3

TFP SWITCH
STAGE 6 (F - G)
RELEASE
APPLY
70B
Figure 67
; ;
TCC REG APPLY
D4
2ND
CONV FD
19
;;; ;; ;; ;
50 25 0 A S
REL
TCC APPLY FLUID PRESSURE
TIME
TCC APPLY & RELEASE
STAGE 6
STAGE 5 (E - F)
RELEASE
APPLY
; ;
TCC REG APPLY
D4
RELEASE APPLY
LINE
32
;; ;;; ;; ;; ;
APPLY

19
C B
2ND
CONV FD REL
E 50 25 0 A S TCC APPLY FLUID PRESSURE
STAGE 5 F TIME
TCC APPLY & RELEASE
D2
TFP SWITCH
STAGE 4 (D - E)
RELEASE APPLY
;;;; ;;;; ;;;; ;; ;;;; ;;;; ;;;;;; ;;;; ;; ;;;;;; ;;;;;;; ;;;; ;;;; ; ;;;; ;; ;;;; ;;;; ;;;; ;;;; ;;;; ;;;; ;; ;;;; ;;;; ; ;;;;;;; ;;;; ;; ;;;;;;; ;;;; ;;;;;;; ;; ;;;; ;;;; ;;;; ;;;; ;;;;
D3
TFP SWITCH
TCC REG APPLY LINE
RELEASE APPLY
D4
D2
;; ; ;; ;
APPLY

2ND
CONV FD
C B
D STAGE 4
71
72
OVERDRIVE RANGE - 4-3 DOWNSHIFT

1-2, 3-4 SHIFT SOL OFF 2-3 SHIFT SOL OFF 4TH CLUTCH REVERSE BAND 2ND CLUTCH 3RD CLUTCH 3RD SPRAG CLUTCH INPUT CLUTCH INPUT SPRAG CLUTCH 2/1 BAND 1/2 SUPPORT ROLLER CLUTCH OVERRUN FORWARD BAND *
OVERDRIVE RANGE 4-3 DOWNSHIFT

4TH CLUTCH HOUSING DRIVEN SPROCKET SUPPORT (609) 2ND CLUTCH HOUSING (617) INPUT HOUSING ASSEMBLY (632)
INPUT CL
LO
LINE
PRN
LINE
2ND CLUTCH
EX
17
EX
CONV FD
INPUT CLUTCH
2 4TH CLUTCH RELEASES
D4
D3
EX
EX
TORQUE SIG
2ND CL
CL
2ND
LO-1ST
4TH
D4
2a

D4
LO-1ST
2c 3-4 Accumulator:
D2
VBS
2d 3-4 Accumulator Valve:
1-2, 3-4 SIGNAL
REV
ACT FEED
EX
4TH CLUTCH
3RD CLUTCH
LO/1ST GEAR
4TH CLUTCH
LINE
APPLY
TORQUE SIGNAL
The PCM commands TCC release prior to initiating a 4-3 downshift. When the TCC is in the release position release fluid pressure is routed to the TFP Valve Position Switch. This fluid pressure signals the PCM that the TCC is in the release position. The TCC is not applied under normal operating conditions in Third gear (except for some applications).
3-2 and 2-1 DOWNSHIFTS
TCC SIGNAL (PWM)
2ND
2ND CLUTCH

REL
EX
TCC
REG APPLY LINE
32
1-2, 3-4 SIGNAL 1-2 ACCUM
EX
10
3-4 ACCUM
EX
8
EX
COOLER
TCC REG APPLY
1-2 ACCUMULATOR
2-3 ACCUM
3RD CLUTCH
2-3 ACCUM
2ND CLUTCH
4TH CL
3-4 ACCUM
4TH CLUTCH
1-2 ACCUMULATOR
2-3 ACCUMULATOR
72
Figure 68
3-4 ACCUMULATOR
4TH CL
2c
FORWARD SERVO
Refer to the Manual range explanations for a description of the 3-2 and 2-1 downshifts with respect to the clutches releasing.
EX
18
3-4 ACCUMULATOR TORQUE SIGNAL
3-4 ACCUM
11
EX
5
TORQUE CONVERTER CLUTCH
EX
CONV FD
19
TCC CONTROL VALVE
;;
D3
E AS LE RE
TFP SWITCH
EX
TORQ SIG EX
1-2 ACCUMULATOR
2d

TORQUE SIGNAL
2-3 ACCUMULATOR
FORWARD BAND SERVO
1a
1-2 ACCUM VALVE

2
EX
TORQUE SIGNAL
D2
The accumulator valve regulates line pressure into the 3-4 accumulator fluid circuit to fill the 3-4 accumulator. This regulation is basically controlled by torque signal fluid pressure. Increased torque signal fluid pressure regulates accumulator fluid to a higher pressure.
LO D4
#10

33
EX
EX
TORQUE SIG REG

EX EX
LINE
D3
D4 LINE
LINE
EX
4th clutch fluid exhausts through and from the accumulator. Spring force and 3-4 accumulator fluid pressure move the accumulator piston to the Third gear position.
EX
EX
3RD
1-2 SHIFT VALVE
3RD 2-3 OFF SIGNAL
24 28
21
4TH CL
3RD
13
2-1 MAN SERVO
1-2, 3-4 signal fluid pressure exhausts from the 3-4 shift valve and spring force moves the valve into the Third gear position. This opens the 4th clutch fluid circuit to an orificed exhaust to help control the clutch release.
EX
2b 3-4 Shift Valve:
LINE
ACTUATOR FD
3RD CLUTCH
#4

35
26
#9

IN CL FD
The PCM de-energizes the normally open solenoid and 1-2, 3-4 signal fluid exhausts.
25
3RD
EX
31
3RD

ACT FD LIM VALVE
#2

Increased torque signal fluid pressure acting on the line reverse boost valve increases line pressure at the pressure regulator valve.
1b
LINE
LINE(from Pump)

12
LINE
LINE
22
AUX INPUT CL FD D2
4-3 MDS
3-4 SHIFT VALVE
1b Pressure Regulator Valve:
FWD BST
N.O.
D4
OFF
EX
LINE REV BST
PRESS REG VALVE
30
2-3 Shift Solenoid

3RD CL/LO-1ST
16
15
LUBE
LO-1ST
14
2-3 SIGNAL
D4 #6
29
During the downshift, except for a coastdown, the PCM senses the increase in throttle position or engine load and decreases the PC Sol. Valve duty cycle. The decrease in duty cycle increases output fluid pressure from the PC Sol. Valve, thereby increasing torque signal fluid pressure at the torque signal regulator valve.
4TH CL
LINE
FWD SERVO
PRN REVERSE
PRN
D4
1a Pressure Control Solenoid Valve (PC Sol. Valve):
LINE PRESSURE TAP
D2 D3 LINE
EX
1 LINE PRESSURE INCREASES
MANUAL VALVE
EX
LUBE
When the transaxle is operating in Overdrive Range - Fourth Gear, a forced 4-3 downshift will occur if there is a significant increase in throttle position. At minimum throttle, vehicle speed will decrease gradually (coastdown) and the PCM will command a 4-3 downshift. The PCM will also initiate a 4-3 downshift if engine load is increased with throttle position remaining the same (for example, driving up a steep hill).
3RD CL/LO-1ST
1 2 D D NR
DECREASE
2b
LINE
2-3 SHIFT VALVE
3-2 MAN DS
LINE
9
2-3 ACCUM
73
MANUAL THIRD THIRD GEAR

(From Overdrive Range Fourth Gear)
8 POWER TO TORQUE CONVERTER (1) 7c 2ND CLUTCH APPLIED 5a 5b 3RD 3RD SPRAG CLUTCH CLUTCH APPLIED (720) OVERRUNNING 5 INPUT SPRAG CLUTCH (722) HOLDING 2 3 6 4 INPUT INPUT INPUT INPUT CLUTCH CARRIER SUNGEAR INTERNAL GEAR APPLIED ASSEMBLY (668) DRIVING (672) DRIVEN DRIVING 4b 4a FORWARD 1/2 SUPPORT ROLLER BAND CLUTCH (688) ASSEMBLY APPLIED (683) OVERRUNNING
1-2, 3-4 SHIFT SOL @OFF
MANUAL THIRD - THIRD GEAR

(From Overdrive Range - Fourth Gear)
2-3 SHIFT SOL @OFF 4TH CLUTCH REVERSE BAND 2ND CLUTCH 3RD CLUTCH 3RD SPRAG CLUTCH INPUT CLUTCH INPUT SPRAG CLUTCH 2/1 BAND 1/2 SUPPORT ROLLER CLUTCH OVERRUN FORWARD BAND *
APPLIED APPLIED HOLDING APPLIED HOLDING
* APPLIED BUT NOT EFFECTIVE @The solenoid state follows a shift pattern which depends upon vehicle speed, throttle position and selected gear range *
1 POWER FROM FINAL DRIVE (700)
INPUT SPRAG INPUT CLUTCH SUN (722) GEAR HOLDING (668) DRIVEN 3RD SPRAG CLUTCH (720) OVERRUNNING
Manual Third - Third gear (D) is available to the driver when vehicle operating conditions make it desirable to use only three gear ratios. Some of these conditions include city driving, where speeds are generally below 72 kmh (45 mph), towing a trailer, or driving in hilly terrain. Manual Third gear also provides for engine compression braking when descending slight grades and provides a direct drive ratio of 1:1 through the gear sets. When Manual Third range is selected, the transaxle can automatically upshift or downshift between first, second and third gears. However, the transaxle is prevented from shifting into fourth gear while operating in this mode. If the transaxle is in Overdrive Range - Fourth gear when Manual Third is selected for engine braking, the transaxle will shift immediately into third gear. The acceleration powerflow for Manual Third is the same as Overdrive Range Third gear except the input clutch is applied, therefore we will discuss and illustrate deceleration (engine braking). You will note that the powerflow is backwards from the powerflow in Overdrive Range Third gear, with power coming from the wheels and going to the torque converter. The manual shaft (807) and manual valve (404) are in the Manual Third (D) position. The 4th clutch plates (500-502) release allowing the 4th clutch hub & shaft assembly (504) to rotate at the same speed and direction as the input sun gear (668).
1 Power from the Wheels
FINAL DRIVE SUN GEAR SHAFT (689) FORWARD BAND (688) APPLIED 1/2 SUPPORT AND DRUM (687) HELD
PARKING GEAR (696)
INPUT INTERNAL GEAR DRIVING
REACTION SUN GEAR DRUM ASSEMBLY (678) 1/2 SUPPORT ROLLER CLUTCH ASSEMBLY (683) OVERRUNNING FORWARD SERVO ASSEMBLY APPLIED
74
Figure 69
Power from the wheels travels through the final drive differential assembly to the final drive sun gear shaft.
2 Input Internal Gear Driving
Power continues to the input internal gear/reaction carrier assembly, which is splined to the final drive sun gear shaft.
3 Input Carrier Assembly Driving
The input internal gear which is in mesh with the input carrier planetary pinions, force the pinions to rotate. The rotating pinions drive the carrier.
4 Input Sun Gear Driven
The rotating input carrier pinions also drive the input sun gear which is splined to the inner hub of the input sprag.
5 Input Sprag Clutch Holding
During deceleration, the input torque, from the wheels to the gear set, tries to force the input sun gear (668) to rotate in a direction opposite to the input shaft and housing assembly (632). The input sprag clutch assembly prevents this from occurring by holding the input sun gear (668) and forcing it to rotate in the same direction and speed as the input housing. When this occurs, engine compression provides braking for the vehicle.
5a 3rd Sprag Clutch Overrunning
During deceleration, the 3rd sprag clutch overruns allowing the input sprag assembly to slow down the input sun gear (668).
5b 3rd Clutch Applied
The 3rd clutch is applied but, during decceleration the 3rd sprag clutch is overrunning, thus no power is transfered through the 3rd clutch plates.
The input clutch is also applied and transfers torque to the input housing through the input clutch plates.
Power flows from the input carrier assembly (672) through the reverse reaction drum (669) to the 2nd clutch assembly which is applied and directs power to the input housing.
8 Power to Torque Converter
With two members of the same gear set driving, we have a 1:1 ratio through the gear sets and input housing to the torque converter for engine braking.
74A

1-2, 3-4 SHIFT SOL @OFF 2-3 SHIFT SOL @OFF 4TH CLUTCH REVERSE BAND 2ND CLUTCH 3RD CLUTCH 3RD SPRAG CLUTCH INPUT CLUTCH INPUT SPRAG CLUTCH 2/1 BAND 1/2 SUPPORT ROLLER CLUTCH OVERRUN FORWARD BAND *

INPUT CL

APPLIED APPLIED OVERRUN APPLIED HOLDING
* APPLIED BUT NOT EFFECTIVE @The solenoid state follows a shift pattern which depends upon vehicle speed, throttle position and selected gear range
1a
LO

LINE
2ND CLUTCH
CONV FD
LINE
25
3RD
D4
EX
EX
TORQUE SIG
2ND CL
LINE
2ND
LO-1ST
ACTUATOR FD
3RD CLUTCH
4TH
CL
#4

35
D4
D4
LO-1ST
D2
LINE
EX
EX
EX
4TH CLUTCH
3RD CLUTCH
LO/1ST GEAR
4TH CLUTCH
2a 3-4 Shift Valve:

APPLY TCC SIGNAL (PWM) 2ND
EX
2ND CLUTCH
2b Input Clutch:
TORQUE SIGNAL
Input clutch fluid pressure applies the input clutch. With the input clutch applied, the input sprag clutch holds when output speed is greater than input speed, creating engine compression braking.
Accumulation is the same as 4-3 downshift. MANUAL THIRD SECOND and FIRST GEARS

CONV FD
19
REL
TCC CONTROL VALVE
EX
TCC REG APPLY LINE

TCC REG APPLY
EX
18 32
1-2, 3-4 SIGNAL 1-2 ACCUM
EX
10
3-4 ACCUM
EX
8
EX
COOLER
;;
D3
L RE

TORQ SIG
EX
TFP SWITCH
EX
3-4 ACCUMULATOR TORQUE SIGNAL
3-4 ACCUM
11
EX
5
1-2 ACCUMULATOR
3RD CLUTCH
2-3 ACCUM
2ND CLUTCH
4TH CL
3-4 ACCUM
1-2 ACCUMULATOR
2-3 ACCUMULATOR
3-4 ACCUMULATOR
74B
Figure 70
4TH CLUTCH
The transmission operates the same in Manual Third as in Overdrive Range with the exception of Fourth gear being prevented. The transaxle will upshift and downshift between First, Second and Third gears as in Overdrive range. However, engine compression braking is not available in Overdrive Range Third, First and Second gears and the vehicle will coast when the throttle is released.
TORQUE SIGNAL
2-3 ACCUM 4TH CL
2-3 ACCUMULATOR FORWARD BAND SERVO
FORWARD SERVO
Input clutch feed fluid is routed through the 3-4 shift valve and into the input clutch fluid circuit.
LINE
1-2 ACCUM VALVE

2
1-2 ACCUM LINE

9
EX
2 INPUT CLUTCH APPLIES
TORQUE SIGNAL
D2
Note: The operating states for the shift solenoids follow normal operation, depending on vehicle driving conditions. Figure 44 shows the solenoids in the Third gear position.
1-2, 3-4 SIGNAL
VBS
REV
ACT FEED
EX
EX
LO D4
TORQUE SIG REG
D3
D4 LINE
LINE
2-3 ACCUM
EX
1d
#10
33
The PCM de-energizes the normally open solenoid and 1-2, 3-4 signal fluid exhausts through the solenoid. However, this does not have to occur to acheive a manual 4-3 downshift.
EX
EX
1e 1-2, 3-4 Shift Solenoid Valve:
3RD
1-2 SHIFT VALVE
3RD 2-3 OFF SIGNAL
24
21
28
2-3 SIGNAL
1e
2-1 MAN SERVO
D3 fluid is routed to the TFP Val. Position Sw. and the TFP Val. Position Sw. signals the PCM that the manual valve is in the Manual Third position.
EX
26
3-4 SHIFT VALVE
D3
#9

IN CL FD
D3 fluid pressure assists spring force to move the valve to the Third gear position. This opens the 4th clutch fluid circuit to an orificed exhaust and the 4th clutch releases, thereby preventing Fourth gear.
EX
31
22
ACT FD LIM VALVE
#2

3RD
INPUT CLUTCH
LINE
LINE
1c 3-4 Shift Valve:
2a
4TH CL
3RD
LINE
2-3 SHIFT VALVE
D3 fluid pressure enters the input clutch feed passage through the 2-3 shift valve and is directed to the 3-4 shift valve.
LINE(from Pump)
12
FWD SERVO
D3
1b 2-3 Shift Valve:
17
EX
FWD BST
D4
The manual valve moves into the Manual Third (D) position and line pressure enters the D3 fluid circuit.
EX
N.O.
OFF
D3
EX
LINE REV BST
PRESS REG VALVE
1a Manual Valve:
3RD CL/LO-1ST
16
15
LUBE
LO-1ST
1 FOURTH GEAR HYDRAULICALLY PREVENTED
2-3 SIGNAL
30
2-3 Shift Solenoid

D4 #6
14
PRN
29
LINE
LINE PRESSURE TAP

D2 D3 LINE
LINE
#3
PRN REV
PRN
D4
EX
4TH CL
MANUAL VALVE
EX
LUBE
A manual 4-3 downshift is accomplished by moving the gear selector lever to the Manual Third (D) position. In Manual Third the transaxle is hydraulically prevented from upshifting into Fourth gear under any conditions. Also, the input clutch is applied and the input sprag clutch holds to provide engine compression braking instead of coasting. The following information explains the additional changes during a Manual 4-3 downshift as compared to a forced 4-3 downshift. Refer to Overdrive Range 4-3 Downshift for a complete description of a 4-3 downshift.
3RD CL/LO-1ST
1a
1 2 D D NR P
DECREASE
1c
AUX INP CL FD D2
4-3 MDS
1b
13
3-2 MAN DS
75
MANUAL SECOND SECOND GEAR

(From Manual Third Third Gear)
1 POWER TO TORQUE CONVERTER (1) 5 2ND CLUTCH APPLIED 6a INPUT SPRAG (722) OVERRUNNING 6 INPUT CLUTCH APPLIED 2 REACTION CARRIER ASSEMBLY (675) DRIVING 3 REACTION SUN GEAR (678) HELD 3a 2/1 BAND (680) APPLIED 4 REACTION INTERNAL GEAR DRIVEN 3b FORWARD BAND (688) APPLIED 1/2 SUPPORT ROLLER CLUTCH ASSEMBLY (683) HOLDING
MANUAL SECOND - SECOND GEAR

(From Manual Third - Third Gear)
1-2, 3-4 SHIFT SOL @OFF 2-3 SHIFT SOL @ON 4TH CLUTCH REVERSE BAND 2ND CLUTCH APPLIED 3RD CLUTCH 3RD SPRAG CLUTCH INPUT CLUTCH * INPUT SPRAG CLUTCH 2/1 BAND 1/2 SUPPORT ROLLER CLUTCH FORWARD BAND
OVERRUN APPLIED HOLDING APPLIED
* APPLIED BUT NOT EFFECTIVE @The solenoid state follows a shift pattern which depends upon vehicle speed, throttle position and selected gear range *
Manual Second Second Gear (2) is available when vehicle operating conditions or road conditions make it desirable to use only two gear ratios. Some of these vehicle operating conditions include descending a steep grade (to provide engine compression braking) or, ascending a steep grade (for additional engine performance). When manual second gear range is selected, the transaxle will upshift and downshift between first, second and third gear but, it is prevented from shifting into fourth gear. If the transaxle is operating in Manual Third or Overdrive Range Fourth gear when Manual Second is selected, the transaxle will shift immediately into second gear [below 113 kmh (70 mph)]. Power flow through the transaxle is the same as described in Overdrive Range - Second gear with the exception that the 2/1 band is applied, which allows the transmission to achieve engine braking during deceleration instead of coasting. The mechanical power flow graphics show the transfer of power through the components during deceleration. When selecting Manual Second to slow the vehicle, vehicle speed provides the input from the wheels through the transaxle and attempts to overrun engine speed (rpm). However, engine compression braking slows the vehicle when the 2/1 band is applied, resulting in a 1.57:1 gear ratio through the gear sets.
INPUT SPRAG (722) OVERRUNNING 3RD SPRAG CLUTCH ASSEMBLY
*
PARKING GEAR (696)
REACTION CARRIER ASSEMBLY (675) DRIVING
FINAL DRIVE SUN GEAR (697) 2/1 BAND (680) APPLIED 1/2 SUPPORT ROLLER CLUTCH ASSEMBLY (683) HOLDING
MANUAL 2/1 SERVO ASSEMBLY APPLIED
*APPLIED BUT
NOT EFFECTIVE
76
Figure 71
2 Reaction Carrier Assembly Driving
Power continues to the reaction carrier assembly, which is splined to the final drive sun gear shaft.
3 Reaction Sun Gear Held 3a 2/1 Band Applied
The 2/1 manual band (680) is applied to hold the reaction sun gear drum assembly (678), to achieve engine braking. The 1/2 support roller clutch would allow coasting if the 2/1 band didnt apply and hold the sun gear.
3b Forward Band Applied
The forward band (688) is applied, holding the 1-2 support roller clutch (683) but, is not effective.
4 Reaction Internal Gear Driven
The reaction internal gear, which is part of the input carrier assembly (672), is forced to rotate by the reaction carrier pinions (675), which are rotating around the stationary reaction sun gear drum assembly (678).
Power flows from the input carrier assembly (672) through the reverse reaction drum (669) to the 2nd clutch assembly which is applied and directs power to the input housing.
The rotating input carrier pinions also drive the input sun gear which is splined to the inner hub of the input sprag.
5 Input Sprag Clutch Holding
During deceleration, the input torque from the wheels to the gear set force the input sun gear (668) to rotate faster than the input shaft and housing assembly (632). The input clutch is applied and holding the outer sprag race but, the sprag is overrunning, thus the input clutch is ineffective.
From the input housing, power continues to the torque converter for engine compression braking.
76A

(From Manual Third - Third Gear)
A manual 3-2 downshift is initiated by moving the gear selector lever to the Manual Second (2) position. However, the transaxle will not downshift into Second gear until vehicle speed is below approximately 113 km/h (70 mph). At higher vehicle speeds, the PCM will keep the 2-3 shift solenoid valve energized (ON) and the transaxle will operate in Manual Second - Third Gear as a safety precaution. In Manual Second, the transaxle is hydraulically prevented from upshifting into Fourth gear under any conditions. Also, the 2/1 band applies and the 1/2 support roller clutch holds providing engine compression braking in Second gear. The transaxle upshifts and downshifts between First and Second gears as in Overdrive range.
1 MANUAL VALVE:


INPUT CL
LINE
LUBE
D3 3RD CL/LO-1ST
16
15
2a 3-2 MANUAL DOWNSHIFT VALVE:
LO-1ST
2ND CLUTCH
CONV FD
2
LINE(from Pump)
LINE
12
FWD SERVO
TORQUE SIG
EX
2ND CL
3RD CLUTCH
LINE
3c #9 Ball Check Valve (Third/Third Clutch)
2ND
EX
EX
D2
VBS
REV
ACT FEED
EX
LINE
3RD CLUTCH
LINE
2ND
TCC SIGNAL (PWM)
2ND CLUTCH
TORQUE SIGNAL
is routed to the 2/1 manual band servo piston. This fluid pressure moves the servo piston and apply pin to apply the band. The band provides engine compression braking in Manual Second Second Gear.
5 PRESSURE CONTROL 5a Fluid Pressure Manual Valve Position Switch Assembly (TFP Val. Position Sw.): D2 fluid is routed
19
D3
EX
REL
TCC CONTROL VALVE
EX
1-2 ACCUM LINE
EX
6
EX
5a
3e
EX
5
COOLER
TCC REG APPLY LINE

TCC REG APPLY
EX
18 32
2-3 ACCUM
1-2 ACCUM
1-2 ACCUMULATOR
2-3 ACCUM
FORWARD SERVO
3RD CLUTCH
2ND CLUTCH
3d
4c
76B
1-2 ACCUMULATOR
2-3 ACCUMULATOR
2-1 MAN SERVO
2-3 ACCUM
FORWARD BAND SERVO
Figure 72
to the TFP Val. Position Sw. and the TFP Val. Position Sw. signals the PCM that the manual valve is in the Manual Second position. 5b Pressure Control Solenoid: The PCM decreases the PC Sol. Valve duty cycle to increase the operating range of torque signal fluid pressure in Manual Second. This provides increased line pressure for the additional torque requirements during engine compression braking and increased engine load in Manual Second. Torque Converter Clutch: The PCM will release the TCC before downshifting into Manual Second. The TCC will not re-apply in Second gear under normal operating conditions.
11
TORQUE SIGNAL
TORQUE SIGNAL
2-3 ACCUMULATOR
2/1 MANUAL BAND SERVO
4c 2/1 Manual Band Servo: 2-1 manual servo fluid pressure
CONV FD
;;
L RE
EX
APPLY
EX
TFP SWITCH
Located in the valve body, it is seated by D2 fluid and forces D2 to pass through the 2-3 shift valve and through orifice #13 into the 2-1 manual servo circuit.
5b
1-2 ACCUM VALVE

2
EX
TORQUE SIGNAL
D2
LO/1ST GEAR
4b #8 Ball Check Valve (D2/2/1 Manual Servo)
OFF when the PCM commands Second gear, and spring force holds the 1-2 shift valve in the upshifted position.
TORQUE SIG REG

EX EX
D3
D4 LINE
LINE
2a
2-1 MAN SERVO
#10
33
EX
EX
LO D4
EX
4 2/1 MANUAL BAND APPLIES 4a 1-2 Shift Valve: The 1-2, 3-4 Shift Solenoid Valve is
LINE
2-3 SHIFT VALVE
3-2 MAN DS
3RD
13
1-2 SHIFT VALVE
2-3 OFF SIGNAL
3RD
3RD
AUX
Exhausting 3rd clutch fluid seats the #9 ball check valve and forces the fluid through orifice #28 for a controlled release of the third clutch. 3d 2-3 Accumulator: Third clutch fluid exhausts from the 2-3 accumulator, and is routed through the #28 orifce. 3e 2-3 Accumulator Valve: The accumulator valve regulates line pressure into the 2-3 accumulator fluid circuit to fill the 2-3 accumulator.
LINE
3RD
ACTUATOR FD
#4
3rd clutch/lo 1st fluid seats the #4 ball check valve and is routed to the #9 ball check valve.
25
3RD
D4
D3
EX
35
26
3-4 SHIFT VALVE
4-3 MDS

LO-1ST D4
EX 4TH CL IN CL FD
LO-1ST
D2
D4
28
D2
3c
24
4a
#9
INP CL FD
21
D2
4b
#8
3b #4 Ball Check Valve (Third Clutch/Lo 1st): Exhausting
ACT FD LIM VALVE
#2

3b

EX
31
22
valve and the direct clutch releases.
3RD
INPUT CLUTCH
LINE
LINE
2-3 SIGNAL
3 THIRD CLUTCH RELEASES 3a Third Clutch: 3rd clutch fluid exhausts at the 2-3 shift
D3
2-3 signal fluid and spring force move the 3-2 manual downshift and the 2-3 shift valve into the Second gear position and prevents the 2-3 shift valve from upshifting. D2 fluid is routed through the valve into the 2-1 manual servo fluid circuit.
EX
17
EX
FWD BST
N.O.
D4
OFF
29
EX
LINE REV BST
PRESS REG VALVE
30
2-3 Shift Solenoid

D4 #6
14
PRN
#3
2-3 SIGNAL
The PCM energizes the 2-3 shift solenoid. With the solenoid ON, 2-3 signal fluid is routed to the 2-3 and 4-3 manual downshift valves.
D3 LINE
PRN REV
PRN
D4
LINE
2 2-3 SHIFT SOLENOID VALVE:
LINE PRESSURE TAP LINE
D2
2-3 SIGNAL
EX
Line pressure is routed into the D2 fluid circuit when the selector lever is moved into the Manual Second (2) position.
LO
MANUAL VALVE
EX
3RD CL/LO-1ST LUBE
3a
1 2 D D NR
DECREASE
77
MANUAL FIRST - FIRST GEAR

(From Manual Second Second Gear)
1 POWER TO INPUT TORQUE SPRAG CONVERTER (722) (1) OVERRUNNING 5 INPUT SUN GEAR (668) DRIVING 6a 3 INPUT INPUT CARRIER CLUTCH ASSEMBLY APPLIED (672) DRIVING 2 REACTION CARRIER ASSEMBLY (675) DRIVING 3 3a 3b 4 REACTION 2/1 BAND REACTION FORWARD 1/2 SUPPORT SUN GEAR (680) BAND ROLLER INTERNAL (678) APPLIED (688) CLUTCH GEAR HELD APPLIED ASSEMBLY DRIVEN (683) HOLDING
1-2, 3-4 SHIFT SOL @ON

(From Manual Second - Second Gear)
2-3 SHIFT SOL @ON 4TH CLUTCH REVERSE BAND 2ND CLUTCH 3RD CLUTCH 3RD SPRAG CLUTCH INPUT CLUTCH INPUT SPRAG CLUTCH 2/1 BAND 1/2 SUPPORT ROLLER CLUTCH FORWARD BAND
APPLIED HOLDING APPLIED HOLDING APPLIED HOLDING APPLIED\
3RD CLUTCH APPLIED
INPUT SPRAG (722) OVERRUNNING 3RD SPRAG (652) HOLDING
INPUT SUN GEAR (668) DRIVEN
REACTION CARRIER ASSEMBLY (675) DRIVEN
2/1 BAND (680) APPLIED 1/2 SUPPORT ROLLER CLUTCH ASSEMBLY (683) HOLDING
MANUAL 2/1 SERVO ASSEMBLY APPLIED
78
Figure 73
PARKING GEAR (696)
* APPLIED BUT NOT EFFECTIVEE @The solenoid state follows a shift pattern which depends upon vehicle speed, throttle position and selected gear range *
Manual First First Gear (1) is available when vehicle operating conditions require maximum engine compression braking for slowing the vehicle or maximum engine torque transfer to the wheels in a forward gear range. Some of these vehicle operating conditions include descending a steep grade (to provide maximum engine compression braking) or, for ascending a steep grade (for maximum engine power). Manual First range should also be used to start the vehicle in motion when pulling a heavy load. While operating in manual first range the transaxle can upshift into second gear at 61 km/h (38 mph), and third gear at 113 km/h (70 mph) and each range has engine braking. If the transaxle is operating in any other forward gear range when manual first is selected, the transaxle will not shift into first gear until vehicle speed slows to approximately 56 km/h (35 mph). Power flow through the transaxle is the same as overdrive range first gear with the exception that the third clutch and the 2/1 band are applied. Therefore we will look at powerflow from deceleration (engine compression braking).
Power continues to the reaction carrier assembly, which is splined to the final drive sun gear shaft.
3 Reaction Sun Gear Held 3a 2/1 Manual Band Applied
The 2/1 manual band (680) is applied to hold the reaction sun gear drum assembly (678), to achieve engine braking. The 1/2 support roller clutch would allow coasting if the 2/1 band didnt apply and hold the sun gear.
3b Forward Band Applied
The forward band (688) is applied, holding the 1-2 support roller clutch (683) but, is not effective.
4 Reaction Internal Gear Driven
The reaction internal gear, which is part of the input carrier assembly (672), is forced to rotate by the reaction carrier pinions (675), which are rotating around the stationary reaction sun gear drum assembly (678).
Planet pinion gears in the input carrier assembly (672) are in mesh with the teeth on the input sun gear (668), forcing the sun gear to rotate.
6 3rd Clutch Applied
The 3rd clutch is applied and holds the 3rd sprag clutch outer race (653). During deceleration, the 3rd sprag clutch holds and prevents the input sun gear (668) from turning faster than the input housing, thus creating engine braking. Note: During acceleration, the 3rd sprag clutch is ineffective in the transfer of engine torque through the input sun gear (668).
The input clutch is also applied but, during deceleration, the input sprag clutch is not effective for engine compression braking. During acceleration, the input sprag elements are holding to transfer engine torque to the input sun gear (668), forcing it to rotate.
From the input housing, power continues to the torque converter for engine compression braking.
78A

(From Manual Second - Second Gear) A manual 2-1 downshift is initiated by moving the gear selector lever to the Manual First (1) position. However, the transaxle will not downshift into First gear until vehicle speed is below approximately 61 km/h (38 mph). At higher vehicle speeds the PCM will keep the 1-2, 3-4 shift solenoid valve de-energized (OFF) and the transaxle will operate in Manual First - Second or Third Gear. In Manual First the transaxle is hydraulically prevented from upshifting into Fourth gear under any conditions. Also, the 2/1 manual band servo remains applied, as in Manual Second, and provides engine compression braking.
1 MANUAL VALVE:


INPUT CL
Line pressure is routed into the Lo fluid circuit when the selector lever is moved into the Manual First (1) position. Line pressure continues to feed the D4, D3 and D2 fluid circuits as in Manual Second.
2 Fluid Pressure Manual Valve Position Switch Assembly (TFP Val. Position Sw.):
8a

1
LO

MANUAL VALVE
EX
LINE
D3 3RD CL/LO-1ST
2ND CLUTCH
EX
Lo fluid pressure seats the #7 ball check valve against the lo1st fluid circuit and fluid is routed to the 1-2 shift valve.
4 #4 BALL CHECK VALVE (3RD CLUTCH/LO 1ST):
LO-1ST
17
EX
LUBE
5a
LINE
LINE(from Pump)

12
FWD SERVO
ACT FD LIM VALVE

EX EX
35
TORQUE SIG
LINE
3RD
LO

8b
26
LO-1ST D4
EX 4TH CL IN CL FD
LO-1ST
27
EX
REV
7
VBS
LINE

EX
EX
LO D4
EX
ACT FEED
7 1-2 SHIFT VALVE:
LINE
TORQUE SIG REG
EX EX
D3
EX
2ND CLUTCH
APPLY
TCC SIGNAL (PWM)
2nd clutch fluid exhausts from behind the clutch piston through the 2nd clutch fluid circuit. This releases the 2nd clutch and the transaxle operates in First gear.
8b #2 Ball Check Valve (2nd/2nd clutch):
TORQUE SIGNAL
8 SECOND CLUTCH RELEASES 8a Second Clutch:

2ND
19
CONV FD REL
D3
TFP SWITCH
EX
EX
EX
TCC CONTROL VALVE

EX

COOLER
TCC REG APPLY
FORWARD SERVO
8c 1-2 Accumulator:
1-2 ACCUMULATOR
2ND CLUTCH
2nd clutch fluid exhausts from the 1-2 accumulator, and 1-2 accumulator fluid fills the 1-2 accumulator as 2nd clutch fluid exhausts.
8d TCC Control (PWM) Solenoid:
8c
2/1 MANUAL BAND SERVO
2nd clutch fluid exhausts from the solenoid.
78B
Figure 74
1-2 ACCUMULATOR
Note: Manual First - Third Gear is also possible at high speeds as a safety feature.
2-1 MAN SERVO
Located in the case cover, exhausting 2nd clutch fluid seats the #2 ball check valve against the 2nd fluid circuit and forces the exhausting fluid through orifice #26 for a controlled release.
8d
1-2 ACCUM TORQUE SIGNAL
FORWARD BAND SERVO
The 2nd fluid circuit is open to exhaust past the valve into the 3rd fluid circuit. D4 fluid is routed into the lo-1st gear circuit. LO fluid is routed into the lo-1st fluid circuit.
; ;
L RE
1-2 ACCUM VALVE

2
1-2 ACCUM
EX
TORQUE SIGNAL
D2
LO/1ST GEAR
1-2, 3-4 signal fluid pressure shifts the valve into the downshifted position, against spring force, and the following changes occur:
D4 LINE
LINE
2-1 MAN SERVO
#10
33
2-3 SHIFT VALVE
3-2 MAN DS
2ND LO/1ST GEAR
13
D2
EX
3RD
#8
The 1-2, 3-4 Shift Solenoid Valve is energized by the PCM when vehicle speed is below approximately 61 km/h (38 m p h ) . 1-2, 3-4 Signal fluid is blocked from exhausting through the solenoid.
1-2 SHIFT VALVE
6 1-2, 3-4 SHIFT SOLENOID VALVE:
3RD
3RD
AUX
D4
LO BLOW-OFF
A relief valve that will exhaust excess Lo fluid pressure above 448 kPa (65 psi) in the 3rd clutch apply circuit.
LO-1ST
5b
D4
21
D2
5b Lo Blow Off Valve:
1-2,3-4 SIG
2ND
EX
INP CL FD
Lo fluid from the 1-2 shift valve is sent to the line presure boost valve to boost line pressure.
5a Pressure Regulator Valve:
2ND CL
ACT FD
25
#4
D2
LINE
D4
D3
3-4 SHIFT VALVE
4-3 MDS

#2
3RD
D2
31
#7
22
3rd clutch/lo - 1st fluid applies the 3rd clutch and the 3rd sprag clutch holds and prevents coasting and allows engine compression braking.
EX
INPUT CLUTCH
3RD CL
LINE
LINE
2-3 SIGNAL
5 3RD CLUTCH APPLIES

D3
Lo-1st fluid pressure seats the #4 ball check valve against the 3rd clutch fluid circuit and fluid is routed to the 3rd clutch/lo -1st circuit.
CONV FD
FWD BST
N.O.
D4
ON
29
EX
LINE REV BST
PRESS REG VALVE
30
3 #7 BALL CHECK VALVE (LO/LO 1ST):
16
15
2-3 Shift Solenoid
D4 #6
14
PRN
#3
2-3 SIGNAL
Lo fluid is routed to the TFP Val. Position Sw. and the TFP Val. Position Sw. signals the PCM that the manual valve is in the Manual First position.
LINE PRESSURE TAP LINE
PRN REV
2-3 SIGNAL

PRN
D4
D2 D3 LINE
LINE
EX

3RD CL/LO-1ST LUBE
1 2 D D NR
DECREASE
79
OPERATING CONDITIONS
RANGE REFERENCE CHART
1 RANGE GEAR 1-2, 3-4 SHIFT SOLENOID VALVE ON REVERSE ON ON 1st 2nd ON OFF OFF ON @ OFF @ OFF @ ON @ OFF @ ON @ ON 2-3 SHIFT SOLENOID VALVE ON ON ON ON ON OFF OFF @ OFF @ ON @ ON @ ON @ ON @ ON APPLIED HOLDING APPLIED APPLIED APPLIED APPLIED APPLIED APPLIED APPLIED APPLIED * APPLIED HOLDING OVERRUN HOLDING APPLIED * APPLIED * APPLIED APPLIED HOLDING OVERRUN HOLDING OVERRUN HOLDING HOLDING APPLIED APPLIED APPLIED APPLIED 4TH CLUTCH 2 REVERSE BAND 3 2ND CLUTCH 4 3RD CLUTCH 5 3RD SPRAG CLUTCH 6 INPUT CLUTCH 7 INPUT SPRAG CLUTCH * HOLDING * HOLDING OVERRUN HOLDING HOLDING OVERRUN OVERRUN OVERRUN HOLDING HOLDING HOLDING HOLDING HOLDING APPLIED APPLIED * * * APPLIED APPLIED APPLIED APPLIED APPLIED 8 2/1 BAND 9 1/2 SUPPORT ROLLER CLUTCH 10 FORWARD BAND
PARK REV NEUT
* APPLIED * APPLIED *
D
3rd 4th 3rd
2nd 1st 2nd
2
1st
1st
*APPLIED BUT NOT EFFECTIVE ON = SOLENOID ENERGIZED OFF = SOLENOID DE-ENERGIZED @ THE SOLENOID'S STATE FOLLOWS A SHIFT PATTERN WHICH DEPENDS UPON VEHICLE SPEED, THROTTLE POSITION AND SELECTED GEAR RANGE. EXPECTED OPERATING CONDITION IF COMPONENT IN COLUMN NUMBER IS INOPERATIVE: COLUMN # 1 2 3 4 5 6 7 8 9 10 CONDITION NO 4TH GEAR. NO REVERSE GEAR ALL FORWARD DRIVE RANGES OK. NO 2ND GEAR GOES TO NEUTRAL WHEN COMMANDED TO 3RD GEAR. NO 3RD GEAR NO ENGINE BRAKING IN MANUAL 1ST. NO 3RD GEAR NO ENGINE BRAKING IN MANUAL 1ST. NO FORWARD NO REVERSE. NO FORWARD NO REVERSE. NO ENGINE BRAKING IN MANUAL 2ND (2ND GEAR) OR MANUAL 1ST (1ST GEAR). NO FORWARD REVERSE OK, FORWARD OK IN MANUAL 2ND OR MANUAL 1ST. NO FORWARD REVERSE OK, FORWARD OK IN MANUAL 2ND OR MANUAL 1ST.
SHIFT SOLENOID VALVE ELECTRICAL CONDITIONS: If the PCM detects a continuous open or short to ground in the shift solenoids or shift solenoid circuits the following actions occur: 1-2, 3-4 DTC P0753 The PCM commands maximum line pressure. The PCM disables shift adapts. The PCM inhibits downshifts to 2nd gear if the vehicle speed is greater than 48 km/h (30 mph). The PCM illuminates the Malfunction Indicator Lamp (MIL). The PCM commands maximum line pressure. The PCM disables shift adapts. The PCM commands 3rd gear. The PCM illuminates the Malfunction Indicator Lamp (MIL). The PCM inhibits Torque Converter Clutch.
2-3 DTC P0758
80
Figure 75
COMPLETE HYDRAULIC CIRCUITS

The hydraulic circuitry of the Hydra-matic 4T65-E transaxle is better understood when fluid flow can be related to the specific components in which the fluid travels. In the Power Flow section, a simplified hydraulic schematic was given to show what hydraulically occurs in a specific gear range. The purpose was to isolate the hydraulics used in each gear range in order to provide the user with a basic understanding of the hydraulic system. In contrast, this section shows a complete hydraulic schematic with fluid passages active in the appropriate component for each gear range. This is accomplished using two opposing foldout pages that are separated by a half page of supporting information. The left side foldout contains the complete color coded hydraulic circuit used in that gear range along with the relative location of valves, checkballs and orifices within specific components. A broken line is also used to separate components such as the pump, valve body, case
PASSAGE PASSAGE PASSAGE PASSAGE PASSAGE PASSAGE
cover and case to assist the user when following the hydraulic circuits as they pass between them. The half page of information facing this foldout lists possible conditions and component diagnostic tips. Always refer to the appropriate vehicle platform service manual when diagnosising specific concerns. 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. For a more complete understanding of the different hydraulic systems used in a specific gear range, refer to the Hydraulic Control Components section and/or Power Flow section.
A IS LOCATED IN THE OIL PUMP BODY (GREY AREA) B IS LOCATED IN THE CONTROL VALVE BODY (LIGHT BLUE AREA) C IS LOCATED ON THE SPACER PLATE (DASHED LINE) D IS LOCATED IN THE CASE COVER (LIGHT RED AREA) E IS LOCATED IN THE DRIVEN SPROCKET SUPPORT (LIGHT YELLOW AREA) F IS LOCATED IN THE CASE (WHITE AREA)
FLUID FLOW SCHEMATIC (FOLDOUT) A

PARK
(Engine Running)
REV SERVO
LUBE

TCC
RELEASE
TCC APPLY
3RD CL
LO
LUBE COOLER
LINE
3RD CLU/ LO 1ST
LINE REV SERVO
LINE
LO-1ST
4TH CL
39b
5a 10c
38a
39a
11b
38b
19b
18g
41a
29d
20a
40a
20c
10b
2c
11a
40c
#9
29c
29b
18k
7a
28
24
27
14
12
19
31
17
15
16
33
29
20
14b
SPACER PLATE (370)
19e
3a
2a
2d
2x
LO
#7
#10
#5
#6
PRN
31b
11g
39c
16a
11e
19c
31a
11d
20b
11c
41b
41c
GASKET (369)
3RD CLUTCH
#3
19d
LO BLOW OFF VALVE
REVERSE
8a
39d
8b
11f
2b
2c
2y
TORQ SIG
D-4
LINE LINE
LO-1ST PRN
TORQUE SIG
D-4
1-2,3-4 SIG
2z
29a
38c
40b
18f
19f
EX D4
ACT FD
19g
18a
CONV FD
D SRV AP
REV SERV
LO-1ST
2ND CLUTCH
EX
FWD SERVO
LO-1ST
LINE REV BST
PRESS REG VALVE
LINE
2-3 SIGNAL
FWD BST
D-4
LO
REV BST
REV LINE
REVERSE

LINE
EX
D4
EX
3RD CLU
EX
DECREASE
REVERSE
3RD
REV
INPUT CL
PRN REVERSE
PRN
D-2 D-3
DECREASE LO
LO
LO D4
3RD ORIF EX
LINE
LINE
TCC RELEASE
TCC APPLY
EX
D2
D4
EX
31e
LUBE COOLER
1-2,3-4 SIG 2ND 3RD LINE
D2
35b
23
D3
VBS
D2
33a
36b
LINE LINE
FILT LINE
DECREASE
D4 D3
TORQUE SIG REG

EX EX
2-3 SHIFT VALVE

EX EX
3-2 MAN DS
37a
2ND CL
D2
3RD
18c
EX
3RD CLUTCH
EX
EX
D3
ACT FD LIM VALVE
3-4 ACCUM
2e 42e 21 18d 2g 3 2w 2p 18e 42d 42f 42g
FWD SERVO
LINE
EX
INPUT CL FD
OIL PUMP
ORIFICED EXH
1-2 ACCUM VALVE
EX EX
EX
TCC RELEASE
ACT FD ACT FD
D3 2ND
SUCTION
2-3 OFF SIG
2ND
EX
LINE
2ND D4
TCC REG APP
TCC SIG (PWM)
D4
TCC REG APPLY
EX
EX
TORQUE SIG
3RD
3-4 ACCUM
EX
2-3 ACCUM
37c 37d 8 24c

24a
LINE
LINE
LINE
TCC APPLY
1
TORQUE SIG
3RD
2-3 ACCUM
1-2 ACCUM
TCC RELEASE
3-4 ACC
LUBE
ACCUMULATOR HOUSING (140) ACCUMULATOR SPACER PLATE (134)
EX
LUBE COOLER
ACT FD
2ND CL
LINE
EX
LINE
25f 27a
14b
25g 27b
14a
13b
13a
25a
25d
27c
15a
10a
29e
23b
22a
42a
42b
23c
12a
42c
29f
25c
25b
9a
2m
8c
6b
2n
2h 2l
29g
2k
25e
9b
12b
8d
8g
8e
25
26
18
6a
#2
32
22
10
11
32
42
43
23a
22b
29h
2q
2v
8f
2r
2t
CASE (3)
LINE
MAN 2-1 SERVO FD

EX
PRESSURES
2ND CL CASE COVER (400) CASE (3) COOLER
76
HALF PAGE TEXT AND LEGEND
Figure 76
ACTUATOR FD
16
43
22
19
LINE
13
31
16
19
15
(28)
27
11
15
16
45
(29)
CASE (3) (Bottom)
23 23
22
22
37
(29)
16
16
16
15
(28)
ORIFICED CUP PLUG
FWD SERVO
Figure 74
FOLDOUT 77
COMPLETE ILLUSTRATED PARTS LIST
FOLDOUT 81
1-2 ACCUM 2-3 ACCUM

16
42
42
42
TORQUE SIG
FWD SERVO COOLER
22 23
27
42 31
15
37
42
15
13
19 37
31 27
23
42
22
EX
EX
EX
33
24
42
45
23
27
31
LINE
24b
D3
2-3 AC
LUBE PIPE (126)
TCC REL
ACTUATOR FD
ACT FD
TORQ SIG
D4
TCC CONTROL VALVE
LINE
LINE
13 18b
4TH CL LINE
EX
D4

XE XE
36c
37b
D3
TFP SWITCH
3RD
ACT FD
D2 AUX INP CL FD
#8
PUMP BODY (202)
D3
LINE
3-4 SHIFT VALVE
4-3 MDS
1-2 SHIFT VALVE
LO-1ST
D-4
IN CL FD
AUX INPUT CL FD D2
3RD
3RD
D4 2-3 SIG
EX
4a
30
2f
#4
39e
31f 39f 39g 31c 31d 36a 35a
ON
LO-1ST 3RD CL 3RD CL
D3 PRN REVERSE
1 2 D D NR
EX
MANUAL VALVE
4TH CL 3-4 ACCUM
CASE COVER (400)
LUBE
LUBE
EX
LUBE
; ;; ;;
B
C
INPUT HOUSING ASSEMBLY (632) COOLER
INPUT CL
INPUT CL
COOLER
CC
RR
CL
CL U TC H
;;;;;; ;;;;; ;; ; ; ;;; ;; ;;;; ;;

(P) Park l thethe oi r inPARK leve fromwing: ctor sure follo sele pres the Regthe line to 8): ) Withtion, rected Valve(21 sure es posip is di lator (line prion pum re Regu tputnsmissp ou m
su mp tra pu Preses pu to the hen mand ulat rdingents. W e de m th fro accoirem ceeds, fluidr requut ex sure lato outp e presre regu of lin essu pr the
FLUID FLOW THROUGH COMPONENTS (FOLDOUT)
FE ED
; ; ; ;; ;; ; ; ;;; ;;;; ; ;; ;;;; ; ; ;; ;;; ; ; ;;; ;; ;;;; ; ;;; ;;; ; ; ;;

Engine Running
373(#6)
373(#5)
42
42
40 4
42
42
42
18
38
41
19
18
39
11 2
17
43
43
40
19
38
372(#7)
39
18
17
40
38
(219)
42
19
28
29
2518 20
42
5 43
28
36
18
17
18
39
11 5
10
17
28 36
11
17
35
18
36
7 6 29 33 42
39
42
43
35
37
21
6 18 2 2
42
42
42
28
36 3742
18 29 42 29 29
2 8 43
43
2 10
43
11
13
10
43
29
24
29
25
13
13
20
37
14
19
43
31
42
22
42
8 42 1111 13
12
25
22
31
24
19
15
43
43
13
42
42
24
42
42
13
43
23
23
42
28
22
31
25
12
43
27
27
43
43
14 43
43
23
43
19
14
15
372(#8)
372(#9) 372(#10)

18 2/11 3

372(#3)
3 2 19 19
40
19
19
19
40 40
41
19 18 19 38
2/11 18
38
39
40a
20
41c/40c
7 18
39
29
20
25
11
30
2f/4b 2e 36a
41b/40b 19d/18f 15 18g 19e 2c 29 2b/11a 41a 16 19b 18a 19c/18k 7a 29e 39f 2x 38a 18e 18d
2a
3a
41
43
17
38b 20a
39a 39b
14
8b
40 41 2
19
41
19 19 19 38
18
38
42
38 36 35
41
38
36
39
10
37
36
35
33
34
36
29
37c
18
37
31
24
18 42 29
29
11
2 10
29
2 29
25
11
37
31
22 22 2
42
31
29 8
20 42
14
42
13
11
24
11
12 42
24
23
23
42
13
22
31
25
26
12
27
19
23
25
14
15
19
14
11d 28 29c 25b 31b/29b 31a/29a 20c 42b 11g 14c 8g 24 8e 9a 4 31c 19 11e 2p 10 9b 13a 12a 11f 24b 18 42a 24c 9 11 2v 2q 13b 23c 8 42c 26 23a 5 31d 25c 12b 22a 26a 32 2n 25e 19f 27c 25d 25 1a 14a 15a 23b 14b 19g 37d 31e
2
31f
6b 22 42e 33 33a 29h 6a 18b 2y 29g 7 37b/36c 42b 35b 8d 37a 18c 23 43a/2g 29f 29d 20b/2z 24a 36b 35a
13
2d
25a 39d/38c 39e
39c 27 5a/10c 1 11b 10b
39
39
18
19
40
39
36
18
2 29 25
20
10
10
11
20
36
38
21
37
36
39 39
11
10
39
25
39
18
29
2h
35
8a
33
34
36
43
42
35
39
31
2m
37
29
6 18
37
29
2k
11c
8c
10a
18
42 35 29
10
25
33
37
43 43
11
35
31
43
29 20 30
25
11
10
29
42
39
31
43
24
11
20
43
372(#4)
29
18
11
22c
2w
42d 42f
37
31
31
31
20
31
24
33
2 8
22
42
42
14
43
14
11
11
42
43 2
42
37
16/2s
12
22b 3 2t 2r
6
42g
8f
16
22 2
42
24
13
11
12 42
25
43
42
43
11
42
22
24
16
24
27
23
23
42
13
12
25
26
43
12
13
22
27
31
19
13
42
23
25
14
15
43
19
31
25
23
31
37
27
22
43
15
13/14
23
19
14
14
SPACER PLATE (370)

(37)
372(#1)
372(#2)
32
4T
H
33
34
A
3
34
35
(38) 2
44
V
V
36
E
ER
43
19
2 3
10
41
38
35
10
41
43
35
45
(126)
(128)
16 LUBE
- NON FUNCTIONAL HOLES HAVE BEEN REMOVED FROM COMPONENT DRAWINGS TO SIMPLIFY TRACING FLUID FLOW. - DUAL PURPOSE PASSAGES HAVE CHANNEL PLATE SIDE NUMBERS LISTED FIRST
37
O
V
ER
38
RU
D2
39
(130)
RI
FI
40
CE
412
33
42
42
38
16
19
16
19
3-
D2
42
22
37
23
16
- EXHAUST FLUID NOT SHOWN
SI
22
37
31
31
27
23
27
23
27
16
37
37
37
19 37 16
22
22
37
19
16
37
PARK
(Engine Running)

EX
TCC
RELEASE TCC APPLY
3RD CL
LO
3RD CLU/ LO 1ST
LO-1ST
4TH CL
39a
19c
5a 10c
38a
39b
11b
38b
19b
18g
41a
11e
29d
20a
20c
40a
14c
29b
29c
10b
2s
11a
TORQ SIG
LINE LINE
LO-1ST PRN
D-4
TORQUE SIG
1-2,3-4 SIG
D-4
ACT FD
D SRV AP
REV SERV
REV BST
REV LINE
3RD
REVERSE
LINE
39f
3RD CLU
REV
INPUT CL
LO
LO LO-1ST
EX
D-4
IN CL FD 3RD
31d 36a 35a 31e
3RD CL D3
LINE
LINE
TCC RELEASE
TCC APPLY
D2
D4
EX
LINE LINE
TORQUE SIG REG

EX EX
2-3 SHIFT VALVE

EX EX
3-2 MAN DS
13
D4 D3
37a
4TH CL
2ND CL
EX
D2
3RD
18c
EX
INPUT CL FD
OIL PUMP

3-4 ACCUM
2e 42e 21 18d
FWD SERVO
LINE
EX
3RD CLUTCH
EX
EX
D3 ORIFICED EXH
1-2 ACCUM VALVE
EX EX
ACT FD LIM VALVE

XE XE
EX
ACT FD ACT FD
D3 2ND
SUCTION
TCC RELEASE
2-3 OFF SIG
TCC REG APP
TCC REL
TCC SIG (PWM)
D4
3RD

D4
TCC REG APPLY
EX
EX
TORQUE SIG
3-4 ACCUM
2-3 ACCUM
37c 37d 8 24c

24a
LINE
LINE
LINE
TCC APPLY TCC RELEASE
TORQUE SIG
EX
3RD
2-3 ACCUM
25f 27a
25e 27b
14a
25b
25c
27c
10a
29e
15a
42a
42b
29g
23b
23c
22a
14b
13b
13a
12a
42c
29f
25a
2m
9a
8c
2n
6b
2l 2h
6a
2k
25d
8e
12b
23a
22b
9b
8d
2q
8g
29h
8f
13c
2v
25
26
18
32
22
10
2r
2t
11
LINE
PRESSURES
BOTTOM PAN (24)

EX
2ND CL CASE COVER (400) CASE (3)

82
Figure 77
COOLER
ORIFICED CUP PLUG

MAN 2-1 SERVO FD
2ND CL
1-2 ACCUM 2-3 ACCUM

TORQUE SIG
ACTUATOR FD
FWD SERVO COOLER

CASE (3)
EX
EX
EX
LINE
FWD SERVO
#2
#1
LINE
LINE
24b
2ND CL
LINE
ACT FD
LUBE COOLER
D3
2-3 AC
LUBE
1-2 ACCUM
3-4 ACC
EX
LUBE PIPE (126)
2ND
LINE
EX
D4
TCC CONTROL VALVE
2g 43a 3 2w 2p 18e 42d 42f 42g
ACTUATOR FD
ACT FD
TORQ SIG
LINE
LINE
18b
D4
LINE
D3
LINE
3RD
#8
36c 37b
FILT LINE
DECREASE
TFP SWITCH
3RD
ACT FD
D2 AUX INP CL FD
36b
4TH CL 3-4 ACCUM
CASE COVER (400)
LUBE COOLER
1-2,3-4 SIG 2ND 3RD
D2
4TH CL 2-3 OFF SIG
35b
23
D3
VBS
D2
33a
3-4 SHIFT VALVE
4-3 MDS
PRN REVERSE
1-2 SHIFT VALVE
3RD ORIF EX
PUMP BODY (202)
LINE
D2
PRN REVERSE
LO D4
D3
PRN
D-2 D-3
DECREASE
AUX INPUT CL FD
31c
EX
DECREASE
REVERSE

ON
39e
LO-1ST 3RD CL
EX
MANUAL VALVE
EX
31f
32
LO
EX
D4
EX
2-3 SIGNAL
FWD BST
LINE
30
D-4
#4
LO-1ST
LINE REV BST
PRESS REG VALVE
4a
2f
2ND CLUTCH
LO-1ST
EX
FWD SERVO
3RD
CONV FD
EX
1 2 D D NR
#9
29a
2z
38c
18k
40b
40c
18f
7a
SPACER PLATE (370)
11d
28
24
27
14
12
19
31
17
15
16
33
29
20
19e
11f
3a
2a
2d
2x
19f
EX D4
LO
#7
#10
#5
#6
PRN
31b
39d
16a
11g
39c
20b
31a
11c
41b
41c
GASKET (369)
3RD CLUTCH
8a
#3
19d
LO BLOW OFF VALVE
REVERSE
8b
2b
2c
2y
19g
18a
D4 2-3 SIG
LUBE COOLER
LINE
LINE REV SERVO
LINE
LUBE
LUBE
LUBE
LUBE
REV SERVO
;;;;; ;;;;; ; ;;;;; ;;;;; ;;;;; ;;;;; ;;;;; ;;;;;
INPUT CL

INPUT CL
COOLER
COOLER
PARK
(Engine Running)
The following conditions and component problems could happen in any gear range, and are only some of the possibilities recommended to diagnose hydraulic problems. Always refer to the appropriate vehicle platform service manual when diagnosing specific concerns.
HIGH OR LOW LINE PRESSURE
Pressure Regulator Valve (313), Springs (311, 312) and Boost Valve (310)
Stuck, damaged (missing springs).
Pressure Control Solenoid Valve (322)

Leak, o-rings damaged. Loose connector, pins damaged. Contaminated.
Torque Signal Regulator Valve (321)

Stuck, or valve retainer (314) missing.
TFP Valve Position Switch (395)

Loose connector. Damaged or missing o-ring.
Oil Filter (100)

Clogged, broken, loose.
Oil Filter Seal (101)

Leaking.
Cooler Lines
Clogged or restricted.
Cooler Line Seals (49)

Leaking.
Oil Pump (200)

Damaged, sticking, porosity, leaking.
Oil Pump Drive Shaft (227)

Damaged.
Line Pressure Relief Valve (324)

Damaged spring, ball missing.
Transaxle Case (3), Valve Body (301), Case Cover (401)

Porosity, leaking circuits. Flatness of machined surfaces.
2-3 SHIFT SOL ON
4TH CLUTCH
REVERSE BAND
2ND CLUTCH
3RD CLUTCH
3RD SPRAG CLUTCH
INPUT CLUTCH *
INPUT SPRAG CLUTCH HOLDING *
2/1 BAND
FORWARD BAND
82A
PARK
Engine Running
PASSAGES
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40 41 42 43 SUCTION LINE PRN 2-3 SIGNAL 1-2, 3-4 SIGNAL INPUT CLUTCH FEED INPUT CLUTCH TORQUE SIGNAL TCC SIGNAL (PWM) ACTUATOR FEED CONVERTER FEED TCC REGULATED APPLY TCC RELEASE TCC APPLY COOLER LUBE/LINE DECREASE D-4 FORWARD SERVO LO/1ST GEAR AUXILIARY INPUT CLUTCH FEED 1-2 ACCUMULATOR 2-3 ACCUMULATOR 3-4 ACCUMULATOR 2ND 2ND EXHAUST 2ND CLUTCH 2-3 OFF SIGNAL 3RD 3RD/EXHAUST 3RD CLUTCH 3RD CLUTCH/LO -1ST 4TH CLUTCH 4TH CLUTCH EXHAUST D3 D2 MANUAL 2-1 SERVO LO LO-1ST REVERSE REVERSE SERVO EXHAUST CASTING VOID
COMPONENTS (
(28) (29) (37) (38) (124) (125) (126) (219) (372) (373) (382)
COOLER LINE CHECKBALL ASSEMBLY COOLER LINE CONNECTOR VENT ASSEMBLY PLUG, PIPE PIPE, FORWARD SERVO APPLY PIPE, MANUAL SERVO APPLY PIPE, LUBE OIL SCREEN ASSEMBLY, OIL PUMP PRESSURE CHECKBALLS #1, #2, #3, #4, #7, #8, #9, #10 CHECKBALL #5, #6 SCREEN ASSEMBLY
82B
PARK
(Engine Running)
; ;
17 2
43
43
43
;; ;; ;;; ;;;
42 2 17 2 1 43
(219)
; ;; ;;
42 17 2 2 1
17
42
;; ;; ;; ;; ;; ;; ;;
42 18 18 17 2 19 2 2 2 29 13 19 1
373(#5)
40
38 40
36
40
18
36
35
37
42
42
13
37 43 22
31 22 2
42
;;
13 42 2/11 3 38 18 39 2 29 25 20 39 39 2
42
23 23 22 23
372(#8)

41 18 19 41 4 36 37 2 2 7 18 36 35 37 33 6 29 34 6 19 19 38 19 SCREEN/SEAL ASM. (382)
;;;; ;;;; ;;;; ;;;; ;; ;;;;;;; ;;;;; ;; ; ;;; ;;;;; ;; ;;; ;;;;; ;;;; ;;;;; ;;;;;
373(#6)
42 42 3 41 19 18 39 2 11 2 17 43 43 19 38 8 39 38 28 2 29 2518 20 42 5 43 7 28 18 18 39 11 5 10 28 36 11 35 7 6 29 33 42 39 42 21 6 18 2 2 42 8 28 36 3742 18 29 42 29 29 2 8 43 43 2 11 13 8 10 2 25 24 2 42 8 8 31 24 2 19 8 24 2 42 42 28 31 25 27 27 43 19
372(#7)
2 10 43
372(#9) 372(#10)

372(#3)
18 3 2 19
40 SCREEN/SEAL ASM. (382) 40 40 41 2 2 2 36 37
19
19 19 18
19 2 19 38 2/11 18
3 38 8
7 18
6 36 35 36 37 2 24 31 33
29 42
18
37
31 42 22 2 22 2 2 2 8 42 27 31 42 24 25
31
2 23 23 22 23
25
;; ;;
29 29 2 29 20 29 8 2 8 42 13 11 24 11 13 26 12 19 1 14 19 14 2 3 3 38 35 42 42 42 24 42 42 42 31 37 42 1
; ;; ; ;; ;; ;; ; ;;; ;;; ;
39 39 2 29 20 25 11 5 38 39 10 34 6 2 18 2 8 29 8 2 11 8 25 11 14 9 12 42 9 2 15 10 412 2
3a 2a 41b/40b 19d/18f 15 18g 19e 2c 20 29 40a SCREEN/SEAL 41a 2b/11a 38b 16 19b 41c/40c ASM. (382) 18a 19c/18k SCREEN/SEAL 30 7a 29e 20a 39f 2x ASM. (382) 38a 2f/4a 2e 36a 2d 37c 36b 35a 37b/36c
13
18e 18d 6b
22
42e 33a 29h 6a 18b 29g 42b 35b
2 10 37a 18c 32/31f 43a/2g
24a
29c 25b 31b/29b 31a/29a 20c 14c 31e 8g 42d 42f 24 8e 42b 11g 9a 2w 4 31c 19 22c 2p 1013a 11e 22b 3 9b 12a 42g 16/2s 2t 11f 24b 18 8f 2r 6 12 9 42a 24c 11 2v 2q 13b 23c 8 42c 26 23a 5 31d 25c 12b 22a 25d 32 2n 19f 25e/27b 27c 25 1a 13c/14a 15a 25f/27a 23b 14b 19g 37d
2
SPACER PLATE (370)

(37)
;; ;;
29f 29d 20b/2z
28
;; ; ;; ;; ;; ; ; ;; ;;
39a 39b
14 21 33
8b
SCREEN/SEAL ASM. (382) SCREEN/SEAL ASM. (382)
40 41
39c 27 5a/10c 1 11b 10b 25a 39d/38c 39e 2h 2k
2y
8a
31
2m
8d
11c
23
8c
10a
18 32 43 24 37 22 16 2 23 23 22 23 27 42 31 22 2 2 8 31 2 42 42 24 25 25 31
42 35 29
11d
;; ;;
29 20 30 8 31 20 8 2 8 42 14 11 24 13 11 13 26 12 19 1 19 14
; ; ;;; ; ;; ;;; ;; ;
2 18 8 2 8 25 11 11 9 12 42 2 15 13/14
;
39
10 10
11
2 10
10
43
43 43
;; ;; ;; ;; ;;; ; ;; ;;; ; ;; ;;; ;;; ; ;;; ;;; ; ;;; ;;;; ;;; ;;;;;
43 8 42 38 36 35 41 3 39 18 19 40 3 10 11 20 36 38 39 25 39 7 2 18 29 2 8 2 36 43 42 35 39 2 6 37 29 25 33 37 43 43 11 35 8 11 43 14 11 9 43 42 43 11 12 43 2 13 15 13/14
; ;
2 13 13 1 43 42 18 42 24 31 25
29 20
14
8 42 1111
12
25
15
42
43
12
43
43
14 43
43
14
15
(411)
372(#1)
; ;
20 29 42 8 43 2 25 13 1 14
29
39
31
43
372(#4)
31
24
33
42
37
22
16
27

42
23
19
31
37
27
22
23
372(#2)
(38) 2
44 10
43
41
3 41 43 35 38 7
16
42
42
15
16
43
22
19
13
31 27
16
19
15
(28)
11
15
(29)
16
16
16
45
(29)
CASE (3) (Bottom)
23 23 22 22
16
37 16
15
(28)
Figure 78
FOLDOUT 83
22 23
27
15
13
19 37
27
31 27
16
23
;; ;;
;;;; ;;;;
33 27
32
;; ;; ; ;;
;; ;;; ;
43 45
;;;; ;;;;
31 33 33

22 23
31
31
42 42
33
;;; ;;; ;;; ;;; ;; ;;

45 1
;
22 23 23
19
(126) 16
(128)
16 LUBE
(130)
19
16
22
37
27
37
37
;
16 37
;
19 37 16
;; ;; ;;
16 19 37 31 27 23 22
- NON FUNCTIONAL HOLES HAVE BEEN REMOVED FROM COMPONENT DRAWINGS TO SIMPLIFY TRACING FLUID FLOW. - DUAL PURPOSE PASSAGES HAVE CHANNEL PLATE SIDE NUMBERS LISTED FIRST - EXHAUST FLUID NOT SHOWN
19
31
27
22
;
37 16
37
REVERSE
TCC
RELEASE TCC APPLY
3RD CL
LO
3RD CLU/ LO 1ST
LO-1ST
4TH CL
39a
19c
5a 10c
38a
39b
11b
38b
19b
18g
41a
11e
29d
20a
20c
40a
11c
14c
11f
29b
29c
10b
2s
11a
18k
TORQ SIG
D-4
LINE LINE
LO-1ST PRN
TORQUE SIG
1-2,3-4 SIG
D-4
ACT FD
D SRV AP
REV SERV
LO-1ST
REV BST
LINE
3RD CLU
3RD
REV
INPUT CL
LO
LO
LINE
LINE
TCC RELEASE
TCC APPLY
D2
D4
EX
EX
31e
D2
23
LINE LINE
TORQUE SIG REG

EX EX
2-3 SHIFT VALVE

EX EX
3-2 MAN DS
13
D4 D3
37a
4TH CL
EX
D2
3RD
18c
EX

ACT FD LIM VALVE
XE XE
INPUT CL FD
OIL PUMP
EX
ORIFICED EXH
1-2 ACCUM VALVE
EX EX
3-4 ACCUM
2e 42e 21 18d
FWD SERVO
LINE
3RD CLUTCH
EX
EX
D3 EX
ACT FD ACT FD
D3 2ND
SUCTION
TCC RELEASE
2-3 OFF SIG
TCC REG APP
TCC REL
D4
TCC SIG (PWM) 3RD

D4
TCC REG APPLY
EX
EX
TORQUE SIG
3-4 ACCUM
2-3 ACCUM
37c 37d 8 24c
LINE
LINE
LINE
TORQUE SIG
EX
3RD
2-3 ACCUM
25f 27a
25e 27b
14a
25b
25c
27c
10a
29e
15a
42a
42b
29g
23b
23c
22a
14b
13b
13a
12a
42c
29f
25a
2m
9a
8c
2n
6b
2h
6a
2k
25d
12b
23a
22b
9b
8d
8e
2q
8g
29h
8f
13c
2v
25
26
18
32
22
10
2r
2t
11
LINE
PRESSURES
BOTTOM PAN (24)

EX

84
Figure 79
COOLER
ORIFICED CUP PLUG

MAN 2-1 SERVO FD
2ND CL
1-2 ACCUM 2-3 ACCUM

TORQUE SIG
ACTUATOR FD
FWD SERVO COOLER
CASE (3)
EX
EX
EX
LINE
FWD SERVO
#2
#1
LINE
LINE
24b
2ND CL
LINE
ACT FD
LUBE COOLER
D3
2-3 AC
LUBE
24a
1-2 ACCUM
3-4 ACC
EX
LUBE PIPE (126)
2ND
LINE
EX
D4
TCC CONTROL VALVE
2g 43a 3 2w 2p 18e 42d 42f 42g
ACTUATOR FD
ACT FD
TORQ SIG
LINE
CASE COVER (400)
2ND CL
LINE
18b
D4
LINE
D3
LINE
#8
36c 37b
FILT LINE
DECREASE
TFP SWITCH
3RD
ACT FD
D2 AUX INP CL FD
36b
4TH CL 3-4 ACCUM
LUBE COOLER
VBS
D2
33a
1-2,3-4 SIG 2ND 3RD
35b
D3
REVERSE
3-4 SHIFT VALVE
4-3 MDS
PRN
1-2 SHIFT VALVE
3RD ORIF EX
PUMP BODY (202)
LO D4
LINE
D3
D2
LO-1ST
D-4
IN CL FD
31d 36a 35a
3RD
3RD CL D3
PRN REVERSE
PRN
D-2 D-3
DECREASE
AUX INPUT CL FD
31c
EX
DECREASE
REVERSE
REV LINE
REVERSE
39f 39e
ON
LO-1ST 3RD CL
EX
MANUAL VALVE
EX
31f
32
LO
EX
D4

EX
2-3 SIGNAL
FWD BST
LINE
30
D-4
#4
LO-1ST
LINE REV BST
PRESS REG VALVE
4a
2f
2ND CLUTCH
EX
FWD SERVO
3RD
CONV FD
EX
1 2 D D NR
#9
29a
2z
38c
40c
7a
SPACER PLATE (370)
11d
28
24
27
14
12
19
31
17
15
16
33
29
20
19e
3a
2a
2d
2x
40b
18f
19f
EX D4
LO
#7
#10
#5
#6
PRN
31b
39d
16a
11g
39c
20b
31a
41b
41c
GASKET (369)
3RD CLUTCH
8a
#3
19d
LO BLOW OFF VALVE
REVERSE
8b
2b
2c
2y
19g
18a
D4 2-3 SIG
LUBE COOLER
LINE
LINE REV SERVO
LINE
LUBE
LUBE
3RD CL/LO-1ST
2ND CL
EX
LUBE
LUBE
REV SERVO
INPUT CL
;;;;; ;;;;; ;;;;; ; ;;;;; ;;;;; ;;;;; ;;;;; ;;;;;

INPUT CL
COOLER
COOLER
REVERSE
NO REVERSE OR SLIPS IN REVERSE Manual Linkage
Misadjusted
Oil Filter Assembly

Oil filter assembly (100) missing, plugged Damaged oil filter seal assembly (101) missing or damaged
Reverse Band Servo Assembly

Servo piston oil seal ring (43) missing or damaged Servo piston (44) damaged or stuck in case bore Servo piston cushion springs (45, 47) or retainer (46) missing or damaged Servo piston pin (48) not engaged to reverse band assembly (615) Reverse band assembly (615) worn or burned reverse band assembly (615) disengaged from anchor pin (117B) band anchor pin (117B) loose or missing
Torque Converter Assembly

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

Drive link assembly (507) broken or drive/driven sprockets (516/506) damaged.
Input Clutch Assembly

Input clutch sprag assembly (722) damaged or misassembled Input clutch housing oil seal rings (628) missing or damaged Input clutch housing ball check valve assembly (633) missing or damaged Input clutch piston inner/outer seals (634/635) missing or damaged Input clutch piston (636) damaged Input clutch plates (654-658) worn
Fluid Level
Low.
Fluid Pressure
Low (See PARK page 82A).
2-3 SHIFT SOL ON
4TH CLUTCH
REVERSE BAND APPLIED
2ND CLUTCH
3RD CLUTCH
3RD SPRAG CLUTCH
INPUT CLUTCH
INPUT SPRAG CLUTCH
2/1 BAND
FORWARD BAND
APPLIED HOLDING
84A
REVERSE
PASSAGES
COMPONENTS (
(28) (29) (37) (38) (124) (125) (126) (219) (372) (373) (382)
84B
REVERSE
; ;
17 2
43
43
43
;; ;; ;;; ;;;
42 2 17 2 1 43
(219)
; ;; ;;
42 17 2 2 1
17
42
;; ;; ;; ;; ;; ;; ;;
42 18 18 17 2 19 2 2 2 29 13 19 1
373(#5)
38 40
36
18
36
35
42
42
13
43
42
;;
13 42 2/11 3 38 18 39 39 2 29 20 10 25 39 39 11 10 2 8
42
23
372(#8)

41 18 19 41 4 36 37 2 2 7 18 36 35 37 33 6 29 19 19 38 19 SCREEN/SEAL ASM. (382)
40 SCREEN/SEAL ASM. (382) 40 40 41 2 2 2 36 37
19
19 19 18
19 2 19 2/11 18
3 38 8 SCREEN/SEAL ASM. (382)
7 18
38
6 36 35 36 37 2 24 31 33
29 42
18
37
31 42 22 2 22 2 2 2 8 42 27 31 42 24 25
31
2 23 23 22 23
25
;; ;;
29 29 2 29 20 29 8 2 8 42 13 11 24 11 13 26 12 19 1 14 19 14 2 3 3 38 35 42 42 42 24 42 42 42 31 37 42 1
; ; ;; ;; ;; ;; ; ;;;;; ; ;
39 39 2 29 20 25 11 5 38 39 10 34 6 2 18 2 8 29 8 2 11 2 8 25 11 14 9 12 42 9 2 15 10 412 2
3a 2a 41b/40b 19d/18f 15 18g 19e 2c 20 29 40a 41a 2b/11a 38b 16 19b 41c/40c 18a 19c/18k 30 7a 29e 20a 39f 2x 38a 2f/4a 2e 36a 2d 37c 36b 35a 37b/36c
13
18e 18d 6b
22
42e 33a 29h 6a 18b 29g 42b 35b
10 37a 18c 32/31f 43a/2g
24a
2
SPACER PLATE (370)

(37)
;; ;;
29f 29d 20b/2z
28
;; ; ;; ;; ;; ; ;; ; ;;
39a 39b
14 21 33
8b
40 41
39c 27 5a/10c 1 11b 10b 25a 39d/38c 39e 2h 2k
34 6
2y
8a
31
2m
8d
11c
23
8c
10a
18 32 43 24 37 22 16 2 23 23 22 23 27 22 2 2 8 42 31 31 2 42 42 24 25 25 31
42 35 29
11d
;; ;;
29 20 30 8 31 20 8 2 8 42 14 11 24 13 11 13 26 12 19 1 19 14
; ; ;;; ; ; ;; ;;;; ; ;
2 18 2 8 25 11 11 9 12 42 2 13/14 15
2 10
10
43
43 43
;;;; ;;;; ;;;; ;;;; ;; ;;;;; ;;;;;;; ;;;;; ;;; ; ;; ;;;;; ;; ;;; ;;;;; ;;;; ;;;;; ;; ;; ;; ;;; ;; ;;; ; ;; ;;; ; ;;; ; ;; ;;; ; ;;; ;;; ;;; ;;;; ;;;;;
373(#6)
42 42 3 40 4 41 19 18 39 2 11 2 17 43 43 40 19 38 8 39 38 28 2 29 2518 20 42 5 43 7 28 18 18 39 11 5 10 28 36 11 35 7 6 29 33 42 39 42 37 21 6 18 2 2 42 8 4 28 36 3742 18 29 42 29 29 2 8 43 43 2 11 13 8 10 2 25 24 37 31 22 2 42 8 22 8 31 24 2 19 2 8 24 2 42 23 42 28 22 31 25 27 27 23 43 19
372(#7)
2 10 43
372(#9) 372(#10)

372(#3)
3 2 19 18
43
; ;
2 13 13 1 43 19 38 6 29 33 35 42 18 42 24 31 25
29 20
14
8 42 1111
12
25
15
42
43
12
43
43
14 43
43
14
15
42
38 36 35
41
39
18
40
(411)
10
11
20
36
39
25
39
18
29
36
43
42
35
39
37
25
37
43 43
11
11
43
14
11
43
42
43
11
12
43
13
15
13/14
372(#1)
; ;
20 29 42 8 43 2 25 13 1 14
29
39
31
43
372(#4)
31
24
33
42
37
22
16
27
42
23
19
31
37
27
22
23
372(#2)
(38) 2
44 10
43
41
3 41 43 35 38 7
16
42
42
15
16
43
22
19
13
31
16
19
15
(28)
27
11
15
16
16
45
(29)
CASE (3) (Bottom)
23 23 22 22
(29)
16
16
16
15
(28)
;
37
Figure 80
FOLDOUT 85
22 23
27
15
13
19 37
27
31 27
16
23
; ;; ;; ;; ;; ; ;;
;;;; ;;;;
33 27
32
;; ;;; ;
43 45
;;;; ;;;;
31 33 33

22
23
31
31
42 42
33
;;; ;;; ;;; ;;; ;; ;;

45 1
;
22 23 23
19
(126) 16
(128)
16 LUBE
(130)
19
16
22
37
27
37
37
;;
16 19 37 37 16
;; ;; ;;
16 19 37 31 27 23 22
19
31
27
22
;
37 16
37
NEUTRAL

EX
TCC
RELEASE TCC APPLY
3RD CL
LO
3RD CLU/ LO 1ST
LO-1ST
4TH CL
39a
5a 10c
38a
39b
11b
11f
38b
19b
18g
41a
11e
29d
20a
40a
11d
11c
14c
29c
18k
10b
2s
11a
#9
29a
29b
40c
7a
SPACER PLATE (370) GASKET (371) CONTROL VALVE BODY (300)
28
24
27
14
12
19
31
17
15
16
33
29
20
19e
20c
3a
2a
2d
2x
TORQ SIG
2z
38c
D-4
40b
LINE LINE
18f
LO-1ST PRN
TORQUE SIG
1-2,3-4 SIG
D-4
19f
EX D4
LO
#7
#10
#5
#6
PRN
19c
31b
39d
16a
11g
39c
20b
31a
41b
41c
GASKET (369)
3RD CLUTCH
#3
19d
LO BLOW OFF VALVE
REVERSE
8a
8b
2b
2c
2y
ACT FD
19g
D SRV AP
REV SERV
REV BST
REV LINE
REVERSE
LINE

39f
31f
3RD CLU
3RD
REV
INPUT CL
LO
LO
LINE
LINE
TCC RELEASE
TCC APPLY
D2
D4
EX
EX
31e
D2
23
LINE LINE
TORQUE SIG REG

EX EX
2-3 SHIFT VALVE

EX EX
3-2 MAN DS
13
D4 D3
37a
4TH CL
EX
D2
3RD
18c
EX

ACT FD LIM VALVE
XE XE
INPUT CL FD
OIL PUMP
EX
ORIFICED EXH
1-2 ACCUM VALVE
EX EX
3-4 ACCUM
2e 42e 21 18d
FWD SERVO
LINE
3RD CLUTCH
EX
EX
D3 EX
ACT FD ACT FD
D3 2ND
SUCTION
TCC RELEASE
2-3 OFF SIG
2ND
LINE
TCC REG APP
TCC REL
TCC SIG (PWM)
D4
3RD

D4
TCC REG APPLY
EX
EX
TORQUE SIG
3-4 ACCUM
2-3 ACCUM
37c 37d 8 24c
LINE
LINE
LINE
3RD
25f 27a
27b
14a
25b
25c
27c
10a
29e
15a
42a
42b
29g
23b
23c
22a
14b
13b
13a
12a
42c
29f
25a
2m
9a
8c
6a
2n
6b
2h
25e
25d
8e
12b
23a
22b
9b
8d
2q
8g
29h
8f
13c
2v
25
26
32
2k
18
2t
22
10
2r
11
LINE
PRESSURES
BOTTOM PAN (24)

EX

86
Figure 81
COOLER
ORIFICED CUP PLUG

MAN 2-1 SERVO FD
2ND CL
1-2 ACCUM 2-3 ACCUM

TORQUE SIG
ACTUATOR FD
FWD SERVO COOLER

CASE (3)
EX
EX
EX
LINE
FWD SERVO
#2
#1
LINE
LINE
24b
2ND CL
LINE
ACT FD
LUBE COOLER
D3
2-3 AC
LUBE
24a
1-2 ACCUM
2-3 ACCUM
TORQUE SIG
EX
3-4 ACC
EX
LUBE PIPE (126)
2ND
EX
D4
TCC CONTROL VALVE
2g 43a 3 2w 2p 18e 42d 42f 42g
ACTUATOR FD
ACT FD
TORQ SIG
LINE
CASE COVER(400)
2ND CL
LINE
18b
D4
LINE
D3
LINE
#8
36c 37b
FILT LINE
DECREASE
TFP SWITCH
3RD
ACT FD
D2 AUX INP CL FD
36b
4TH CL 3-4 ACCUM
LUBE COOLER
VBS
D2
33a
1-2,3-4 SIG 2ND 3RD
35b
D3
REVERSE
3-4 SHIFT VALVE
4-3 MDS
PRN
1-2 SHIFT VALVE
3RD ORIF EX
PUMP BODY (202)
LO D4
LINE
D3
LO-1ST
D-4
IN CL FD
31d 36a 35a
3RD
3RD CL D3
D2
PRN REVERSE
PRN
D-2 D-3
DECREASE
AUX INPUT CL FD
31c
3RD CL
EX
DECREASE
REVERSE
ON
39e
LO-1ST
EX
MANUAL VALVE
EX
32
LO
EX
D4
EX
2-3 SIGNAL
FWD BST
LINE
30
D-4
#4
LO-1ST
LINE REV BST
PRESS REG VALVE
4a
2f
2ND CLUTCH
LO-1ST
EX
FWD SERVO
3RD
CONV FD
D4 2-3 SIG
EX
1 2 D D NR
18a
LUBE COOLER
LINE
LINE REV SERVO
LINE
LUBE
LUBE
LUBE
LUBE
3RD CL/LO-1ST
REV SERVO
INPUT CL
INPUT CL
;;;;; ;;;;; ; ;;;;; ;;;;; ;;;;; ;;;;; ;;;;; ;;;;;

(Engine Running)
INPUT CL
COOLER
COOLER
NEUTRAL
(Engine Running) DRIVES IN NEUTRAL Forward Band
Not releasing.
Reverse Band
Not releasing.
Manual Valve (404) / Shift Linkage

Misaligned.
2-3 SHIFT SOL ON
4TH CLUTCH
REVERSE BAND
2ND CLUTCH
3RD CLUTCH
3RD SPRAG CLUTCH
INPUT CLUTCH *
INPUT SPRAG CLUTCH HOLDING *
2/1 BAND
FORWARD BAND
86A
NEUTRAL
Engine Running
PASSAGES
COMPONENTS (
(28) (29) (37) (38) (124) (125) (126) (219) (372) (373) (382)
86B
NEUTRAL
(Engine Running)
; ;
17 2
43
43
43
;; ;; ;;; ;;;
42 2 17 2 1 43
(219)
; ;; ;;
42 17 2 2 1
17
42
;; ;; ;; ;; ;; ;; ;;
42 18 18 17 2 19 2 2 2 29 13 19 1
373(#5)
40
38 40
36
40
18
36
35
37
42
42
13
37 43 22
31 22 2
42
;;
13 42 2/11 3 38 18 39 2 29 25 20 39 39 2
42
23 23 22 23
372(#8)

41 18 19 41 4 36 37 2 2 7 18 36 35 37 33 6 29 34 6 19 19 38 19 SCREEN/SEAL ASM. (382)
;;;; ;;;; ;;;; ;;;; ;; ;;;;;;; ;;;;; ;; ; ;;; ;;;;; ;; ;;; ;;;;; ;;;; ;;;;; ;;;;;
373(#6)
42 42 3 41 19 18 39 2 11 2 17 43 43 19 38 8 39 38 28 2 29 2518 20 42 5 43 7 28 18 18 39 11 5 10 28 36 11 35 7 6 29 33 42 39 42 21 6 18 2 2 42 8 28 36 3742 18 29 42 29 29 2 8 43 43 2 11 13 8 10 2 25 24 2 42 8 8 31 24 2 19 8 24 2 42 42 28 31 25 27 27 43 19
372(#7)
2 10 43
372(#9) 372(#10)

372(#3)
18 3 2 19
40 SCREEN/SEAL ASM. (382) 40 40 41 2 2 2 36 37
19
19 19 18
19 2 19 2/11 18
3 38 8
7 18
38
6 36 35 36 37 2 24 31 33 29 42
18
37
31 42 22 2 22 2 2 2 8 42 27 31 42 24 25
31
2 23 23 22 23
25
;; ;;
29 29 2 29 20 29 8 2 8 42 13 11 24 11 13 26 12 19 1 14 19 14 2 3 3 38 35 42 42 42 24 42 42 42 31 37 42 1
; ;; ; ;; ;; ;; ; ;;; ;;; ;
39 39 2 29 20 25 11 5 38 39 10 34 6 2 18 2 8 29 8 2 11 2 8 25 11 14 9 12 42 9 2 15 10 412 2
13
18e 18d 6b
22
42e 33a 29h 6a 18b 29g 42b 35b
10 37a 18c 32/31f 43a/2g
24a
2
SPACER PLATE (370)

(37)
;; ;;
29f 29d 20b/2z
28
;; ; ;; ;; ;; ; ; ;; ;;
39a 39b
14 21 33
8b
40 41
39c 27 5a/10c 1 11b 10b 25a 39d/38c 39e 2h 2k
2y
8a
31
2m
8d
11c
23
8c
10a
18 32 43 24 37 22 16 2 23 23 22 23 27 42 31 22 2 2 8 31 2 42 42 24 25 25 31
42 35 29
11d
GASKET(369) (Spacer Plate/Channel Plate)
;; ;;
29 20 30 8 31 20 8 2 8 42 14 11 24 13 11 13 26 12 19 1 19 14
; ; ;;; ; ;; ;;; ;; ;
2 18 8 2 8 25 11 11 9 12 42 2 13/14 15
;
39
10 10
11
2 10
10
43
43 43
;; ;; ;; ;; ;;; ; ;; ;;; ; ;; ;;; ;;; ; ;;; ;;; ; ;;; ;;;; ;;; ;;;;;
43 8 42 38 36 35 41 3 39 18 19 40 3 10 11 20 36 38 39 25 39 7 2 18 29 2 8 2 36 43 42 35 39 2 6 37 29 25 33 37 43 43 11 35 8 11 43 14 11 9 43 42 43 11 12 43 2 13 15 13/14
; ;
2 13 13 1 43 42 18 42 24 31 25
29 20
14
8 42 1111
12
25
15
42
43
12
43
43
14 43
43
14
15
(411)
372(#1)
372(#2) CASE COVER (400) (Control Valve Body Side)
; ;
20 29 42 8 43 2 25 13 1 14
29
39
31
372(#4)
43
31
24
33
42
37
22
16
27
42
23
19
31
37
27
22
23
NOTE:
(38) 2
44 10
43
41
3 41 43 35 38 7
16
42
42
15
16
43
22
19
13
31 27
16
19
15
(28)
11
15
16
16
45
(29)
CASE (3) (Bottom)
23 23 22 22
(29)
16
16
16
15
(28)
;
37
Figure 82
FOLDOUT 87
22 23
27
15
13
19 37
27
31 27
16
23
;; ;;
;;;; ;;;;
33 27
32
;; ;; ; ;;
;; ;;; ;
43 45
;;;; ;;;;
31 33 33

22
23
31
31
42 42
33
;;; ;;; ;;; ;;; ;; ;;

45 1
;
22 23 23
19
(126) 16
(128)
16 LUBE
(130)
19
16
22
37
27
37
37
;
16 37
37 16
;
19
;; ;; ;;
16 19 37 31 27 23 22
19
31
27
22
;
37 16
37

INPUT CL 3RD CL/LO-1ST 2ND CL 3RD CL/LO-1ST

LUBE
EX
TCC
RELEASE TCC APPLY
3RD CL
4TH CL INPUT CL 2ND CL 3RD CL/LO-1ST 3RD CL LO LO-1ST CHAIN OILER LOW /1ST GEAR CONVERTER FEED LO-1ST

3RD CLU/ LO 1ST
3RD CLUTCH
REVERSE
LO-1ST
4TH CL
39a
5a 10c
2z 20b
38a
39b
11b
18g
38b
19b
41a
29d
20a
20c
40a
11e
11c
11d
14c
11f
29b
29c
10b
2s
11a
TORQ SIG
D-4
LINE LINE
LO-1ST PRN
TORQUE SIG
1-2,3-4 SIG
D-4
ACT FD
D SRV AP
REV SERV
LO-1ST
FWD BST
REV BST
REV LINE
REVERSE
LINE
31f 39f
3RD CLU
3RD
REV
INPUT CL
LINE
LINE
TCC RELEASE
TCC APPLY
D2
D4
EX
EX
31e 35b
LINE LINE
TORQUE SIG REG

EX EX
2-3 SHIFT VALVE

EX EX
3-2 MAN DS
13
D4 D3
37a
4TH CL
EX
D2
3RD
18c
EX

ACT FD LIM VALVE
XE XE
INPUT CL FD
OIL PUMP

EX
ORIFICED EXH
1-2 ACCUM VALVE
EX EX

3-4 ACCUM
2e 42e 21 18d 2g 43a 3 2w 2p 18e 42d 42f 42g
FWD SERVO
LINE
3RD CLUTCH
EX
EX
D3 EX
ACT FD ACT FD
D3 2ND
SUCTION
TCC RELEASE
2-3 OFF SIG
D4
TCC CONTROL VALVE
2ND
LINE
TCC REG APP
TCC REL
EX
TCC SIG (PWM)
TORQUE SIG
3RD
3-4 ACCUM
EX
2-3 ACCUM
EX
LINE
LINE
TCC REG APPLY
37c 37d 8 24c

24a
LINE
TORQUE SIG
3RD
2-3 ACCUM
25f 27a
27b
14a
25b
25c
27c
10a
29e
15a
42a
42b
29g
23b
23c
22a
14b
13b
42c
29f
13a
12a
25a
2m
9a
8c
2n
2h
6a
6b
2k
25e
25d
8e
12b
23a
22b
9b
8d
2q
8g
29h
8f
13c
2v
25
26
18
2t
32
22
10
2r
11
LINE
MAN 2-1 SERVO FD

EX
PRESSURES

2ND CL
88
Figure 83
COOLER
ORIFICED CUP PLUG

FWD SERVO
CASE COVER (400) CASE (3)
1-2 ACCUM 2-3 ACCUM

TORQUE SIG
ACTUATOR FD
FWD SERVO COOLER
CASE (3)
EX
EX
EX
LINE
#2
#1
LINE
LINE
24b
2ND CL
LINE
ACT FD
LUBE COOLER
D3
2-3 AC
LUBE
1-2 ACCUM
3-4 ACC
EX
D4
D4
EX
LUBE PIPE (126)
2ND
ACTUATOR FD
ACT FD
TORQ SIG
LINE
EX
CASE COVER (400)
2ND CL
LINE
18b
D4
LINE
D3
LINE
3RD
#8
36c 37b
FILT LINE
DECREASE
TFP SWITCH
3RD
ACT FD
D2 AUX INP CL FD
36b
4TH CL 3-4 ACCUM
LUBE COOLER
1-2,3-4 SIG 2ND 3RD
D2
4TH CL 2-3 OFF SIG
D3
23
REVERSE
VBS
D2
33a
3-4 SHIFT VALVE
4-3 MDS
PRN
1-2 SHIFT VALVE
3RD ORIF EX
PUMP BODY (202)
LO D4
D3
LINE
LO-1ST
LO
LO
D-4
IN CL FD
31d 36a 35a
3RD
3RD CL D3
D2
PRN REVERSE
PRN
D-2 D-3
DECREASE
AUX INPUT CL FD
31c
EX
DECREASE
REVERSE
ON
39e
LO-1ST 3RD CL
EX
MANUAL VALVE
EX
32
LO
EX
D4
EX
2-3 SIGNAL
LINE
30
D-4
#4
LO-1ST
LINE REV BST
PRESS REG VALVE
4a
2f
2ND CLUTCH
EX
FWD SERVO
3RD
CONV FD
EX
1 2 D D NR
18a
29a
38c
18k
#9
40b
40c
18f
7a
SPACER PLATE (370)
28
24
27
14
12
19
31
17
15
16
33
29
20
19e
3a
2a
2d
2x
19f 19g
EX D4
LO
#7
#10
#5
#6
PRN
19c
31b
16a
11g
39c
41c
GASKET (369)
31a
39d
41b
#3
LO BLOW OFF VALVE
19d
8a
8b
2b
2c
2y
D4 2-3 SIG
LUBE COOLER
LINE
LINE REV SERVO
LINE
LO
LUBE
LUBE
LUBE
REV SERVO
;;;;; ;;;;; ; ;;;;; ;;;;; ;;;;; ;;;;; ;;;;; ;;;;;

INPUT CL

INPUT CL
COOLER
COOLER

NO FIRST GEAR/SLIPS IN FIRST Forward Band Servo Assembly
Servo piston oil seal ring (18), missing or damaged. Servo piston (16) is stuck in the servo cover (13) or damaged. The servo piston cushion spring (19) or retainer (20), missing or damaged. The sevo piston pin (21) is not engaged to the forward band assembly. Forward band assembly (688) is worn or burned. Forward band assembly (688) is disengaged from the anchor pin (117A). The band anchor pin (117A) is loose or missing.
Accumulator and Manual 2-1 Band Servo Assembly

Forward band servo oil pipe (124), loose or damaged. Manual 2-1 band servo cover (104) loose, leaking. Manual 2-1 band servo cover gasket (105) missing or damaged. Accumulator cover spacer plate assembly (134) damaged.
1-2, 3-4 Solenoid Valve (315)

Failed OFF, leaking.
1-2 Shift Valve (318)

Stuck in upshifted position.

Misaligned.
Torque Converter (1)

Stator roller clutch not holding.
Line Pressure
2-3 SHIFT SOL ON
4TH CLUTCH
REVERSE BAND
2ND CLUTCH
3RD CLUTCH
3RD SPRAG CLUTCH
INPUT CLUTCH
INPUT SPRAG CLUTCH
2/1 BAND
FORWARD BAND
APPLIED HOLDING
HOLDING APPLIED
88A

PASSAGES
COMPONENTS (
(28) (29) (37) (38) (124) (125) (126) (219) (372) (373) (382)
88B
; ;
17 2
43
43
43
;; ;; ;;; ;;;
42 2 17 2 1 43
(219)
; ;; ;;
42 17 2 2 1
17
42
;; ;; ;; ;; ;; ;; ;;
42 18 18 17 2 19 2 2 2 29 13 19 1
373(#5)
38 40
36
18
36
35
42
42
13
43
42
;;
13 42 2/11 3 38 18 39 39 2 29 20 10 25 39 39 11 10 2 8
42
23
372(#8)

41 18 19 41 4 36 37 2 2 7 18 36 35 37 33 6 29 19 19 38 19 SCREEN/SEAL ASM. (382)
40 SCREEN/SEAL ASM. (382) 40 40 41 2 2 2 36 37
19
19 19 18
19 2 19 2/11 18
3 38 8
7 18
38
6 36 35 36 37 2 24 31 33
29 42
18
37
31 42 22 2 22 2 2 2 8 42 27 31 42 24 25
31
2 23 23 22 23
25
;; ;;
29 29 2 29 20 29 8 2 8 42 13 11 24 11 13 26 12 19 1 14 19 14 2 3 3 38 35 42 42 42 24 42 42 42 31 37 42 1
; ; ;; ;; ;; ;; ; ;;;;; ; ;
39 39 2 29 20 25 11 5 38 39 10 34 6 2 18 2 8 29 8 2 11 2 8 25 11 14 9 12 42 9 2 15 10 412 2
13
18e 18d 6b
22
42e 33a 29h 6a 18b 29g 42b 35b
10 37a 18c 32/31f 43a/2g
24a
29c 25b 31b/29b 31a/29a 20c 14c 31e 8g 42d 42f 24 8e 42b 11g 9a 2w 4 31c 19 22c 2p 1013a 11e 22b 3 9b 12a 42g 16/2s 2t 11f 24b 18 8f 2r 6 12 9 42a 24c 11 2v 2q 13b 23c 8 42c 26 23a 5 31d 25c 12b 22a 25d 32 2n 19f 25e/27b 27c 25 1a 13c14a 15a 25f/27a 23b 14b 19g 37d
2
SPACER PLATE (370)

(37)
;; ;;
29f 29d 20b/2z
28
;; ; ;; ;; ;; ; ;; ; ;;
39a 39b
14 21 33
8b
40 41
39c 27 5a/10c 1 11b 10b 25a 39d/38c 39e 2h 2k
34 6
2y
8a
31
2m
8d
11c
23
8c
10a
18 32 43 24 37 22 16 2 23 23 22 23 27 42 31 22 2 2 8 31 2 42 42 24 25 25 31
42 35 29
11d
;; ;;
29 20 30 8 31 20 8 2 8 42 14 11 24 13 11 13 26 12 19 1 19 14
; ; ;;; ; ; ;; ;;;; ; ;
2 18 2 8 25 11 11 9 12 42 2 13/14 15
2 10
10
43
43 43
;;;; ;;;; ;;;; ;;;; ;; ;;;;; ;;;;;;; ;;;;; ;;; ; ;; ;;;;; ;; ;;; ;;;;; ;;;; ;;;;; ;; ;; ;; ;;; ;; ;;; ; ;; ;;; ; ;;; ; ;; ;;; ; ;;; ;;;;; ;;; ;;;; ; ;;
373(#6)
42 42 3 40 4 41 19 18 39 2 11 2 17 43 43 40 19 38 8 39 38 28 2 29 2518 20 42 5 43 7 28 18 18 39 11 5 10 28 36 11 35 7 6 29 33 42 39 42 37 21 6 18 2 2 42 8 4 28 36 3742 18 29 42 29 29 2 8 43 43 2 11 13 8 10 2 25 24 37 31 22 2 42 8 22 8 31 24 2 19 2 8 24 2 42 23 42 28 22 31 25 27 27 23 43 19
372(#7)
2 10 43
372(#9) 372(#10)

372(#3)
3 2 19 18
43
; ;
2 13 13 1 43 19 38 6 29 33 35 42 18 42 24 31 25
29 20
14
8 42 1111
12
25
15
42
43
12
43
43
14 43
43
14
15
42
38 36 35
41
39
18
40
(411)
10
11
20
36
39
25
39
18
29
36
43
42
35
39
37
25
37
43 43
11
11
43
14
11
43
42
43
11
12
43
13
15
13/14
372(#1)
; ;
20 29 42 8 43 2 25 13 1 14
29
39
31
43
372(#4)
31
24
33
42
37
22
16
27
42
23
19
31
37
27
22
23
372(#2)
(38) 2
44 10
43
41
3 41 43 35 38 7
16
42
42
15
16
43
22
19
13
31
16
19
15
(28)
27
11
15
16
16
45
(29)
CASE (3) (Bottom)
23 23 22 22
(29)
16
16
16
15
(28)
;
37
Figure 84
FOLDOUT 89
22 23
27
15
13
19 37
27
31 27
16
23
; ;; ;; ;; ;; ; ;;
;;;; ;;;;
33 27
32
;; ;;; ;
43 45
;;;; ;;;;
31 33 33

22
23
31
31
42 42
33
;;; ;;; ;;; ;;; ;; ;;

45 1
;
22 23 23
19
(126) 16
(128)
16 LUBE
(130)
19
16
22
37
27
37
37
;;
16 19 37 37 16
;; ;; ;;
16 19 37 31 27 23 22
19
31
27
22
;
37 16
37

TCC
RELEASE TCC APPLY
3RD CL
LO
3RD CLU/ LO 1ST
LO-1ST
4TH CL
39a
19c
5a 10c
38a
39b
11b
18g
38b
19b
41a
11e
29d
20a
20c
40a
14c
11f
29b
29c
10b
2s
11a
TORQ SIG
D-4
LINE LINE
LO-1ST PRN
TORQUE SIG
D-4
1-2,3-4 SIG
ACT FD
D SRV AP
REV SERV
LO-1ST
FWD BST
REV BST
REV LINE
REVERSE

LINE
39f
3RD CLU
3RD
REV
INPUT CL
LINE
LINE
TCC RELEASE
TCC APPLY
3-4 SHIFT VALVE
4-3 MDS
D2
D4
EX
EX
31e 35b
PRN D3 REVERSE
D2
LINE LINE
TORQUE SIG REG

EX EX
2-3 SHIFT VALVE

EX EX
3-2 MAN DS
13
D4 D3
37a
4TH CL
EX
D2
3RD
18c
EX

ACT FD LIM VALVE
XE XE
1-2 ACCUM VALVE

EX EX
D3 2ND
SUCTION
TCC RELEASE
2-3 OFF SIG
2ND
LINE
EX
TCC REG APP
TCC REL
EX
TCC SIG (PWM)
TORQUE SIG
3RD
3-4 ACCUM
EX
2-3 ACCUM
EX
LINE
LINE
TCC REG APPLY
37c 37d 8 24c 24a
LINE
TORQUE SIG
3RD
2-3 ACCUM
LINE
24b
2ND CL
LINE
ACT FD
27a
27b
14a
25b
25c
27c
13b
10a
29e
15a
42a
42b
29g
23b
23c
22a
14b
13a
12a
42c
29f
25a
2m
9a
8c
2n
6b
2h
6a
2k
25e
25d
8e
12b
23a
22b
9b
8d
2q
8g
29h
8f
13c
25f
2v
25
26
18
32
22
10
2r
2t
11
LINE
MAN 2-1 SERVO FD
2ND CL
PRESSURES
BOTTOM PAN (24)

EX
2ND CL
90
Figure 85
COOLER
ORIFICED CUP PLUG

FWD SERVO
TORQUE SIG
ACTUATOR FD

FWD SERVO COOLER
LINE
1-2 ACCUM 2-3 ACCUM
CASE (3)
EX
EX
EX
#2
#1
LINE
LUBE COOLER
D3
2-3 AC

LUBE
1-2 ACCUM
3-4 ACC
EX
D4
D4
EX
LUBE PIPE (126)
2ND
18e 42d 42f 42g
D4
TCC CONTROL VALVE
2g 43a 3 2w 2p
ACTUATOR FD
ACT FD
TORQ SIG
LINE
INPUT CL FD
OIL PUMP
EX
ORIFICED EXH
3-4 ACCUM
2e 42e 21 18d
FWD SERVO
LINE
3RD CLUTCH
EX
EX
D3
EX
ACT FD ACT FD
CASE COVER(400)
2ND CL
LINE
18b
D4
LINE
D3
LINE
3RD
#8
36c 37b
FILT LINE
DECREASE
TFP SWITCH
3RD
ACT FD
D2 AUX INP CL FD
36b
4TH CL 3-4 ACCUM
LUBE COOLER
VBS
1-2,3-4 SIG 2ND 3RD
4TH CL 2-3 OFF SIG
23
D2
33a
1-2 SHIFT VALVE
3RD ORIF EX
PUMP BODY (202)
LO D4
D3
LINE
LO-1ST
LO
LO
D-4
IN CL FD
31d 36a 35a
3RD
3RD CL
D2
PRN REVERSE
PRN
D-2 D-3
DECREASE
AUX INPUT CL FD
31c
3RD CL
EX
DECREASE
REVERSE
ON
39e
LO-1ST
EX
MANUAL VALVE
EX
31f
32
LO
EX
D4
EX
2-3 SIGNAL
LINE
30
D-4
#4
LO-1ST
LINE REV BST
PRESS REG VALVE
4a
2f
2ND CLUTCH
EX
FWD SERVO
3RD
CONV FD
EX
1 2 D D NR
D3
18a
#9
29a
2z
38c
18k
40b
40c
7a
SPACER PLATE (370)
11d
28
24
27
14
12
19
31
17
15
16
33
29
20
19e
3a
2a
2d
2x
18f
19f 19g
EX
LO
#7
#10
#5
#6
PRN
31b
16a
11g
39c
41c
GASKET (369)
31a
3RD CLUTCH
39d
20b
11c
41b
8a
#3
LO BLOW OFF VALVE
REVERSE
8b
2y
19d
2b
2c
D4 2-3 SIG
D4
LUBE COOLER
LINE
LINE REV SERVO
LINE
LUBE
LUBE
2ND CL
3RD CL/LO-1ST
EX
LUBE
LUBE
3RD CL/LO-1ST
REV SERVO
;;;;; ;;;;; ; ;;;;; ;;;;; ;;;;; ;;;;; ;;;;; ;;;;;

INPUT CL

INPUT CL

INPUT CL
COOLER
COOLER

NO SECOND GEAR/SLIPS IN SECOND 2nd Clutch Assembly
Second clutch backing plate retaining ring (627) missing or not seated. Second clutch backing plate (626) missing or misassembled. Clutch plates (623-625), worn damaged or misassembled. Second clutch spring retaining ring (622) missing or not seated. Spring assembly (621) damaged. Second clutch housing ball check valve (618), missing or damaged. Second clutch housing assembly (617) damaged.
2nd Clutch Fluid Routing

Fluid leak or restriction. Valve Body, Gaskets & Spacer Plate; Channel Plate & Gasket; and Driven Sprocket Support Porosity, misaligned, loose, restriction, fluid leak across channels.
Driven Sprocket Support Assembly

Second clutch housing oil seal rings (613) damaged. Four lobe oil seal rings (612) damaged. Second clutch housing bushings (616, 619) worn or damaged.
1-2, 3-4 Shift Solenoid Valve (315)

Stuck ON, plugged.
Line Pressure
TFP Valve Position Switch

Malfunction (Electrical or Hydraulic)
HARSH SHIFT Line Pressure

High (See PARK page 82A).
1-2 Accumulator Assembly

Spring or piston binding; no accumulation Accumulator valve stuck. Misassembled (upside down) 1-2 accumulator assembly. Debris in the accumulator passages.
Control Valve Body Assembly

#2 Check Ball missing or mislocated. 1-2 accumulator valve (341) stuck or binding. 2-3 accumulator valve bushing (345), bore plug (343) or retainers (342, 385) missing or damaged.
1-2, 3-4 SHIFT SOL OFF
2-3 SHIFT SOL ON
4TH CLUTCH
REVERSE BAND
2ND CLUTCH APPLIED
3RD CLUTCH
3RD SPRAG CLUTCH
INPUT CLUTCH *
INPUT SPRAG CLUTCH OVERRUN
2/1 BAND
FORWARD BAND
HOLDING APPLIED
90A

PASSAGES
COMPONENTS (
(28) (29) (37) (38) (124) (125) (126) (219) (372) (373) (382)
90B
; ;
17 2
43
43
43
;; ;; ;;; ;;;
42 2 17 2 1 43
(219)
; ;; ;;
42 17 2 2 1
17
42
;; ;; ;; ;; ;; ;; ;;
42 18 18 17 2 19 2 2 2 29 13 19 1
373(#5)
38 40
36
18
36
35
42
42
13
43
42
;;
13 42 2/11 3 38 18 39 39 2 29 20 10 25 39 39 11 10 2 8
42
23
372(#8)

41 18 19 41 4 36 37 2 2 7 18 36 35 37 33 6 29 19 19 38 19 SCREEN/SEAL ASM. (382)
40 SCREEN/SEAL ASM. (382) 40 40 41 2 2 2 36 37
19
19 19 18
19 2 19 2/11 18
3 38 8
7 18
38
6 36 35 36 37 2 24 31 33
29 42
18
37
31 42 22 2 22 2 2 2 8 42 27 31 42 24 25
31
2 23 23 22 23
25
;; ;;
29 29 2 29 20 29 8 2 8 42 13 11 24 11 13 26 12 19 1 14 19 14 2 3 3 38 35 42 42 42 24 42 42 42 31 37 42 1
; ; ;; ;; ;; ;; ; ;;;;; ; ;
39 39 2 29 20 25 11 5 38 39 10 34 6 2 18 2 8 29 8 2 11 2 8 25 11 14 9 12 42 9 2 15 10 412 2
13
18e 18d 6b
22
42e 33a 29h 6a 18b 29g 42b 35b
10 37a 18c 43a/2g 24a
32/31f
2
SPACER PLATE (370)

(37)
;; ;;
29f 29d 20b/2z
28
;; ; ;; ;; ;; ; ;; ; ;;
39a 39b
14 21 33
8b
40 41
39c 27 5a/10c 1 11b 10b 25a 39d/38c 39e 2h 2k
34 6
2y
8a
31
2m
8d
11c
23
8c
10a
18 32 43 24 37 22 16 2 23 23 22 23 27 42 31 22 2 2 8 31 2 42 42 24 25 25 31
42 35 29
11d
;; ;;
29 20 30 8 31 20 8 2 8 42 14 11 24 13 11 13 26 12 19 1 19 14
; ; ;;; ; ; ;; ;;;; ; ;
2 18 2 8 25 11 11 9 12 42 2 13/14 15
2 10
10
43
43 43
;;;; ;;;; ;;;; ;;;; ;; ;;;;; ;;;;;;; ;;;;; ;;; ; ;; ;;;;; ;; ;;; ;;;;; ;;;; ;;;;; ;; ;; ;; ;;; ;; ;;; ; ;; ;;; ; ;;; ; ;; ;;; ; ;;; ;;; ;;; ;;;; ;;;;;
373(#6)
42 42 3 40 4 41 19 18 39 2 11 2 17 43 43 40 19 38 8 39 38 28 2 29 2518 20 42 5 43 7 28 18 18 39 11 5 10 28 36 11 35 7 6 29 33 42 39 42 37 21 6 18 2 2 42 8 4 28 36 3742 18 29 42 29 29 2 8 43 43 2 11 13 8 10 2 25 24 37 31 22 2 42 8 22 8 31 24 2 19 2 8 24 2 42 23 42 28 22 31 25 27 27 23 43 19
372(#7)
2 10 43
372(#9) 372(#10)

372(#3)
3 2 19 18
43
; ;
2 13 13 1 43 19 38 6 29 33 35 42 18 42 24 31 25
29 20
14
8 42 1111
12
25
15
42
43
12
43
43
14 43
43
14
15
42
38 36 35
41
39
18
40
(411)
10
11
20
36
39
25
39
18
29
36
43
42
35
39
37
25
37
43 43
11
11
43
14
11
43
42
43
11
12
43
13
15
13/14
372(#1)
; ;
20 29 42 8 43 2 25 13 1 14
29
39
31
43
372(#4)
31
24
33
42
37
22
16
27
42
23
19
31
37
27
22
23
372(#2)
(38) 2
44 10
43
41
3 41 43 35 38 7
31
33
45
23
33
16
42
42
15
16
43
22
19
13
31
16
31
19
15
(28)
27
11
15
16
16
45
(29)
CASE (3) (Bottom)
23 23 22 22
27
(29)
16
16
16
15
(28)
;
37
Figure 86
FOLDOUT 91
22 23
27
15
13
19 37
27
31 27
16
23
27
33
31
31
; ;; ;; ;; ;; ; ;;
;;;; ;;;;
32
;; ;;; ;
43
;;;; ;;;;

22
42 42
33
;;; ;;; ;;; ;;; ;; ;;

45 1
;
22 23 23
19
(126) 16
(128)
16 LUBE
(130)
19
16
22
37
27
37
37
;;
16 19 37 37 16
;; ;; ;;
16 19 37 31 27 23 22
19
31
27
22
;
37 16
37
TCC APPLY
3RD CL
LO
3RD CLU/ LO 1ST
LO-1ST
4TH CL
39a
19c
5a 10c
38a
39b
11b
18g
38b
19b
41a
11e
29d
20a
20c
40a
14c 14b
11f
29b
29c
2s
TORQ SIG
D-4
LINE LINE
LO-1ST PRN
TORQUE SIG
D-4
1-2,3-4 SIG
ACT FD
CONV FD
EX
D SRV AP
REV SERV
LO-1ST
FWD BST
REV BST
REV LINE
REVERSE

LINE

2-3 Shift Solenoid
39f 39e 31c

3RD CLU
3RD
REV
INPUT CL
LO D4
LINE
LINE
TCC RELEASE
TCC APPLY
3-4 SHIFT VALVE
4-3 MDS
D2
D4
EX
EX
31e 35b
23
PRN REVERSE
D2
LINE LINE
TORQUE SIG REG

EX EX
2-3 SHIFT VALVE

EX
3-2 MAN DS
13
D4 D3
37a
4TH CL
EX
EX
D2
3RD
18c
EX

ACT FD LIM VALVE
XE XE
1-2 ACCUM VALVE

EX EX
D3 2ND
SUCTION
TCC RELEASE
2-3 OFF SIG

EX
2ND
LINE
TCC REG APP
TCC REL
EX
TCC SIG (PWM)
TORQUE SIG
3RD
3-4 ACCUM
EX
2-3 ACCUM
EX
LINE
LINE
TCC REG APPLY
37c 37d 8 24c
LINE
EX
3RD
2-3 ACCUM
LINE
24b
2ND CL
LINE
ACT FD
27a
25e 27b
14a
27c
25b
25c
10a
29e
15a
42a
42b
29g
23b
23c
22a
14b
13b
12a
42c
29f
25a
13a
2m
9a
8c
2n
6b
2h
6a
2r
2k
25d
8e
12b
23a
22b
9b
8d
2q
25
26
18
32
22
10
11
2t
8g
29h
8f
13c
2v
25f
TORQUE SIG
MAN 2-1 SERVO FD
ACTUATOR FD

LINE
2ND CL
PRESSURES
BOTTOM PAN (24)

EX

2ND CL
92
Figure 87
COOLER
ORIFICED CUP PLUG

FWD SERVO
CASE COVER(400) CASE (3)
LINE
FWD SERVO COOLER
1-2 ACCUM 2-3 ACCUM
CASE (3)
EX
EX
EX
#2
#1
LINE
LUBE COOLER
D3
2-3 AC

LUBE
24a
1-2 ACCUM
TCC RELEASE
3-4 ACC
TCC APPLY
TORQUE SIG
D4
D4
EX
LUBE PIPE (126)
2ND
18e 42d 42f 42g
D4
TCC CONTROL VALVE
2g 43a 3 2w 2p
ACTUATOR FD
ACT FD
TORQ SIG
LINE
INPUT CL FD
OIL PUMP
EX
ORIFICED EXH
3-4 ACCUM
2e 42e 21 18d
FWD SERVO
LINE
3RD CLUTCH
EX
EX
D3
EX
ACT FD ACT FD
CASE COVER(400)
2ND CL

LINE
D4
18b
LINE
D3
LINE
3RD

#8
36c 37b
FILT LINE
DECREASE
TFP SWITCH
3RD
ACT FD
D2 AUX INP CL FD
36b
4TH CL 3-4 ACCUM
LUBE COOLER
VBS
D2
1-2,3-4 SIG 2ND 3RD
4TH CL 2-3 OFF SIG
D3
33a
1-2 SHIFT VALVE
3RD ORIF EX
PUMP BODY (202)
LINE
D3
LO-1ST
3RD
LO
LO
D-4
IN CL FD
31d 36a 35a
3RD CL
D2
PRN REVERSE
PRN
D-2 D-3
AUX INPUT CL FD
D3
DECREASE
3RD CL
EX
DECREASE
REVERSE
N.O.
OFF
LO-1ST
EX
MANUAL VALVE
EX
31f
32
LO
EX
D4
EX
2-3 SIGNAL
LINE
30
D-4
#4
LO-1ST
LINE REV BST
PRESS REG VALVE
4a
2f
2ND CLUTCH
EX
FWD SERVO
3RD
1 2 D D NR
18a
2z
29a
#9
10b
11a
38c
18k
40b
40c
18f
7a
28
24
27
14
12
19
11d
SPACER PLATE (370)
11c
31
17
15
16
33
29
20
19e
3a
2a
2d
2x
19f 19g
EX
LO
#7
#10
#5
#6
PRN
31b
16a
11g
39c
41c
GASKET (369)
31a
3RD CLUTCH
39d
20b
41b
19d
8a
#3
LO BLOW OFF VALVE
REVERSE
8b
2b
2c
2y
D4 2-3 SIG
D4
LUBE COOLER
LINE
LINE REV SERVO
LINE
TCC
RELEASE
LUBE
LUBE
2ND CL
3RD CL/LO-1ST
EX
LUBE
LUBE
3RD CL/LO-1ST
REV SERVO
INPUT CL
;;;;; ;;;;; ; ;;;;; ;;;;; ;;;;; ;;;;; ;;;;; ;;;;;
INPUT CL

INPUT CL
COOLER
COOLER

NO THIRD GEAR/SLIPS IN THIRD Third Clutch Assembly
Input clutch housing oil seal rings (628) missing or damaged. Third clutch ball check valve assembly (724), missing or damaged. Third clutch piston (642) is damaged. Third clutch piston inner seal (641) missing or damaged. Third clutch plates (645-648) are worn or misassembled.
Third Clutch Fluid Routing

Valve Body, Gaskets & Spacer Plate; Channel Plate & Gasket; Driven Sprocket Support Porosity, misaligned, loose, fluid restriction, fluid leak across channels. Driven Sprocket Support Seals Leaking. Input Shaft Seals leaking Sleeve damaged; misaligned.
2-3 Shift Solenoid Valve (315)

Stuck ON, leaking.
2-3 Accumulator
Leak at piston seal. Channel plate / case porosity.
2-3 Accumulator Valve (344)

Stuck.
Line Pressure

Stuck in upshifted position.

Malfunction (Electrical or Hydraulic).
THIRD GEAR ONLY Control Valve Body Assembly

Debris in the valve body. Spacer plate and gaskets misassembled.
2-3 SHIFT SOL OFF
4TH CLUTCH
REVERSE BAND
2ND CLUTCH
3RD CLUTCH
3RD SPRAG CLUTCH
INPUT CLUTCH
INPUT SPRAG CLUTCH
2/1 BAND
1/2 SUPPORT ROLLER CLUTCH OVERRUN
FORWARD BAND *
92A

PASSAGES
COMPONENTS (
(28) (29) (37) (38) (124) (125) (126) (219) (372) (373) (382)
92B
; ;
17 2
43
43
43
;; ;; ;;; ;;;
42 2 17 2 1 43
(219)
; ;; ;;
42 17 2 2 1
17
42
;; ;; ;; ;; ;; ;; ;;
42 18 18 17 2 19 2 2 2 29 13 19 1
373(#5)
38 40
36
18
36
35
42
42
13
43
42
;;
13 42 2/11 3 38 18 39 39 2 29 20 10 25 39 39 11 10 2 8
42
23
372(#8)

41 18 19 41 4 36 37 2 2 7 18 36 35 37 33 6 29 19 19 38 19 SCREEN/SEAL ASM. (382)
40 SCREEN/SEAL ASM. (382) 40 40 41 2 2 2 36 37
19
19 19 18
19 2 19 2/11 18
3 38 8
7 18
38
6 36 35 36 37 2 24 31 33
29 42
18
37
31 42 22 2 22 2 2 2 8 42 27 31 42 24 25
31
2 23 23 22 23
25
;; ;;
29 29 2 29 20 29 8 2 8 42 13 11 24 11 13 26 12 19 1 14 19 14 2 3 3 38 35 42 42 42 24 42 42 42 31 37 42 1
; ; ;; ;; ;; ;; ; ;;;;; ; ;
39 39 2 29 20 25 11 5 38 39 10 34 6 2 18 2 8 29 8 2 11 2 8 25 11 14 9 12 42 9 2 15 10 412 2
13
18e 18d 6b
22
42e 33a 29h 6a 18b 29g 42b 35b
10 37a 18c 32/31f 43a/2g 24a 37d
29c 25b 31b/29b 31a/29a 20c 14c 31e 8g 42d 42f 24 8e 42b 11g 9a 2w 4 31c 19 22c 2p 1013a 11e 22b 3 9b 12a 42g 16/2s 2t 11f 24b 18 8f 2r 6 12 9 42a 24c 11 2v 2q 13b 23c 8 42c 26 23a 5 31d 25c 12b 22a 25d 32 2n 19f 25e/27b 27c 25 1a 13c/14a 15a 25f/27a 23b 14b 19g
2
SPACER PLATE (370)

(37)
;; ;;
29f 29d 20b/2z
28
;; ; ;; ;; ;; ; ;; ; ;;
39a 39b
14 21 33
8b
40 41
39c 27 5a/10c 1 11b 10b 25a 39d/38c 39e 2h 2k
34 6
2y
8a
31
2m
8d
11c
23
8c
10a
18 32 43 24 37 22 16 2 23 23 22 23 27 42 31 22 2 2 8 31 2 42 42 24 25 25 31
42 35 29
11d
;; ;;
29 20 30 8 31 20 8 2 8 42 14 11 24 13 11 13 26 12 19 1 19 14
; ; ;;; ; ; ;; ;;;; ; ;
2 18 2 8 25 11 11 9 12 42 2 13/14 15
2 10
10
43
43 43
;;;; ;;;; ;;;; ;;;; ;; ;;;;; ;;;;;;; ;;;;; ;;; ; ;; ;;;;; ;; ;;; ;;;;; ;;;; ;;;;; ;; ;; ;; ;;; ;; ;;; ; ;; ;;; ; ;;; ; ;; ;;; ; ;;; ;;;;; ;;; ;;;; ; ;;
373(#6)
42 42 3 40 4 41 19 18 39 2 11 2 17 43 43 40 19 38 8 39 38 28 2 29 2518 20 42 5 43 7 28 18 18 39 11 5 10 28 36 35 11 7 6 29 33 42 39 42 37 21 6 18 2 2 42 8 4 28 36 3742 18 29 42 29 29 2 8 43 43 2 11 13 8 10 2 25 24 37 31 22 2 42 8 22 8 31 24 2 19 2 8 24 2 42 23 42 28 22 31 25 27 27 23 43 19
372(#7)
2 10 43
372(#9) 372(#10)

372(#3)
3 2 19 18
43
; ;
2 13 13 1 43 19 38 6 29 33 35 42 18 42 24 31 25
29 20
14
8 42 1111
12
25
15
42
43
12
43
43
14 43
43
14
15
42
38 36 35
41
39
18
40
(411)
10
11
20
36
39
25
39
18
29
36
43
42
35
39
37
25
37
43 43
11
11
43
14
11
43
42
43
11
12
43
13
15
13/14
372(#1)
; ;
20 29 42 8 43 2 25 13 1 14
29
39
31
43
372(#4)
31
24
33
42
37
22
16
27
42
23
19
31
37
27
22
23
372(#2)
(38) 2
44 10
43
41
3 41 43 35 38 7
7 33 32
42 42
33
45
33
27
33
16
42
31
42
15
16
43
22
19
13
31
16
31
19
15
(28)
27
11
15
16
16
45
(29)
CASE (3) (Bottom)
23 23 22 22
27
(29)
16
16
16
15
(28)
;
37
Figure 88
FOLDOUT 93
22 23
27
15
13
19 37
27
31 27
16
31
23
; ;; ;; ;; ;; ; ;;
;;;; ;;;;
;; ;;; ;
43
;;;; ;;;;
31
22
23
;;; ;;; ;;; ;;; ;; ;;

45 1
;
22 23 23
19
(126) 16
(128)
16 LUBE
(130)
19
16
22
37
27
37
37
;;
16 19 37 37 16
;; ;; ;;
16 19 37 31 27 23 22
19
31
27
22
;
37 16
37
OVERDRIVE RANGE FOURTH GEAR (Torque Converter Clutch Applied)

INPUT CL
TCC APPLY
3RD CL
LO
3RD CLU/ LO 1ST
LO-1ST
4TH CL
39a
19c
5a 10c
38a
39b
11b
18g
38b
19b
41a
11e
29d
20a
20c
40a
11c
14b 14c
11f
29b
29c
2s
TORQ SIG
D-4
LINE LINE
LO-1ST PRN
TORQUE SIG
D-4
1-2,3-4 SIG
ACT FD
CONV FD
EX
D SRV AP
REV SERV
LO-1ST
FWD BST
REV BST
REV LINE

REVERSE

LINE

39f 39e 31c

3RD
REV
INPUT CL
LINE
LINE
TCC RELEASE
TCC APPLY
3-4 SHIFT VALVE
4-3 MDS

D2
D4
EX
EX
31e 35b
PRN REVERSE
D2
LINE LINE
TORQUE SIG REG

EX EX
13
EX
EX
EX
LINE
D4
D2
3RD
18c
EX

ACT FD LIM VALVE
XE XE
1-2 ACCUM VALVE

EX EX
D3 2ND
SUCTION
TCC RELEASE
EX
2ND
LINE
TCC REG APP
EX
TCC SIG (PWM)
TORQUE SIG
3RD
LINE
LINE
EX
TORQUE SIG
EX
TCC REG APPLY
3-4 ACCUM
2-3 ACCUM
37c 37d 8 24c 24a
LINE
EX
3RD
2-3 ACCUM
LINE
24b
2ND CL
LINE
ACT FD
27a
27b
25b
25c
27c
10a
29e
15a
42a
42b
29g
23b
23c
22a
14b
13b
13a
12a
42c
29f
25a
2m
9a
8c
2n
6b
2h
6a
2k
25e
25d
8e
12b
23a
22b
9b
8d
2q
8g
29h
2v
25f
13c
EX
EX
EX
TORQUE SIG
MAN 2-1 SERVO FD
ACTUATOR FD

LINE
2ND CL
PRESSURES
BOTTOM PAN (24)

EX
2ND CL
94
Figure 89
COOLER
ORIFICED CUP PLUG

FWD SERVO
LINE
FWD SERVO COOLER
1-2 ACCUM 2-3 ACCUM
CASE (3)
8f
25
26
18
32
22
10
2r
2t
11
#2
14a
LINE
#1
LUBE COOLER
D3
2-3 AC

LUBE
1-2 ACCUM
TCC RELEASE
3-4 ACC
TCC APPLY
D4

TCC REL
D4
EX
LUBE PIPE (126)
2ND
18e 42d 42f 42g
2-3 OFF SIG
D4
TCC CONTROL VALVE
2g 43a 3 2w 2p
ACTUATOR FD
ACT FD
TORQ SIG
LINE
INPUT CL FD
OIL PUMP
EX
ORIFICED EXH
3-4 ACCUM
2e 42e 21 18d
FWD SERVO
LINE
3RD CLUTCH
EX
EX
D3 EX
ACT FD ACT FD
CASE COVER(400)
2ND CL
18b
LINE
2-3 SHIFT VALVE
3-2 MAN DS
D4 D3
37a
4TH CL
D3
LINE
3RD

#8
36c 37b
FILT LINE
DECREASE
3-4 ACCUM
TFP SWITCH
3RD
ACT FD
D2 AUX INP CL FD
36b
4TH CL
LUBE COOLER
VBS
D2
1-2,3-4 SIG 2ND 3RD
4TH CL 2-3 OFF SIG
D3
23
33a
1-2 SHIFT VALVE
3RD ORIF EX
PUMP BODY (202)
LO D4
LINE
D3
LO-1ST
LO
LO
D-4
IN CL FD
31d 36a 35a
3RD
3RD CL
D2
PRN REVERSE
PRN
D-2 D-3
AUX INPUT CL FD
D3
DECREASE
EX
DECREASE
3RD CLU
REVERSE
OFF
LO-1ST 3RD CL
EX
MANUAL VALVE
EX
31f
32
LO
EX
D4
EX
2-3 SIGNAL
LINE
D-4
#4
LO-1ST
LINE REV BST
PRESS REG VALVE
4a 2f 30
2ND CLUTCH
EX
FWD SERVO
3RD
1 2 D D NR
18a
2z
29a
#9
10b
11a
38c
18k
40b
40c
18f
7a
28
24
27
14
12
19
11d
SPACER PLATE (370)
31
17
15
16
33
29
20
19e
3a
2a
2d
2x
19f 19g
EX
LO
#7
#10
#5
#6
PRN
31b
16a
11g
39c
41c
GASKET (369)
31a
3RD CLUTCH
39d
20b
41b
8a
#3
LO BLOW OFF VALVE
REVERSE
8b
2y
19d
2b
2c
D4 2-3 SIG
D4
LUBE COOLER
LINE
LINE REV SERVO
LINE
TCC RELEASE

LUBE
LUBE
2ND CL
3RD CL/LO-1ST
EX
LUBE
LUBE


INPUT CL
COOLER
REV SERVO
COOLER

(Torque Converter Clutch Applied)
NO FOURTH GEAR/SLIPS IN FOURTH Fourth Clutch Assembly

Clutch plates (500-502) worn or damaged. Fourth clutch spring retaining ring (601), missing or not seated. Piston (603) damaged. Piston Seals (604, 605) worn or damaged. Spring assembly (602) damaged. Servo Cover (80) Broken, loose, leaking. Band (100) Broken, worn, out of position. Case (51) Cracked at band seat.
Fourth Clutch Fluid Routing

Valve Body, Gaskets & Spacer Plate; Channel Plate; Case Porosity, misaligned, loose, fluid restriction, fluid leak across channels.
Driven Sprocket Support Assembly

Third clutch oil passage plugged.
1-2, 3-4 Shift Solenoid Valve (315)

Stuck OFF, leaking.

Stuck in downshifted position.
Manual Valve (404)

Misaligned (in Manual Third).
3-4 Accumulator
Leak at piston seal. Channel plate / case porosity.
3-4 Accumulator Valve (323)

Stuck.
Line Pressure

Malfunction (Hydraulic or Electrical)
FOURTH GEAR ONLY Control Valve Body Assembly

Debris in the valve body. Spacer plate and gaskets misassembled.
NO TCC APPLY OR RELEASE See 4-3 downshift page 96A.
2-3 SHIFT SOL OFF
4TH CLUTCH APPLIED
REVERSE BAND
2ND CLUTCH APPLIED
3RD CLUTCH *
3RD SPRAG CLUTCH OVERRUN
INPUT CLUTCH
INPUT SPRAG CLUTCH
2/1 BAND
FORWARD BAND *
94A

PASSAGES
COMPONENTS (
(28) (29) (37) (38) (124) (125) (126) (219) (372) (373) (382)
94B
; ;
17 2
43
43
43
;; ;; ;;; ;;;
42 2 17 2 1 43
(219)
; ;; ;;
42 17 2 2 1
17
42
;; ;; ;; ;;
42 18 18 17 2 2 2 2 19 1 13 18 19 2/11 2 19 18 39 2 19 19 38 7 18 36 35 37 33 6 29 34 6 18 2 18 42 35 29 29 20 30 24 31 31 8 2 8 42 42 8 42 24 25 31 25 24 2
373(#5)
38 40 19
36
18 35
36
42
42
29 13 13
43
42
42
42
23
372(#8)

41 3 38 39 SCREEN/SEAL ASM. (382)
40 SCREEN/SEAL ASM. (382) 40 40 41 2 2 2 36 37
19
19 19 18
19 2 19 2/11 18 39
3 38 8
7 18
38
29 25
6 36 35 36 37 2 24 31 33 29 42 29 6 18 29 29 2 29 2 8 34
18
37
31 42 22 2 22 2 2 2 8 42 27 31 42 24 25
31
2 23 23 22 23
25
;; ;;
20 29 8 2 8 42 13 11 24 11 13 26 12 19 1 14 19 14 2 3 3 38 35 42 42 42 24 42 42 42 31 37 42 1
; ; ;; ;; ;; ; ;;; ; ;
39 20 11 5 38 39 10 2 8 2 11 2 8 25 11 14 9 12 42 9 2 15 10 412 2
13
18e 18d 6b
21 22
42e 33a 29h 6a 18b 29g 42b 35b

23
10 37a 18c 32/31f 43a/2g
24a
2
SPACER PLATE (370)

(37)
;; ;;
29f 29d 20b/2z
28
;; ; ;; ;; ; ;; ; ;;
39a 39b
14 33
8b
40 41 41 4 36 37 2 2
39c 27 5a/10c 1 11b 10b 25a 39d/38c 39e 2h 2k
29
2y
8a
31
2m
8d
11c
8c
10a
32
43
11d 37 22 16 2 23 23 22 23 27 22 2 2 31 2
;; ;;
8 20 42 14 11 13 11 13 26 12 19 1 19 14
; ; ;;; ; ;; ;;; ; ;
20 10 25 39 39 11 10 2 8 2 8 25 11 11 9 12 42 2 13/14 15
2 10
10
43
43 43
;;;; ;;;; ;;;; ;;;; ;; ;;;;; ;;; ;;; ;;;;; ;;; ;;;;; ;;; ; ;;;;; ;;; ;;;;; ;; ;; ;; ;;; ;; ;;; ; ;; ;;; ; ; ;; ;;; ; ;;;;; ;;;; ; ;;
373(#6)
42 42 3 40 4 41 19 18 39 2 11 2 17 43 43 40 19 38 8 39 38 28 2 29 2518 20 42 5 43 7 28 18 18 39 11 5 10 28 36 11 35 7 6 29 33 42 39 42 37 21 6 18 2 2 42 8 4 28 36 3742 18 29 42 29 29 2 8 43 43 2 11 13 8 10 2 25 24 37 31 22 2 42 8 22 8 31 24 2 19 2 8 24 2 42 23 42 28 22 31 25 27 27 23 43 19
372(#7)
2 10 43
372(#9) 372(#10)

372(#3)
3 2 19 18
43
; ;
2 13 13 1 43 19 38 6 29 33 35 42 18 42 24 31 25
29 20
14
8 42 1111
12
25
15
42
43
12
43
43
14 43
43
14
15
42
38 36 35
41
39
18
40
(411)
10
11
20
36
39
25
39
18
29
36
43
42
35
39
37
25
37
43 43
11
11
43
14
11
43
42
43
11
12
43
13
15
13/14
372(#1)
CASE COVER (400) 372(#2) (Control Valve Body Side) NOTE: -
; ;
20 29 42 8 43 2 25 13 1 14
29
39
31
43
372(#4)
31
24
33
42
37
22
16
27
42
23
19
31
37
27
22
23
(38) 2
44 10
43
41
3 41 43 35 38 7
7 33 32
42 42
16
43
22
19
13
31
16
31
19
15
(28)
27
11
15
16
16
45
(29)
CASE (3) (Bottom)
23 23 22 22
27
(29)
16
16
16
15
(28)
;
37
Figure 90
FOLDOUT 95
; ;; ;; ;; ;; ; ;;
;;;; ;;;;
33 27 16
42
15
22 23
27
;; ;;; ;
43 45 15 13
;;;; ;;;;
31

22
23 31 7
33
33
42
19 37
27
31 27
16
31
23
;;; ;;; ;;; ;;; ;; ;;

45 1
;
22 23 23
19
(126) 16
(128)
16 LUBE
(130)
19
16
22
37
27
37
37
;;
16 19 37 37 16
;; ;; ;;
16 19 37 31 27 23 22
19
31
27
22
;
37 16
37
OVERDRIVE RANGE 4-3 DOWNSHIFT

INPUT CL
4TH
TCC APPLY
3RD CL
LO
3RD CLU/ LO 1ST
LO-1ST
4TH CL
39a
19c
5a 10c
38a
39b
11b
18g
38b
19b
41a
11e
29d
20a
20c
40a
11c
11d
14c
11f
29b
29c
2s
TORQ SIG
D-4
LINE LINE
LO-1ST PRN
TORQUE SIG
1-2,3-4 SIG
D-4
ACT FD
CONV FD
EX
D SRV AP
REV SERV
LO-1ST
FWD BST
REV BST
REV LINE

REVERSE

LINE

2-3 Shift Solenoid
39f 39e 31c

3RD
REV
INPUT CL
LINE
LINE
TCC RELEASE
TCC APPLY
D2
D4
EX
EX
31e 35b
D2
LINE LINE
TORQUE SIG REG

EX EX
13
EX
EX
EX
D2
3RD
18c
EX

ACT FD LIM VALVE
XE XE
1-2 ACCUM VALVE

EX EX
D3 2ND
SUCTION
TCC RELEASE
2-3 OFF SIG

EX
2ND
LINE
TCC REG APP
TCC REL
EX
TCC SIG (PWM)
TORQUE SIG
3RD
3-4 ACCUM
EX
2-3 ACCUM
LINE
LINE
TORQUE SIG
EX
TCC REG APPLY
37c 37d 8 24c
LINE
EX
3RD
2-3 ACCUM
LINE
24b
2ND CL
LINE
ACT FD
27a
25e 27b
25b
25c
27c
10a
29e
15a
13b
42a
13a
42b
29g
23b
23c
22a
14b
12a
42c
29f
25a
2m
9a
8c
2n
6b
2h
6a
2k
25d
8e
12b
23a
22b
9b
8d
2q
25
26
18
32
22
10
2r
2t
11
8g
29h
8f
13c
2v
25f
TORQUE SIG
MAN 2-1 SERVO FD
ACTUATOR FD

LINE
2ND CL
PRESSURES
BOTTOM PAN (24)

EX

2ND CL
96
Figure 91
COOLER
ORIFICED CUP PLUG

FWD SERVO
LINE
FWD SERVO COOLER
1-2 ACCUM 2-3 ACCUM
CASE (3)
EX
EX
EX
#2
14a
#1
LINE
LUBE COOLER
D3
2-3 AC

LUBE
24a
1-2 ACCUM
TCC RELEASE
3-4 ACC
TCC APPLY
D4
D4
EX
LUBE PIPE (126)
2ND
18e 42d 42f 42g
D4
TCC CONTROL VALVE
2g 43a 3 2w 2p
ACTUATOR FD
ACT FD
TORQ SIG
LINE
INPUT CL FD
OIL PUMP
EX
ORIFICED
EXH
42e
21 18d
3-4 ACCUM
2e
EX
FWD SERVO
LINE
3RD CLUTCH
EX
EX
D3
ACT FD ACT FD
CASE COVER(400)
2ND CL

LINE
18b
D4
LINE
2-3 SHIFT VALVE
3-2 MAN DS
D4 D3
37a
4TH CL
D3
LINE
3RD
#8
36c 37b
FILT LINE
3-4 ACCUM
DECREASE
TFP SWITCH
3RD
ACT FD
D2 AUX INP CL FD
36b
4TH CL
LUBE COOLER
VBS
D2
33a
1-2,3-4 SIG 2ND 3RD
4TH CL 2-3 OFF SIG
23
4-3 MDS
PRN REVERSE
D3
1-2 SHIFT VALVE
3RD ORIF EX
3-4 SHIFT VALVE
PUMP BODY (202)
LO D4
LINE
D3
LO-1ST
LO
LO
D-4
IN CL FD
31d 36a 35a
3RD
3RD CL
D2
PRN REVERSE
PRN
D-2 D-3
AUX INPUT CL FD
D3
DECREASE
EX
DECREASE
3RD CLU
REVERSE
N.O.
OFF
LO-1ST 3RD CL
EX
MANUAL VALVE
EX
31f
32
LO
EX
D4
EX
2-3 SIGNAL
LINE
30
D-4
#4
LO-1ST
LINE REV BST
PRESS REG VALVE
4a
2f
2ND CLUTCH
EX
FWD SERVO
3RD
1 2 D D NR
18a
2z
29a
#9
10b
11a
38c
18k
40b
40c
18f
7a
SPACER PLATE (370)
28
24
27
14
12
19
31
17
15
16
33
29
20
19e
3a
2a
2d
2x
19f 19g
EX
LO
#7
#10
#5
#6
PRN
31b
16a
11g
39c
41c
GASKET (369)
31a
3RD CLUTCH
39d
20b
41b
8a
#3
LO BLOW OFF VALVE
REVERSE
8b
2y
19d
2b
2c
D4 2-3 SIG
D4
LUBE COOLER
LINE
LINE REV SERVO
LINE
TCC
RELEASE
CL INPUT CL 2ND CL 3RD CL/LO-1ST 3RD CL LO LO-1ST CHAIN OILER
LUBE
LUBE
2ND CL
3RD CL/LO-1ST
EX
LUBE
LUBE
;;;;; ;;;;; ;;;;; ; ;;;;; ;;;;; ;;;;; ;;;;; ;;;;;


INPUT CL
COOLER
REV SERVO
COOLER

NO THIRD GEAR/SLIPS IN THIRD

See Overdrive Range Third Gear (page 92A) for possible faults and conditions related to normal third gear operation.
NO TCC APPLY / SLIPPING / SOFT APPLY TCC PWM Solenoid Valve (334)
Stuck OFF O-ring leaking. No voltage to solenoid. Poor electrical connection.
Wiring Harness (224)

Pinched wire (electrical short). Damaged electrical connector.
PCM
No signal to solenoid.
Brake Switch
Not functioning (open).
Pressure Regulator Valve (313)

Stuck.

Internal failure.
TCC Fluid Circuits

Leaks.
TCC Regulator Apply Valve (327)

Stuck in TCC release position.
Turbine Shaft Assembly (518)

Turbine shaft O-ring seal (520) is damaged or missing. Turbine shaft oil seal rings (513, 519) damaged or missing. Turbine shaft is damaged.
Fluid Level or Pressure

Low.
Cooler Lines
Plugged.
NO TCC RELEASE TCC PWM Solenoid Valve (334)

Internal failure. Fluid exhaust plugged. External Ground.

Internal Failure.
TCC Regulator Apply Valve (327)

Stuck in TCC apply position.
2-3 SHIFT SOL OFF
4TH CLUTCH
REVERSE BAND
2ND CLUTCH
3RD CLUTCH
3RD SPRAG CLUTCH
INPUT CLUTCH
INPUT SPRAG CLUTCH
2/1 BAND
FORWARD BAND *
96A

PASSAGES
COMPONENTS (
(28) (29) (37) (38) (124) (125) (126) (219) (372) (373) (382)
96B
OVERDRIVE RANGE 4-3 DOWNSHIFT(Torque Converter Clutch Released)
; ;
17 2
43
43
43
;; ;; ;;; ;;;
42 2 17 2 1 43
(219)
; ;; ;;
42 17 2 2 1
17
42
;; ;; ;; ;; ;; ;; ;;
42 18 18 17 2 19 2 2 2 29 13 19 1
373(#5)
38 40
36
18
36
35
42
42
13
43
42
;;
13 42 2/11 3 38 18 39 39 2 29 20 10 25 39 39 11 10 2 8
42
23
372(#8)

41 18 19 41 4 36 37 2 2 7 18 36 35 37 33 6 29 19 19 38 19 SCREEN/SEAL ASM. (382)
40 SCREEN/SEAL ASM. (382) 40 40 41 2 2 2 36 37
19
19 19 18
19 2 19 2/11 18
3 38 8
7 18
38
6 36 35 36 37 2 24 31 33
29 42
18
37
31 42 22 2 22 2 2 2 8 42 27 31 42 24 25
31
2 23 23 22 23
25
;; ;;
29 29 2 29 20 29 8 2 8 42 13 11 24 11 13 26 12 19 1 14 19 14 2 3 3 38 35 42 42 42 24 42 42 42 31 37 42 1
; ; ;; ;; ;; ;; ; ;;;;; ; ;
39 39 2 29 20 25 11 5 38 39 10 34 6 2 18 2 8 29 8 2 11 2 8 25 11 14 9 12 42 9 2 15 10 412 2
13
18e 18d 6b
22
42e 33a 29h 6a 18b 29g 42b 35b
10 37a 18c 32/31f 43a/2g
24a
2
SPACER PLATE (370)

(37)
;; ;;
29f 29d 20b/2z
28
;; ; ;; ;; ;; ; ;; ; ;;
39a 39b
14 21 33
8b
40 41
39c 27 5a/10c 1 11b 10b 25a 39d/38c 39e 2h 2k
34 6
2y
8a
31
2m
8d
11c
23
8c
10a
18 32 43 24 37 22 16 2 23 23 22 23 27 22 2 2 8 42 31 31 2 42 42 24 25 25 31
42 35 29
11d
;; ;;
29 20 30 8 31 20 8 2 8 42 14 11 24 13 11 13 26 12 19 1 19 14
; ; ;;; ; ; ;; ;;;; ; ;
2 18 2 8 25 11 11 9 12 42 2 13/14 15
2 10
10
43
43 43
;;;; ;;;; ;;;; ;;;; ;; ;;;;; ;;;;;;; ;;;;; ;;; ; ;; ;;;;; ;; ;;; ;;;;; ;;;; ;;;;; ;; ;; ;; ;;; ;; ;;; ; ;; ;;; ; ;;; ; ;; ;;; ; ;;; ;;; ;;; ;;;; ;;;;;
373(#6)
42 42 3 40 4 41 19 18 39 2 11 2 17 43 43 40 19 38 8 39 38 28 2 29 2518 20 42 5 43 7 28 18 18 39 11 5 10 28 36 11 35 7 6 29 33 42 39 42 37 21 6 18 2 2 42 8 4 28 36 3742 18 29 42 29 29 2 8 43 43 2 11 13 8 10 2 25 24 37 31 22 2 42 8 22 8 31 24 2 19 2 8 24 2 42 23 42 28 22 31 25 27 27 23 43 19
372(#7)
2 10 43
372(#9) 372(#10)

372(#3)
3 2 19 18
43
; ;
2 13 13 1 43 19 38 6 29 33 35 42 18 42 24 31 25
29 20
14
8 42 1111
12
25
15
42
43
12
43
43
14 43
43
14
15
42
38 36 35
41
39
18
40
(411)
10
11
20
36
39
25
39
18
29
36
43
42
35
39
37
25
37
43 43
11
11
43
14
11
43
42
43
11
12
43
13
15
13/14
372(#1)
; ;
20 29 42 8 43 2 25 13 1 14
29
39
31
43
372(#4)
31
24
33
42
37
22
16
27
42
23
19
31
37
27
22
23
372(#2)
(38) 2
44 10
43
41
3 41 43 35 38 7
7 33 32
42 42
33
45
33
27
33
16
42
31
42
15
16
43
22
19
13
31
16
31
19
15
(28)
27
11
15
16
16
45
(29)
CASE (3) (Bottom)
23 23 22 22
27
(29)
16
16
16
15
(28)
;
37
Figure 92
FOLDOUT 97
22 23
27
15
13
19 37
27
31 27
16
31
23
; ;; ;; ;; ;; ; ;;
;;;; ;;;;
;; ;;; ;
43
;;;; ;;;;
31
22
23
;;; ;;; ;;; ;;; ;; ;;

45 1
;
22 23 23
19
(126) 16
(128)
16 LUBE
(130)
19
16
22
37
27
37
37
;;
16 19 37 37 16
;; ;; ;;
16 19 37 31 27 23 22
19
31
27
22
;
37 16
37
DRIVE RANGE MANUAL THIRD

INPUT CL
TCC APPLY
3RD CL
LO
3RD CLU/ LO 1ST
3RD CLUTCH
LO-1ST
4TH CL
39a
19c
5a 10c
38a
39b
11b
18g
38b
19b
41a
11e
29d
20a
20c
40a
11c
11d
14c
11f
29b
29c
2s
TORQ SIG
D-4
LINE LINE
LO-1ST PRN
TORQUE SIG
1-2,3-4 SIG
D-4
ACT FD
CONV FD
EX
D SRV AP
REV SERV
LO-1ST
FWD BST
REV BST
REV LINE

REVERSE

LINE

2-3 Shift Solenoid
39f 39e 31c

3RD
REV
LINE
LINE
TCC RELEASE
TCC APPLY
3-4 SHIFT VALVE
4-3 MDS
D2
D4
EX
EX
31e
PRN
D2
LINE LINE
TORQUE SIG REG

EX EX
13
EX
EX
EX
D2
3RD
18c
EX

ACT FD LIM VALVE
XE XE
1-2 ACCUM VALVE

EX EX
D3 2ND
SUCTION
TCC RELEASE
2-3 OFF SIG

EX
LINE
2ND
TCC REG APP
TCC REL
EX
TCC SIG (PWM)
TORQUE SIG
3RD
3-4 ACCUM
EX
2-3 ACCUM
LINE
LINE
TORQUE SIG
EX
TCC REG APPLY
37c 37d 8 24c 24a
LINE
EX
3RD
2-3 ACCUM
LINE
24b
2ND CL
LINE

ACT FD
27b
27a
14a
LINE
25b
25c
27c
10a
29e
15a
42a
42b
23c
22a
29g
23b
14b
13b
13a
12a
42c
29f
25a
2m
9a
8c
2n
6b
2h
6a
2k
25e
25d
8e
12b
23a
22b
9b
8d
2q
25
26
18
32
22
10
2r
2t
11
8g
29h
8f
13c
25f
2v
EX
EX
EX
TORQUE SIG
MAN 2-1 SERVO FD
ACTUATOR FD

LINE
2ND CL
PRESSURES
BOTTOM PAN (24)

EX

2ND CL
98
Figure 93
COOLER
ORIFICED CUP PLUG

FWD SERVO
LINE
FWD SERVO COOLER
1-2 ACCUM 2-3 ACCUM
CASE (3)
#2
#1
LUBE COOLER
D3
2-3 AC

LUBE
1-2 ACCUM
TCC RELEASE
3-4 ACC
TCC APPLY
D4
D4
EX
LUBE PIPE (126)
2ND
18e 42d 42f 42g
D4
TCC CONTROL VALVE
2g 43a 3 2w 2p
ACTUATOR FD
ACT FD
TORQ SIG

LINE
INPUT CL FD
OIL PUMP
EX
ORIFICED
EXH
42e
21 18d
3-4 ACCUM
2e
EX
FWD SERVO
LINE
3RD CLUTCH
EX
EX
D3
ACT FD ACT FD
CASE COVER(400)
2ND CL

LINE
18b
D4
LINE
2-3 SHIFT VALVE
3-2 MAN DS
D4 D3
37a
4TH CL
D3
LINE
3RD
#8
36c 37b
FILT LINE
DECREASE
3-4 ACCUM
TFP SWITCH

3RD
ACT FD
D2 AUX INP CL FD
36b
4TH CL
LUBE COOLER
VBS
D2
33a
1-2,3-4 SIG 2ND 3RD
4TH CL 2-3 OFF SIG
35b
23
D3
REVERSE
35a
1-2 SHIFT VALVE
3RD ORIF EX
PUMP BODY (202)
LO D4
D3
LO-1ST
3RD

LINE
LO
LO
D-4
IN CL FD
31d 36a
3RD CL
D2
PRN REVERSE
PRN
D-2 D-3
AUX INPUT CL FD
D3
DECREASE
INPUT CL
3RD CL
EX
DECREASE
3RD CLU
REVERSE
N.O.
OFF
LO-1ST
EX

MANUAL VALVE
EX
31f
32
LO
EX
D4
EX
2-3 SIGNAL
LINE
30
D-4
#4
LO-1ST
LINE REV BST
PRESS REG VALVE
4a
2f
2ND CLUTCH
EX
FWD SERVO
3RD
1 2 D D NR
18a
2z
29a
#9
10b
11a
38c
18k
40b
40c
18f
7a
SPACER PLATE (370)
28
24
27
14
12
19
31
17
15
16
33
29
20
19e
3a
2a
2d
2x
19f 19g
EX
LO
#7
#10
#5
#6
PRN
31b
11g
39c
41c
GASKET (369)
31a
39d
16a
20b
41b
8a
#3
LO BLOW OFF VALVE
REVERSE
8b
2y
19d
2b
2c
D4 2-3 SIG
D4
LUBE COOLER
LINE
LINE REV SERVO
LINE
TCC
RELEASE

LUBE
LUBE
2ND CL
3RD CL/LO-1ST
EX
LUBE
LUBE
3RD CL/LO-1ST
REV SERVO
;;;;; ;;;;; ; ;;;;; ;;;;; ;;;;; ;;;;; ;;;;; ;;;;;

INPUT CL

INPUT CL
COOLER
COOLER
DRIVE RANGE - MANUAL THIRD

NO THIRD GEAR/SLIPS IN THIRD

See Overdrive Range Third Gear (page 92A) for possible faults and conditions related to normal third gear operation.
NO ENGINE COMPRESSION BRAKING Input Clutch

Piston (636) and Seals (634, 635) Binding, cracked, leaking. Clutch Plates (654-658) Friction material worn, splines broken. Spring and retainer assembly (637) Binding, broken. Input Housing Sleeve and Shaft (632) Damaged, cracked, fluid feed holes restricted, seal rings leaking. Housing Retainer and Ball Assembly (633) Missing, loose, plugged.
Input Clutch Fluid Routing

Valve Body Gaskets and Spacer Plate; Channel Plate and Gasket; Driven Sprocket Support Porosity, misaligned, loose, fluid restriction, fluid leak across channels. Driven Sprocket Support Seals Leaking.
Fluid Level or Pressure


Stuck in 4th gear position. (No input clutch apply).

Misaligned.
2-3 SHIFT SOL @OFF
4TH CLUTCH
REVERSE BAND
2ND CLUTCH
3RD CLUTCH
3RD SPRAG CLUTCH
INPUT CLUTCH
INPUT SPRAG CLUTCH
2/1 BAND
FORWARD BAND *
APPLIED APPLIED HOLDING APPLIED HOLDING
98A
DRIVE RANGE - MANUAL THIRD

PASSAGES
COMPONENTS (
(28) (29) (37) (38) (124) (125) (126) (219) (372) (373) (382)
98B
DRIVE RANGE MANUAL THIRD
; ;
17 2
43
43
43
;; ;; ;;; ;;;
42 2 17 2 1 43
(219)
; ;; ;;
42 17 2 2 1
17
42
;; ;; ;; ;; ;; ;; ;;
42 18 18 17 2 19 2 2 2 29 13 19 1
373(#5)
38 40
36
18
36
35
42
42
13
43
42
;;
13 42 2/11 3 38 18 39 39 2 29 20 10 25 39 39 11 10 2 8
42
23
372(#8)

41 18 19 41 4 36 37 2 2 7 18 36 35 37 33 6 29 19 19 38 19 SCREEN/SEAL ASM. (382)
40 SCREEN/SEAL ASM. (382) 40 40 41 2 2 2 36 37
19
19 19 18
19 2 19 2/11 18
3 38 8
7 18
38
6 36 35 36 37 2 24 31 33
29 42
18
37
31 42 22 2 22 2 2 2 8 42 27 31 42 24 25
31
2 23 23 22 23
25
;; ;;
29 29 2 29 20 29 8 2 8 42 13 11 24 11 13 26 12 19 1 14 19 14 2 3 3 38 35 42 42 42 24 42 42 42 31 37 42 1
; ; ;; ;; ;; ;; ; ;;;;; ; ;
39 39 2 29 20 25 11 5 38 39 10 34 6 2 18 2 8 29 8 2 11 2 8 25 11 14 9 12 42 9 2 15 10 412 2
13
18e 18d 6b
22
42e 33a 29h 6a 18b 29g 42b 35b
10 37a 18c 32/31f 43a/2g
24a
2
SPACER PLATE (370)

(37)
;; ;;
29f 29d 20b/2z
28
;; ; ;; ;; ;; ; ;; ; ;;
39a 39b
14 21 33
8b
40 41
39c 27 5a/10c 1 11b 10b 25a 39d/38c 39e 2h 2k
34 6
2y
8a
31
2m
8d
11c
23
8c
10a
18 32 43 24 37 22 16 2 23 23 22 23 27 42 31 22 2 2 8 31 2 42 42 24 25 25 31
42 35 29
11d
;; ;;
29 20 30 8 31 20 8 2 8 42 14 11 24 13 11 13 26 12 19 1 19 14
; ; ;;; ; ; ;; ;;;; ; ;
2 18 2 8 25 11 11 9 12 42 2 13/14 15
2 10
10
43
43 43
;;;; ;;;; ;;;; ;;;; ;; ;;;;; ;;;;;;; ;;;;; ;;; ; ;; ;;;;; ;; ;;; ;;;;; ;;;; ;;;;; ;; ;; ;; ;;; ;; ;;; ; ;; ;;; ;;; ; ;; ;;; ;;; ;;;;; ;;; ;;;; ; ;;
373(#6)
42 42 3 40 4 41 19 18 39 2 11 2 17 43 43 40 19 38 8 39 38 28 2 29 2518 20 42 5 43 7 28 18 18 39 11 5 10 28 36 35 11 7 6 29 33 42 39 42 37 21 6 18 2 2 42 8 4 28 36 3742 18 29 42 29 29 2 8 43 43 2 11 13 8 10 2 25 24 37 31 22 2 42 8 22 8 31 24 2 19 2 8 24 2 42 23 42 28 22 31 25 27 27 23 43 19
372(#7)
2 10 43
372(#9) 372(#10)

372(#3)
3 2 19 18
43
; ;
2 13 13 1 43 19 38 6 29 33 35 42 18 42 24 31 25
29 20
14
8 42 1111
12
25
15
42
43
12
43
43
14 43
43
14
15
42
38 36 35
41
39
18
40
(411)
10
11
20
36
39
25
39
18
29
36
43
42
35
39
37
25
37
43 43
11
11
43
14
11
43
42
43
11
12
43
13
15
13/14
372(#1)
; ;
20 29 42 8 43 2 25 13 1 14
29
39
31
43
372(#4)
31
24
33
42
37
22
16
27
42
23
19
31
37
27
22
23
372(#2)
(38) 2
44 10
43
41
3 41 43 35 38 7
42 42
33
45
33
27
33
16
42
31
42
15
16
43
22
19
13
31
16
31
19
15
(28)
27
11
15
16
16
45
(29)
CASE (3) (Bottom)
23 23 22 22
27
(29)
16
16
16
15
(28)
;
37
Figure 94
FOLDOUT 99
22 23
27
15
13
19 37
27
31 27
16
31
23
; ;; ;; ;; ;; ; ;;
;;;; ;;;;
32
;; ;;; ;
43
;;;; ;;;;
31
22
23
33
;;; ;;; ;;; ;;; ;; ;;

45 1
;
22 23 23
19
(126) 16
(128)
16 LUBE
(130)
19
16
22
37
27
37
37
;;
16 19 37 37 16
;; ;; ;;
16 19 37 31 27 23 22
19
31
27
22
;
37 16
37
DRIVE RANGE MANUAL SECOND

TCC
RELEASE TCC APPLY
3RD CL
LO
3RD CLU/ LO 1ST
LO-1ST
4TH CL
39a
19c
5a 10c
38a
39b
11b
18g
38b
19b
41a
11e
29d
20a
20c
40a
11c
11f
29b
29c
2s
TORQ SIG
D-4
LINE LINE
LO-1ST PRN
TORQUE SIG
D-4
1-2,3-4 SIG
ACT FD
D SRV AP
REV SERV
LO-1ST
FWD BST
REV BST
REV LINE
REVERSE
LINE

39f 39e
31c
3RD
REV
36a 35a 31e
LINE
LINE
TCC RELEASE
TCC APPLY
3-4 SHIFT VALVE
4-3 MDS
D2
D4
EX
EX
PRN
D2
LINE LINE
TORQUE SIG REG

EX EX
2-3 SHIFT VALVE

EX EX
3-2 MAN DS
EX
D4 D3
37a 13
4TH CL
D2
3RD
EX
INPUT CL FD
1-2 ACCUM VALVE

EX EX
D3 2ND
SUCTION
TCC RELEASE
2-3 OFF SIG

EX
2ND
LINE
TCC REG APP
TCC REL
EX
TCC SIG (PWM)
TORQUE SIG
3RD
LINE
LINE
EX
EX
TCC REG APPLY
LINE
EX
3RD
2-3 ACCUM
2ND CL
LINE
LINE
ACT FD
24b
27a
25e 27b
LINE
25b
25c
27c
10a
29e
15a
42a
42b
29g
23b
23c
22a
14b
13b
13a
12a
42c
29f
25a
2m
9a
8c
2n
6b
2h
6a
2r
2k
25d
8e
12b
23a
22b
9b
8d
2q
25
26
18
32
22
10
11
2t
8g
29h
8f
13c
25f
2v
EX
EX
EX
TORQUE SIG
MAN 2-1 SERVO FD
ACTUATOR FD

LINE
2ND CL
PRESSURES
BOTTOM PAN (24)

EX
2ND CL
100
Figure 95
COOLER
ORIFICED CUP PLUG

FWD SERVO
LINE
FWD SERVO COOLER
1-2 ACCUM 2-3 ACCUM
CASE (3)
#2
14a
#1
LUBE COOLER
D3
2-3 AC

LUBE
24a
1-2 ACCUM
TCC RELEASE
3-4 ACC
TCC APPLY
TORQUE SIG
3-4 ACCUM
2-3 ACCUM
37c

37d 8 24c
D4
D4
EX
LUBE PIPE (126)
2ND
18e 42d 42f 42g
D4
TCC CONTROL VALVE
2g 43a 3 2w 2p
ACTUATOR FD
ACT FD
TORQ SIG
LINE
OIL PUMP

3-4 ACCUM
2e 42e 21 18d
FWD SERVO
LINE ORIFICED EXH
3RD CLUTCH
EX
EX
18c
EX

ACT FD LIM VALVE
XE XE
D3
EX
ACT FD ACT FD
CASE COVER(400)
2ND CL
LINE
18b
D4
LINE
D3
LINE
3RD
#8
36c
37b
FILT LINE
DECREASE
TFP SWITCH

3RD
36b
ACT FD
D2 AUX INP CL FD
4TH CL 3-4 ACCUM
LUBE COOLER
VBS
D2
1-2,3-4 SIG 2ND 3RD

4TH CL 2-3 OFF SIG
35b
23
D3
REVERSE
33a
1-2 SHIFT VALVE
3RD ORIF EX
D3
PUMP BODY (202)
LINE
D2
LO D4
D3
LO-1ST
31d
3RD
LO
LO
D-4
IN CL FD
3RD CL
PRN REVERSE
PRN
D-2 D-3
DECREASE
INPUT CL
AUX INPUT CL FD

EX
DECREASE
3RD CLU
REVERSE
ON
LO-1ST 3RD CL
EX

MANUAL VALVE
EX
31f
32
LO
EX
D4
EX
2-3 SIGNAL
LINE
D-4
30
#4
LO-1ST
LINE REV BST
PRESS REG VALVE
4a
2f
2ND CLUTCH
EX
FWD SERVO
3RD
CONV FD
EX
1 2 D D NR
18a
2z
29a
38c
#9
10b
11a
18k
40b
40c
18f
7a
28
24
27
14
12
19
11d
14c
SPACER PLATE (370)
31
17
15
16
33
29
20
19e
3a
2a
2d
2x
19f 19g
EX
LO
#7
#10
#5
#6
PRN
31b
16a
11g
39c
41c
GASKET (369)
3RD CLUTCH
39d
20b
31a
41b
8a
#3
LO BLOW OFF VALVE
REVERSE
8b
2y
19d
2b
2c
D4 2-3 SIG
D4
LUBE COOLER
LINE
LINE REV SERVO
LINE

LUBE

LUBE
2ND CL
3RD CL/LO-1ST
EX
LUBE
LUBE
REV SERVO
;;;;; ;;;;; ;;;;; ; ;;;;; ;;;;; ;;;;; ;;;;; ;;;;;

INPUT CL

INPUT CL
COOLER
COOLER
DRIVE RANGE - MANUAL SECOND

(From Drive Range - Manual Third)
NO MANUAL SECOND GEAR

See Overdrive Range Second Gear (page 90A) for possible faults and conditions related to normal second gear operation.

No apply / slipping (See MANUAL THIRD page 98A)
2-1 Manual Band Servo

No apply / slipping. Servo Piston (108) Broken, binding. Servo Piston Seal (107) Leaking. Servo Pin (111) and Springs (109, 112) Binding, broken. Servo Cover (104) Broken, loose, leaking. Band (680) Broken, worn, out of position. Case (3) Cracked at band seat.
Band Apply Fluid Routing


Leaking, inoperative.

Stuck in third gear position.

Misaligned.
2-3 SHIFT SOL @ON
4TH CLUTCH
REVERSE BAND
2ND CLUTCH APPLIED
3RD CLUTCH
3RD SPRAG CLUTCH
INPUT CLUTCH *
INPUT SPRAG CLUTCH OVERRUN
2/1 BAND
FORWARD BAND
HOLDING APPLIED
100A
DRIVE RANGE - MANUAL SECOND

(From Drive Range - Manual Third)
PASSAGES
COMPONENTS (
(28) (29) (37) (38) (124) (125) (126) (219) (372) (373) (382)
100B
DRIVE RANGE MANUAL SECOND
; ;
17 2
43
43
43
;; ;; ;;; ;;;
42 2 17 2 1 43
(219)
; ;; ;;
42 17 2 2 1
17
42
;; ;; ;; ;; ;; ;; ;;
42 18 18 17 2 19 2 2 2 29 13 19 1
373(#5)
38 40
36
18
36
35
42
42
13
43
42
;;
13 42 2/11 3 38 18 39 39 2 29 20 10 25 39 39 11 10 2 8
42
23
372(#8)

41 18 19 41 4 36 37 2 2 7 18 36 35 37 33 6 29 19 19 38 19 SCREEN/SEAL ASM. (382)
40 SCREEN/SEAL ASM. (382) 40 40 41 2 2 2 36 37
19
19 19 18
19 2 19 2/11 18
3 38 8
7 18
38
6 36 35 36 37 2 24 31 33
29 42
18
37
31 42 22 2 22 2 2 2 8 42 27 31 42 24 25
31
2 23 23 22 23
25
;; ;;
29 29 2 29 20 29 8 2 8 42 13 11 24 11 13 26 12 19 1 14 19 14 2 3 3 38 35 42 42 42 24 42 42 42 31 37 42 1
; ; ;; ;; ;; ;; ; ;;;;; ; ;
39 39 2 29 20 25 11 5 38 39 10 34 6 2 18 2 8 29 8 2 11 2 8 25 11 14 9 12 42 9 2 15 10 412 2
13
18e 18d 6b
22
42e 33a 29h 6a 18b 29g 42b 35b
10 37a 18c 32/31f 43a/2g
24a
2
SPACER PLATE (370)

(37)
;; ;;
29f 29d 20b/2z
28
;; ; ;; ;; ;; ; ;; ; ;;
39a 39b
14 21 33
8b
40 41
39c 27 5a/10c 1 11b 10b 25a 39d/38c 39e 2h 2k
34 6
2y
8a
31
2m
8d
11c
23
8c
10a
18 32 43 24 37 22 16 2 23 23 22 23 27 42 31 22 2 2 8 31 2 42 42 24 25 25 31
42 35 29
11d
;; ;;
29 20 30 8 31 20 8 2 8 42 14 11 24 13 11 13 26 12 19 1 19 14
; ; ;;; ; ; ;; ;;;; ; ;
2 18 2 8 25 11 11 9 12 42 2 13/14 15
2 10
10
43
43 43
;;;; ;;;; ;;;; ;;;; ;; ;;;;; ;;;;;;; ;;;;; ;;; ; ;; ;;;;; ;; ;;; ;;;;; ;;;; ;;;;; ;; ;; ;; ;;; ;; ;;; ; ;; ;;; ; ;;; ; ;; ;;; ; ;;; ;;;;; ;;; ;;;; ; ;;
373(#6)
42 42 3 40 4 41 19 18 39 2 11 2 17 43 43 40 19 38 8 39 38 28 2 29 2518 20 42 5 43 7 28 18 18 39 11 5 10 28 36 11 35 7 6 29 33 42 39 42 37 21 6 18 2 2 42 8 4 28 36 3742 18 29 42 29 29 2 8 43 43 2 11 13 8 10 2 25 24 37 31 22 2 42 8 22 8 31 24 2 19 2 8 24 2 42 23 42 28 22 31 25 27 27 23 43 19
372(#7)
2 10 43
372(#9) 372(#10)

372(#3)
3 2 19 18
43
; ;
2 13 13 1 43 19 38 6 29 33 35 42 18 42 24 31 25
29 20
14
8 42 1111
12
25
15
42
43
12
43
43
14 43
43
14
15
42
38 36 35
41
39
18
40
(411)
10
11
20
36
39
25
39
18
29
36
43
42
35
39
37
25
37
43 43
11
11
43
14
11
43
42
43
11
12
43
13
15
13/14
372(#1)
; ;
20 29 42 8 43 2 25 13 1 14
29
39
31
43
372(#4)
31
24
33
42
37
22
16
27
42
23
19
31
37
27
22
23
372(#2)
(38) 2
44 10
43
41
3 41 43 35 38 7
42 42
31
33
45
33
27
33
16
42
31
42
15
16
43
22
19
13
31
16
31
19
15
11
15
16
16
45
(29)
CASE (3) (Bottom)
23 23 22 22
27
37
(29)
16
16
16
15
(28)
Figure 96
FOLDOUT 101
(28)
27
22 23
27
15
13
19 37
27
31 27
16
31
23
23
; ;; ;; ;; ;; ; ;;
;;;; ;;;;
32
;; ;;; ;
43
;;;; ;;;;

22
33
;;; ;;; ;;; ;;; ;; ;;

45 1
;
22 23 23
19
(126) 16
(128)
16 LUBE
(130)
19
16
22
37
27
37
37
;;
16 19 37 37 16
;; ;; ;;
16 19 37 31 27 23 22
19
31
27
22
;
37 16
37
DRIVE RANGE MANUAL FIRST

INPUT CL

TCC
RELEASE TCC APPLY
3RD CL
LO
3RD CLU/ LO 1ST
LO-1ST
4TH CL
39a
19c
5a 10c
2z 20b
38a
39b
11b
18g
38b
19b
41a
11e
29d
20a
20c
40a
11c
11f
29b
29c
2s
TORQ SIG
D-4
LINE LINE
LO-1ST PRN
TORQUE SIG
1-2,3-4 SIG
D-4
ACT FD
CONV FD
EX
D SRV AP
REV SERV
LO-1ST
FWD BST
REV BST
LINE

3RD CLU
3RD
REV
LO D4
36a 35a 31e 35b

23
LINE
LINE
TCC RELEASE
TCC APPLY
3-4 SHIFT VALVE
4-3 MDS
D2
D4
EX
EX
PRN

D2
LINE LINE
TORQUE SIG REG

EX EX
D4 D3
2-3 SHIFT VALVE
3-2 MAN DS
EX
37a 13
4TH CL
EX
EX
2ND CL
D2
3RD
EX
D3 2ND
ACTUATOR FD
ACT FD
1-2 ACCUM VALVE

EX EX
SUCTION
TCC RELEASE
2-3 OFF SIG
2ND
LINE
EX
TCC REG APP
TCC REL
EX
TCC SIG (PWM)
TORQUE SIG
3RD
LINE
LINE
EX
EX
TCC REG APPLY
TORQUE SIG
LINE
EX
3RD
2-3 ACCUM
LINE
24b
2ND CL
LINE
ACT FD
27a
25e 27b
27c
25b
25c
10a
29e
15a
42a
42b
29g
23b
23c
22a
14b
13b
13a
12a
42c
29f
25a
2m
9a
8c
2n
6b
2h
6a
2k
25d
8e
12b
23a
22b
9b
8d
2q
8g
29h
8f
13c
2v
25
26
18
32
22
10
2r
2t
11
EX
EX
EX
TORQUE SIG
MAN 2-1 SERVO FD
ACTUATOR FD
FWD SERVO COOLER
LINE
2ND CL
PRESSURES
BOTTOM PAN (24)

EX
2ND CL
102
Figure 97
COOLER
ORIFICED CUP PLUG

FWD SERVO
LINE
1-2 ACCUM 2-3 ACCUM
CASE (3)
25f
#2
14a
#1
LINE
LUBE COOLER
D3
2-3 AC
LUBE
24a
1-2 ACCUM
3-4 ACC
3-4 ACCUM
2-3 ACCUM
37c

37d 8 24c
D4
D4
EX
LUBE PIPE (126)
2ND
18e 42d 42f 42g
TORQ SIG

D4
TCC CONTROL VALVE
2g 43a 3 2w 2p
LINE
INPUT CL FD
OIL PUMP
3-4 ACCUM
2e 42e 21 18d
FWD SERVO
LINE ORIFICED EXH
3RD CLUTCH
EX
EX
18c
EX

ACT FD LIM VALVE
XE XE
D3
EX
ACT FD ACT FD
CASE COVER(400)
LINE

18b
D4
LINE
D3
LINE
3RD
#8
36c
37b
FILT LINE
DECREASE
TFP SWITCH

3RD
36b
ACT FD
D2 AUX INP CL FD
4TH CL 3-4 ACCUM
LUBE COOLER
VBS
D2
4TH CL 2-3 OFF SIG
1-2,3-4 SIG 2ND 3RD
D3
REVERSE
33a
1-2 SHIFT VALVE
3RD ORIF EX
D3
PUMP BODY (202)
LINE
D3
D2
LO-1ST
3RD
LO
LO
D-4
IN CL FD
31d
3RD CL
PRN REVERSE
PRN
D-2 D-3
DECREASE
INPUT CL
AUX INPUT CL FD

31c
3RD CL
EX
DECREASE
REVERSE
N.O.
ON
REV LINE
REVERSE
2-3 Shift Solenoid
39f 39e
LO-1ST
EX

MANUAL VALVE
EX
31f
32
LO
EX
D4
EX
2-3 SIGNAL
LINE
D-4
#4
LO-1ST
LINE REV BST
PRESS REG VALVE
4a 2f 30
2ND CLUTCH
EX
FWD SERVO
3RD

1 2 D D NR
18a
29a
#9
10b
11a
18k
40c
7a
28
24
27
14
12
19
11d
14c
SPACER PLATE (370)
31
17
15
16
33
29
20
19e
3a
2a
2d
2x
38c
40b
18f
19f 19g
EX
LO
#7
#10
#5
#6
PRN
31b
16a
11g
39c
41c
GASKET (369)
31a
3RD CLUTCH
39d
41b
8a
#3
LO BLOW OFF VALVE
REVERSE
8b
2y
19d
2b
2c
D4 2-3 SIG
D4
LUBE COOLER
LINE
LINE REV SERVO
LINE

LUBE

LUBE
2ND CL
3RD CL/LO-1ST
EX
LUBE
LUBE

3RD CL/LO-1ST
REV SERVO
;;;;; ;;;;; ; ;;;;; ;;;;; ;;;;; ;;;;; ;;;;; ;;;;;


INPUT CL

INPUT CL
COOLER
COOLER
DRIVE RANGE - MANUAL FIRST

(From Drive Range - Manual Second)
NO MANUAL FIRST GEAR

See Overdrive Range First Gear (page 88A) for possible faults and conditions related to normal first gear operation.

No apply / slipping (See MANUAL THIRD page 98A)
Third Clutch
No apply / slipping (See Overdrive Range Third Gear page 92A)
2-1 Manual Band Servo

No apply / slipping. Servo Piston (108) Broken, binding. Servo Piston Seal (107) Leaking. Servo Pin (111) and Springs (109, 112) Binding, broken. Servo Cover (104) Broken, loose, leaking. Band (680) Broken, worn, out of position. Case (3) Cracked at band seat.
Band Apply Fluid Routing


Leaking, inoperative.

Stuck in third gear position.

Misaligned.
1-2, 3-4 SHIFT SOL @ON
2-3 SHIFT SOL @ON
4TH CLUTCH
REVERSE BAND
2ND CLUTCH
3RD CLUTCH
3RD SPRAG CLUTCH
INPUT CLUTCH
INPUT SPRAG CLUTCH
2/1 BAND
FORWARD BAND
APPLIED HOLDING APPLIED HOLDING APPLIED HOLDING APPLIED
102A
DRIVE RANGE - MANUAL FIRST

(From Drive Range - Manual Second)
PASSAGES
COMPONENTS (
(28) (29) (37) (38) (124) (125) (126) (219) (372) (373) (382)
102B
DRIVE RANGE MANUAL FIRST
; ;
17 2
43
43
43
;; ;; ;;; ;;;
42 2 17 2 1 43
(219)
; ;; ;;
42 17 2 2 1
17
42
;; ;; ;; ;; ;; ;; ;;
42 18 18 17 2 19 2 2 2 29 13 19 1
373(#5)
38 40
36
18
36
35
42
42
13
43
42
;;
13 42 2/11 3 38 18 39 39 2 29 20 10 25 39 39 11 10 2 8
42
23
372(#8)

41 18 19 41 4 36 37 2 2 7 18 36 35 37 33 6 29 19 19 38 19 SCREEN/SEAL ASM. (382)
40 SCREEN/SEAL ASM. (382) 40 40 41 2 2 2 36 37
19
19 19 18
19 2 19 2/11 18
3 38 8
7 18
38
6 36 35 36 37 2 24 31 33
29 42
18
37
31 42 22 2 22 2 2 2 8 42 27 31 42 24 25
31
2 23 23 22 23
25
;; ;;
29 29 2 29 20 29 8 2 8 42 13 11 24 11 13 26 12 19 1 14 19 14 2 3 3 38 35 42 42 42 24 42 42 42 31 37 42 1
; ; ;; ;; ;; ;; ; ;;;;; ; ;
39 39 2 29 20 25 11 5 38 39 10 34 6 2 2 18 2 8 29 8 2 11 8 25 11 14 9 12 42 9 2 15 10 412 2
13
18e 18d 6b
22
42e 33a 29h 6a 18b 29g 42b 35b
10 37a 18c 32/31f 43a/2g
24a
2
SPACER PLATE (370)

(37)
;; ;;
29f 29d 20b/2z
28
;; ; ;; ;; ;; ; ;; ; ;;
39a 39b
14 21 33
8b
40 41
39c 27 5a/10c 1 11b 10b 25a 39d/38c 39e 2h 2k
34 6
2y
8a
31
2m
8d
11c
23
8c
10a
18 32 43 24 37 22 16 2 23 23 22 23 27 42 31 22 2 2 8 31 2 42 42 24 25 25 31
42 35 29
11d
;; ;;
29 20 30 8 31 20 8 2 8 42 14 11 24 13 11 13 26 12 19 1 19 14
; ; ;;; ; ; ;; ;;;; ; ;
2 18 2 8 25 11 11 9 12 42 2 13/14 15
2 10
10
43
43 43
;;;; ;;;; ;;;; ;;;; ;; ;;;;; ;;;;;;; ;;;;; ;;; ; ;; ;;;;; ;; ;;; ;;;;; ;;;; ;;;;; ;; ;; ;; ;;; ;; ;;; ; ;; ;;; ; ;;; ; ;; ;;; ; ;;; ;;; ;;; ;;;; ;;;;;
373(#6)
42 42 3 40 4 41 19 18 39 2 11 2 17 43 43 40 19 38 8 39 38 28 2 29 2518 20 42 5 43 7 28 18 18 39 11 5 10 28 36 11 35 7 6 29 33 42 39 42 37 21 6 18 2 2 42 8 4 28 36 3742 18 29 42 29 29 2 8 43 43 2 11 13 8 10 2 25 24 37 31 22 2 42 8 22 8 31 24 2 19 2 8 24 2 42 23 42 28 22 31 25 27 27 23 43 19
372(#7)
2 10 43
372(#9) 372(#10)

372(#3)
3 2 19 18
43
; ;
20 2 13 13 1 43 19 38 6 29 33 35 42 18 42 24 31 25
29
14
8 42 1111
12
25
15
42
43
12
43
43
14 43
43
14
15
42
38 36 35
41
39
18
40
(411)
10
11
20
36
39
25
39
18
29
36
43
42
35
39
37
25
37
43 43
11
11
43
14
11
43
42
43
11
12
43
13
15
13/14
372(#1)
; ;
20 29 42 8 43 2 25 13 1 14
29
39
31
43
372(#4)
31
24
33
42
37
22
16
27
42
23
19
31
37
27
22
23
372(#2)
(38) 2
44 10
43
41
3 41 43 35 38 7
42 42
16
43
22
19
13
31
16
31
19
15
11
15
16
16
45
(29)
CASE (3) (Bottom)
23 23 22 22
27
37
(29)
16
16
16
15
(28)
Figure 98
FOLDOUT 103
(28)
27
; ;; ;; ;; ;; ; ;;
;;;; ;;;;
33 27 16
32
42
15
22 23
27
;; ;;; ;
43 45 15 13
;;;; ;;;;
31 33 33 42 19 37 27 31 27 1 23

22
23
31
16
31
33
;;; ;;; ;;; ;;; ;; ;;

45 1
;
22 23 23
19
(126) 16
(128)
16 LUBE
(130)
19
16
22
37
27
37
37
;;
16 19 37 37 16
;; ;; ;;
16 19 37 31 27 23 22
19
31
27
22
;
37 16
37
LUBRICATION POINTS
PRESSURE REGULATOR VALVE (313)
OIL PUMP BODY (202)
LINE
LINE

LUBE
LUBE FROM COOLER
ACCUMULATOR HOUSING (140) ACCUMULATOR COVER (132)
FINAL DRIVE INTERNAL GEAR (693) LUBE PIPE (126)
104
Figure 99
THRUST WASHER LOCATIONS

517
514
630
691 708 703
432 505 508 611
706
714
432 FOURTH CLUTCH SHAFT THRUST WASHER 505 FOURTH CLUTCH SHAFT THRUST WASHER 508 DRIVEN SPROCKET THRUST WASHER 514 DRIVE SPROCKET THRUST WASHER 517 DRIVE SPROCKET THRUST WASHER 611 SECOND CLUTCH HOUSING THRUST WASHER
630 INPUT CLUTCH HOUSING THRUST WASHER (SELECTIVE) 691 1/2 SUPPORT/INTERNAL GEAR THRUST WASHER 703 DIFFERENTIAL PINION THRUST WASHER 706 DIFFERENTIAL SIDE GEAR THRUST WASHER (BRONZE) 708 PLANETARY PINION GEAR THRUST WASHER (STEEL) 714 DIFFERENTIAL CARRIER/CASE THRUST WASHER
WH51129-4T65-E
Figure 100
105
BUSHING LOCATIONS
2
523
616
677
679
686
619
M15/MN3 MODELS 7A 503 631 614 690
2 TORQUE CONVERTER BUSHING 7A FRONT DIFFERENTIAL CARRIER BUSHING 503 FOURTH CLUTCH SHAFT BEARING BUSHING 523 TURBINE SHAFT BUSHING 614 SECOND CLUTCH HOUSING BUSHING 616 SECOND CLUTCH HOUSING FRONT BUSHING
619 SECOND CLUTCH HOUSING REAR BUSHING 631 INPUT SHAFT BUSHING 677 REACTION SUN GEAR BUSHING (LEFT SIDE) 679 REACTION SUN GEAR BUSHING (RIGHT SIDE) 686 FORWARD DRUM BUSHING 690 FRONT DIFFERENTIAL CARRIER INTERNAL GEAR BUSHING
WH51133-4T65-E
106
Figure 101
BEARING LOCATIONS
208
521
674
685 715
695 676 7B MN 7 MODELS
431
709 723 606 629 644 671 698
7B OUTPUT SHAFT BEARING ASSEMBLY 208 OIL PUMP DRIVE SHAFT BEARING 431 FRONT WHEEL DRIVE SHAFT BEARING 521 DRIVE SPROCKET BEARING ASSEMBLY 606 DRIVEN SPROCKET BEARING ASSEMBLY 629 INPUT CLUTCH HOUSING THRUST BEARING ASSEMBLY 644 INPUT SHAFT THRUST BEARING ASSEMBLY 671 INPUT SUN GEAR THRUST BEARING ASSEMBLY 674 REACTION CARRIER THRUST BEARING ASSEMBLY
676 REACTION SUN GEAR THRUST BEARING ASSEMBLY 685 12 DRUM SUPPORT THRUST BEARING 695 FRONT DIFFERENTIAL CARRIER INTERNAL GEAR THRUST BEARING 698 FRONT DIFFERENTIAL CARRIER SUN GEAR THRUST BEARING 709 FRONT DIFFERENTIAL CARRIER PLANETARY PINION BEARING 715 FRONT DIFFERENTIAL CARRIER THRUST BEARING 723 INPUT CLUTCH HOUSING THRUST BEARING
WH51142-4T65-E
Figure 102
107
LIP SEAL LOCATIONS
620
642
525
620 604 43
642
635
641
605
409
634
101
107 806 137A & 138B 18
4 FRONT WHEEL DRIVE SHAFT OIL SEAL ASSEMBLY (RIGHT SIDE) 18 FORWARD BAND SERVO PISTON OIL SEAL RING
525 TORQUE CONVERTER OIL SEAL ASSEMBLY 604 FOURTH CLUTCH PISTON SEAL (OUTER) 605 FOURTH CLUTCH PISTON SEAL (INNER)
43 REVERSE BAND SERVO PISTON OIL SEAL RING 620 SECOND CLUTCH PISTON AND SEAL ASSEMBLY 101 AUTOMATIC TRANSAXLE OIL FILTER SEAL 634 INPUT CLUTCH PISTON SEAL (INNER) 107 MANUAL 21 BAND SERVO PISTON SEAL 635 INPUT CLUTCH PISTON SEAL (OUTER) 137A 12 ACCUMULATOR PISTON OIL SEAL RING 641 THIRD CLUTCH PISTON SEAL (INNER) 137B 23 ACCUMULATOR PISTON OIL SEAL RING 642 THIRD CLUTCH PISTON AND SEAL ASSEMBLY 409 FRONT WHEEL DRIVE SHAFT OIL SEAL ASSEMBLY (LEFT SIDE) 806 MANUAL SHIFT SHAFT SEAL
WH51144-4T65-E
108
Figure 103
SQUARE AND O-RING SEAL LOCATIONS
213 228 519 212
613 520 221 612 41
220 638
810 11
513
422
427
105
137A 628 137B 113
14
8 AUTOMATIC TRANSAXLE CASE EXTENSION SEAL 11 VEHICLE SPEED SENSOR (O-RING) SEAL
221 AUTOMATIC TRANSAXLE OIL PUMP SLIDE SEAL SUPPORT 228 AUTOMATIC TRANSAXLE OIL PUMP DRIVE SHAFT
14 FORWARD BAND SERVO COVER SEAL 422 34 ACCUMULATOR PISTON CYLINDER (O-RING) SEAL 41 REVERSE BAND SERVO COVER (O-RING) SEAL 427 34 ACCUMULATOR PISTON OIL SEAL 105 MANUAL 21 BAND SERVO COVER GASKET 513 TURBINE SHAFT OIL SEAL RING 113 MANUAL 21 BAND SERVO PISTON CYLINDER (O-RING) SEAL 137A 12 ACCUMULATOR PISTON OIL SEAL RING 137B 23 ACCUMULATOR PISTON OIL SEAL RING 212 AUTOMATIC TRANSAXLE OIL PUMP SLIDE OIL SEAL RING 213 AUTOMATIC TRANSAXLE OIL PUMP SLIDE (O-RING) SEAL 220 AUTOMATIC TRANSAXLE OIL PUMP SLIDE SEAL 810 PARK PAWL ACTUATOR GUIDE (O-RING) SEAL
WH51146-4T65-E
519 TURBINE SHAFT OIL SEAL RING 520 TURBINE SHAFT (O-RING) SEAL 612 SECOND CLUTCH HOUSING OIL SEAL RING (FOUR LOBE) SEAL 613 SECOND CLUTCH HOUSING OIL SEAL RING 628 INPUT CLUTCH HOUSING OIL SEAL RING 638 THIRD CLUTCH HOUSING (O-RING) SEAL
Figure 104
109
GASKET LOCATIONS
54 369
430
371
429
59
105 25
25 GASKET, AUTOMATIC TRANSAXLE OIL PAN 54 GASKET, CONTROL VALVE BODY COVER 59 GASKET, CONTROL VALVE BODY COVER INNER 105 GASKET, MANUAL 2-1 BAND SERVO COVER
369 GASKET, CONTROL VALVE BODY SPACER PLATE 371 GASKET, CONTROL VALVE BODY SPACER PLATE 429 GASKET, AUTOMATIC TRANSAXLE CASE COVER LOWER 430 GASKET, AUTOMATIC TRANSAXLE CASE COVER UPPER
WH51146-4T65-E
110
Figure 105
CASE AND ASSOCIATED PARTS (1 of 4)

379 206 58 207 224 381 395 375 377 205 226 378 374 200 59 390 391 380 300 372 382 376 371 384 373 373 382 372 368
368
369 370
53 57 56
54
3 TRANSAXLE CASE ASSEMBLY 53 CASE SIDE COVER 54 CASE SIDE COVER GASKET 56 CASE SIDE COVER BOLT M8 X 1.25 X 25 (11) 57 SIDE COVER TORX HEAD BOLT M8 X 1.25 X 21 (4) 58 SIDE COVER TO CASE STUD M8 X 1.25 X 24 (2) 59 SIDE COVER TO CHANNEL PLATE SEAL 200 OIL PUMP ASSEMBLY 205 PUMP COVER TO PUMP BODY BOLT M6 X 1.0 X 20.0 (1) 206 PUMP BODY TO CASE BOLT M6 X 1.0 X 95.0 (2) 207 PUMP COVER TO CHANNEL PLATE BOLT M6 X 1.0 X 85.0 (9) 224 WIRING HARNESS ASSEMBLY 381 VALVE BODY TO CASE BOLT M6 X 1.0 X 20.0 (1) 226 WIRING HARNESS CLIP 382 TCC SOLENOID VALVE SCREEN/SEAL ASSEMBLY 300 CONTROL VALVE BODY ASSEMBLY 384 VALVE BODY TO CASE BOLT M6 X 1.0 X 85.0 (1) 368 SPACER PLATE AND GASKETS/VALVE BODY BOLT 390 TEMPERATURE SENSOR CLIP 369 CASE COVER/SPACER PLATE GASKET 391 FLUID TEMPERATURE SENSOR 370 VALVE BODY SPACER PLATE ASSEMBLY 371 VALVE BODY TO SPACER PLATE GASKET 395 FLUID PRESSURE MANUAL VALVE POSITION SWITCH ASSEMBLY
WH49319-4T65-E
372 BALL CHECK VALVE 373 BALL CHECK VALVE 374 CONTROL VALVE BODY BOLT M6 X 1.0 X 65.0 (3) 375 VALVE BODY TO CASE BOLT M6 X 1.0 X 60.0 (3) 376 VALVE BODY TO CASE BOLT M6 X 1.0 X 30.0 (1) 377 VALVE BODY TO CHANNEL PLATE BOLT M6 X 1.0 X 45.0 (2) 378 VALVE BODY TO CHANNEL PLATE BOLT M6 X 1.0 X 55.0 (3) 379 VALVE BODY TO CASE BOLT M6 X 1.0 X 95.0 (1) 380 VALVE BODY TO CASE BOLT M8 X 1.25 X 90.0 (1)
Figure 106
111

1 39 40 46 48 37 38 41 42 43 44 9 47 45 8 4 5 MN 7 MODELS 7B 11 6 10 2
49
227
372 228 7A M15/MN3 MODELS 21 20
372 29 400 3 101 100 26 19
22
28
12
18 27 25 24
16
15
14
13
23
1 2 3 4 5 6 7A 7B 8 9 10 11 12 13 14 15 16 18 19 20 21 22 23 24 25 TORQUE CONVERTER ASSEMBLY TORQUE CONVERTER BUSHING TRANSAXLE CASE RIGHT AXLE OIL SEAL ASSEMBLY CASE EXTENSION BOLT M10 X 1.5 X 35.0 CASE EXTENSION ASSEMBLY FRONT DIFFERENTIAL CARRIER BUSHING OUTPUT SHAFT BEARING ASSEMBLY CASE EXTENSION SEAL VEHICLE SPEED SENSOR BOLT M8 X 1.25 X 12.0 VEHICLE SPEED SENSOR ASSEMBLY VEHICLE SPEED SENSOR O-RING SEAL FWD SERVO COVER BOLT M6 X 1.0 X 20.0 FORWARD BAND SERVO COVER FORWARD BAND SERVO COVER SEAL FORWARD BAND SERVO PIN RETAINING RING FORWARD BAND SERVO PISTON FORWARD BAND SERVO PISTON OIL SEAL RING FORWARD BAND SERVO PISTON CUSHION SPRING FORWARD SERVO CUSHION SPRING RETAINER FORWARD BAND SERVO PISTON APPLY PIN FORWARD BAND SERVO PISTON RETURN SPRING TRANSMISSION OIL PAN BOLT M8 X 1.25 X 18.0 TRANSMISSION OIL PAN TRANSMISSION OIL PAN GASKET 26 27 28 29 37 38 39 40 41 42 43 44 45 46 47 48 49 100 101 227 228 372 400 TRANSMISSION OIL PAN MAGNET OIL DAM COOLER PIPE FITTING 1/4 18 NPSF COOLER PIPE FITTING 1/4 - 18 NPSF TRANSMISSION VENT ASSEMBLY OIL PRESSURE TEST HOLE PLUG 1/8 27 NPTF REVERSE BAND SERVO COVER RETAINING RING REVERSE BAND SERVO COVER REVERSE BAND SERVO COVER O-RING SEAL REVERSE BAND SERVO PIN RETAINING RING REVERSE BAND SERVO PISTON OIL SEAL RING REVERSE BAND SERVO PISTON REVERSE BAND SERVO PISTON CUSHION SPRING REVERSE BAND SERVO PISTON CUSHION SPRING RETAINER REVERSE BAND SERVO PISTON CUSHION SPRING (INNER) REVERSE BAND SERVO PISTON APPLY PIN REVERSE BAND SERVO PISTON RETURN SPRING TRANSMISSION OIL FILTER ASSEMBLY TRANSMISSION OIL FILTER SEAL ASSEMBLY OIL PUMP DRIVE SHAFT ASSEMBLY OIL PUMP DRIVE SHAFT SEAL CASE COVER BALL CHECK VALVE CASE COVER ASSEMBLY WH49402-4T65-E
112
Figure 107

434 527 400 514 502 501 502 501 500 503 504
432
3 435 524 433 436 525
526
519 507 515 513 516 517 518
520
522 521
523
526
510-A/510B
512 509 508 505

3 TRANSAXLE CASE ASSEMBLY 400 COMPLETE CASE COVER ASSEMBLY 432 4TH CLUTCH SHAFT THRUST WASHER 433 CASE COVER BOLT/SCREW (TORX SPECIAL) M6 X 1.0 X 32.0 434 CASE COVER BOLT/SCREW M6 X 1.0 X 40.0 517 DRIVE SPROCKET THRUST WASHER 435 CASE COVER BOLT/SCREW M8 X 1.25 X 50.0 518 TURBINE SHAFT 436 CASE COVER BOLT/SCREW M6 X 1.0 X 30.0 519 TURBINE SHAFT OIL SEAL RING 500 4TH CLUTCH BACKING PLATE 520 TURBINE SHAFT O-RING SEAL 501 4TH CLUTCH FIBER PLATE ASSEMBLY 521 DRIVE SPROCKET BEARING ASSEMBLY 502 4TH CLUTCH STEEL PLATE 522 DRIVE SPROCKET SUPPORT 503 4TH CLUTCH SHAFT BEARING BUSHING 523 DRIVE SPROCKET SUPPORT BUSHING 504 4TH CLUTCH SHAFT ASSEMBLY 505 4TH CLUTCH SHAFT THRUST WASHER 506 DRIVEN SPROCKET 507 DRIVE LINK ASSEMBLY 508 DRIVEN SPROCKET THRUST WASHER 524 DRIVE SPROCKET SUPPORT BOLT/SCREW M8 X 1.25 X 24.0 525 TORQUE CONVERTER OIL SEAL ASSEMBLY 526 CASE COVER PIN 527 VEHICLE SPEED SENSOR RELUCTOR WHEEL ASSEMBLY
WH49404-4T65-E
506
509 OUTBOARD DRIVE SHAFT RETAINING RING 510 OUPUT SHAFT 512 INBOARD DRIVE SHAFT RETAINING RING 513 TURBINE SHAFT OIL SEAL RING 514 DRIVE SPROCKET THRUST WASHER 515 DRIVE SPROCKET RETAINING RING 516 DRIVE SPROCKET
Figure 108
113

3
102
115 140 123 143 136B 137B 138 135B 134 139 136A 137A 142 135A 124 130 132 125 105 128 131 126 103
3 TRANSAXLE CASE ASSEMBLY 102 PIN, BAND ANCHOR (2-1 MANUAL) 103 21 MANUAL BAND SERVO COVER BOLT/SCREW M8 X 1.25 X 25.0 (3) 104 21 MANUAL BAND SERVO COVER 105 21 MANUAL BAND SERVO COVER GASKET 106 21 MANUAL BAND SERVO PISTON PIN RETAINING RING 107 21 MANUAL BAND SERVO PISTON SEAL 108 21 MANUAL BAND SERVO PISTON 109 21 MANUAL BAND SERVO PISTON CUSHION SPRING 110 21 MANUAL BAND SERVO PISTON SPRING RETAINER 111 21 MANUAL BAND SERVO PISTON PIN 112 21 MANUAL BAND SERVO PISTON SPRING 113 21 MANUAL BAND SERVO PISTON CYLINDER O-RING SEAL 114 21 MANUAL BAND SERVO PISTON CYLINDER 115 21 MANUAL BAND SERVO EXHAUST SCREEN ASSEMBLY 117A FORWARD BAND ANCHOR PIN 117B REVERSE BAND ANCHOR PIN 120 THERMO ELEMENT PLATE PIN 121 THERMO ELEMENT 122 THERMO ELEMENT PLATE 123 THERMO ELEMENT PLATE CENTER PIN 124 FORWARD BAND SERVO OIL PIPE 125 21 MANUAL BAND SERVO OIL PIPE 126 LUBE OIL PIPE 127 LUBE OIL HOSE CLAMP 128 LUBE OIL HOSE 129 LUBE OIL PIPE RETAINER 130 LUBE OIL PIPE AND WASHER ASSEMBLY 131 ACCUMULATOR COVER BOLT/SCREW M6 X 1.0 X 28.0 (11) 132 ACCUMULATOR COVER 134 ACCUMULATOR COVER SPACER PLATE ASSEMBLY 135A 12 ACCUMULATOR PISTON PIN 135B 23 ACCUMULATOR PISTON PIN 136A 12 ACCUMULATOR PISTON 136B 23 ACCUMULATOR PISTON 137A 12 ACCUMULATOR PISTON OIL SEAL RING 137B 23 ACCUMULATOR PISTON OIL SEAL RING 138 23 ACCUMULATOR PISTON OUTER SPRING 139 12 ACCUMULATOR PISTON CUSHION SPRING ASSEMBLY 140 12 AND 23 ACCUMULATOR HOUSING 142 12 ACCUMULATOR PISTON OUTER SPRING 143 23 ACCUMULATOR PISTON SPRING
WH49405-4T65-E
114 113 112 117B 120 117A 111 110 109 108 107 106
122 121
104 129
127
127
114
Figure 109
OIL PUMP ASSEMBLY
205
209 201
209 210
222
212 213
223 211
214
215 220 208 221
202
219
201 PUMP COVER 202 OIL PUMP BODY 205 OIL PUMP COVER BOLT/SCREW M6 X 1.0 X 20.0 (1) 208 OIL PUMP DRIVE SHAFT BEARING ASSEMBLY 209 OIL PUMP VANE RING 210 OIL PUMP SELECTIVE ROTOR 211 OIL PUMP SELECTIVE VANE 212 OIL PUMP SLIDE OIL SEAL RING 213 OIL PUMP SLIDE O-RING SEAL 214 OIL PUMP SELECTIVE SLIDE 215 OIL PUMP SLIDE PIVOT PIN 219 OIL PUMP OUTLET SCREEN ASSEMBLY 220 OIL PUMP SLIDE SEAL 221 OIL PUMP SLIDE SEAL SUPPORT 222 OIL PUMP PRIME OUTER SPRING 223 OIL PUMP PRIME INNER SPRING
WH51116-4T65-E
Figure 110
115
CONTROL VALVE BODY ASSEMBLY (1 of 2)
326 328 329 336 314G 305 334 306 335 327
301
320 324 325 314F 316 314E 322 314D 323 307 316 321
317 318
302
313 311 312
315A 310 304 303
309
301 CONTROL VALVE BODY (MACHINED) 302 LINE BOOST VALVE AND BUSHING RETAINER 303 LINE BOOST VALVE BORE PLUG 304 LINE BOOST VALVE 305 TCC PWM SOLENOID VALVE O-RING SEAL 306 TCC PWM SOLENOID VALVE O-RING SEAL 307 PRESSURE CONTROL SOLENOID VALVE O-RING SEAL 309 REVERSE BOOST VALVE BUSHING 310 REVERSE BOOST VALVE 311 PRESSURE REGULATOR VALVE SPRING OUTER 312 PRESSURE REGULATOR VALVE INNER SPRING 313 PRESSURE REGULATOR VALVE 314D 12, 34 SHIFT SOLENOID VALVE RETAINER 314E PRESSURE CONTROL SOLENOID VALVE RETAINER
316A 12, 34 SHIFT SOLENOID VALVE O-RING SEAL 316B PRESSURE CONTROL SOLENOID VALVE O-RING SEAL 317 12 SHIFT VALVE SPRING 318 12 SHIFT VALVE 320 TORQUE SIGNAL REGULATOR VALVE SPRING 321 TORQUE SIGNAL REGULATOR VALVE 322 PRESSURE CONTROL SOLENOID VALVE ASSEMBLY 323 LINE PRESSURE RELIEF VALVE SPRING 324 LINE PRESSURE RELIEF VALVE 325 LINE PRESSURE RELIEF VALVE SPRING RETAINER 326 TCC REGULATOR APPLY VALVE SPRING 327 TCC REGULATOR APPLY VALVE 328 TCC REGULATOR APPLY VALVE BORE PLUG O-RING SEAL 329 TCC REGULATOR APPLY VALVE BORE PLUG
314F TCC PWM SOLENOID VALVE RETAINER 334 TCC PWM SOLENOID VALVE ASSEMBLY 314G TCC REGULATOR APPLY VALVE BORE PLUG RETAINER 335 TCC CONTROL VALVE 315A 12, 34 SHIFT SOLENOID ASSEMBLY 336 TCC CONTROL VALVE SPRING
WH51107-4T65-E
116
Figure 111
CONTROL VALVE BODY ASSEMBLY (2 of 2)
301 340 341 343 367B 366B 357 363B 363A 316 315B 366A 367A 362 361 360 314B 359 356 355 354 353 346 351 350 314A 339 344 385 342 345
314C
301 CONTROL VALVE BODY (MACHINED) 314A 12, 34 ACCUMULATOR VALVE RETAINER 314B 43 MANUAL DOWNSHIFT VALVE RETAINER 314C 23 SHIFT SOLENOID VALVE RETAINER 315B 12, 34 SHIFT SOLENOID VALVE ASSEMBLY 316 O-RING SEAL 339 12 ACCUMULATOR VALVE BORE PLUG 340 34 ACCUMULATOR VALVE SPRING 341 34 ACCUMULATOR VALVE 342 23 ACCUMULATOR VALVE BUSHING 343 23 ACCUMULATOR VALVE BORE PLUG 344 23 ACCUMULATOR VALVE 345 23 ACCUMULATOR VALVE BUSHING 346 23 ACCUMULATOR VALVE SPRING 350 12 ACCUMULATOR VALVE 351 12 ACCUMULATOR VALVE SPRING
353 32 MANUAL DOWNSHIFT VALVE RETAINER 354 32 MANUAL DOWNSHIFT VALVE BORE PLUG 355 32 MANUAL DOWNSHIFT VALVE SPRING 356 32 MANUAL DOWNSHIFT VALVE 357 23 SHIFT VALVE 359 43 MANUAL DOWNSHIFT VALVE BORE PLUG 360 43 MANUAL DOWNSHIFT VALVE 361 43 MANUAL DOWNSHIFT VALVE SPRING 362 34 SHIFT VALVE 363A REVERSE SERVO BOOST VALVE BORE PIN 363B FORWARD SERVO BOOST VALVE BORE PIN 366A REVERSE SERVO BOOST VALVE SPRING 366B FORWARD SERVO BOOST VALVE SPRING 367A REVERSE SERVO BOOST VALVE 367B FORWARD SERVO BOOST VALVE 385 23 ACCUMULATOR VALVE RETAINER
WH51113-4T65-E
Figure 112
117
CASE COVER ASSEMBLY

402 405 403 406 404 401 420A 411 526 410 412 431 432 430 424 423 411 416 421 414 415 409
428 422 426 427 514
420B 526 418 420A 417
429 417
407
440
441
401 CASE COVER ASSEMBLY 402 MANUAL VALVE LINK 403 MANUAL VALVE LINK RETAINER 404 MANUAL VALVE 405 LOW BLOW OFF BALL VALVE BORE PLUG 406 LOW BLOW OFF BALL VALVE SPRING 407 COOLER BALL VALVE SPRING 409 LEFT SIDE AXLE OIL SEAL ASSEMBLY 410 CONTROL BODY ALIGNMENT SLEEVE 411 BORE PLUG 412 ORIFICED CUP PLUG 414 ACTUATOR FEED LIMIT VALVE 415 ACTUATOR FEED LIMIT VALVE SPRING 416 ACTUATOR FEED LIMIT VALVE SPRING RETAINER 417 BALL VALVE BORE PLUG 418 TCC BLOW OFF BALL VALVE SPRING 420A LOW BLOW OFF BALL VALVE
420B TCC BLOW OFF BALL VALVE 420C COOLER BALL VALVE 421 34 ACCUMULATOR PISTON CYLINDER 422 34 ACCUMULATOR PISTON CYLINDER O-RING SEAL 423 34 ACCUMULATOR PISTON OUTER SPRING 424 34 ACCUMULATOR PISTON INNER SPRING 426 34 ACCUMULATOR PISTON PIN 427 34 ACCUMULATOR PISTON OIL SEAL RING 428 34 ACCUMULATOR PISTON 429 CASE COVER LOWER GASKET 430 CASE COVER UPPER GASKET 431 FRONT WHEEL DRIVE SHAFT BEARING ASSEMBLY 432 FOURTH CLUTCH SHAFT THRUST WASHER 440 INPUT SPEED SENSOR ASSEMBLY 441 INPUT SPEED SENSOR CLIP 514 DRIVE SPROCKET/CASE COVER THRUST WASHER 526 CASE COVER DOWEL PIN
WH49406-4T65-E
118
Figure 113
INTERNAL COMPONENTS (1 of 2)
608 607 609 611 612 614 606
604 603 601 602
605
613 610 628 627 626 625 622 623 716 629 630
621 617 615 616 640 641 724 639 642 643 618 619 620 648
624
649
646
645 640 644
633 631
632
723 634
635
636
637
638
647
658 659 656 654 655
626 627 628 629 630 631 632 633 634 635 636 637 638 639 640 641 642 643 644 645 646 647 648 649 654 655 656 657 658 659 716 723 724
601 602 603 604 605 606 607 608 609 610 611 612 613 614 615 616 617 618 619 620 621 622 623 624 625
657 4TH CLUTCH SPRING RETAINING RING 4TH CLUTCH PISTON RETURN SPRING ASSEMBLY 4TH CLUTCH PISTON ASSEMBLY 4TH CLUTCH PISTON SEAL (OUTER) 4TH CLUTCH PISTON SEAL (INNER) DRAWN CUP BEARING ASSEMBLY ORIFICED CUP PLUG DRIVE LINK LUBE SCOOP DRIVEN SPROCKET SUPPORT ASSEMBLY CUP PLUG THRUST WASHER (DRIVEN SPROCKET SUPPORT 2ND CLUTCH DRUM) RING FOUR LOBED SEAL OIL SEAL RING DRIVEN SPROCKET SUPPORT BUSHING REVERSE BAND ASSEMBLY 75.5 O.D. X 8.0 BUSHING 2ND CLUTCH HOUSING CHECK VALVE RETAINER AND BALL ASSEMBLY (2ND CLUTCH) 70.0 O.D. X 11.0 BUSHING 2ND CLUTCH W/MOLDED SEAL PISTON 2ND CLUTCH APPLY RING AND RELEASE SPRING ASSEMBLY RETAINING RING 2ND CLUTCH PLATE (WAVED) 2ND CLUTCH PLATE ASSEMBLY (FIBER) 2ND CLUTCH REACTION PLATE (STEEL)
BACKING SUPPORT RING PLATE (STEEL) 2ND CLUTCH RETAINING RING (OUTER) OIL SEAL RING (INPUT SHAFT) THRUST BEARING (SUPPORT SPROCKET/THRUST WASHER) SELECTIVE THRUST WASHER (BEARING/INPUT CLUTCH HUB) INPUT SHAFT BUSHING INPUT HOUSING SLEEVE AND SHAFT ASSEMBLY CHECK VALVE RETAINER AND BALL ASSEMBLY INPUT CLUTCH PISTON SEAL (INNER) INPUT CLUTCH PISTON SEAL (OUTER) INPUT CLUTCH PISTON INPUT CLUTCH SPRING AND RETAINER ASSEMBLY O-RING SEAL 3RD CLUTCH PISTON HOUSING RETAINING RING (3RD CLUTCH PISTON HOUSING/ INPUT SHAFT) 3RD CLUTCH PISTON SEAL (INNER) 3RD CLUTCH PISTON SEAL AND BALL CAPSULE ASSEMBLY 3RD CLUTCH SPRING RETAINER AND GUIDE ASSEMBLY THRUST BEARING ASSEMBLY 3RD CLUTCH PLATE (WAVED) 3RD CLUTCH PLATE ASSEMBLY (O.D. SPLINE) 3RD CLUTCH PLATE ASSEMBLY (I.D. SPLINE) 3RD CLUTCH BACKING PLATE 3RD CLUTCH BACKING PLATE RETAINING RING INPUT CLUTCH APPLY PLATE INPUT CLUTCH PLATE (WAVED) INPUT CLUTCH PLATE ASSEMBLY (FIBER) INPUT CLUTCH PLATE (STEEL) INPUT CLUTCH BACKING PLATE (STEEL) INPUT CLUTCH BACKING PLATE RETAINING RING 2ND CLUTCH APPLY REACTION PLATE (TAPERED) 4TH CLUTCH SHAFT TO INPUT HOUSING BEARING 3RD CLUTCH PISTON BALL CHECK VALVE ASSEMBLY
WH51080-4T65-E
Figure 114
119
INTERNAL COMPONENTS (2 of 2)
669 661 667 668
717
718
719
720
721
653
722
665
719
688 687 685 680 679 678 676 677 683 686
675 673 672 671 697 698 699 700 701 674 702 713 714 715
694 693 690 689 691 692
690
695
696
703 704
712 710 711 708 709 708 706 705
705 704 703
706
653 THIRD CLUTCH SPRAG OUTER RACE 661 INPUT AND THIRD CLUTCH SPRAG INNER RACE 665 INPUT CLUTCH SPRAG OUTER RACE 667 INPUT SUN GEAR SPACER 668 INPUT SUN GEAR 669 REVERSE REACTION DRUM 671 INPUT SUN GEAR THRUST BEARING ASSEMBLY 672 INPUT COMPLETE CARRIER ASSEMBLY 673 INPUT CARRIER/REACTION CARRIER LUBE DAM 674 INPUT/REACTION CARRIER THRUST BEARING ASSEMBLY 675 REACTION COMPLETE CARRIER ASSEMBLY 676 REACTION CARRIER/SUN GEAR THRUST BEARING ASSEMBLY 677 LEFT HAND REACTION SUN GEAR BUSHING 678 REACTION SUN/DRUM GEAR ASSEMBLY 679 RIGHT HAND REACTION SUN GEAR BUSHING 680 2/1 MANUAL BAND ASSEMBLY 683 1/2 SUPPORT ROLLER CLUTCH ASSEMBLY 685 THRUST BEARING ASSEMBLY 686 1/2 SUPPORT BUSHING 687 1/2 SUPPORT AND DRUM 688 FORWARD BAND ASSEMBLY 689 FINAL DRIVE SUN GEAR SHAFT 690 FINAL DRIVE INTERNAL GEAR BUSHING 691 THRUST WASHER (1/2 SUPPORT/INTERNAL GEAR) 692 RETAINING RING (FINAL DRIVE INTERNAL GEAR) 693 FINAL DRIVE INTERNAL GEAR 694 PARK PAWL ASSEMBLY
695 THRUST BEARING ASSEMBLY (INTERNAL GEAR/ PARKING GEAR) 696 PARKING GEAR 697 FINAL DRIVE SUN GEAR 698 CARRIER/SUN GEAR THRUST BEARING ASSEMBLY 699 SPIRAL PINION GEAR PIN RETAINING RING 700 DIFFERENTIAL/FINAL DRIVE CARRIER ASSEMBLY 701 DIFFERENTIAL PINION SHAFT 702 DIFFERENTIAL PINION SHAFT RETAINING PIN 703 THRUST WASHER (DIFFERENTIAL PINION) 704 DIFFERENTIAL PINION GEARS 705 DIFFERENTIAL SIDE GEAR (MN7 HAS UNIQUE LEFT/ RIGHT GEARS) 706 BRONZE THRUST WASHER (DIFFERENTIAL SIDE GEAR) 708 PINION THRUST WASHER (STEEL) 709 ROLLER NEEDLE BEARING 710 PINION NEEDLE BEARING SPACER 711 FINAL DRIVE PLANETARY PINION GEAR 712 PLANETARY PINION GEAR PIN 713 VEHICLE SPEED SENSOR RELUCTOR WHEEL 714 DIFFERENTIAL CARRIER/CASE WASHER (THRUST) 715 THRUST BEARING ASSEMBLY 717 SPIRAL LOCK RETAINING RING 718 3RD CLUTCH SPRAG OUTER RACE RETAINER 719 INPUT AND THIRD CLUTCH SPRAG END BEARING 720 3RD CLUTCH SPRAG ASSEMBLY 721 INPUT AND THIRD CLUTCH SPRAG CENTER 722 INPUT CLUTCH SPRAG
WH51086-4T65-E
120
Figure 115
MANUAL SHAFT AND PARKING PAWL ACTUATOR ASSEMBLY

806
807
808
810
811
804 802 809
805 803
801
800
800 PARK PAWL ACTUATOR ASSEMBLY 801 MANUAL SHIFT SHAFT PIN 802 MANUAL SHIFT DETENT LEVER 803 MANUAL SHIFT DETENT LEVER NUT 804 MANUAL SHIFT DETENT ASSEMBLY 805 MANUAL SHIFT DETENT BOLT/SCREW
806 MANUAL SHIFT SHAFT SEAL ASSEMBLY 807 MANUAL SHIFT SHAFT 808 PARK PAWL ACTUATOR GUIDE PIN 809 PARK PAWL ACTUATOR GUIDE 810 PARK PAWL ACTUATOR GUIDE O-RING SEAL
WH51123-4T65-E
Figure 116
121
BASIC SPECIFICATIONS
HYDRA-MATIC 4T65-E TRANSAXLE

RPO MN4
Produced at: Warren, Michigan U.S.A. Vehicles used in:
DIVISION C Car G Car H Car H Car W Car Buick Buick Oldsmobile Pontiac Buick Chevrolet Pontiac MODEL Park Avenue Riviera LSS Bonneville Regal Lumina/Monte Carlo Grand Prix
HYDRA-MATIC 4T65-E (FOUR-SPEED)
W Car W Car
Transaxle Type 4T65-E = 4: T: 65: E:
Four Speed Transverse Mount Product Series Electronically Controlled
Maximum Gross Vehicle Weight 2,903 Kg (6,400 LB) Transaxle Fluid Capacity (Approximate) Bottom Pan Removal: 7.0L (7.4 qt) Complete Overhaul: 9.5L (10.0 qt) Dry: 12.7L (13.4 qt) Transaxle Fluid Type Dexron III Transaxle Weight Wet: 93.0 kg (205 lb) M15, MN3 Wet: 97.0 kg (214 lb) MN7 Converter Size 245 mm & 258mm (Reference) (Diameter of Torque Converter Turbine) Seven Position Quadrant (P, R, N, D , D, 2, 1) Pressure Taps Available Line Pressure Case Material Die Cast Aluminum
Automatic Overdrive with a Torque Converter Clutch Assembly.
Transfer Design Two-axis design, link chain assembly Control Systems Shift Pattern (2) Two-way on/off solenoids Shift Quality Pressure Control Solenoid Torque Converter Clutch Pulse Width Modulated solenoid control Current GM NAO Vehicle Platforms C (MN3, MN7), G (MN3, MN7), H (MN7), W (M15, MN7) Current Engine Range 3.4L to 3.8L Gasoline Maximum Engine Torque 280 lb-ft (380 Nm) Maximum Gearbox Torque 400 lb-ft (544 Nm) Gear Ratios 1st 2nd 3rd 4th Rev 2.921 1.568 1.000 0.705 2.385
Chain Ratios* Final Drive Ratios 3.05 3.29
35/35
33/37
32/38
Overall Final Drive Ratios Available 3.05 3.29 3.42 3.69 3.63 3.91
*Designates the number of teeth on the drive/driven sprockets, respectively.
Maximum Shift Speed 1-2 6500 rpm 2-3 6250 rpm 3-4 4900 rpm
Information may vary with application. All information, illustrations and specifications contained in this brochure are based on the latest product information available at the time of publication approval. The right is reserved to make changes at any time without notice.
122
HYDRA-MATIC PRODUCT DESIGNATION SYSTEM

The product designation system used for all Hydra-matic transaxles and transmissions consists of a series of numbers and letters that correspond with the special features incorporated in that product line. The first character is a number that designates the number of forward gear ranges available in that unit. For example: 4 = four forward gear ranges. The second character is a letter that designates how the unit is mounted in the vehicle. When the letter T is used, it designates that the unit is transversely mounted and is used primarily for front wheel drive vehicles. The letter L designates that it is longitudinally mounted in the vehicle and it is used primarily for rear wheel drive vehicles. The letter M designates that the unit is a manual transaxle or transmission but not specific to a front or rear wheel drive vehicle application. The third and fourth characters consists of a set of numbers, (i.e. 65), that designate the transaxle or transmission Series number. This number signifies the relative torque capacity of the unit. The fifth character designates the major features incorporated into this unit. For example, the letter E designates that the unit has electronic controls. By using this method of classification, the HYDRA-MATIC 4T65-E is a 4-speed, transversely mounted, 65 series unit, with electronic controls.
HYDRA-MATIC 4T65-E HYDRA-MATIC 4 Number of Speeds: 3 4 5 V (CVT) T Type: T - Transverse L - Longitudinal M - Manual 65 Series: Based on Relative Torque Capacity E Major Features: E - Electronic Controls A - All Wheel Drive HD - Heavy Duty
123
GLOSSARY OF TECHNICAL TERMS

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

Friction Material: A heat and wear resistant fibrous material bonded to clutch plates and bands. Gear: A round, toothed device that is used for transmitting torque through other components. Gear Range: A specific speed to torque ratio at which the transmission is operating (i.e. 1st gear, 2nd gear etc.) Gear Ratio: Revolutions of an input gear as compared to the revolutions of an output gear. It can also be expressed as the number of teeth on a gear as compared to the number of teeth on a gear that it is in mesh with. Hydraulic Circuit: A fluid passage which often includes the mechanical components in that circuit designed to perform a specific function. Input: A starting point for torque, revolutions or energy into another component of the transmission. Internal Gear: The outermost member of a gear set that has gear teeth in constant mesh with planetary pinion gears of the gear set. Internal Leak: Loss of fluid pressure in a hydraulic circuit. Land (Valve Land): The larger diameters of a spool valve that contact the valve bore or bushing. Line Pressure: The main fluid pressure in a hydraulic system created by the pump and pressure regulator valve. Manual Valve: A spool valve that distributes fluid to various hydraulic circuits and is mechanically linked to the gear selector lever. Orifice: A restricting device (usually a hole in the spacer plate) for controlling pressure build up into another circuit. Overdrive: An operating condition in the gear set allowing output speed to be higher than input speed and output torque to be lower than input torque. Overrunning: The function of a one-way mechanical clutch that allows the clutch to freewheel during certain operating conditions of the transmission. Pinion Gear: A small toothed gear that meshes with a larger gear. Planet Pinion Gears: Pinion gears (housed in a carrier) that are in constant mesh with a circumferential internal gear and centralized sun gear. Planetary Gear Set: An assembly of gears that consists of an internal gear, planet pinion gears with carrier, and a sun gear. Powertrain Control Module: An electronic device that manages most of the electrical systems throughout the vehicle. Pressure: A measurable force that is exerted on an area and expressed as kilopascals (kPa) or pounds per square inch (psi). Pulse Width Modulated: An electronic signal that continuously cycles the ON and OFF time of a device (such as a solenoid) while varying the amount of ON time. Race (Inner or Outer): A highly polished steel surface that contacts bearings or sprag elements. Reduction (Gear Reduction): An operating condition in the gear set allowing output speed to be lower than input speed and output torque to be higher than input torque. Residual Fluid Pressure: Excess pressure contained within an area after the supply pressure has been terminated. Roller Clutch: A mechanical clutch (holding device) consisting of roller bearings assembled between a race and a cam. Servo: A spring loaded device consisting of a piston in a bore that is operated (stroked) by hydraulic pressure to apply or release a band. Solenoid Valve: An electronic device used to control transaxle shift patterns or regulate fluid pressure. Spool Valve: A cylindrical hydraulic control device, having a variety of land and valley diameters, used to control fluid flow. Sprag Clutch: A mechanical clutch (holding device) consisting of figure eight like elements assembled between inner and outer races. Throttle Position: The travel of the throttle plate that is expressed in percentages. Torque: A measurable twisting force expressed in terms of Newton- meters (N.m), pounds feet (lbs. ft.) or pounds inches (lbs. in.). Torque Converter: A component of an automatic transmission, (attached to the engine flywheel) that transfers torque from the engine to the transmission through a fluid coupling.
125
ABBREVIATIONS
LIST OF ABBREVIATIONS WHICH MAY BE USED IN THIS BOOK AC - Alternating Current A/ - Air Conditioning ACC or ACCUM - Accumulator ACT FD - Actuator Feed (circuit) APP - Apply ASM - Assembly A/T - Automatic Transmission BD - Band LIM - Limit (circuit) MAF - Mass Air Flow Sensor MAP - Manifold Absolute Pressure Sensor MM - Millimeter(s) MPH - Miles Per Hour N - Neutral N.C. - Normally Closed N.m - Newton Meters N.O. - Normally Open OSS - Output Shaft Speed Sensor P - Park PCM - Powertrain Control Module PCS - Pressure Control Solenoid PRESS REG - Pressure Regulator PRN - Park, Reverse, Neutral (circuit) PRND4 - Park, Reverse, Neutral, Drive 4 (circuit) PSA - Pressure Switch Assembly PSI - Pounds per Square Inch PWM - Pulse Width Modulated R - Reverse REG - Regulated (circuit) REL - Release (circuit) REV - Reverse RPM - Revolutions per Minute SIG - Signal SOL - Solenoid TCC - Torque Converter Clutch TCC R APP - TCC Regulated Apply (circuit) TFT - Transaxle Fluid Temperature Sensor TPS - Throttle Position Sensor TRANS - Transaxle or Transmission T SIG - Torque Signal T SIG (PWM) - Torque Signal (PWM) V - Volts VSS - Vehicle Speed Sensor 2ND CL - Second Clutch
C - Degrees Celsius
CL - Clutch CONV - Converter CST CL - Coast Clutch (circuit) CTS - Coolant Temperature Switch DCF - Direct Clutch Feed (circuit) DLC - Diagnostic Link Connector DR - Drive (circuit) DTC - Diagnostic Trouble Code D21 - Drive 21 (circuit) D321 - Drive 321 (circuit)
ECT - Engine Coolant Temperature Sensor EX - Exhaust (circuit)
F - Degrees Fahrenheit
FD - Feed (circuit) FILT ACT FD - Filtered Actuator Feed FWD CL - Forward Clutch Hg - Mercury Hz - Hertz ISS - Input Speed Sensor INT BAND - Intermediate Band (circuit) INT BD FD - Intermediate Band Feed (circuit) KMH - Kilometers Per Hour kPa - KiloPascals LBS. FT. - Pounds Foot LBS. IN. - Pounds Inch
126
INDEX
A Abbreviations ..................................................... 126 Accumulators ................................................... 38-39 1-2 accumulator ........................................... 39 2-3 accumulator ........................................... 39 3-4 accumulator ........................................... 38 Apply Components, 15-26 driven sprocket support, 16 forward band, 25 forward servo, 25 hydraulic feed circuits, 16 input clutch, 22 input sprag clutch, 23 reverse band, 18 reverse servo, 18 1/2 support roller clutch, 26 2/1 band, 24 2/1 manual servo, 24 2nd clutch, 19 3rd clutch, 20 3rd sprag clutch, 21 4th clutch, 17 B Basic Specifications ............................................ 122 Bushing Locations .............................................. 106 Bearing Locations ............................................... 107 Ball Check Valve Location and Function........ 42-43 C Case and Associated Parts ........................... 111-114 Color Legend ................................................. 10A-B Complete Hydraulic Circuits ......................... 81-103 park ......................................................... 82-83 reverse ..................................................... 84-85 neutral ..................................................... 86-87 overdrive range first gear ..................... 88-89 overdrive range second gear ................ 90-91 overdrive range third gear.................... 92-93 overdrive range fourth gear ................. 94-95 overdrive range 4-3 downshift ............. 96-97 manual third third gear ........................ 98-99 manual second second gear ............. 100-101 manual first first gear ....................... 102-103 Contents, Table of................................................... 2 Control Valve Assembly ............................. 116-117 Cross Sectional Views ...................................... 8-8A D Differential Components ...................................... 31 Driven Sprocket Support ...................................... 16 E Electrical Components ..................................... 45-51 component locations .................................... 45 fail safe mode............................................... 45 automatic transmission fluid pressure manual valve position switch ................................ 46 automatic transmission fluid temperature sensor ........................................................ 49 automatic transmission input (shaft) speed sensor ........................................................ 48 shift solenoid valves .................................... 47 torque converter clutch control PWM solenoid .. 50 transaxle pressure control solenoid valve .... 51 vehicle speed sensor .................................... 48 Explanation of Gear Ranges ................................... 9 F Fail Safe Mode...................................................... 45 Final Drive Components ....................................... 30 First Gear (overdrive) ...........................62-63, 88-89 Forward Band Assembly ...................................... 25 Forward Servo ...................................................... 25 G General Description ................................................ 9 Glossary Of Technical Terms ............................. 124 H How To Use This Book ....................................... 4-5 Hydra-matic Product Designation System ......... 123 Hydraulic Control Components ....................... 33-44 location of major components ..................... 33 oil pump assembly ....................................... 34 pressure regulation ....................................... 35 valves located in the case cover .............. 36-37 accumulators ........................................... 38-39 valves located in the valve body ............. 40-41 ball check valves location and function .. 42-43 thermostatic element .................................... 44 Hydraulic Feed Circuits ........................................ 16 I Illustrated Parts List ..................................... 111-121 case and associated parts .................... 111-114 oil pump assembly ..................................... 115 control valve body assembly .............. 116-117 case cover assembly................................... 118 internal components ............................ 119-120 manual shaft and parking pawl actuator assembly ................................... 121 Input Clutch .......................................................... 22 Input Sprag Clutch ................................................ 23 Introduction ............................................................ 3
127
INDEX
L Lip Seal Locations .............................................. 108 Lubrication Points .............................................. 104 M Major Mechanical Components............................ 10 Manual First First Gear..................78-79, 102-103 Manual Second Second Gear .........76-77, 100-101 Manual Shaft and Parking Pawl Actuator Assembly .................................... 121 Manual Third Third Gear ..................74-75, 98-99 N Neutral ..................................................60-61, 86-87 O Oil Pump Assembly ...................................... 34, 115 Overdrive Range First Gear ...............62-63, 88-89 Overdrive Range Fourth Gear ...........68-69, 94-95 Overdrive Range Second Gear ..........64-65, 90-91 Overdrive Range Third Gear .............66-67, 92-93 Overdrive Range 4-3 Downshift........72-73, 96-97 Operating Conditions - Range Reference Chart ... 80 P Park .......................................................56-57, 82-83 Planetary Gear Sets .......................................... 27-29 description ................................................... 27 reduction ................................................. 28-29 direct drive .............................................. 28-29 overdrive ................................................. 28-29 reverse direction of rotation .................... 228-9 Power Flow ...................................................... 53-79 mechanical powerflow from TC .......... 54-54A common hydraulic functions ............... 54B-55 park ......................................................... 56-57 reverse ..................................................... 58-59 neutral ..................................................... 60-61 overdrive first ......................................... 62-63 overdrive second ..................................... 64-65 overdrive third ........................................ 66-67 overdrive fourth ...................................... 68-69 overdrive fourth, TCC apply ............... 70-70A overdrive fourth, TCC release ............. 70B-71 overdrive 4-3 downshift.......................... 72-73 manual third - third gear ......................... 74-75 manual second - second gear .................. 76-77 manual first - first gear ........................... 78-79 Preface .................................................................... 1 Pressure Control Solenoid Valve .......................... 51 Pressure Regulation .............................................. 35 Principles of Operation ................................... 9A-51 major mechanical components .................... 10 color legend .......................................... 10A-B
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range reference chart ................................... 11 torque converter ...................................... 12-14 apply components ................................... 15-26 planetary gear sets .................................. 27-29 final drive components ................................ 30 differential components ............................... 31 hydraulic control components ................ 33-44 electrical components ............................. 45-51 R Range Reference Charts .............................. 11 & 80 Reverse Servo Assembly ...................................... 18 Reverse Band ........................................................ 18 S Seal Locations.............................................. 108-109 Shift Solenoid Valves ........................................... 47 Stator Assembly .................................................... 13 Square and O-Ring Seal Locations ..................... 109 T Table of Contents.................................................... 2 TCC Control (PWM) Solenoid ............................. 50 TFP Val. Position Sw. .......................................... 46 Thermostatic Element ........................................... 44 Third Gear (overdrive)..........................66-67, 92-93 Thrust Washer Locations .................................... 105 Torque Converter Clutch ................................. 12-14 converter pump and turbine ......................... 12 pressure plate ............................................... 12 stator assembly ............................................ 13 torque converter apply and release .............. 14 Torque Converter Clutch Applied ..... 70B-71, 94-95 Torque Converter Clutch Released............... 70-70A TFT sensor ............................................................ 49 Transaxle Adapt Function .................................... 51 U Understanding The Graphics ............................ 6-8A V Valves Located In The Case Cover ................. 36-37 manual valve ................................................ 36 low blow off ................................................ 37 TCC blow off ............................................... 37 cooler blow off............................................. 37 actuator feed limit ........................................ 37 accumulators ........................................... 38-39 Valves Located In The Valve Body .... 40-41, 116-117 Vehicle Speed Sensor ........................................... 48
NOTES
129
NOTES
130

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4T65-E

HOW TO USE THIS BOOK

HOW TO USE THIS BOOK

1/2 SUPPORT ROLLER CLUTCH ASSEMBLY (683)

ACT FD LIM VALVE

AUX INPUT CL FD 2-1 MAN SERVO

3-4 ACCUMULATOR ASSEMBLY (421-428)

2/1 BAND ASSEMBLY (680)

CASE COVER ASSEMBLY (400)

DRIVE LINK ASSEMBLY (507)

OUTPUT SHAFT (510)

4TH CLUTCH HUB & SHAFT ASSEMBLY (504)

4TH CLUTCH ASSEMBLY (500-502)

DRIVEN SPROCKET (506)

FILTER ASSEMBLY (100)

DRIVEN SPROCKET SUPPORT (609)

REVERSE BAND ASSEMBLY (615)

2ND CLUTCH ASSEMBLY (620-627)

3RD CLUTCH ASSEMBLY (639-649)

MANUAL 2/1 SERVO ASSEMBLY (103-115)

INPUT CLUTCH ASSEMBLY (654-659)

*APPLIED BUT NOT EFFECTIVE

PAGE NUMBER FOR REFERENCE TO FLUID FLOW SCHEMATIC

FLUID FLOW SCHEMATIC (FOLDOUT) A

2ND CL 3RD CL/LO-1ST

CASE (3) CASE COVER (400)

LOW /1ST GEAR CONVERTER FEED LO-1ST

3RD CLU/ LO 1ST

LINE REV SERVO

SPACER PLATE (370)

LO BLOW OFF VALVE

GASKET (371) CONTROL VALVE BODY (300)

LOW /1ST GEAR LINE LINE

LINE REV BST

PRESS REG VALVE

2-3 Shift Solenoid N.O.

CONV FD TORQUE SIG LOW/1ST GEAR

1-2,3-4 SIG 2ND 3RD LINE

4TH CL 2-3 OFF SIG 3RD

TORQUE SIG REG

2-3 SHIFT VALVE

ACT FD LIM VALVE

TORQUE SIG 3RD INPUT CL FD

2e 42e 21 18d 2g 3 2w 2p 18e 42d 42f 42g

2-3 OFF SIG

TCC REG APP

TCC SIG (PWM)

37c 37d 8 24c

ACCUMULATOR HOUSING (140) ACCUMULATOR SPACER PLATE (134)

ACCUMULATOR COVER (132)

MAN 2-1 SERVO FD

THERMOSTATIC ELEMENT (121)

2ND CL BOTTOM PAN (24)

TORQUE CONVERTER BLOW-OFF

COOLER BALL CHECK VALVE

2ND CL CASE COVER (400) CASE (3) COOLER

HALF PAGE TEXT AND LEGEND

MANUAL 2/1 SERVO (108)

FORWARD SERVO APPLY PIPE (124)

FORWARD SERVO (15-22)

CASE (3) (Bottom)

ACCUMULATOR COVER (132)

ORIFICED CUP PLUG

MANUAL SERVO APPLY PIPE (125)