Beruflich Dokumente
Kultur Dokumente
4L30-E
CONTENTS
INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
HOW TO USE THIS BOOK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
UNDERSTANDING THE GRAPHICS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
TRANSMISSION CUTAWAY VIEW (FOLDOUT) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
GENERAL DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
PRINCIPLES OF OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9A
MAJOR MECHANICAL COMPONENTS (FOLDOUT) . . . . . . . . . . . . . . . . . . . 10
RANGE REFERENCE CHART . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
TORQUE CONVERTER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
APPLY COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
PLANETARY GEAR SETS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24
HYDRAULIC CONTROL COMPONENTS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27
ELECTRONIC CONTROL COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35
POWER FLOW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41
COMPLETE HYDRAULIC CIRCUITS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 67
LUBRICATION POINTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 90
BUSHING, BEARING & WASHER LOCATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . 91
SEAL LOCATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 92
ILLUSTRATED PARTS LIST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 93
BASIC SPECIFICATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 100
PRODUCT DESIGNATION SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 101
PREFACE
The Hydra-matic 4L30-E Technicians Guide is primarily intended for
automotive technicians that have some familiarization with an automatic
transaxle or transmission. Other persons using this book may find this
publication somewhat technically complex if additional instruction is not
provided. Since the intent of this book is to explain the fundamental mechanical, hydraulic and electrical operating principles, some of the terminology used is specific to the transmission industry. Therefore, words
commonly associated with a specific transaxle or transmission function
have been defined as needed throughout this publication.
The Hydra-matic 4L30-E Technicians Guide is intended to assist technicians during the service, diagnosis and repair of this transmission. However, this book is not intended to be a substitute for other service publications
that are normally used on the job. Since there is a wide range of repair
procedures and technical specifications specific to certain vehicles and
transmission models, the proper service publication must be referred to
when servicing the Hydra-matic 4L30-E transmission.
All information contained in this book is based on the latest data available
at the time of publication approval. The right is reserved to make product or
publication changes, at any time, without notice.
No part of any Powertrain publication may be reproduced, stored in
any retrieval system or transmitted in any form or by any means,
including but not limited to electronic, mechanical, photocopying, recording or otherwise, without the prior written permission of Powertrain
Division of General Motors Corp. This includes all text, illustrations,
tables and charts.
INTRODUCTION
The Hydra-matic 4L30-E Technicians Guide is another Hydra-matic publication from the Technicians
Guide series. These publications provide in-depth
technical information that is useful when learning or
teaching the fundamental operations of a transaxle or
transmission. This book is designed to graphically
illustrate and explain the function of the mechanical,
hydraulic, and electrical systems that make up the
Hydra-matic 4L30-E transmission. The information
contained in this book was developed to be useful for
both the inexperienced and experienced technician.
The inexperienced technician will find the explanations of the basic operating characteristics of this
transmission as valuable when learning the function
of each component used in this transmission. The
experienced technician will find that this book is a
valuable reference source when diagnosing a problem with the vehicle.
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 which further emphasize the operational theories presented.
The second major section entitled Power Flow,
blends the information presented in the Principles
of Operation section into the complete transmission
assembly. The transfer of torque from the engine
Figure 1
Figure 2
CL
CO
NT
LINE
RO
CAPILLARY
RESTRICTION
THROTTLE SIGNAL
EX
CO
SOLENOID SIGNAL
TO
PUMP
ASSEMBLY
(10)
EX
THROTTLE SIGNAL
ACCUMULATOR
ASSEMBLY
(214-217)
LINE
SUCTION
TWO DIMENSIONAL
LINE
SUCTION
LINE
EX
FORCE
MOTOR
SOLENOID
(404)
FD LIMIT
EX
3-4 ACCUM
EX
THROTTLE SIGNAL
THROTTLE SIG
THREE DIMENSIONAL
CONVERTER IN
REVERSE
THROTTLE SIGNAL
SUCTION
EX
LINE
FEED LIMIT
EX
EX
EX
LINE
LINE
FEED LIMIT
FEED LIMIT
FORCE MOTOR
SCREEN (415)
2ND CL
REV
N.C.
EX
EX
SOLENOID
(303)
SERVO REL
4TH CL FEED 1
D 3 2/1-2
SOLENOID
(307)
2-3 SHIFT
EX
4TH CL FD 1
EX
SERVO REL
D32
EX
N.O.
EX
EX
SERVO APPLY
BAND
CONTROL
SOLENOID
PWM
(323)
D 3 2/1-2
EX
1-2 REG
D 3 2/1-2
1-2 ACCUM
EX
EX
EX
D 3 2/1-2
SERVO REL
1-2 ACC
4TH CL FEED 2
EX
1-2 REG
3RD CL FD
THROTTLE SIGNAL
TWO DIMENSIONAL
2ND CLUTCH
D 3 2/1-2
THREE DIMENSIONAL
SOLENOID FEED
CONVERTER
CLUTCH
SOLENOID
(416)
SOLENOID SIGNAL
EX
D 3 2/1-2
D32
D32
EX
1-2 REG
1-2
LOW PRESSURE
PWM SOLENOID
SCREEN (324)
1-2
D32
D32
THREE DIMENSIONAL
GASKET
(88)
TRANSFER
PLATE
(87)
TWO DIMENSIONAL
GASKET
(86)
EX
1-2
EX
LINE
R321
1-2
REV
P RN D 3 2 1
R321
REVERSE
MANUAL VALVE
GASKET
ORIFICE IN
TRANSFER
PLATE
THREE DIMENSIONAL
TWO DIMENSIONAL
Figure 3
FOLDOUT
HYDRA-MATIC 4L30-E
CONVERTER
HOUSING
(6)
CONVERTER
CLUTCH ASSEMBLY
(1)
TURBINE
SHAFT
(506)
3RD CLUTCH
PLATE ASSEMBLY
(641-643)
PRINCIPLE
SPRAG CAGE
ASSEMBLY
(650)
OUTPUT
SHAFT
(653)
EXTENSION
ASSEMBLY
(43)
DRIVE
FLANGE
(49)
SPEED
SENSOR
ASSEMBLY
(45)
SPEEDO
WHEEL
(672)
SPEEDO
WHEEL
GEAR
(671)
BAND
ASSEMBLY
(664)
PLANETARY
CARRIER
ASSEMBLY
(653)
SERVO
PISTON
(97)
SELECTOR
LEVER
(60)
CENTER
SUPPORT
(30)
STATOR
TURBINE
ASSEMBLY
PRESSURE
PLATE
SOLENOID
ASSEMBLY
(416)
CONVERTER
PUMP
ASSEMBLY
MAIN CASE
VALVE BODY
ASSEMBLY
(84)
4TH CLUTCH
PLATE ASSEMBLY
(502 & 503)
ADAPTER CASE
VALVE BODY
ASSEMBLY
(71)
Figure 6
GENERAL DESCRIPTION
The Hydra-matic 4L30-E is a fully automatic, four
speed, front wheel drive transmission. It consists primarily of a four-element torque converter, two planetary
gear sets, various clutches, an oil pump, and a control
valve body.
The four-element torque converter contains a pump, a
turbine, a pressure plate splined to the turbine, and a
stator assembly. The torque converter acts as a fluid
coupling to smoothly transmit power from the engine
to the transmission. It also hydraulically provides additional torque multiplication when required. The pressure
plate, when applied, provides a mechanical direct
drive coupling of the engine to the transmission.
The two planetary gear sets provide the four forward
gear ratios and reverse. Changing of the gear ratios is
fully automatic and is accomplished through the use of
various electronic powertrain sensors that provide input signals to the Transmission Control Module (TCM).
The TCM interprets these signals to send current to the
various solenoids inside the transmission.
Figure 8
accomplished by depressing the accelerator or by manually selecting a lower gear with the shift selector.
It is not recommended that the transmission be operated in Drive range when pulling heavy loads or driving on extremely hilly terrain. Typically these conditions
put an extra load on the engine, therefore the transmission should be driven in a lower manual gear selection
for maximum efficiency.
3 Manual Third should be used when driving conditions dictate that it is desirable to use only three gear
ratios. These conditions include towing a trailer or driving on hilly terrain as described above. Automatic shifting is the same as in Drive range for first, second and
third gears except the transmission will not shift into
Fourth gear.
2 Manual Second adds more performance for congested traffic or hilly terrain. It has the same starting
ratio (first gear) as Manual Third but the transmission
is prevented from shifting above second gear. Manual
Second can be selected at any vehicle speed therefore,
it is commonly used for acceleration or engine braking
as required.
1 Manual First can also be selected at any vehicle
speed, however if the transmission is in third or fourth
gear it will immediately shift into second gear. When
the vehicle speed slows to below approximately 60
km/h (37 mph) the transmission will then shift into
first gear. This is particularly beneficial for maintaining maximum engine braking when descending steep
grades.
FOLDOUT 9
ADAPTER
CASE
(20)
MAIN
CASE
(36)
4TH CLUTCH
ASSEMBLY
(501-503,530-534)
SPLINED
TOGETHER
REVERSE
CLUTCH
ASSEMBLY
(608-617)
2ND CLUTCH
ASSEMBLY
(618-629)
SPRAG CLUTCH
ASSEMBLY
(650)
INPUT
SUN GEAR
ASSEMBLY
(646)
3RD CLUTCH
ASSEMBLY
(634-643)
OVERDRIVE
INTERNAL
GEAR
(528)
OVERDRIVE
CARRIER
ASSEMBLY
(525)
SOME MODELS
SPLINED
TOGETHER
PARKING LOCK
WHEEL
(668)
SPEEDO
WHEEL
(672)
SPEEDO
WHEEL
GEAR
(671)
REACTION
SUN GEAR
(658)
OVERDRIVE
SUN GEAR
(519)
BRAKE BAND
ASSEMBLY
(664)
OVERRUN
CLUTCH
ASSEMBLY
(510-524)
RAVIGNEAUX
PLANETARY
CARRIER
ASSEMBLY
(653)
SPLINED TO
RAVIGNEAUX
PLANETARY
CARRIER
ASSEMBLY
(653)
PARKING LOCK
ACTUATOR
ASSEMBLY
(56)
REACTION
SUN DRUM
(659)
SPLINED TO
PARKING
LOCK
WHEEL
(668)
10
SPLINED TO
SPEEDO
WHEEL
(672)
SERVO
ASSEMBLY
(90-103)
Figure 9
PARKING LOCK
PAWL
(54)
COLOR LEGEND
COLOR LEGEND
APPLY COMPONENTS
The foldout graphic on page 10 contains a disassembled drawing of the major components used in the Hydra-matic 4L30-E
transmission. This drawing, along with the cross sectional illustrations on page 8 and 8A, show the major mechanical components and their relationship to each other as a complete assembly.
Therefore, color has been used throughout this book to help
identify parts that are splined together, rotating at engine speed,
held stationary, and so forth. Color differentiation is particularly helpful when using the Power Flow section for understanding the transmission operation.
The Range Reference Chart on page 11, provides another valuable source of information for explaining the overall function of
the Hydra-matic 4L30-E transmission. This chart highlights the
major apply components that function in a selected gear range,
and the specific gear operation within that gear range.
2-3
SOL
N.O.
OVERDRIVE OVERRUN
ROLLER
CLUTCH
CLUTCH
OFF
ON
APPLIED
REVERSE
OFF
ON
LD
APPLIED
1st
OFF
ON
LD
APPLIED
2nd
ON
ON
LD
APPLIED
3rd
ON
OFF
LD
APPLIED
4th
OFF
OFF
FW
1st
OFF
ON
LD
APPLIED
2nd
ON
ON
LD
APPLIED
3rd
ON
OFF
LD
APPLIED
APPLIED
1st
OFF
ON
LD
APPLIED
APPLIED
2nd
RANGE
ON
ON
LD
APPLIED
1st
OFF
ON
LD
APPLIED
GEAR
P-N
Components such as the 2nd Clutch Drum (618)
and Ring Gear (630).
D
All seals
3
2
1
LD = LOCKED IN DRIVE
10A
10B
FOURTH
CLUTCH
THIRD
CLUTCH
REVERSE
CLUTCH
SECOND
CLUTCH
PRINCIPLE
BAND
ENGINE
SPRAG ASSEMBLY BRAKING
ASSEMBLY
NO
APPLIED
LD
NO
APPLIED
NO
APPLIED
FW
APPLIED
YES
APPLIED
APPLIED
NE
YES
APPLIED APPLIED
FW = FREEWHEELING
LD
APPLIED
NE
YES
LD
APPLIED
NO
APPLIED
FW
APPLIED
YES
APPLIED
NE
LD
APPLIED
APPLIED
YES
APPLIED
YES
FW
APPLIED
YES
LD
APPLIED
YES
NE = NOT EFFECTIVE
Figure 10
11
TORQUE CONVERTER
DAMPER
ASSEMBLY
(D)
PRESSURE PLATE
ASSEMBLY
(C)
TURBINE
ASSEMBLY
(F)
THRUST
BEARING
ASSEMBLY
(G)
STATOR
ASSEMBLY
(H)
CONVERTER PUMP
ASSEMBLY
(I)
TORQUE
CONVERTER
ASSEMBLY
(1)
TCC
RELEASED
RELEASE
FLUID
RELEASE
FLUID
STATOR
SHAFT
(209)
E
TURBINE
SHAFT
(506)
APPLY
FLUID
D
G
APPLY
FLUID
TORQUE CONVERTER:
12
THRUST
BEARING
ASSEMBLY
(G)
CONVERTER HOUSING
COVER ASSEMBLY
(A)
PRESSURE
PLATE
SPRING
(E)
TCC
APPLIED
C
TURBINE
THRUST
SPACER
(B)
I
A
Figure 11
TORQUE CONVERTER
PRESSURE PLATE, DAMPER AND
CONVERTER HOUSING ASSEMBLIES
The pressure plate is splined to the turbine hub and applies (engages) with the
converter cover to provide a mechanical coupling of the engine to the transmission. When the pressure plate assembly is applied, the small amount of slippage
that occurs through a fluid coupling is eliminated, thereby providing a more
efficient transfer of engine torque to the transmission and drive wheels. The
bottom half of the cutaway view of the torque converter in Figure 11 shows the
pressure plate in the apply position while the top half shows the released
position. Refer to Torque Converter Release and Apply on pages 54 and 55 for
an explanation of hydraulic control of the torque converter clutch.
To reduce torsional shock during the apply of the pressure plate to the converter cover, a spring loaded damper assembly (D) is used. The damper assembly is splined to the turbine assembly and the dampers pivoting mechanism is
attached to the pressure plate assembly. When the pressure plate applies, the
pivoting mechanism allows the pressure plate to rotate independently of the
damper assembly up to approximately 45 degrees. The cushioning effect of the
damper assembly springs aid in reducing converter clutch apply feel and irregular torque pulses from the engine or road surface.
FLUID FLOW
STATOR
ASSEMBLY
(H)
TURBINE
ASSEMBLY
(F)
CONVERTER PUMP
ASSEMBLY
(I)
Figure 12
STATOR ASSEMBLY
STATOR
STATOR HELD
FLUID FLOW REDIRECTED
CONVERTER
MULTIPLYING
FLUID FLOW
FROM TURBINE
CONVERTER AT
COUPLING SPEED
STATOR ROTATES
FREELY
Figure 13
13
APPLY COMPONENTS
The Apply Components section is designed to
explain the function of the hydraulic and
mechanical holding devices used in the Hydramatic 4L30-E transmission. Some of these apply
components, such as clutches and a band, are
hydraulically applied and released in order to
provide automatic gear range shifting. Other
components, such as a roller clutch or sprag clutch,
often react to a hydraulically applied component
by mechanically holding or releasing another
member of the transmission. This interaction
between the hydraulically and mechanically
applied components is then explained in detail
and supported with a graphic illustration. In
addition, this section shows the routing of fluid
pressure to the individual components and their
internal functions when it applies or releases.
Figure 14
15
APPLY COMPONENTS
OVERRUN CLUTCH:
The overrun clutch assembly is located in the overrun clutch housing (510)
inside the adapter case (20). The external teeth on the steel clutch plates
(521) are splined to the overrun clutch housing while the internal teeth on
the fiber clutch plates (522) are splined to the overdrive carrier assembly
(525). The overrun clutch is applied as soon as the engine is started and in
all gear ranges except Drive Range - Fourth Gear.
OVERRUN
CLUTCH
HOUSING
(510)
When fully applied, the steel plates (521) and fiber plates (522)
are locked together, thereby holding the overrun clutch housing
and overdrive carrier assembly together. This forces the housing,
overdrive sun gear (519) which is splined to the housings inner
hub, and carrier to rotate at the same speed.
16
515
517
518
519
SNAP
RING
(524)
OVERRUN
CLUTCH
HOUSING
(510)
RETAINER
(515)
CAM
(517)
RELEASE
SPRING
(514)
OVERRUN
CLUTCH
APPLY
FLUID
SUN
GEAR
(519)
SNAP
RING
(518)
OVERRUN
CLUTCH
STEEL PLATE
(521)
Note: Some models use a waved plate (520) to help control the
overrun clutch apply feel.
514
EX
OVERRUN
CLUTCH
PISTON
(513)
513
SOME MODELS
520
Figure 15
521
522
OVERRUN
CLUTCH
LINED PLATE
(522)
OVERRUN
CLUTCH
BACKING PLATE
(523)
523
524
APPLY COMPONENTS
516
504
506
505
OVERDRIVE
ROLLER
CLUTCH
(516)
OVERDRIVE
CARRIER
ASSEMBLY
(525)
LUBE
PASSAGE
508
525
526
OVERRUN
CLUTCH
APPLY
FLUID
SNAP
RING
(526)
OVERRUN
CLUTCH
PLATE
OVERDRIVE
ROLLER CLUTCH (521-522)
(516)
HOLDING
OVERDRIVE
CARRIER
ASSEMBLY
(525)
The overdrive roller clutch assembly (516) is located between the overdrive
carrier assembly (525) and overrun clutch housing (510). The outer race of
the roller clutch is pressed into the overdrive carrier while the roller clutch
inner cam (517) is splined to the inner hub of the overrun clutch housing.
The overdrive roller clutch is a type of one-way clutch that prevents the
overrun clutch housing from rotating clockwise faster than the overdrive
carrier. This assists the overrun clutch in holding the overrun clutch housing and overdrive carrier together. The overdrive roller clutch is holding,
and effective, during acceleration in all gear range except Drive Range EXAMPLE "A" Fourth Gear, the same as the overrun clutch.
DIRECT DRIVE
G
TIN
TA
RO
G
TIN
TA
RO
(OUTER RACE)
OVERRUN
CLUTCH
PLATE
OVERDRIVE
ROLLER CLUTCH (521-522)
(516)
OVERRUNING
OVERDRIVE
CARRIER
ASSEMBLY
(525)
EXAMPLE "B"
OVERDRIVE The roller clutch releases when the overdrive carrier rotates clockwise
faster than the overrun clutch housing. This causes the rollers to move
down the ramp on the inner cam (517) and rotate freely between the inner
cam and outer race. This action occurs in Fourth gear when the overrun
OVERDRIVE
clutch is released and the 4th clutch is applied to hold the overrun clutch
INTERNAL
housing (510) and overdrive sun gear (519) stationary to the adapter case.
GEAR
As torque from the engine drives the carrier clockwise, the roller clutch
(528)
outer race in the carrier overruns the roller clutch. The pinion gears rotate
clockwise on their pins and walk around the stationary sun gear, thereby
driving the overdrive internal gear (528) in a Fourth gear overdrive gear
ratio of approximately .73:1.
Coast Conditions:
D
EL
With the sun gear and overdrive carrier rotating at the same speed, the
pinion gears do not rotate on their pins but act as wedges and drive the
overdrive internal gear. This creates a 1:1 gear ratio through the overdrive
planetary gear set. Remember that, as explained above, the roller clutch is
assisting the overrun clutch which is also applied and holding the carrier
and overrun clutch housing together.
G
TIN
TA
RO
(OUTER RACE)
When the 4th clutch is released the overrun clutch housing is free to rotate.
The overdrive carrier pinion gears are in mesh with both the overdrive sun
gear (519), which is splined to the inner hub of the overrun clutch housing,
and the overdrive internal gear (528). Power from the engine drives the
overdrive carrier clockwise. Vehicle load holding the overdrive internal
gear causes the pinion gears to attempt to rotate counterclockwise on their
pins around the internal gear as the travel clockwise with the carrier assembly. Therefore, the pinion gears attempt to drive the sun gear clockwise,
faster than the carrier assembly is rotating. However, this causes the rollers
to move up the ramp on the inner cam (517) and wedge between the inner
cam and outer race, thereby locking the overrun clutch housing (510) and
overdrive carrier together.
When the throttle is released and the vehicle is decelerating, power from
vehicle speed drives the transmissions output shaft and gear sets faster
than engine torque is driving. In gear ranges when the overrun clutch is
applied and engine compression braking slows the vehicle during coast
conditions, the overdrive roller clutch is not holding. However, the overdrive carrier does not overrun the roller clutch because the overrun clutch
holds the carrier and overrun clutch housing together.
Figure 16
17
APPLY COMPONENTS
4TH CLUTCH:
ADAPTER
CASE
(20)
The 4th clutch assembly is located in the adapter case. The external teeth on the
steel clutch plates (502) are splined to the adapter case while the internal teeth on
the fiber clutch plates (503) are splined to the outside of the overrun clutch
housing (510). The 4th clutch is only applied in Drive Range - Fourth Gear to
provide an overdrive gear ratio through the overdrive planetary gear set.
ADAPTER
CASE
(20)
4TH CLUTCH
STEEL PLATE
(502)
4TH CLUTCH
LINED PLATE
ASSEMBLY
(503)
4TH CLUTCH
RETAINER
(501)
SEAL
(OUTER)
(534)
SEAL
(INNER)
(533)
4TH CLUTCH
APPLY
FLUID
501
18
502
503
530
531
Figure 17
532
533
534
APPLY COMPONENTS
MAIN
CASE
(36)
MAIN
CASE
(36)
REVERSE CLUTCH:
The reverse clutch is located in the main transmission case (31) directly
behind the center support (604). The external teeth on the steel clutch
plates (615) are splined to the main case while the internal teeth on the
fiber clutch plates (616) are splined to the outside of the 2nd clutch drum
(618). The reverse clutch is only applied when the gear selector lever is in
the Reverse (R) position.
CENTER
SUPPORT
ASSEMBLY
(30)
REVERSE CLUTCH
WAVED PLATE
(614)
REVERSE CLUTCH
LINED PLATE
(616)
REVERSE CLUTCH
STEEL PLATE
(615)
SEAL
(OUTER)
(609)
REVERSE CLUTCH
PRESSURE/SELECTIVE
PLATE
(617)
REVERSE
CLUTCH
PISTON
(610)
SPRING
SEAT
(612)
SEAL
(INNER)
(608)
RETAINING
RING
(613)
30
608
31
609
12
610
OIL
SEAL
RINGS
(32)
PISTON
CLUTCH
SPRING
(611)
32
611
612
613
Figure 18
614
615
616
617
19
APPLY COMPONENTS
2ND CLUTCH:
The 2nd clutch assembly is located in the 2nd clutch drum (618) inside the main transmission case (31).
The external teeth on the steel clutch plates (626) are splined to the 2nd clutch drum while the internal teeth
on the fiber clutch plates (627) are splined to the 3rd clutch drum assembly (634). The 2nd clutch is applied
when the transmission is in Second, Third and Fourth gears.
EX
SEAL
(OUTER)
(621)
2ND
CLUTCH
WAVED
PLATE
(625)
2ND CLUTCH
DRUM ASSEMBLY
(618)
2ND
CLUTCH
STEEL
PLATE
(626)
SEAL
(INNER)
(620)
2ND
CLUTCH
SPACER
(628)
2ND
CLUTCH
LINED
PLATE
(627)
RETAINING
RING
(629)
620
621
622
2ND CLUTCH
APPLY
FLUID
611
2ND
CLUTCH
DRUM
ASSEMBLY
(618)
623
20
613
625
626
627
2ND
CLUTCH
PISTON
(622)
PISTON
CLUTCH
SPRING
(611)
628
Figure 19
SPRING
SEAT
(623)
629
RETAINING
RING
(624)
630
RING
GEAR
(630)
629
APPLY COMPONENTS
3RD CLUTCH:
The 3rd clutch assembly is located in the 3rd clutch drum (634) inside the
main transmission case (31). The external teeth on the steel clutch plates
(642) are splined to the 3rd clutch drum while the internal teeth on the fiber
clutch plates (643) are splined to the input sun gear assembly (646). The
3rd clutch is applied when the transmission is in Drive Range - Third and
Fourth gears. The 3rd clutch is also applied in First gear when the transmission is operating in Manual Second and Manual First to provide engine
compression braking.
3RD CLUTCH
DRUM ASSEMBLY
(634)
RELEASED
EX
SPRAG
RACE
ASSEMBLY
(647)
SEAL
SEAL
(INNER) (OUTER)
(635)
(637)
LUBE
PASSAGE
3RD
CLUTCH
APPLY
FLUID
SPRAG RACE
RETAINING
RING
(648)
PISTON
CLUTCH
SPRING
(611)
SPRING
SEAT
(639)
LUBE
PASSAGE
3RD
CLUTCH
DRUM
ASSEMBLY
(634)
3RD
3RD
3RD
CLUTCH CLUTCH CLUTCH
PISTON SPRING
STEEL
(638)
CUSHION PLATE
PLATE
(642)
(641)
635
637
638
611
639
640
641
642
Figure 20
643
RETAINING
3RD
RING
CLUTCH
(640)
LINED
PLATE
(643)
647
648
21
APPLY COMPONENTS
SPRAG CLUTCH:
The sprag clutch assembly (650) is located between the input sun gear assembly (646) and sprag race
assembly (647). The input sun gear assembly functions as the inner sprag race and is splined to the
short pinions in the Ravigneaux planetary carrier (653). The sprag race assembly functions as the
outer sprag race and is splined to the 3rd clutch drum (634). The sprag clutch is a type of one-way
clutch that prevents the 3rd clutch drum from rotating clockwise faster than the input sun gear.
Therefore, when the sprag clutch is holding it allows the 3rd clutch drum to drive the input sun gear.
INPUT
SUN GEAR
ASSEMBLY
(646)
SPRAG CLUTCH
HOLDING/DRIVING
(OUTER RACE)
SPRAG
RACE
ASSEMBLY
(647)
(A)
(B)
SPRAG
CAGE
ASSEMBLY
(650)
(INNER RACE)
INPUT
SUN
GEAR
(646)
SPRAG CLUTCH
OVERRUNNING
(OUTER RACE)
SPRAG
RACE
ASSEMBLY
(647)
The sprag clutch releases when the sprags pivot toward their short
diagonals. The length of the short diagonal (distance B) is less than the
distance between the inner and outer sprag races. This action occurs
when power flow drives the input sun gear clockwise faster than the 3rd
clutch drum, thereby allowing the input sun gear and inner race (646) to
overrun the sprag clutch. During acceleration the sprag clutch is only
overrun when the transmission is in Second gear.
Coast Conditions:
The sprag clutch is also overrun during coast conditions, or deceleration, in Reverse, Drive Range - First Gear and Manual Third - First
Gear. This is when power from vehicle speed drives the input sun gear
clockwise faster than engine torque drives the 3rd clutch drum (with the
3rd clutch released). In this situation, the sprag clutch inner race on the
input sun gear assembly overruns the sprags, thereby allowing the vehicle to coast freely.
SPRAG
CAGE
ASSEMBLY
(650)
SPRAG
CAGE
ASSEMBLY
(650)
(INNER RACE)
INPUT
SUN
GEAR
(646)
649
650
649
RETAINING
RING
(649)
22
LUBE
PASSAGE
Figure 21
INPUT
SUN GEAR
ASSEMBLY
(646)
APPLY COMPONENTS
SERVO ASSEMBLY AND BRAKE BAND:
The servo assembly, located in the bottom rear of the main transmission case (36), functions to apply the
brake band (664) and act as an accumulator to cushion the 3rd clutch apply. The brake band is applied when
the transmission is in First and Second gears. The brake band is held stationary in the main case and wraps
around the reaction sun drum (659). When compressed by the servo assembly the band holds the reaction
drum and reaction sun gear (658) stationary to the main case.
103
To apply the servo assembly and brake band, servo apply fluid is fed between the servo cover (91) and servo
piston (97). Servo apply fluid pressure forces the piston to compress both the servo cushion (99) and servo
return (103) springs. This action moves the servo apply rod (102) toward the band. The apply rod compresses
the brake band around the reaction sun drum and holds both the drum and reaction sun gear stationary to the
main case. During apply, the spring forces (servo cushion and servo return) acting against servo apply fluid
pressure help control the apply feel of the brake band.
101
100
99
98
97
96
BRAKE BAND
ASSEMBLY
(664)
95
94
ANCHOR
PINS
93
92
91
MAIN
CASE
(36)
90
ADJUST
SLEEVE
(101)
SERVO APPLY
SERVO RELEASE
CUSHION
SPRING
SEAT
(100)
CUSHION
SPRING
(99)
APPLY
ROD
(102)
SERVO
PISTON
(97)
RETURN
SPRING
(103)
SERVO PISTON
ASSEMBLY
(94-103)
RING
SEAL
(98)
Figure 22
SERVO
COVER
(91)
SERVO
SCREW
NUT
(95)
SERVO
PISTON
SCREW
(96)
MAIN CASE
BOTTOM PAN
(57)
23
Torque:
Planetary gear sets are used in the Hydra-matic 4L30-E transmission as the
primary method of multiplying the torque, or twisting force, of the engine
(known as reduction). A planetary gear set is also used to reverse the direction
of input torque, function as a coupling for direct drive, and provide an overdrive
gear ratio.
When engine torque is transferred through a gear set the output torque from the
gear set can either increase, decrease, or remain the same. The output torque
achieved depends on:
(1) which member of the gear set provides the input torque to the gear set,
(2) which member of the gear set (if any) is held stationary,
and,
(3) which member of the gear set provides the output torque.
If output torque is greater than input torque the gear set is operating in reduction
(First, Second and Reverse gears). If output torque is less than input torque then
the gear set is operating in overdrive (Fourth gear). When output torque equals
input torque the gear set is operating in direct drive (Third gear) and all gear set
components are rotating at the same speed.
ADAPTER
CASE
(20)
REDUCTION
Increasing the output torque is known as operating in reduction because there
is a decrease in the speed of the output member proportional to the increase in
output torque. Therefore, with a constant input speed, the output torque
increases when the transmission is in a lower gear, or higher gear ratio.
OVERDRIVE
INTERNAL
GEAR
(528)
OVERDRIVE
CARRIER
ASSEMBLY
(525)
OVERDRIVE
CARRIER
ASSEMBLY
(525)
OVERDRIVE
SUN GEAR
(519)
OVERDRIVE
INTERNAL
GEAR
(528)
REACTION
SUN GEAR
(658)
OVERRUN
CLUTCH
HOUSING
(510)
OVERDRIVE
SUN GEAR
(519)
2ND CLUTCH
DRUM ASSEMBLY
(618)
INPUT
SUN GEAR
ASSEMBLY
(646)
RAVIGNEAUX
PLANETARY
CARRIER
ASSEMBLY
(653)
MAIN
CASE
(36)
INPUT
SUN GEAR
ASSEMBLY
(646)
REACTION
SUN GEAR
(658)
24
Figure 23
REACTION
SUN DRUM
(659)
RAVIGNEAUX
PLANETARY
CARRIER
ASSEMBLY
(653)
RING
GEAR
(630)
DIRECT DRIVE
Direct drive in a planetary gear set is obtained when any two members of the gear
set rotate in the same direction at the same speed. This forces the third member of
the gear set to rotate at the same speed. Therefore, in direct drive the output speed
of the transmission is the same as the input speed from the converter turbine.
Output speed will equal engine speed when the torque converter clutch is applied
(see Torque Converter - page 12).
Direct drive occurs in Third gear when input torque to the Ravigneaux gear set
is provided by both the input sun gear (646) and ring gear (630). This wedges
the short and long pinion gears together, preventing them from rotating on their
pins, and causes them to rotate with the input sun gear and ring gear at the same
speed. Therefore, the Ravigneaux carrier and output shaft assembly (653) are
also driven at the same speed for a 1:1 direct drive gear ratio. This combines
with the 1:1 gear ratio through the overdrive gear set for a direct drive 1:1 gear
ratio through the entire transmission.
OVERDRIVE
Operating the transmission in Overdrive allows the output speed of the
transmission to be greater than the input speed from the engine. This mode of
operation allows the vehicle to maintain a given road speed with reduced engine
speed for increased fuel economy.
Overdrive is achieved through the overdrive gear set and only occurs in Drive
Range - Fourth Gear. The 4th clutch holds theoverrun clutch housing (510) and
overdrive sun gear (519) stationary to the main transmission case. Therefore,
when input torque drives the overdrive carrier clockwise, the overdrive carrier
pinion gears walk clockwise around the stationary sun gear. These pinion gears
then drive the overdrive internal gear (528) clockwise in an overdrive gear ratio
of approximately .73:1. Power flow from the overdrive internal gear to the
output shaft is identical to Third gear, a direct drive 1:1 gear ratio, thereby
providing an overall transmission gear ratio of approximately .73:1.
REVERSE
The Ravigneaux planetary gear set reverses the direction of power flow rotation
when the reverse clutch is applied. In Reverse, input torque to the Ravigneaux
gear set is provided by the input sun gear (646) in a clockwise direction and the
ring gear (630) is held stationary. The input sun gear drives the short pinion
gears counterclockwise. With the ring gear held, the long pinion gears travel
counterclockwise around the ring gear as they are driven clockwise on their pins
by the short pinion gears. This action drives the Ravigneaux carrier and output
shaft in a counterclockwise (reverse) direction in a reduction gear ratio of
approximately 2.00:1.
HELD
REVERSE
FIRST
HELD
FOURTH
HELD
(REDUCTION)
THIRD
SECOND
HELD
(REDUCTION)
(REDUCTION)
Figure 24
(DIRECT DRIVE)
25
9
8
CRESCENT
DRIVEN
GEAR
(202)
209 (10)
DRIVE
GEAR
(201)
PUMP
ASSEMBLY
(10)
202
LINE
201
OUTLET
INTAKE
BOTTOM PAN
(74)
SUCTION
FILTER
(79)
Through the rotation of the gears the gear teeth carry the fluid past the
crescent to the pressure side of the oil pump. Past the crescent the gear
teeth begin to mesh again and the volume between the gear teeth decreases. Decreasing this volume pressurizes and forces the fluid through
the pump outlet and into the line fluid circuit. This fluid is directed to
the pressure regulator valve where the fluid pressure is regulated to
maintain the required supply and pressure for the various hydraulic
circuits and apply components throughout the transmission.
As engine speed (RPM) increases, the volume of fluid being supplied
by the oil pump also increases because of the faster rotation of the
pump gears. At a specified calibrated pressure (which varies with transmission model) the pressure regulator valve allows excess fluid to return to the suction side of the pump gears (see pressure regulation on
page 28). The result is a control of the pumps delivery rate of fluid to
the hydraulic system.
Figure 25
27
PUMP
ASSEMBLY
(10)
LINE
LINE
LINE
CONV IN
REVERSE
SUCTION
THROTTLE SIGNAL
LINE
SUCTION
LINE
CONV IN
REVERSE
EX
THROTTLE SIGNAL
EX
LINE
SUCTION
SUCTION
PUMP
ASSEMBLY
(10)
28
LINE
EX
THROTTLE SIG
SUCTION
EX
THROTTLE SIG
LINE
FEED LIMIT
FORCE
MOTOR
SOLENOID
(404)
SUCTION
FORCE
MOTOR
SOLENOID
(404)
FEED LIMIT
210
211
213
CO
CO
RE NV IN
LE
AS
E
TO
EX
CO
O
AP LER
LIN PLY
E
EX
212
NV
SOLENOID SIGNAL
CL
NT
LINE
214
THROTTLE SIGNAL
215
CO
RO
CAPILLARY
RESTRICTION
PUMP
ASSEMBLY
(10)
EX
THROTTLE SIGNAL
ACCUMULATOR
ASSEMBLY
(214-217)
216
LINE
SUCTION
217
203
204
205
206
207
Figure 27
206
SUCTION
LINE
EX
SUCTION
CONVERTER IN
REVERSE
THROTTLE SIGNAL
LINE
208
29
403
409
FORCE
MOTOR
SOLENOID
(404)
FD LIMIT
EX
408
3-4 ACCUM
407
3-4 ACCUM
405
EX
SOME
MODELS
THROTTLE SIGNAL
406
THROTTLE SIGNAL
THROTTLE SIGNAL
404
406
410
412
LINE
EX
FEED LIMIT
EX
LINE
EX
LINE
EX
FEED LIMIT
411
Note: The 3-4 accumulator control spring is not used on all models.
Refer to page 32A for a detailed description of accumulator control.
Feed Limit Valve (412)
The feed limit valve limits feed limit fluid pressure to a maximum
range of 659 kPa to 765 kPa (96 psi to 111 psi). When line pressure is
below this range the force from the feed limit valve spring (410) keeps
the valve fully open and feed limit fluid pressure equals line pressure.
When line pressure is above this range, orificed feed limit fluid pressure at the end of the valve moves the valve against spring force. This
regulates line pressure entering the feed limit fluid circuit and limits
maximum feed limit fluid pressure to the range given above. Feed limit
fluid is routed to the force motor solenoid.
Torque Converter Clutch (TCC) Solenoid (416)
The TCC solenoid is a normally closed ON/OFF type solenoid that is
controlled by the TCM. When operating conditions are appropriate for
converter clutch apply the TCM energizes the TCC solenoid. This opens
the solenoid and allows solenoid feed fluid to enter the solenoid signal
fluid circuit. To release the converter clutch the solenoid is de-energized, thereby blocking solenoid feed fluid from entering the solenoid
signal fluid circuit. With the solenoid OFF, solenoid signal fluid pressure exhausts through the solenoid and the converter clutch releases.
FEED LIMIT
FORCE MOTOR
SCREEN (415)
2ND CL
REV
406
414
CONVERTER
CLUTCH
SOLENOID
(416)
416
30
402
SOLENOID SIGNAL
413
SOLENOID FEED
EX
415
417
Figure 28
30A
303
Note: Refer to the Power Flow section for a detailed description of the
shift valve operation and electrical component operation in a specific
gear range. Also, refer to the Electrical Component section for a detailed description of each electrical component.
30B
EX
N.C.
EX
SERVO REL
4TH CL FEED 1
D 3 2/1-2
EX
SERVO REL
D32
EX
EX
4TH CL FD 1
EX
EX
SERVO APPLY
BAND
CONTROL
SOLENOID
PWM
(323)
D 3 2/1-2
EX
1-2 REG
1-2 ACCUM
2-3 SHIFT
N.O.
D 3 2/1-2
EX
EX
SOLENOID
(307)
EX
D 3 2/1-2
SERVO REL
1-2 ACC
SOLENOID
(303)
323
322
EX
4TH CL FEED 2
321
THROTTLE SIGNAL
1-2 REG
3RD CL FD
305
D 3 2/1-2
D32
D32
1-2 REG
1-2
EX
LOW PRESSURE
1-2
PWM SOLENOID
SCREEN (324)
D32
D32
310
311
312
EX
EX
1-2
P RN D 3 2 1
LINE
R321
1-2
MANUAL VALVE
R321
REVERSE
308
2ND CLUTCH
D 3 2/1-2
307
EX
320
319
310
REV
309
306
302
305
318
Note: The 1-2 accumulator control spring is not used on all models.
Refer to page 32A for a detailed description of accumulator control.
304
SOME
MODELS
306
302
324
325
309
326
302
Figure 29
31
gear range is selected and the vehicle is moving forward above approximately 12 km/h (7 mph). Reverse Lockout is not available on all
applications.
un Clutch Applied
force keeps the valve normally open, allowing orificed line
e to feed the overrun clutch fluid circuit and apply the overrun
n Park, Reverse, Neutral, First, Second and Third gears. In this
n the valve opens the 4th clutch fluid circuit to an exhaust port,
preventing 4th clutch apply. In Manual First and Manual Sec2 fluid pressure assists spring force to prevent the overrun lockve from shifting into the Fourth gear position under any condi-
clutch. Note that these two clutches must not be applied at the
me.
During the apply of a clutch, clutch apply fluid pressure moves the
clutch piston against the clutch piston spring and clutch plates. After
the clearance between the clutch plates is taken up by the clutch piston
travel and the clutch plates begin to hold, fluid pressure in the circuit
builds up rapidly. This clutch apply fluid pressure is also directed to an
accumulator assembly. As the clutch apply fluid pressure increases, it
moves the accumulator piston against spring force and accumulator
fluid pressure. Movement of the accumulator piston delays the pressure
buildup in the circuit and allows for a more gradual apply of the clutch.
Without an accumulator in the clutch apply fluid circuit the rapid buildup
of fluid pressure would cause the clutch to apply very quickly and
possibly create a harsh shift.
utch Applied
in Fourth gear, 4th clutch feed 2 fluid is routed to the end of the
clutch valve. This fluid pressure moves the valve against spring
; (1) block line pressure from entering the overrun clutch fluid
and exhaust overrun clutch fluid, thereby releasing the overrun
and (2) allow 4th clutch feed 2 fluid to fill the 4th clutch fluid
thereby applying the 4th clutch.
SOME
MODELS
702
02
703
703
707
704
705
706
OVERDRIVE LUBE
CK
LO
V
RE
EX
UT
TH CL FD 2
1-2
CL
UT EX
C
LIN H
E
4TH CL FD 2
UN
ER
R
OV
KO
CENTER
SUPPORT
ASSEMBLY
30
(701)
G
SI
LO
C
UN
SO
ER
R
E
RS
VE CL
RE EV
R
OV
4TH
CL
UT
CH
EX
RS
VE
RE
OU
EX
Downshift Control
During a 2-1 downshift, 2nd clutch fluid exhausts from the 1-2 accumulator assembly. As spring force and 1-2 accumulator fluid pressure
move the 1-2 accumulator piston against exhausting 2nd clutch fluid,
the 1-2 accumulator valve train regulates more D32/1-2 fluid into the
1-2 accumulator fluid circuit. This regulation controls the rate at which
1-2 accumulator fluid fills the 1-2 accumulator. It also helps control the
rate at which 2nd clutch fluid exhausts and the 2nd clutch releases.
Therefore, with higher throttle positions and greater throttle signal fluid
pressure, the accumulator valve will regulate D32/1-2 fluid to fill the 12 accumulator faster. This pressure will then move the accumulator
piston faster, thereby forcing 2nd clutch fluid to exhaust faster and the
2nd clutch to release quicker.
CAPILLARY
RESTRICTION
THROTTLE SIGNAL
EX
13
The 3-4 accumulator assembly functions exactly the same as the 1-2
accumulator assembly. The only difference is the name of the fluids
used. In the 3-4 accumulator, line pressure feeds the 3-4 accumulator
fluid circuit through the 3-4 accumulator valve and 4th clutch fluid
strokes the accumulator piston during the 4th clutch apply.
EX
EX
THROTTLE SIGNAL
16
17
18
EX
2ND CLUTCH
103
313
315
101
1-2 ACCUM
THROTTLE SIGNAL
102
SERVO APPLY
SERVO RELEASE
314
100
99
98
316
D 3 2/1-2
97
96
95
EX
EX
94
32B
19
LINE
As the servo piston moves to the release position, some servo apply
fluid is forced out of the servo assembly. This fluid is routed back
through the Pulse Width Modulated (PWM) band apply solenoid (323)
and into the D32/1-2 fluid circuit. This excess fluid pressure is regulated back through the pressure regulator valve.
15
3-4 ACCUM
Upshift Control
The 3rd clutch is applied by 3rd clutch fluid pressure which is fed by
servo release fluid. Servo release fluid is also routed to the servo assembly and acts on the release side of the servo piston. Servo release
fluid pressure assists the force from the servo cushion and servo return
springs to move the servo piston against servo apply fluid pressure.
This action moves the servo piston (97) and apply rod (102) away from
the brake band, thereby releasing the band. The movement of the servo
piston absorbs some of the initial 3rd clutch fluid pressure to cushion
the 3rd clutch apply - similar to the accumulation action of the 1-2 and
3-4 accumulators.
Note: Refer to the Electronic Components Section for a detailed description of the PWM solenoid operation.
14
Note: The accumulator control springs (319 and 408) for the 1-2 and
3-4 accumulator valve trains are not used on all models. Refer to the
appropriate service information for specific application information.
Downshift Control
During a 3-2 downshift, servo release fluid exhausts from the servo
assembly. As the force from the servo cushion spring (99), servo return
spring (103), and servo apply fluid pressure move the servo piston to
the apply position, the PWM solenoid regulates more D32/1-2 fluid
into the servo apply fluid circuit. This regulation controls the rate at
which servo apply fluid pressure fills the servo assembly and moves
the servo piston to apply the brake band. This action also helps control
the rate at which servo release fluid exhausts and the 3rd clutch releases. The PWM solenoid is controlled by the TCM in relation to the
operating conditions of the vehicle.
217
216
215
214
33
21
14l
SOLENOID FEED
2ND CL
REVERSE
D32
SHUTTLE
(85)
1-2
REVERSE
SHUTTLE
VALVE
(85)
D32
29f
16d
QUICK
DUMP
VALVE
(85)
17
D32
SHUTTLE
VALVE
(85)
D 3 2/1-2
34
Figure 32
22e
SERVO REL
3RD CLUTCH
QUICK DUMP
VALVE (85)
23c
3RD CL FEED
24
23b
3RD CL
SERVO RELEASE
22d
3RD CLUTCH
CHECK VALVE
(85)
3RD CLUTCH
CHECK VALVE
(85)
ELECTRICAL COMPONENTS
The Hydra-matic 4L30-E transmission incorporates electronic controls that
utilize a Transmission Control Module (TCM). The TCM gathers vehicle
operating information from the various sensors and controls listed below,
sensors both internal and external to the transmission. The TCM processes
this information and controls the following:
With both shift solenoids OFF (Fourth gear state), the transmission will
operate in Fourth gear when the gear selector lever is in the Drive range
position. However, the driver has some flexibility in gear selection during
fail-safe mode by moving the gear selector lever as follows: (see note)
OPERATING MODES
The TCM controls the transmission operation in three modes: Economy
mode, Performance mode, and Winter mode. The driver determines the
transmission operating mode through the Performance/Economy mode
switch and Winter mode switch. Some applications have a Manual mode
where the transmission can be shifted manually, similar to a manual transmission. Refer to page 40 for more information on these different operating modes.
Note: When the system failure is not due to the TCM, and the TCM is
functioning properly, the transmission will operate in Second gear when
the selector lever is in the Manual First position. In this situation the TCM
operates the shift solenoids in a Second gear state. Some applications
have different fail-safe operating states. Refer to the appropriate service
manual for specific information.
FAIL-SAFE MODE
If a major electrical system failure occurs which could affect vehicle safety
or damage the transmission during normal operation, the TCM enters the
4th gear
4th gear
3rd gear
1st gear
Reverse
Park, Neutral
D1C
TCM
"CHECK TRANS"
LAMP
3 4
INPUTS
ETCM
OUTPUTS
INFORMATION SENSORS
ELECTRONIC CONTROLLERS
ELECTRONICALLY CONTROLLED
TRANSMISSION COMPONENTS
Figure 33
35
ELECTRICAL COMPONENTS
ELECTRICAL COMPONENTS (TCM inputs internal to the
transmission)
ELECTRICAL
CONNECTOR
O-RING
ROTOR
MAGNETIC
PICKUP
OUTPUT VOLTS
SPEED SENSOR
5.0
HIGH SPEED
LOW SPEED
TIME
WIRE
16,000
133
-10
110
TEMPERATURE (C)
MODE SWITCH
The mode switch signals the TCM which position the selector lever is
in and the gear range the transmission is operating in. The mode
switch is bolted to the outside of the main transmission case (36) and
splined to the transmission selector shaft (61). Therefore, the digital
logic in the mode switch determines which position the selector shaft
is in and this information is then sent to the TCM.
WIRE
RESISTOR
TEMPERATURE SENSOR
NORMAL RESISTANCE (OHMS)
R
P
2
1
G
C
B
A
MODE SWITCH
36
Figure 34
ELECTRICAL COMPONENTS
ELECTRICAL COMPONENTS (TCM inputs/outputs external to the transmission)
THROTTLE POSITION SENSOR (TPS)
Located on the throttle shaft of the TBI unit, the TCM monitors a variable voltage signal from this sensor to calculate throttle position. The
TPS is a potentiometer that varies from approximately .48 volts at minimum throttle position to approximately 4.5 volts at maximum throttle
position. The TCM measures this voltage and uses the information on
throttle position to determine the appropriate shift patterns, shift feel and
TCC apply and release timing. In general, with greater throttle angle and
higher TPS voltage signal, the TCM delays upshift speeds (through shift
solenoid control) and increases line pressure (through force motor solenoid control). Also, the TCM keeps the converter clutch released at
minimum throttle positions and during heavy acceleration.
ENGINE SPEED SENSOR
Monitored as engine RPM by the TCM through the ignition module, this
sensor is used to help determine shift patterns and TCC apply and release timing.
ENGINE COOLANT TEMPERATURE SENSOR
This sensor monitors engine coolant temperature and sends a variable
resistance signal to the Engine Control Module (ECM). When the engine
is cold, resistance through the sensor is high, and when the engine is hot,
resistance is low. The ECM then sends this information to the TCM. The
TCM prevents converter clutch apply when engine coolant temperature
is below approximately 70C (158F).
BRAKE SWITCH
This switch causes the TCM to command TCC release. When the brake
pedal is depressed the TCM opens the path to ground for the TCC
solenoid electrical circuit. This de-energizes the solenoid and releases
the converter clutch.
KICKDOWN SWITCH
This switch is connected to the accelerator pedal. Whereas the TPS
signals throttle position to the TCM, the kickdown switch signals the
TCM when the accelerator pedal is fully depressed. The kickdown switch
is activated when the accelerator pedal travel is approximately 80%.
AIR CONDITIONER INFORMATION SIGNAL
When the A/C pressure cycling switch closes, the TCM is signaled that
the air conditioning compressor is ON and there is an extra load on the
engine. The TCM then adjusts transmission line pressure and shift timing to compensate for the added load on the engine.
ECONOMY/PERFORMANCE MODE PUSHBUTTON SWITCH
Depressing this pushbutton changes the transmission operating mode
between the Economy and Performance driving modes. In Performance
mode, the TCM delays part-throttle upshifts for greater acceleration. The
TCM also signals the force motor solenoid to increase line pressure for
the additional torque requirements in Performance mode. Higher line
pressure creates firmer shifts and more holding force for the friction
clutches and the brake band. Economy mode provides better fuel economy
by having the TCM initiate earlier part-throttle upshifts. Also, in Economy
mode line pressure is lower to provide smoother upshifts and downshifts.
WINTER MODE PUSHBUTTON SWITCH
In Winter mode the TCM changes the shift solenoid states to start the
transmission in Third gear. By starting to move the vehicle with the
transmission in Third gear, less torque is created, thereby reducing tire
slippage on ice and snow. When the driver selects Winter mode the TCM
overrides the selection of Economy or Performance modes. The TCM
only enters Winter mode when the following conditions are met:
4th gear
3rd gear
2nd gear
1st gear
When energized (turned ON) by the TCM, the magnetic field created in
the coil moves the plunger against solenoid spring force, away from the
fluid inlet port, and blocks the exhaust port through the solenoid. This
allows solenoid feed fluid to flow through the solenoid and fill the solenoid
signal fluid circuit. With the exhaust port blocked, solenoid signal fluid
pressure increases, thereby moving the TCC control valve into the apply
position and initiating the TCC apply.
CONNECTOR
SPRING
O-RING
EXHAUST
The TCC is normally applied in Third and Fourth gears (but will apply
in Second gear on some models if transmission fluid temperatures become
excessively high). The following conditions will cause the TCM to change
the operating state of the solenoid:
The TCC is released prior to all upshifts and downshifts and may reapply after the shift is complete if operating conditions are appropriate.
The TCC is released when the brake pedal is depressed, as signaled to
the TCM by the brake switch.
Figure 35
COIL
ASSEMBLY
PLUNGER
SOLENOID SOLENOID
FEED
SIGNAL
FLUID
FRAME FLUID
37
ELECTRICAL COMPONENTS
CONNECTOR
SPRING
O-RING
SHIFT SOLENOIDS
The Hydra-matic 4L30-E transmission uses two electronic shift solenoids (the 1-2/3-4 and 2-3 shift solenoids) to control upshifts and downshifts in all forward gear ranges. These shift solenoids work together in
a combination of ON and OFF sequences to control the positions of the
1-2/3-4 and 2-3 shift valves. The TCM uses numerous inputs to determine which solenoid state combination, and which gear range, the
transmission should be in. The following table indicates the solenoid
state combination required for each gear range:
EXHAUST
GEAR RANGE
1-2/3-4 Solenoid
Normally Closed
2-3 Solenoid
Normally Open
PLUNGER
OFF
ON
First
OFF
ON
Second
ON*
ON
Third
ON*
OFF*
Fourth
OFF
OFF*
D32/1-2
FLUID
FRAME
SPRING
METERING O-RING
BALL
The shift solenoids are de-energized (turned OFF) when the TCM opens
the path to ground for the solenoids electrical circuit. When the TCM
provides a path to ground for the electrical circuit, the solenoid is
energized (turned ON), current flows through the coil assembly in the
solenoid and creates a magnetic field. This magnetic field moves the
plunger inside the solenoid to change the operating state of the solenoid.
EXHAUST
COIL
ASSEMBLY
D32/1-2
FLUID
FRAME
PLUNGER
SOLENOID
(303)
EX
EX
EX
SERVO REL
D32
EX
EX
2-3 SHIFT
N.O.
ON
4TH CL FD 1
EX
SOLENOID
(307)
SERVO REL
4TH CL FD 1
D 3 2/1-2
D 3 2/1-2
2ND CLUTCH
D 3 2/1-2
N.C.
OFF
3RD CL FEED
1-2 REG
4TH CL FEED 2
EX
EX
EX
When energized (turned ON) by the TCM, the magnetic field created
in the coil moves the plunger against solenoid spring force, away from
the fluid inlet port, and blocks the exhaust port through the solenoid.
This allows D32/1-2 fluid to flow through the solenoid and act on the
1-2/3-4 shift valve. With the exhaust port blocked, D32/1-2 fluid pressure at the end of the shift valve increases, moves the valve against
spring force and into the Second and Third gear positions (as shown in
Example B).
2-3 Shift Solenoid (307)
Located at the end of the 2-3 shift valve (308), the 2-3 shift solenoid is
normally open and fed D32/1-2 fluid. When de-energized (OFF), D32/
1-2 fluid pressure moves the solenoid checkball against solenoid spring
force. This also moves the plunger in the solenoid to block the exhaust
port in the solenoid. D32/1-2 fluid flows past the ball and acts on the 23 shift valve. With the exhaust port blocked, D32/1-2 fluid pressure at
the end of the shift valve increases. D32/1-2 fluid pressure moves the
shift valve against 2-3 shift valve spring (305) force and into the Third
and Fourth gear position (as shown in Example B).
When energized (ON - Example A) by the TCM, the magenetic field
created in the coil moves the plunger against the solenoid checkball.
The force from the plunger assists spring force and seats the ball against
the fluid inlet port, thereby blocking D32/1-2 fluid. With the plunger in
this position, residual D32/1-2 fluid at the end of the shift valve is open
to the exhaust passage through the solenoid. This allows shift valve
spring force to move the 2-3 shift valve into the First and Second gear
position.
EX
2-3 SHIFT
EX
N.O.
OFF
EX
SOLENOID
(307)
SERVO REL
4TH CL FD 1
D 3 2/1-2
D 3 2/1-2
EX
N.C.
ON
2ND CL
D 3 2/1-2
SOLENOID
(303)
3RD CL FEED
1-2 REG
4TH CL FEED 2
EX
SERVO REL
D32
4TH CL FD 1
EXAMPLE B: THIRD GEAR
38
Figure 36
ELECTRICAL COMPONENTS
PULSE WIDTH MODULATED (PWM) BAND APPLY SOLENOID (323)
VOLTS
TIME
VOLTS
16
14
12
10
8
6
4
2
0
FREQUENCY: 32 HZ
TIME
1 SECOND
(32 CYCLES)
DUTY CYCLE = 70%
O-RING
CENTER
POLE
FLOW
REGULATION
(EXHAUST)
METERING
BALL
SNAP
RING
COIL
ASSEMBLY
EXHAUST
SEAT
SPOOL
HOUSING
PRESSURE PRESSURE
CONTROL
SUPPLY
(D32/1-2) (SERVO APPLY)
CONNECTOR
SPRING
Figure 37
BAND
APPLY
100%
80
(ON)
Without D32/1-2 fluid pressure at the end of the valve, the fluid dynamics acting on the valve shifts it completely to the left (with respect
to the drawing). This blocks D32/1-2 fluid from entering the valve and
supplying the servo apply fluid circuit. A higher percent duty cycle
increases the current flowing through the solenoid, thereby increasing
the coil's magnetic field. This keeps the checkball further toward the
exhaust seat, and the valve further to the left, to provide a slower
increase in servo apply fluid pressure and slower apply of the brake
band.
70%
30%
12
The PWM solenoid operates on a negative duty cycle. This means that
the ground (negative or low) side of the solenoid circuit is controlled
by the TCM. The solenoid is constantly fed approximately 12 volts to
the high (positive) side and the TCM controls the length of time the
path to ground for the electrical circuit is closed (duty cycle). When the
TCM closes the solenoid ground circuit, current flows through the
solenoid and the ground circuit is at a low voltage state (0 volts and
solenoid energized).
Approximately every 15 seconds the TCM pulses the band apply solenoid to either a maximum or minimum duty cycle. These pulses function to prevent possible contamination from sticking the solenoid valve
or plunger in any given position.
General Operation
The PWM solenoid is a normally open solenoid that controls the brake
band apply and release. This is accomplished by the TCM varying the
solenoids duty cycle (percent time energized) in relation to vehicle
operating conditions and the various TCM input signals. The brake
band is always applied in First and Second gears.
60
40
20
0
TIME
39
ELECTRICAL COMPONENTS
FORCE MOTOR (404)
The variable force motor solenoid, controlled by the TCM, is a precision electronic pressure regulator that controls line pressure. The force
motor operates at approximately 600 Hz (cycles per second) and regulates feed limit fluid pressure into the throttle signal fluid circuit. The
TCM controls the pressure that throttle signal fluid is regulated at by
varying the current at the force motor coil. The amount of current is
controlled by the duty cycle of the force motor. A greater duty cycle
creates a higher current at the force motor. Similar to the PWM solenoid, the duty cycle represents the percent time that current flow
energizes the coil. The high frequency of the force motor acts to
smooth the pulses created by the duty cycle energizing and de-energizing the force motor.
DAMPER
SPRING
COIL
ASSEMBLY
PLUNGER
60%
(ON)
VOLTS
12
40%
TIME
180
150
120
90
60
30
0
0.0
0.1
0.2
0.3
0.4
0.5
0.6
0.7
0.8
40
FRAME
THROTTLE
SIGNAL
FLUID
ARMATURE SPRING
EXHAUST
Current flow to the force motor coil creates a magnetic field that
attracts the armature, thereby moving the plunger to the right (with
respect to the drawing) against spring force. Note that the force motor
is assembled with some transmission fluid inside. This fluid assists the
damper spring in cushioning the armature movement.
VALVE
The duty cycle and amount of current flow to the force motor are
mainly affected by throttle position. Both current flow and duty cycle
are inversely proportional to throttle angle; as throttle angle increases,
the duty cycle is decreased by the TCM which decreases current flow.
FEED
LIMIT
FLUID
The TCM operates the force motor on a positive duty cycle. This
means that the high (positive) side of the force motor electrical circuit
at the TCM controls the force motor operation. Therefore, the TCM
always provides a ground path for the circuit and continually adjusts
the force motor duty cycle depending on vehicle and transmission
operating conditions. A positive duty cycle is measured as approximately 12 volts on the high (positive) side of the force motor when the
force motor is energized (ON). Figure A shows an example of a 60%
positive force motor duty cycle.
Figure 38
0.9
1.0
1.1
POWER FLOW
This section of the book describes how torque
from the engine is transferred through the Hydramatic 4L30-E transmission allowing the vehicle
to move either in a forward or reverse direction.
The information that follows details the specific
mechanical operation, electrical, hydraulic and
apply components that are required to achieve a
gear operating range.
The full size, left hand pages throughout this
section contain drawings of the mechanical
components used in a specific gear range. Facing
this full page is a half page insert containing a
color coded range reference chart at the top. This
chart is one of the key items used to understand
the mechanical operation of the transmission in
each gear range. The text below this chart provides
a detailed explanation of what is occurring
mechanically in that gear range.
Figure 39
41
PARK
PARK
Engine Running
Engine Running
SPRAG CLUTCH
ASSEMBLY
(650)
DRIVING
NO POWER
TRANSMITTED TO
DIFFERENTIAL
ASSEMBLY
1-2 / 3-4
SOL
N.C.
2-3
SOL
N.O.
OFF
OVERDRIVE
ROLLER
CLUTCH
ON
LD = LOCKED IN DRIVE
OVERRUN
CLUTCH
FOURTH
CLUTCH
THIRD
CLUTCH
REVERSE
CLUTCH
SECOND
CLUTCH
PRINCIPLE
SPRAG
ASSEMBLY
BAND
ASSEMBLY
APPLIED
FW = FREEWHEELING
NE = NOT EFFECTIVE
The Hydra-matic 4L30-E automatic transmission requires a constant supply of pressurized fluid to cool and lubricate the components throughout the unit. It also requires a holding force be
applied to the bands and clutches to obtain the various gear
ranges. The oil pump assembly (10) and valve body assemblies
provide for the pressurization and distribution of fluid throughout the transmission.
OVERRUN
CLUTCH
APPLIED
The oil pump drive gear (201) is keyed to the torque converter
hub.
The torque converter assembly (1) is connected to the engine
through the engine flywheel and rotates at engine speed. Therefore, the oil pump drive gear also rotates at engine speed.
The fluid circulating inside the converter creates a fluid coupling
which drives the converter turbine.
OVERDRIVE
ROLLER CLUTCH
(516)
HOLDING
POWER FROM
TORQUE
CONVERTER
(1)
The turbine shaft (506), splined to both the converter turbine and
the overdrive carrier assembly (525), drives the carrier assembly.
Overrun Clutch Applied
OUTPUT
SHAFT
HELD
TORQUE
CONVERTER
(1)
OIL
PUMP
(10)
STATIONARY TURBINE
SHAFT
(506)
OVERRUN
CLUTCH
APPLIED
OVERDRIVE
CARRIER
ASSEMBLY
(525)
OVERDRIVE
SUN GEAR
OVERDRIVE
(519)
ROLLER CLUTCH
(516)
HOLDING
REACTION
SUN GEAR
(658)
3RD CLUTCH
DRUM ASSEMBLY
(634)
42
2ND CLUTCH
DRUM ASSEMBLY
(618)
BRAKE BAND
(664)
RELEASED
PARKING
LOCK
WHEEL
(668)
HELD
OUTPUT
SHAFT
HELD
RAVIGNEAUX
PLANETARY
CARRIER
ASSEMBLY
(653)
Figure 40
The sprag clutch (650), located between the 3rd clutch drum and
input sun gear assembly (646), engages and allows the 3rd clutch
drum to drive the input sun gear.
The input sun gear drives the short pinion gears in the Ravigneaux planetary carrier (653) counterclockwise. The short pinion gears then drive the long pinion gears clockwise.
With the brake band (664) released, the long pinion gears drive
the reaction sun gear (658) and reaction sun drum (659) counterclockwise, thereby terminating power flow.
Parking Pawl Engaged
REACTION
SUN DRUM
(659)
INPUT
SUN GEAR
ASSEMBLY
(646)
With the overrun clutch housing, sun gear and carrier assembly
rotating at the same speed, the pinion gears do not rotate on their
pins. The pinion gears act as wedges to drive the overdrive
internal gear at the same speed as the overdrive carrier and sun
gear. Therefore, power flow through the overdrive gear set is a
1:1 direct drive gear ratio.
OVERDRIVE
INTERNAL
GEAR
(528)
TURBINE
SHAFT
(506)
SPRAG CLUTCH
ASSEMBLY
(650)
DRIVING
The overrun clutch plates (520-522) are applied and lock the
overrun clutch housing (510) to the overdrive carrier assembly.
The overdrive sun gear (519) is splined to and driven by the
overrun clutch housing inner hub.
The overdrive carrier pinion gears are in mesh with both the
overdrive internal gear (528) and overdrive sun gear.
PARKING
LOCK
ACTUATOR
ASSEMBLY
(56)
PARKING
LOCK
PAWL
(54)
ENGAGED
The manual selector shaft (61) and manual valve (326) are in the
Park (P) position. The parking lock actuator assembly (56) engages the parking lock pawl (54) with the teeth on the parking
lock wheel (668).
The parking lock wheel is splined to the output shaft. The parking pawl holds both components stationary and the vehicle cannot move.
Note: The vehicle should be completely stopped before selecting Park range or internal damage to the transmission could
occur. If Park range is selected while the vehicle is moving, the
parking lock pawl will ratchet in and out of the teeth on the
parking lock wheel (668) until the vehicle slows to approximately 5 km/h (3 mph).
42A
PARK
PARK
Engine Running
Engine Running
When the engine is running, the oil pump draws fluid from the
main case bottom pan (74), through the oil filter (79) and into the
oil pump assembly (10). This fluid is pressurized by the oil pump
and directed into the line fluid circuit. The line circuit supplies
the various hydraulic control components, apply components and
fluid circuits throughout the transmission.
TORQUE
CONVERTER
ASSEMBLY
OVERRUN CLUTCH
ASSEMBLY
PUMP ASSEMBLY
PRESSURE
TAP
Pressure Regulation
Line pressure from the oil pump assembly is directed to the pressure
regulator valve (208). There line pressure is regulated in response to
throttle signal fluid pressure and pressure regulator valve spring
(207) force.
Excess line pressure at the pressure regulator valve is fed into the
suction circuit. This fluid is routed back to the suction side of the oil
pump.
Regulated line pressure flows through the force motor screen assembly (415) and to the feed limit valve (412).
Line pressure is routed into the feed limit fluid circuit at the feed
limit valve. Feed limit fluid is routed to the variable force motor
solenoid (404).
The force motor regulates feed limit fluid into throttle signal fluid
pressure in relation to throttle position and other TCM input signals.
In all gear ranges, throttle signal fluid from the force motor is directed to the following:
- boost valve (205) to help regulate line pressure at the pressure
regulator valve .
- throttle signal accumulator piston (214) to dampen the pressure
irregularities in the throttle signal fluid circuit.
- 1-2 accumulator control valve (318) and 3-4 accumulator control
valve (409) to help control shift feel.
SUCTION
RELEASE
APPLY
APPLY
RELEASE
EX
LINE
1-2
EX
EX
LER
COOLER
TO COOLER
APPLY
LINE
EX
RELEASE
EX
OVERDRIVE LUBE
CONV CL CONTROL
SOL SIG
SOLENOID SIGNAL
SOLENOID FEED
SUCTION
THROTTLE SIGNAL
LINE
EX
LINE
LINE
CONV IN
LUBE TO
OVERDRIVE
ASSEMBLY
LINE
SPIRAL
CAPILLARY
RESTRICTION
SOL SIGNAL
TCC
SOLENOID
FILTER
N.C.
OFF
BOTTOM PAN
FORCE MOTOR
SCREEN
LUBE TO
CENTER
SUPPORT
OVERDRIVE LUBE
FEED LIMIT
COO
SUCTION
FEED LIMIT
EX
EX
TO
LINE
EX
FEED LIMIT
THROTTLE SIG
THROTTLE SIG
4TH CL FD 2
FORCE
MOTOR
SOLENOID
EX
THROTTLE SIGNAL
ACCUMULATOR
CONV IN
LINE
D32
D32
REV
1-2
LINE
R321
1-2
REVERSE
R321
REV
LINE
SUCTION
LINE
LINE
EX
P RN D 3 2 1
EX
EX
MANUAL VALVE
CONVERTER IN
THROTTLE SIGNAL
CAPILLARY
RESTRICTION
42B
4TH CL
THROTTLE SIG
OVERRUN LOCKOUT
Line pressure from the pressure regulator valve also flows through
the overrun lockout valve (705) and into the overrun clutch fluid
circuit. The overrun lockout valve is held in position by spring force.
Overrun clutch fluid pressure is routed to the overrun clutch piston
(513) to apply the overrun clutch plates (520, 522).
Line pressure is blocked at the manual valve (326). All other fluid
circuits at the manual valve are open to exhaust.
The 1-2/3-4 shift solenoid is de-energized (OFF) and the 2-3 shift
solenoid is energized (ON). However, with the manual valve blocking line pressure, no fluid acts on the shift valves.
Fluid exits the converter through the apply fluid circuit, passes through
the converter clutch control valve and enters the cooler fluid circuit.
Cooler fluid flows through the transmission fluid cooler in the radiator and into the main case lube fluid circuit. This fluid cools and
lubricates the components in the main case (36). Refer to page 90 for
a complete drawing of the lubrication fluid circuits.
Lubrication for the overdrive components is provided through the
overdrive lube fluid circuit. This circuit is fed by converter in fluid
through an orifice.
OVERRUN CL
Lubrication Circuits
Line pressure enters the converter in fluid circuit through the pressure regulator valve and is routed to the converter clutch control
valve (210).
Spring force holds the converter clutch control valve in the release
position. Converter in fluid is routed through the valve and into the
release fluid circuit.
Release fluid is directed between the torque converter cover and
pressure plate to keep the torque converter clutch (TCC) released
and fill the converter with fluid. This release fluid unseats the converter clutch apply checkball (504) located in the turbine shaft.
OVERRUN CL
LINE
LINE
Figure 41
43
REVERSE
REVERSE
POWER FROM
TORQUE
CONVERTER
(1)
OVERDRIVE
ROLLER CLUTCH
(516)
HOLDING
OVERRUN
CLUTCH
APPLIED
REVERSE
CLUTCH
APPLIED
SPRAG CLUTCH
ASSEMBLY
(650)
DRIVING
RING GEAR
(630)
HELD
POWER TO
DIFFERENTIAL
ASSEMBLY
1-2 / 3-4
SOL
N.C.
2-3
SOL
N.O.
OVERDRIVE
ROLLER
CLUTCH
OVERRUN
CLUTCH
OFF
ON
LD
APPLIED
LD = LOCKED IN DRIVE
FOURTH
CLUTCH
FW = FREEWHEELING
THIRD
CLUTCH
REVERSE
CLUTCH
APPLIED
SECOND
CLUTCH
PRINCIPLE
SPRAG
ASSEMBLY
BAND
ASSEMBLY
LD
NE = NOT EFFECTIVE
The manual selector shaft (61) and manual valve (326) are in the
Reverse (R) position.
OVERRUN
CLUTCH
APPLIED
OVERDRIVE
CARRIER
ASSEMBLY
(525)
OVERDRIVE
INTERNAL
GEAR
(528)
MAIN
CASE
(36)
REVERSE
CLUTCH
APPLIED
RING GEAR
(630)
HELD
The input sun gear drives the short pinion gears in the Ravigneaux planetary carrier (653) counterclockwise. The short pinion gears then drive the long pinion gears clockwise.
Reverse Clutch Applied
The reverse clutch plates (614-617) are applied and hold the 2nd
clutch drum assembly (618) stationary to the main transmission
case (36).
The ring gear (630), splined to the long pinions, is also splined to
the 2nd clutch drum and is held stationary.
The long pinion gears, rotating clockwise, walk counterclockwise around the stationary ring gear. This drives the carrier assembly and output shaft in a reverse direction.
The band remains released and the reaction sun gear (658) and
reaction sun drum (659) freewheel as in Park.
TURBINE
SHAFT
(506)
OVERDRIVE
SUN GEAR
OVERDRIVE
(519)
ROLLER CLUTCH
(516)
HOLDING
3RD CLUTCH
DRUM ASSEMBLY
(634)
SPRAG CLUTCH
ASSEMBLY
(650)
DRIVING
TURBINE
SHAFT
(506)
REACTION
SUN GEAR
(658)
OUTPUT
SHAFT
2ND CLUTCH
DRUM ASSEMBLY
(618)
HELD
BRAKE BAND
(664)
RELEASED
Coast Conditions
When the throttle is released in Reverse and engine RPM decreases, power from vehicle speed drives the output shaft faster
than engine torque is driving the 3rd clutch drum (634). Therefore, the short pinion gears - driven by vehicle speed - drive the
input sun gear assembly (646) faster than the 3rd clutch drum is
rotating. This causes the input sun gear assembly to overrun the
sprag clutch (650), thereby allowing the vehicle to coast freely.
REACTION
SUN DRUM
(659)
INPUT
SUN GEAR
ASSEMBLY
(646)
RAVIGNEAUX
PLANETARY
CARRIER
ASSEMBLY
(653)
44A
44
Figure 42
REVERSE
REVERSE
When the gear selector lever is moved to the Reverse (R) position, the manual valve (326) also moves and line pressure enters
the R321 fluid circuit.
EX
TO COOLER
APPLY
LINE
EX
RELEASE
EX
REV
2ND CL
CONV CL CONTROL
SOL SIG
SOL SIG
THROTTLE SIGNAL
LINE
LINE
EX
SOLENOID SIGNAL
TO COOLER
APPLY
EX
REV CL
REVERSE
LINE
REV CL
4TH CL FD 2
4TH CL FD 2
LINE
1-2
EX
SOL SIGNAL
REVERSE
LINE
D32
Figure 43
LINE
R321
1-2
REV
REVERSE
LINE
LINE
SUCTION
LINE
LINE
EX
P RN D 3 2 1
CONVERTER IN
EX
EX
MANUAL VALVE
D32
1-2
THROTTLE SIGNAL
THROTTLE SIGNAL
EX ACCUMULATOR
REV
SOL FEED
CONV IN
CAPILLARY
RESTRICTION
REVERSE
SHUTTLE
VALVE
N.C.
SOLENOID FEED
TCC
SOLENOID
OFF
TCC
SOLENOID
ON
EX
FORCE MOTOR
SCREEN
EX
REV LOCKOUT
SOL SIGNAL
TRT SIG
FEED LIMIT
FEED LIMIT
N.C.
EX
EX
EX
REV
EX
LINE
LINE
CONV CL CONTROL
FEED LIMIT
THROTTLE SIG
EX
CONV IN
RELEASE
4TH CL
APPLY
RELEASE
OVERRUN CL
REV
SOL SIG
CL
REVERSE
FORCE
MOTOR
SOLENOID
44B
THROTTLE SIG
Note: The hydraulic system in Reverse operates in the same manner as Park (P) range except as described above. In each of the
following gear ranges, most of the hydraulic and electrical systems
explanation is limited to what changes from the previous range.
Therefore, if a component or circuit is not explained, it functions
similar to the range on the previous page. However, some explanations are repeated for clarity and continuity.
REV LOCKOUT
OVERRUN LOCKOUT
Reverse fluid is also directed to the boost valve (205) at the end of
the pressure regulator valve (208). Reverse fluid pressure moves
these valves to increase line pressure for the additional torque requirements in Reverse.
Throttle signal fluid pressure also acts on the boost valve to help
determine line pressure in Reverse depending on throttle position
and other TCM input signals.
The 1-2/3-4 shift solenoid is de-energized (OFF) and the 2-3 shift
solenoid is energized (ON) - as in Park range. Also, line pressure
remains blocked by the manual valve, thereby preventing fluid pressure from acting on the shift valves (see Note below).
Solenoid feed fluid enters the solenoid signal fluid circuit through
the open converter clutch solenoid.
Solenoid signal fluid is directed to the reverse lockout valve. Solenoid signal fluid pressure, in addition to spring force, closes the
valve against orificed reverse fluid pressure.
Reverse fluid is blocked from entering the reverse clutch fluid circuit. Also, the reverse clutch fluid circuit is open to an exhaust port
at the reverse lockout valve. Therefore, the reverse clutch cannot
apply. During Reverse Lock Out, the transmission operates in a
Neutral condition.
Solenoid signal fluid pressure is also directed to the converter clutch
control valve and shifts the valve to the apply position. Therefore,
the converter clutch is applied when the transmission is in a Reverse Lock Out condition.
When vehicle speed decreases sufficiently, the TCM will de-energize the TCC solenoid. This opens the solenoid and allows solenoid
signal fluid to exhaust, the reverse clutch to apply and the TCC to
release.
EX
REV CL
Pressure Regulation
R321 fluid flows through an orifice, back through the manual valve
and into the reverse fluid circuit.
Reverse fluid pressure seats the reverse shuttle valve (85) against the
2nd clutch fluid circuit and enters the solenoid feed fluid circuit.
With the vehicle stationary the TCM keeps the converter clutch
solenoid de-energized (OFF). This prevents solenoid feed fluid from
entering the solenoid signal fluid circuit. However, if the vehicle is
moving forward above approximately 12 km/h (7 mph) when Reverse is selected, the reverse clutch is prevented from applying (see
Reverse Locked Out below).
Reverse fluid is orificed to the end of the reverse lockout valve
(706). This fluid pressure moves the valve against spring force and
reverse fluid at the middle of the valve enters the reverse clutch fluid
circuit.
Reverse clutch fluid pressure is directed to the reverse clutch piston
(610) to apply the reverse clutch plates (614- 616).
OVERRUN CLUTCH
ASSEMBLY
45
NEUTRAL
NEUTRAL
Engine Running
Engine Running
POWER FROM
TORQUE
CONVERTER
(1)
OVERDRIVE
ROLLER CLUTCH
(516)
HOLDING
OVERRUN
CLUTCH
APPLIED
SPRAG CLUTCH
ASSEMBLY
(650)
DRIVING
NO POWER
TRANSMITTED TO
DIFFERENTIAL
ASSEMBLY
1-2 / 3-4
SOL
N.C.
2-3
SOL
N.O.
OFF
OVERDRIVE
ROLLER
CLUTCH
ON
LD = LOCKED IN DRIVE
OVERRUN
CLUTCH
FOURTH
CLUTCH
THIRD
CLUTCH
REVERSE
CLUTCH
SECOND
CLUTCH
PRINCIPLE
SPRAG
ASSEMBLY
BAND
ASSEMBLY
APPLIED
FW = FREEWHEELING
NE = NOT EFFECTIVE
Engine torque is transmitted through the 3rd clutch drum assembly (634), sprag clutch assembly (650), input sun gear assembly
(646), the short and long Ravigneaux pinion gears, the reaction
sun gear (658) and reaction sun drum (659).
As in Park range, the reaction sun gear and reaction drum are free
to rotate with the brake band released, and power flow is terminated.
The manual selector shaft (61) and manual valve (326) are in the
Neutral (N) position - see Note below.
The parking lock actuator assembly (56) releases the parking
lock pawl (54).
OUTPUT
SHAFT
TORQUE
CONVERTER
(1)
OIL
PUMP
(10)
STAIONARY TURBINE
SHAFT
(506)
OVERRUN
CLUTCH
APPLIED
OVERDRIVE
CARRIER
ASSEMBLY
(525)
OVERDRIVE
SUN GEAR
OVERDRIVE
(519)
ROLLER CLUTCH
(516)
HOLDING
REACTION
SUN GEAR
(658)
3RD CLUTCH
DRUM ASSEMBLY
(634)
46
2ND CLUTCH
DRUM ASSEMBLY
(618)
BRAKE BAND
(664)
RELEASED
PARKING
LOCK
WHEEL
(668)
RELEASED
OUTPUT
SHAFT
REACTION
SUN DRUM
(659)
INPUT
SUN GEAR
ASSEMBLY
(646)
OVERDRIVE
INTERNAL
GEAR
(528)
TURBINE
SHAFT
(506)
SPRAG CLUTCH
ASSEMBLY
(650)
DRIVING
The parking lock pawl spring (53) disengages the parking pawl
from the teeth on the parking lock wheel (668).
RAVIGNEAUX
PLANETARY
CARRIER
ASSEMBLY
(653)
Figure 44
PARKING
LOCK
ACTUATOR
ASSEMBLY
(56)
PARKING
LOCK
PAWL
(54)
DISENGAGED
46A
NEUTRAL
NEUTRAL
Engine Running
Engine Running
When the gear selector lever is moved to the Neutral (N) position, the hydraulic and electrical systems operate identical to
Park (P) range. However, the following changes occur if Neutral is selected when the vehicle is operating in Reverse (R):
TORQUE
CONVERTER
ASSEMBLY
OVERRUN CLUTCH
ASSEMBLY
The manual valve (326) blocks line pressure from entering the
R321 fluid circuit.
RELEASE
OVERRUN CL
APPLY
REVERSE
REV CL
REVERSE
REV CL
EX
TO COOLER
APPLY
LINE
REVERSE
LINE
THROTTLE SIGNAL
EX ACCUMULATOR
D32
Figure 45
LINE
LINE
R321
1-2
REV
REVERSE
LINE
SUCTION
LINE
EX
LINE
P RN D 3 2 1
EX
MANUAL VALVE
D32
EX
REV
1-2
CAPILLARY
RESTRICTION
EX
EX
FEED
RELEASE
SOL SIG
SOLENOID SIGNAL
2ND CL
REVERSE
THROTTLE SIGNAL
LINE
LINE
EX
LINE
SOLENOID
SOL SIGNAL
TCC
SOLENOID
CONV CL CONTROL
N.C.
OFF
SOL SIG
4TH CL FD 2
4TH CL FD 2
REVERSE
LINE
1-2
EX
EX
CONV IN
REVERSE
SHUTTLE
VALVE
FORCE MOTOR
SCREEN
EX
CONVERTER IN
FEED LIMIT
FEED LIMIT
EX
THROTTLE SIGNAL
REV LOCKOUT
LINE
EX
FEED LIMIT
THROTTLE SIG
THROTTLE SIG
FORCE
MOTOR
SOLENOID
THROTTLE SIG
Reverse fluid also exhausts from the boost valve (205) and line
pressure returns to the normal operating range.
OVERRUN LOCKOUT
EX
4TH CL
Solenoid feed fluid, also fed by reverse fluid, exhausts from the
TCC solenoid, past the reverse shuttle valve (85), into the reverse
fluid circuit and past the manual valve.
46B
With reverse clutch fluid exhausted from the reverse clutch piston (610), the reverse clutch plates (614- 616) are released.
REV CL
The R321 and reverse fluid circuits are open to exhaust at the
manual valve.
47
SPRAG CLUTCH
ASSEMBLY
(650)
DRIVING
REACTION
POWER TO
SUN DRUM
DIFFERENTIAL
(659)
ASSEMBLY
HELD
REACTION
BRAKE BAND
SUN GEAR
(664)
(658)
APPLIED
HELD
1-2 / 3-4
SOL
N.C.
2-3
SOL
N.O.
OVERDRIVE
ROLLER
CLUTCH
OVERRUN
CLUTCH
OFF
ON
LD
APPLIED
LD = LOCKED IN DRIVE
FW = FREEWHEELING
THIRD
CLUTCH
REVERSE
CLUTCH
SECOND
CLUTCH
PRINCIPLE
SPRAG
ASSEMBLY
BAND
ASSEMBLY
LD
FOURTH
CLUTCH
APPLIED
NE = NOT EFFECTIVE
OVERDRIVE
ROLLER CLUTCH
(516)
HOLDING
POWER FROM
TORQUE
CONVERTER
(1)
The brake band (664) is applied and holds the reaction sun drum
(659) stationary to the main transmission case (36).
OVERRUN
CLUTCH
APPLIED
OVERDRIVE
CARRIER
ASSEMBLY
(525)
RING
GEAR
(630)
OVERDRIVE
INTERNAL
GEAR
(528)
The reaction sun gear (658), which is splined to the reaction sun
drum, is also held stationary.
The long pinions, rotating clockwise, walk clockwise around the
stationary reaction sun gear. This drives the planetary carrier and
output shaft assembly (653) clockwise in a First gear reduction
of approximately 2.40:1.
Also, the long pinions drive the ring gear (630) and 2nd clutch
drum (618) clockwise. However, the 2nd and reverse clutches
are released and these components do not affect power flow.
Coast Conditions
TURBINE
SHAFT
(506)
OVERDRIVE
SUN GEAR
OVERDRIVE
(519)
ROLLER CLUTCH
(516)
HOLDING
REACTION
SUN GEAR
(658)
HELD
48
OUTPUT
SHAFT
REACTION
SUN DRUM
(659)
HELD
INPUT
SUN GEAR
ASSEMBLY
(646)
BRAKE BAND
(664)
APPLIED
RAVIGNEAUX
PLANETARY
CARRIER
ASSEMBLY
(653)
3RD CLUTCH
DRUM ASSEMBLY
(634)
SPRAG CLUTCH
ASSEMBLY
(650)
DRIVING
TURBINE
SHAFT
(506)
2ND CLUTCH
DRUM ASSEMBLY
(618)
SERVO
ASSEMBLY
APPLIED
48A
Figure 46
When the gear selector lever is moved to the Drive Range (D)
position, the manual valve (326) also moves and line pressure
enters the D32 fluid circuit. Also, the mode switch located on
the selector shaft (61) signals the TCM that the transmission is
in Drive Range.
OVERRUN CLUTCH
ASSEMBLY
1-2
ACCUMULATOR
ASSEMBLY
2ND CLUTCH
D32 fluid pressure seats the D32 shuttle valve (85) against the
empty 1-2 fluid circuit. D32 fluid enters the D32/1-2 fluid circuit.
SERVO APPLY
SERVO REL
4TH CL
EX
3RD CL FEED
EX
D 3 2/1-2
SERVO APPLY
2-3 SHIFT
1-2 ACCUM
D 3 2/1-2
1-2 ACCUM
EX
EX
EX
PWM
BAND
ON/OFF CONTROL
SOLENOID
N.O.
EX
D 3 2/1-2
SERVO REL
D32
4TH CL FD 1
EX
ON
PWM SOLENOID
SCREEN
D32
LINE
EX
LINE
Figure 47
1-2
P RN D 3 2 1
EX
LINE
R321
1-2
LINE
SUCTION
LINE
D32
MANUAL VALVE
REV
CONVERTER IN
EX
D32
1-2
REV
R321
REVERSE
D32
SHUTTLE
VALVE
THROTTLE SIGNAL
THROTTLE SIGNAL
ACCUMULATOR
EX
D 3 2/1-2
CAPILLARY
RESTRICTION
D 3 2/1-2
D32 fluid is also routed to and blocked by the 2-3 shift valve
(308) in preparation for a 2-3 upshift.
48B
EX
EX
SOLENOID
N.O.
EX
LINE
THROTTLE SIGNAL
EX
EX
LINE
SERVO REL
4TH CL FD 1
D 3 2/1-2
FORCE MOTOR
SCREEN
FEED LIMIT
EX
EX
LINE
SOLENOID
N.C.
OFF
FEED LIMIT
THROTTLE SIGNAL
4TH CL FEED 2
LINE
D32/1-2 fluid is blocked by both the 1-2/3-4 shift valve and the
2-3 shift valve in preparation for the 1-2 and 3-4 upshifts respectively.
1-2 REG
EX
FEED LIMIT
THROTTLE SIG
2ND CLUTCH
Shift Solenoids
1-2 ACCUM
FORCE
MOTOR
SOLENOID
4TH CL FD 2
4TH CL FD 2
LINE
1-2
EX
THROTTLE SIG
SERVO PISTON
ASSEMBLY
OVERRUN LOCKOUT
The PWM band apply solenoid regulates servo apply fluid pressure depending on vehicle operating conditions as determined by
the TCM. This regulation controls the rate at which servo apply
fluid pressure increases and the band assembly applies.
- The normally closed 1-2/3-4 shift solenoid (303) remains deenergized (OFF) and blocks D32/1-2 fluid pressure from acting on the end of the 1-2/3-4 shift valve (304). This allows
spring force to keep the valve in the First and Fourth gear
position.
OVERRUN CL
Servo apply fluid pressure is routed to the apply side of the servo
piston (97). This fluid pressure moves the piston against the force
from the servo cushion (99) and servo return (103) springs, thereby
moving the apply rod (102) and applying the brake band (664).
49
OVERDRIVE
ROLLER CLUTCH
(516)
HOLDING
OVERRUN
CLUTCH
APPLIED
SPRAG CLUTCH
ASSEMBLY
(650)
OVERRUNNING
2ND CLUTCH
APPLIED
POWER TO
REACTION
DIFFERENTIAL
SUN DRUM
ASSEMBLY
(659)
HELD
REACTION
BRAKE BAND
SUN GEAR
(664)
(658)
APPLIED
HELD
1-2 / 3-4
SOL
N.C.
2-3
SOL
N.O.
OVERDRIVE
ROLLER
CLUTCH
OVERRUN
CLUTCH
ON
ON
LD
APPLIED
LD = LOCKED IN DRIVE
FW = FREEWHEELING
THIRD
CLUTCH
REVERSE
CLUTCH
SECOND
CLUTCH
PRINCIPLE
SPRAG
ASSEMBLY
BAND
ASSEMBLY
APPLIED
FOURTH
CLUTCH
FW
APPLIED
NE = NOT EFFECTIVE
The 2nd clutch plates (625-627) are applied and power flow is
transferred from the 3rd clutch drum to the 2nd clutch drum
(618).
The ring gear (630), which is splined to the 2nd clutch drum,
drives the long pinions in the Ravigneaux carrier assembly (653)
clockwise.
The brake band (664) remains applied as in First gear and holds
the reaction sun drum (659) stationary to the main transmission
case (36).
OVERRUN
CLUTCH
APPLIED
OVERDRIVE
CARRIER
ASSEMBLY
(525)
RING
GEAR
(630)
OVERDRIVE
INTERNAL
GEAR
(528)
The reaction sun gear (658), which is splined to the reaction sun
drum, is also held stationary.
The long pinions, driven by the ring gear, walk clockwise around
the stationary reaction sun gear. This drives the Ravigneaux carrier and output shaft assembly (653) clockwise in a Second gear
reduction of approximately 1.48:1.
Sprag Clutch Overruns
Coast Conditions
2ND CLUTCH
APPLIED
OVERDRIVE
SUN GEAR
OVERDRIVE
(519)
ROLLER CLUTCH
(516)
HOLDING
REACTION
SUN GEAR
(658)
HELD
RAVIGNEAUX
PLANETARY
CARRIER
ASSEMBLY
(653)
OUTPUT
SHAFT
REACTION
SUN DRUM
(659)
HELD
INPUT
SUN GEAR
ASSEMBLY
(646)
BRAKE BAND
(664)
APPLIED
3RD CLUTCH
DRUM ASSEMBLY
(634)
SPRAG CLUTCH
ASSEMBLY
(650)
OVERRUNNING
TURBINE
SHAFT
(506)
In Second gear, neither the overdrive roller clutch (516) nor the
sprag clutch (650) is used to transfer engine torque during acceleration. Therefore, there are no elements to overrun and allow
the vehicle to coast freely when the throttle is released.
SERVO
ASSEMBLY
APPLIED
50A
50
Figure 48
SECOND CLUTCH
ASSEMBLY
OVERRUN CL
EX
SERVO APPLY
EX
EX
EX
EX
LINE
LINE
Figure 49
LINE
R321
1-2
P RN D 3 2 1
EX
SUCTION
LINE
LINE
EX
MANUAL VALVE
REV
1-2 ACCUM
D 3 2/1-2
1-2 ACCUM
SERVO REL
D32
EX
4TH CL FD 1
D32
SERVO APPLY
SERVO REL
D 3 2/1-2
D32
D32
1-2
1-2
REV
R321
REVERSE
EX
REVERSE
2ND CL
THROTTLE SIGNAL
LINE
EX
EX
LINE
LINE
50B
THROTTLE SIGNAL
4TH CL FD 2
4TH CL FD 2
EX
3RD CL FEED
LINE
1-2
EX
THROTTLE SIGNAL
PWM SOLENOID
SCREEN
CONVERTER IN
EX
D32
SHUTTLE
VALVE
D 3 2/1-2
PWM
BAND
CONTROL
SOLENOID
D 3 2/1-2
REVERSE
SHUTTLE
VALVE
CAPILLARY
RESTRICTION
N.O.
OFF
EX THROTTLE SIGNAL
ACCUMULATOR
SOL SIGNAL
SOLENOID FEED
2-3 SHIFT
ON
TCC
SOLENOID
SOLENOID
N.O.
OFF
2nd clutch fluid is also orificed to the reverse shuttle valve (85).
2nd clutch fluid pressure seats the reverse shuttle valve against
the empty reverse fluid circuit and enters the solenoid feed fluid
circuit.
EX
N.C.
SERVO REL
4TH CL FD 1
D 3 2/1-2
EX
FORCE MOTOR
SCREEN
EX
FEED LIMIT
ON
EX
FEED LIMIT
EX
SOLENOID
N.C.
LINE
1-2 ACCUM
2ND CL
1-2 REG
4TH CL FEED 2
FEED LIMIT
THROTTLE SIG
D 3 2/1-2
SERVO PISTON
ASSEMBLY
FORCE
MOTOR
SOLENOID
Note: The arrows in the 1-2 accumulator fluid circuit show the
direction of fluid flow during the shift (when 1-2 accumulator
fluid is exhausting). Once the shift is completed, the 1-2 accumulator valve will again regulate D32/1-2 fluid into the 1-2
accumulator fluid circuit (as shown in the other gear ranges).
THROTTLE SIG
Orificed 1-2 accumulator fluid pressure moves the 1-2 accumulator valve and 1-2 accumulator control valve (318) against throttle
signal fluid pressure (and spring force on some models). This
action blocks D32/1-2 fluid and regulates the exhaust of excess
1-2 accumulator fluid past the valve.
At the same time, 2nd clutch fluid is directed to the 1-2 accumulator piston (315). 2nd clutch fluid pressure moves the piston
against 1-2 accumulator fluid pressure and 1-2 accumulator spring
(316) force. This action absorbs some 2nd clutch fluid pressure
and cushions the apply of the 2nd clutch.
2ND CLUTCH
OVERRUN LOCKOUT
1-2
ACCUMULATOR
ASSEMBLY
OVERRUN CL
2nd clutch fluid pressure is orificed to the 2nd clutch piston (622)
to apply the 2nd clutch plates (626, 627).
4TH CL
EX
D32/1-2 fluid at the spring end of the 1-2/3-4 shift valve is routed
through the shift valve and into the 2nd clutch fluid circuit.
2ND CL
51
OVERDRIVE
ROLLER CLUTCH
(516)
HOLDING
OVERRUN
CLUTCH
APPLIED
2ND CLUTCH
APPLIED
SPRAG CLUTCH
ASSEMBLY
(650)
HOLDING
3RD
CLUTCH
APPLIED
POWER TO
DIFFERENTIAL
ASSEMBLY
OVERDRIVE
ROLLER
CLUTCH
OVERRUN
CLUTCH
ON
OFF
LD
APPLIED
APPLIED
FW = FREEWHEELING
NE = NOT EFFECTIVE
LD = LOCKED IN DRIVE
FOURTH
CLUTCH
THIRD
CLUTCH
REVERSE
CLUTCH
SECOND
CLUTCH
PRINCIPLE
SPRAG
ASSEMBLY
APPLIED
NE
BAND
ASSEMBLY
2-3
SOL
N.O.
1-2 / 3-4
SOL
N.C.
The 3rd clutch plates (641-643) are applied and transfer engine
torque from the 3rd clutch drum to the input sun gear assembly
(646).
Sprag Clutch Holding
OVERRUN
CLUTCH
APPLIED
OVERDRIVE
CARRIER
ASSEMBLY
(525)
OVERDRIVE
INTERNAL
GEAR
(528)
RING
GEAR
(630)
With both the input sun gear and ring gear rotating at converter
turbine speed, the short and long pinions are locked together and
do not rotate on their pins. The pinion gears act as wedges and
rotate at converter turbine speed with the input sun gear and ring
gear. This drives the Ravigneaux carrier and output shaft assembly (653) at converter turbine speed.
Brake Band Released
The brake band (664) is released and the long pinions drive the
reaction sun gear (658) and reaction sun drum (659). However,
these components do not affect power flow in Third gear.
TURBINE
SHAFT
(506)
2ND CLUTCH
APPLIED
OVERDRIVE
SUN GEAR
OVERDRIVE
(519)
ROLLER CLUTCH
(516)
HOLDING
3RD
CLUTCH
APPLIED
SPRAG CLUTCH
ASSEMBLY
(650)
HOLDING
TURBINE
SHAFT
(506)
BRAKE BAND
(664)
RELEASED
OUTPUT
SHAFT
With the 3rd clutch plates applied, the 3rd clutch drum and input
sun gear assembly are locked together. As a result, the input sun
gear assembly cannot overrun the sprag clutch (650) during coast
conditions (throttle released) as in Drive Range - First Gear.
Similar to Second gear, without an element to overrun during
deceleration, engine compression provides braking to slow the
vehicle when the throttle is released.
REACTION
SUN GEAR
(658)
As vehicle speed increases, less torque multiplication is required to operate the vehicle efficiently. Therefore, it is desirable to shift the transmission to an overdrive gear ratio, or
Fourth gear.
REACTION
SUN DRUM
(659)
52
RAVIGNEAUX
PLANETARY
CARRIER
ASSEMBLY
(653)
Figure 50
INPUT
SUN GEAR
ASSEMBLY
(646)
SERVO
ASSEMBLY
RELEASED
52A
SECOND CLUTCH
ASSEMBLY
THIRD CLUTCH
ASSEMBLY
3RD CL
2ND CL
OVERRUN CL
THROTTLE SIGNAL
1-2 ACCUM
D 3 2/1-2
1-2 ACCUM
SERVO APPLY
EX
EX
SERVO REL
EX
D32
EX
PWM SOLENOID
SCREEN
D32
LINE
1-2
D32
D32
EX
P RN D 3 2 1
LINE
Figure 51
EX
LINE
R321
1-2
MANUAL VALVE
D32
SHUTTLE
VALVE
D 3 2/1-2
1-2
REVERSE
SHUTTLE
VALVE
SUCTION
LINE
D 3 2/1-2
SERVO REL
REV
R321
REVERSE
LINE
EX
D 3 2/1-2
REVERSE
2ND CL
EX
LINE
EX
EX
THROTTLE SIGNAL
4TH CL FD 1
EX
3RD CL FEED
4TH CL FD 2
4TH CL FD 2
LINE
2ND CLUTCH
4TH CL
EX
LINE
1-2
EX
EX
PWM
BAND
CONTROL
SOLENOID
N.O.
OFF
REV
SERVO APPLY
SERVO REL
3RD CLUTCH
LINE
THROTTLE SIGNAL
52B
3RD
CLUTCH
QUICK
DUMP
VALVE
CONVERTER IN
EX
OFF
2-3 SHIFT
THROTTLE SIGNAL
EX ACCUMULATOR
CAPILLARY
RESTRICTION
SOL SIGNAL
SOLENOID FEED
SOLENOID
N.O.
TCC
SOLENOID
4TH CL FD 1
OFF
D 3 2/1-2
EX
N.C.
SOLENOID
N.C.
EX
THRT SIG
2ND CL
1-2 REG
4TH CL FEED 2
FORCE MOTOR
SCREEN
EX
D 3 2/1-2
EX
FEED LIMIT
EX
SERVO PISTON
ASSEMBLY
1-2 ACCUM
ON
FEED LIMIT
LINE
FEED LIMIT
THROTTLE SIG
3RD
CLUTCH
CHECK
VALVE
1-2
ACCUMULATOR
ASSEMBLY
THROTTLE SIG
FORCE
MOTOR
SOLENOID
D32/1-2 fluid is routed through the middle of the 2-3 shift valve
and into the 4th clutch feed 1 fluid circuit.
4th clutch feed 1 fluid is blocked by the 1-2/3-4 shift valve in
preparation for an upshift to Fourth gear.
OVERRUN CL
OVERRUN LOCKOUT
At the same time, servo release fluid pressure moves the servo
piston against servo apply fluid pressure and the force from the
servo cushion and servo return springs (99 and 103). This action
has two functions:
- act as an accumulator for 3rd clutch fluid pressure (which is
fed by servo release fluid) to cushion the 3rd clutch apply.
- move the servo apply rod (102) and release the band.
As the servo piston moves, some servo apply fluid is forced out
of the servo assembly. This excess servo apply fluid is directed to
the Pulse Width Modulated (PWM) solenoid and the orifice between the D32/1-2 and servo apply fluid circuits. The exhaust of
this servo apply fluid depends on vehicle speed.
- Above 20 km/h (13 mph) the TCM de-energizes and opens the
PWM solenoid (0% duty cycle). Excess servo apply fluid can
then exhaust through the solenoid and into the D32/1-2 fluid
circuit. This excess fluid is absorbed into other circuits and
regulated at the pressure regulator valve.
- Below 20 km/h (13 mph) the TCM energizes the solenoid to a
100% duty cycle. This closes the solenoid and forces exhausting servo apply fluid through orifice #17/19e. Orificing the
exhausting fluid provides a slower band release and slower 3rd
clutch apply which is needed at low speeds.
53
TORQUE
CONVERTER
ASSEMBLY
RELEASE
APPLY
LER
COOLER
OO
C
TO
EX
FEED LIMIT
LINE
EX
EX
LINE
LINE
N.C.
ON
FORCE MOTOR
SCREEN
EX
OFF
THROTTLE SIGNAL
2-3
SHIFT SOLENOID
Fluid exits the converter between the converter hub and stator
shaft in the apply fluid circuit.
OFF
N.C.
EX
THROTTLE SIGNAL
EX ACCUMULATOR
CAPILLARY
RESTRICTION
EX
N.O.
1-2/3-4
SHIFT SOLENOID
FEED LIMIT
EX
EX
TO COOLER
APPLY
LINE
CONV CL CONTROL
SOL SIG
PWM
BAND
CONTROL
SOLENOID
FEED LIMIT
EX
RELEASE
N.O.
OFF
CONV IN
THROTTLE SIG
FORCE
MOTOR
SOLENOID
Kickdown Switch
Mode Switch
Engine Load (A/C)
Brake Switch
Self Diagnostics
OVERDRIVE LUBE
THROTTLE SIGNAL
THROTTLE SIG
TCC
SOLENOID
SOL SIGNAL
SOLENOID FEED
SUCTION
LINE
LINE
REV
CONVERTER IN
EX
Main case lube fluid is routed to the rear of the main transmission case (36) to cool and lubricate the components in the main
case. Also, converter in fluid continues to feed the overdrive
lube fluid circuit through an orifice to cool and lubricate the
components in the auxiliary case. Refer to page 90 for a complete
drawing of the transmission lubrication circuit.
OUTPUTS
TCM
KICKDOWN
SWITCH
CTS
WINTER
MODE
SWITCH
TPS
ECON/PERF
MODE
SWITCH
BRAKE
SWITCH
EXTERNAL TO
TRANSMISSION
54
Figure 52
ENGINE
SPEED
INPUTS
A/C
REQUEST
PRND321
MODE
SWITCH
SPEED
SENSOR
FLUID
TEMP
SENSOR
INTERNAL TO
TRANSMISSION
54A
Kickdown Switch
Mode Switch
Engine Load (A/C)
Brake Switch
Self Diagnostics
RELEASE
APPLY
EX
THROTTLE SIG
N.O.
FORCE
MOTOR
SOLENOID
OFF
PWM
BAND
CONTROL
SOLENOID
FEED LIMIT
TO COOLER
APPLY
EX
LINE
LINE
SOL SIG
CONV CL CONTROL
N.C.
EX
ON
LINE
EX
EX
RELEASE
EX
FEED LIMIT
LINE
1-2/3-4
SHIFT SOLENOID
FEED LIMIT
EX
THROTTLE SIGNAL
CONV IN
2-3
SHIFT SOLENOID
FORCE MOTOR
SCREEN
N.0.
EX
OFF
ON
CAPILLARY
RESTRICTION
N.C.
EX
THROTTLE SIGNAL
EX ACCUMULATOR
TCC
SOLENOID
THROTTLE SIGNAL
SOL SIGNAL
SOLENOID FEED
SUCTION
LINE
LINE
REV
CONVERTER IN
EX
OVERDRIVE LUBE
Note: The orifice at the turbine shaft checkball controls the rate
at which release fluid exhausts. Also, the orifice that line pressure flows through before feeding the apply fluid circuit controls the rate at which apply fluid fills the converter. The combination of these two orifices control the rate of apply (apply feel)
of the converter clutch.
As the converter clutch applies, fluid from the release side of the
pressure plate is forced back through the turbine shaft (506).
COOLER
THROTTLE SIG
LER
OO
C
TO
Apply fluid flows between the converter hub and stator shaft and
fills the converter with fluid. Apply fluid pressure in the converter forces the converter clutch pressure plate against the converter cover.
Orificed line pressure is routed through the converter clutch control valve and into the apply fluid circuit. At the same time, the
release fluid circuit is open to an exhaust port at the converter
clutch control valve.
The normally closed converter clutch solenoid opens and solenoid feed fluid enters the solenoid signal fluid circuit.
TORQUE
CONVERTER
ASSEMBLY
OUTPUTS
TCM
KICKDOWN
SWITCH
54B
CTS
WINTER
MODE
SWITCH
TPS
ECON/PERF
MODE
SWITCH
BRAKE
SWITCH
EXTERNAL TO
TRANSMISSION
Figure 53
ENGINE
SPEED
INPUTS
A/C
REQUEST
PRND321
MODE
SWITCH
SPEED
SENSOR
FLUID
TEMP
SENSOR
INTERNAL TO
TRANSMISSION
55
OVERDRIVE
ROLLER CLUTCH
(516)
OVERRUNNING
4TH
CLUTCH
APPLIED
2ND CLUTCH
APPLIED
SPRAG CLUTCH
ASSEMBLY
(650)
HOLDING
3RD
CLUTCH
APPLIED
POWER TO
DIFFERENTIAL
ASSEMBLY
OVERDRIVE
ROLLER
CLUTCH
OFF
OFF
FW
LD = LOCKED IN DRIVE
OVERRUN
CLUTCH
FOURTH
CLUTCH
THIRD
CLUTCH
APPLIED
APPLIED
FW = FREEWHEELING
REVERSE
CLUTCH
SECOND
CLUTCH
PRINCIPLE
SPRAG
ASSEMBLY
APPLIED
NE
BAND
ASSEMBLY
NE = NOT EFFECTIVE
2-3
SOL
N.O.
1-2 / 3-4
SOL
N.C.
The overrun clutch plates (520-522) are released, thereby disconnecting the overrun clutch housing (510) from the overdrive
carrier (525).
The 4th clutch plates (502, 503) are applied and hold the overrun
clutch housing stationary to the adapter case (20).
The overdrive sun gear (519), splined to the inner hub of the
overrun clutch housing, is also held stationary.
Engine torque is transferred through the turbine shaft (506) to the
overdrive carrier as in the other gear ranges.
Overdrive Roller Clutch Overruns
With the overrun clutch housing held, the overdrive carrier overruns the overdrive roller clutch (516).
ADAPTER
CASE
(20)
4TH
CLUTCH
APPLIED
OVERDRIVE
CARRIER
ASSEMBLY
(525)
The overdrive carrier pinion gears are in mesh with both the
overdrive sun gear and overdrive internal gear (528).
OVERDRIVE
INTERNAL
GEAR
(528)
OVERRUN CLUTCH
HOUSING (510)
HELD
TURBINE
SHAFT
(506)
2ND CLUTCH
APPLIED
OVERDRIVE
ROLLER CLUTCH
(516)
OVERRUNNING
3RD
CLUTCH
APPLIED
SPRAG CLUTCH
ASSEMBLY
(650)
HOLDING
OVERDRIVE
SUN GEAR
(519)
HELD
With a .73:1 gear ratio through the overdrive gear set and a 1:1
gear ratio through the Ravigneaux gear set, the overall transmission gear ratio is approximately .73:1.
TURBINE
SHAFT
(506)
Coast Conditions
BRAKE BAND
(664)
RELEASED
OUTPUT
SHAFT
REACTION
SUN DRUM
(659)
56
RAVIGNEAUX
PLANETARY
CARRIER
ASSEMBLY
(653)
INPUT
SUN GEAR
ASSEMBLY
(646)
SERVO
ASSEMBLY
RELEASED
56A
Figure 54
SECOND CLUTCH
ASSEMBLY
THIRD CLUTCH
ASSEMBLY
3RD CL
OVERRUN CL
4TH CL
SERVO APPLY
SERVO REL
3RD CLUTCH
EX
EX
SERVO APPLY
SERVO REL
EX
EX
PWM
BAND
CONTROL
SOLENOID
D32
EX
EX
4TH CL FD 1
OFF
D 3 2/1-2
PWM SOLENOID
SCREEN
D32
LINE
1-2
D32
D32
EX
LINE
Figure 55
P RN D 3 2 1
EX
LINE
R321
1-2
MANUAL VALVE
REV
R321
REVERSE
D32
SHUTTLE
VALVE
D 3 2/1-2
1-2
REVERSE
SHUTTLE
VALVE
SUCTION
LINE
D 3 2/1-2
REVERSE
2ND CL
1-2 ACC
4TH CL FD 2
LINE
LINE
SERVO REL
3RD CL FEED
2ND CLUTCH
EX
LINE
1-2
EX
N.O.
REV
THROTTLE SIGNAL
LINE
EX
EX
EX
EX
3-4 ACCUM
3-4 ACCUM
LINE
THROTTLE SIGNAL
2-3 SHIFT
OFF
EX
CONVERTER IN
EX
SOLENOID
N.O.
THROTTLE SIGNAL
EX ACCUMULATOR
CAPILLARY
RESTRICTION
4TH CL FD 1
D 3 2/1-2
SOL SIGNAL
SOLENOID FEED
ON
TCC
SOLENOID
SOLENOID
N.C.
3RD CLUTCH
QUICK DUMP
VALVE
OFF
N.C.
EX
EX
FORCE MOTOR
SCREEN
2ND CL
1-2 REG
4TH CL FEED 2
EX
FEED LIMIT
1-2 ACCUM
EX
D 3 2/1-2
FEED LIMIT
SERVO PISTON
ASSEMBLY
FEED LIMIT
THROTTLE SIG
3RD
CLUTCH
CHECK
VALVE
THROTTLE SIG
FORCE
MOTOR
SOLENOID
LINE
THROTTLE SIG
1-2
ACCUMULATOR
ASSEMBLY
EX
3-4 ACCUM
56B
OVERRUN CL
3-4
ACCUMULATOR
ASSEMBLY
If the converter clutch is applied in Third gear, the TCM will deenergize the converter clutch solenoid to release the TCC during
upshift to Fourth gear. Once in Fourth gear, the TCM will reapply the TCC when vehicle operating conditions are appropriate.
Figure 55 shows the converter clutch solenoid energized, solenoid feed fluid entering the solenoid signal fluid circuit and the
TCC applied.
OVERRUN LOCKOUT
4TH CLUTCH
2ND CL
At the same time, 4th clutch fluid is directed to the 3-4 accumulator piston (18). 4th clutch fluid pressure moves the piston against
3-4 accumulator fluid pressure and 3-4 accumulator spring (408)
force. This action absorbs some 4th clutch fluid pressure and
cushions the 4th clutch apply.
3-4 accumulator fluid is forced out of the 3-4 accumulator from
the movement of the 3-4 accumulator piston. This fluid is routed
to the middle, and orificed to the end, of the 3-4 accumulator
valve (407).
Orificed 3-4 accumulator fluid pressure moves the 3-4 accumulator valve and 3-4 accumulator control valve (409) against throttle
signal fluid pressure and, on some models, spring force. This
action blocks line pressure and regulates the exhaust of excess 34 accumulator fluid past the valve.
57
SECOND CLUTCH
ASSEMBLY
A forced 4-3 downshift in Drive Range is achieved by increasing the throttle valve angle (percentage of accelerator pedal
travel - throttle position) while the vehicle is operating with the
transmission in Fourth gear. A 4-3 downshift can also occur
when the vehicle is decelerating during coast conditions or when
engine load is increased.
THIRD CLUTCH
ASSEMBLY
3RD CL
OVERRUN CL
2ND CL
SERVO REL
EX
SERVO APPLY
SERVO REL
EX
EX
EX
LINE
1-2
SUCTION
LINE
SERVO APPLY
SERVO REL
3RD CLUTCH
D32
LINE
LINE
R321
1-2
TO COOLER
APPLY
EX
RELEASE
Figure 56
EX
EX
SIG
EX
EX
4TH CL FD 1
P RN D 3 2 1
LINE
D32
MANUAL VALVE
REV
R321
REVERSE
EX
REVERSE
2ND CL
SOL
LINE
D 3 2/1-2
D32
THROTTLE SIGNAL
3RD CL FEED
1-2 ACC
LINE
EX
LINE
EX
2ND CLUTCH
4TH CL FD 2
LINE
1-2
EX
4TH CL
EX
EX
REV
D 3 2/1-2
D32
EX
LINE
3-4 ACCUM
PWM
BAND
CONTROL
SOLENOID
THROTTLE SIGNAL
With the 1-2/3-4 shift valve in the Second and Third gear position, servo release fluid feeds the 3rd clutch feed fluid circuit
while the 2nd clutch fluid circuit is fed by D32/1-2 fluid.
PWM SOLENOID
SCREEN
1-2
D 3 2/1-2
D32
SHUTTLE
VALVE
N.O.
CONV CL CONTROL
CONV IN
CONVERTER IN
EX
4th clutch fluid exhausts from both the 4th clutch piston (532)
and 3-4 accumulator piston (18) to release the 4th clutch plates
(502,503).
The 3-4 accumulator valve (407) regulates line pressure into the
3-4 accumulator fluid circuit. This fluid fills the 3-4 accumulator
as 4th clutch fluid exhausts.
OFF
3RD CLUTCH
QUICK DUMP
VALVE
REVERSE
SHUTTLE
VALVE
THROTTLE SIGNAL
EX ACCUMULATOR
2-3 SHIFT
OFF
CAPILLARY
RESTRICTION
SOLENOID
N.O.
SOL SIGNAL
SOLENOID FEED
EX
OFF
TCC
SOLENOID
58
N.C.
EX
4TH CL FD 1
D 3 2/1-2
4th clutch feed 1 fluid is blocked by the 1-2/3-4 shift valve and
4th clutch feed 2 fluid is open to an exhaust port at the valve.
With 4th clutch feed 2 fluid exhausted, spring force shifts the
overrun lockout valve (705) out of the Fourth gear position.
FORCE MOTOR
SCREEN
FEED LIMIT
SERVO PISTON
ASSEMBLY
1-2 ACCUM
FEED LIMIT
EX
ON
EX
EX
SOLENOID
N.C.
LINE
2ND CL
1-2 REG
4TH CL FEED 2
D 3 2/1-2
FEED LIMIT
THROTTLE SIG
THROTTLE SIG
FORCE
MOTOR
SOLENOID
THROTTLE SIG
3RD
CLUTCH
CHECK
VALVE
3-4 ACCUM
EX
1-2
ACCUMULATOR
ASSEMBLY
OVERRUN LOCKOUT
CLUTCH
3-4
ACCUMULATOR
ASSEMBLY
OVERRUN CL
4TH
3-4 ACCUM
58A
SECOND CLUTCH
ASSEMBLY
SERVO APPLY
SERVO REL
3RD CLUTCH
SERVO REL
EX
SERVO REL
EX
EX
D32
D 3 2/1-2
D 3 2/1-2
LINE
SERVO APPLY
EX
EX
EX
4TH CL FD 1
PWM
BAND
CONTROL
SOLENOID
N.O.
ON
D 3 2/1-2
REVERSE
2ND CL
3RD CL FEED
1-2 ACC
4TH CL FD 2
4TH CL FD 2
2ND CLUTCH
4TH CL
EX
LINE
1-2
EX
THROTTLE SIGNAL
EX
EX
LINE
REVERSE
SHUTTLE
VALVE
LINE
D32
EX
Figure 57
EX
1-2
LINE
R321
1-2
REV
R321
REVERSE
LINE
LINE
EX
TO COOLER
APPLY
RELEASE
SOL SIG
EX
SUCTION
LINE
LINE
LINE
REV
P RN D 3 2 1
D32
MANUAL VALVE
CONV CL CONTROL
CONV IN
CONVERTER IN
D32
EX
PWM SOLENOID
SCREEN
1-2
D32
SHUTTLE
VALVE
THROTTLE SIGNAL
EX ACCUMULATOR
CAPILLARY
RESTRICTION
THROTTLE SIGNAL
SOL SIGNAL
CL FD 1
2-3 SHIFT
ON
3RD CLUTCH
QUICK DUMP
VALVE
SOLENOID
N.O.
58B
EX
OFF
SOLENOID FEED
4TH
D 3 2/1-2
N.C.
TCC
SOLENOID
2ND CL
OVERRUN CL
FORCE MOTOR
SCREEN
FEED LIMIT
EX
EX
EX
EX
ON
FEED LIMIT
The 2-3 shift valve blocks D32/1-2 fluid from feeding the 4th
clutch feed 1 fluid circuit. 4th clutch feed 1 fluid is open to an
exhaust port at the valve.
SOLENOID
N.C.
LINE
SERVO PISTON
ASSEMBLY
1-2 ACCUM
Servo release fluid also exhausts from the servo piston (81).
2ND CL
1-2 REG
4TH CL FEED 2
FEED LIMIT
THROTTLE SIG
D 3 2/1-2
FORCE
MOTOR
SOLENOID
3rd clutch feed fluid exhausts past the 1-2/3-4 shift valve, through
the servo release fluid circuit and past the 2-3 shift valve.
THROTTLE SIG
3RD
CLUTCH
CHECK
VALVE
3rd clutch fluid exhausts from the 3rd clutch piston (638), thereby
releasing the 3rd clutch plates (642, 643). This fluid flows through
an orifice, past the 3rd clutch check valve, into the servo release
fluid circuit and past the 2-3 shift valve.
D32 fluid is blocked by the 2-3 shift valve and servo release fluid
is open to an exhaust port at the valve.
1-2
ACCUMULATOR
ASSEMBLY
OVERRUN LOCKOUT
OVERRUN CL
Spring force moves the 2-3 shift valve to the First and Second
gear position.
Servo apply fluid pressure moves the piston against the servo
cushion spring (99) and servo return spring (103) force. This
moves the servo piston apply rod (102) to apply the band.
Exhausting servo release fluid seats the 3rd clutch quick dump
valve, is forced through an orifice and exhausts past the 2-3 shift
valve. This orifice adds additional control to the band apply rate
and 3rd clutch release rate.
3RD CL
THIRD CLUTCH
ASSEMBLY
59
OVERDRIVE
ROLLER CLUTCH
(516)
HOLDING
OVERRUN
CLUTCH
APPLIED
2ND CLUTCH
APPLIED
SPRAG CLUTCH
ASSEMBLY
(650)
HOLDING
3RD
CLUTCH
APPLIED
POWER TO
DIFFERENTIAL
ASSEMBLY
OVERDRIVE
ROLLER
CLUTCH
OVERRUN
CLUTCH
ON
OFF
LD
APPLIED
APPLIED
FW = FREEWHEELING
NE = NOT EFFECTIVE
LD = LOCKED IN DRIVE
FOURTH
CLUTCH
THIRD
CLUTCH
REVERSE
CLUTCH
SECOND
CLUTCH
PRINCIPLE
SPRAG
ASSEMBLY
APPLIED
NE
BAND
ASSEMBLY
2-3
SOL
N.O.
1-2 / 3-4
SOL
N.C.
OVERRUN
CLUTCH
APPLIED
OVERDRIVE
CARRIER
ASSEMBLY
(525)
TURBINE
SHAFT
(506)
When driving conditions are such that only two gear ratios are
desired, or if increased engine compression braking is needed,
the Manual Second (2) gear selector position should be selected.
2ND CLUTCH
APPLIED
OVERDRIVE
SUN GEAR
OVERDRIVE
(519)
ROLLER CLUTCH
(516)
HOLDING
3RD
CLUTCH
APPLIED
RING
GEAR
(630)
OVERDRIVE
INTERNAL
GEAR
(528)
SPRAG CLUTCH
ASSEMBLY
(650)
HOLDING
TURBINE
SHAFT
(506)
BRAKE BAND
(664)
RELEASED
OUTPUT
SHAFT
REACTION
SUN GEAR
(658)
REACTION
SUN DRUM
(659)
60
RAVIGNEAUX
PLANETARY
CARRIER
ASSEMBLY
(653)
INPUT
SUN GEAR
ASSEMBLY
(646)
SERVO
ASSEMBLY
RELEASED
60A
Figure 58
OVERRUN CL
SERVO APPLY
SERVO REL
3RD CLUTCH
SERVO REL
EX
EX
SERVO APPLY
SERVO REL
EX
D32
EX
EX
LINE
1-2
TO COOLER
APPLY
EX
RELEASE
P RN D 3 2 1
REV
SUCTION
LINE
EX
LINE
R321
1-2
LINE
EX
MANUAL VALVE
REV
SIG
SOL
D32
EX
EX
4TH CL FD 1
D 3 2/1-2
REVERSE
2ND CL
D32
LINE
3RD CL FEED
1-2 ACC
THROTTLE SIGNAL
LINE
EX
LINE
EX
2ND CLUTCH
4TH CL FD 2
LINE
1-2
EX
EX
D32
REV
4TH CL
EX
1-2
EX
3-4 ACCUM
LINE
3-4 ACCUM
PWM SOLENOID
SCREEN
D 3 2/1-2
THROTTLE SIGNAL
D32
SHUTTLE
VALVE
D 3 2/1-2
PWM
BAND
CONTROL
SOLENOID
N.O.
CONV CL CONTROL
CONV IN
OFF
CONVERTER IN
EX
REVERSE
SHUTTLE
VALVE
THROTTLE SIGNAL
EX ACCUMULATOR
2-3 SHIFT
CAPILLARY
RESTRICTION
SOL SIGNAL
SOLENOID FEED
SOLENOID
N.O.
OFF
TCC
SOLENOID
4TH CL FD 1
D 3 2/1-2
EX
3RD CLUTCH
QUICK DUMP
VALVE
OFF
1-2 ACCUM
N.C.
EX
SOLENOID
N.C.
EX
SERVO PISTON
ASSEMBLY
FORCE MOTOR
SCREEN
60B
FEED LIMIT
EX
EX
2ND CL
1-2 REG
4TH CL FEED 2
ON
FEED LIMIT
D 3 2/1-2
LINE
FEED LIMIT
THROTTLE SIG
3RD
CLUTCH
CHECK
VALVE
THROTTLE SIG
FORCE
MOTOR
SOLENOID
1-2
ACCUMULATOR
ASSEMBLY
THROTTLE SIG
3-4 ACCUM
With the 1-2/3-4 shift valve in the Third and Second gear position, servo release fluid feeds the 3rd clutch feed fluid circuit
while the 2nd clutch fluid circuit is fed by D32/1-2 fluid.
When Manual Third is selected, the TCM de-energizes the TCC
solenoid to release the converter clutch during the downshift
from Fourth to Third gear. Under normal operating conditions
the converter clutch will re-apply in Manual Third - Third Gear.
EX
4th clutch fluid exhausts from both the 4th clutch piston (532)
and 3-4 accumulator piston (18) to release the 4th clutch plates
(502, 503).
OVERRUN LOCKOUT
The 3-4 accumulator valve (407) regulates line pressure into the
3-4 accumulator fluid circuit to fill the 3-4 accumulator when 4th
clutch fluid exhausts.
3-4
ACCUMULATOR
ASSEMBLY
CLUTCH
OVERRUN CL
4TH
With 4th clutch feed 2 fluid exhausted, spring force shifts the
overrun lockout valve out of the Fourth gear position.
The mode switch, attached to the selector shaft, signals the TCM
that transmission is operating in Manual Third.
4th clutch feed 1 fluid is blocked by the 1-2/3-4 shift valve and
4th clutch feed 2 fluid is open to an exhaust port at the valve.
2ND CL
D32/1-2 fluid pressure flows through the open solenoid and acts
on the end of the 1-2/3-4 shift valve (304). D32/1-2 fluid pressure shifts the 1-2/3-4 shift valve against spring force and into
the Third gear position.
THIRD CLUTCH
ASSEMBLY
3RD CL
SECOND CLUTCH
ASSEMBLY
LINE
Figure 59
61
OVERDRIVE
ROLLER CLUTCH
(516)
*HOLDING
OVERRUN
CLUTCH
APPLIED
SPRAG CLUTCH
ASSEMBLY
(650)
OVERRUNNING
2ND CLUTCH
APPLIED
POWER TO
REACTION
DIFFERENTIAL
SUN DRUM
ASSEMBLY
(659)
HELD
REACTION
BRAKE BAND
SUN GEAR
(664)
(658)
APPLIED
HELD
1-2 / 3-4
SOL
N.C.
2-3
SOL
N.O.
OVERDRIVE
ROLLER
CLUTCH
OVERRUN
CLUTCH
ON
ON
LD
APPLIED
LD = LOCKED IN DRIVE
FW = FREEWHEELING
THIRD
CLUTCH
REVERSE
CLUTCH
SECOND
CLUTCH
PRINCIPLE
SPRAG
ASSEMBLY
BAND
ASSEMBLY
APPLIED
FOURTH
CLUTCH
FW
APPLIED
NE = NOT EFFECTIVE
OVERRUN
CLUTCH
APPLIED
OVERDRIVE
CARRIER
ASSEMBLY
(525)
TURBINE
SHAFT
(506)
2ND CLUTCH
APPLIED
OVERDRIVE
SUN GEAR
OVERDRIVE
(519)
ROLLER CLUTCH
(516)
HOLDING
3RD CLUTCH
DRUM ASSEMBLY
(634)
SPRAG CLUTCH
ASSEMBLY
(650)
OVERRUNNING
62
TURBINE
SHAFT
(506)
REACTION
SUN GEAR
(658)
HELD
BRAKE BAND
(664)
APPLIED
OUTPUT
SHAFT
REACTION
SUN DRUM
(659)
HELD
INPUT
SUN GEAR
ASSEMBLY
(646)
RAVIGNEAUX
PLANETARY
CARRIER
ASSEMBLY
(653)
Figure 60
*DURING
ACCELERATION
RING
GEAR
(630)
OVERDRIVE
INTERNAL
GEAR
(528)
SERVO
ASSEMBLY
APPLIED
62A
SECOND CLUTCH
ASSEMBLY
2ND CL
OVERRUN CL
SERVO APPLY
SERVO REL
SERVO REL
EX
SERVO APPLY
SERVO REL
D32
EX
EX
1-2
REV
1-2
P RN D 3 2 1
REV
EX
MANUAL VALVE
LINE
R321
1-2
EX
1-2
EX
EX
D32
EX
EX
1-2 REG
D32
1-2
1-2 REG
1-2 REG
D32
LINE
LINE
PWM SOLENOID
SCREEN
LOW PRESSURE
LINE
Figure 61
D 3 2/1-2
3RD CLUTCH
EX
4TH CL FD 1
THROTTLE SIGNAL
SUCTION
LINE
D 3 2/1-2
LINE
ON
D32
SHUTTLE
VALVE
PWM
BAND
CONTROL
SOLENOID
N.O.
EX
3RD CL FEED
1-2 ACC
4TH CL FD 2
LINE
2ND CLUTCH
LINE
1-2
EX
REV
EX
D 3 2/1-2
LINE
4TH CL
EX
THROTTLE SIGNAL
3RD CLUTCH
QUICK DUMP
VALVE
EX
62B
REVERSE
SHUTTLE
VALVE
THROTTLE SIGNAL
EX ACCUMULATOR
CONVERTER IN
REV
SOL SIGNAL
CAPILLARY
RESTRICTION
2-3 SHIFT
2ND CL
CL FD 1
ON
SOLENOID
N.O.
OFF
EX
4TH
D 3 2/1-2
N.C.
SOLENOID FEED
FORCE MOTOR
SCREEN
TCC
SOLENOID
FEED LIMIT
EX
1-2 ACCUM
EX
EX
SOLENOID
N.C.
EX
SERVO PISTON
ASSEMBLY
ON
FEED LIMIT
2ND CL
1-2 REG
4TH CL FEED 2
LINE
FEED LIMIT
THROTTLE SIG
D 3 2/1-2
FORCE
MOTOR
SOLENOID
Figure 61 shows the TCC solenoid OFF and the converter clutch
released.
The 2-3 shift valve blocks D32/1-2 fluid from feeding the 4th
clutch feed 1 fluid circuit. 4th clutch feed 1 fluid is open to an
exhaust port at the valve. Without 4th clutch feed 1 fluid the 4th
clutch cannot apply and Fourth gear is prevented (refer to Fourth
gear on page 56B).
3RD
CLUTCH
CHECK
VALVE
THROTTLE SIG
1-2
ACCUMULATOR
ASSEMBLY
Below 120 km/h (75 mph) the TCM energizes the 2-3 shift
solenoid as shown in Figure 61. Once the solenoid is energized,
the 3rd clutch release and the band apply are performed in the
same manner as during a forced 3-2 downshift (refer to Drive
Range - 3-2 Downshift on page 58B).
OVERRUN CL
OVERRUN LOCKOUT
3RD CL
The gear selector lever, selector shaft (61) and manual valve
(326) are moved to the Manual Second position.
The mode switch, located on the selector shaft, signals the TCM
that the transmission is in Manual Second.
D32 fluid feeds the 1-2 fluid circuit at the manual valve.
1-2 fluid pressure unseats the D32 shuttle valve (85) and combines with D32 fluid to feed the D32/1-2 fluid circuit.
1-2 fluid pressure also moves the low pressure control valve
(312) against spring force. This regulates 1-2 fluid into the 1-2
regulated fluid circuit.
1-2 regulated fluid is routed to the 1-2/3-4 shift valve where it is
blocked in preparation for a downshift to First gear.
THIRD CLUTCH
ASSEMBLY
63
SPRAG CLUTCH
ASSEMBLY
(650)
*HOLDING
POWER FROM
REACTION
DIFFERENTIAL
SUN DRUM
ASSEMBLY
(659)
HELD
REACTION
BRAKE BAND
SUN GEAR
(664)
(658)
APPLIED
HELD
3RD
CLUTCH
APPLIED
1-2 / 3-4
SOL
N.C.
2-3
SOL
N.O.
OVERDRIVE
ROLLER
CLUTCH
OVERRUN
CLUTCH
OFF
ON
LD
APPLIED
APPLIED
FW = FREEWHEELING
NE = NOT EFFECTIVE
LD = LOCKED IN DRIVE
FOURTH
CLUTCH
THIRD
CLUTCH
REVERSE
CLUTCH
SECOND
CLUTCH
PRINCIPLE
SPRAG
ASSEMBLY
BAND
ASSEMBLY
LD
APPLIED
Manual First (1) is available to the driver when vehicle operating conditions require maximum engine compression braking to
slow the vehicle, or maintain maximum transfer of engine torque
to the vehicle drive shaft.
Under normal operating conditions in Manual First the transmission is prevented from upshifting past First gear. When
Manual First is selected while operating in either Second, Third
or Fourth gears, the transmission may not immediately downshift into First gear. Vehicle speed must be below approximately 60 km/h (37 mph) before the transmission downshifts
into First gear. Above this speed, the transmission will operate
in a Manual First - Second Gear condition until vehicle speed
decreases sufficiently.
OVERDRIVE
ROLLER CLUTCH
(516)
*HOLDING
POWER TO
TORQUE
CONVERTER
(1)
FOR ENGINE
BRAKING
Transfer of engine torque through the transmission during acceleration is similar to Drive Range - First Gear to obtain an
approximate gear ratio reduction of 2.40:1. Refer to page 48A
for a complete description of First gear mechanical power flow.
3rd Clutch Applied
OVERRUN
CLUTCH
APPLIED
OVERDRIVE
CARRIER
ASSEMBLY
(525)
OVERDRIVE
INTERNAL
GEAR
(528)
Note: Figure 62 shows the transfer of power through the components during deceleration with the throttle released, and engine compression braking slowing the vehicle. Power is transferred from the vehicles drive shaft, through the transmission
components and to the engine.
TURBINE
SHAFT
(506)
OVERDRIVE
SUN GEAR
OVERDRIVE
(519)
ROLLER CLUTCH
(516)
HOLDING
3RD
CLUTCH
APPLIED
SPRAG CLUTCH
ASSEMBLY
(650)
HOLDING
TURBINE
SHAFT
(506)
REACTION
SUN GEAR
(658)
HELD
64
BRAKE BAND
(664)
APPLIED
OUTPUT
SHAFT
REACTION
SUN DRUM
(659)
HELD
INPUT
SUN GEAR
ASSEMBLY
(646)
2ND CLUTCH
DRUM ASSEMBLY
(618)
RAVIGNEAUX
PLANETARY
CARRIER
ASSEMBLY
(653)
*DURING
ACCELERATION
SERVO
ASSEMBLY
APPLIED
64A
Figure 62
SECOND CLUTCH
ASSEMBLY
OVERRUN CL
2ND CL
SERVO APPLY
SERVO REL
SERVO APPLY
1-2 ACCUM
D 3 2/1-2
1-2 ACCUM
EX
SERVO REL
EX
EX
EX
4TH CL FD 1
D32
1-2
EX
LINE
Figure 63
1-2
REV
1-2
REV
EX
P RN D 3 2 1
LINE
R321
1-2
1-2 REG
D32
1-2
EX
LINE
THROTTLE SIGNAL
EX
THROTTLE SIGNAL
EX
EX
3RD CLUTCH
EX
4TH CL FD 2
EX
EX
3RD CL FEED
2ND CLUTCH
4TH CL
EX
LINE
1-2
EX
1-2 REG
1-2 REG
LINE
EX
MANUAL VALVE
LINE
LINE
LOW PRESSURE
D32
SUCTION
LINE
32
LINE
PWM SOLENOID
SCREEN
REV
D 3 2/1-2
THROTTLE SIGNAL
PWM
BAND
CONTROL
SOLENOID
D32
SHUTTLE
VALVE
D 3 2/1-2
D 3 2/1-2
OFF
REVERSE
SHUTTLE
VALVE
N.O.
REV
2ND CL
2-3 SHIFT
SOLENOID
N.O.
EX
4TH CL FD 1
D 3 2/1-2
ON
EX
OFF
SOLENOID
N.C.
FEED
THROTTLE SIGNAL
EX ACCUMULATOR
CAPILLARY
RESTRICTION
EX
1-2 ACCUM
SOL SIGNAL
SOLENOID
SERVO PISTON
ASSEMBLY
OFF
TCC
SOLENOID
SERVO REL
N.C.
EX
D 3 2/1-2
FORCE MOTOR
SCREEN
64B
EX
FEED LIMIT
CONVERTER IN
FEED LIMIT
2ND CL
1-2 REG
4TH CL FEED 2
LINE
EX
3rd clutch fluid pressure is routed to the 3rd clutch piston (638) to
apply the 3rd clutch plates (642, 643). The 3rd clutch provides engine compression braking in Manual First - First Gear.
2nd clutch fluid exhausts from the second clutch piston (622), 1-2
accumulator piston (315), reverse shuttle valve (85) and solenoid
feed fluid circuit. This releases the 2nd clutch plates (626, 627) and
prevents the TCC from applying.
3rd clutch feed fluid pressure seats the 3rd clutch check valve (85)
against the empty servo release fluid circuit. This fluid is then orificed
into the 3rd clutch fluid circuit.
FEED LIMIT
THROTTLE SIG
1-2 fluid is also regulated through the low pressure control valve and
into the 1-2 regulated fluid circuit. 1-2 regulated fluid is directed to
the 1-2/3-4 shift valve (304).
3RD
CLUTCH
CHECK
VALVE
FORCE
MOTOR
SOLENOID
With D32 fluid pressure exhausted, 1-2 fluid pressure seats the D32
shuttle valve against the D32 fluid circuit and feeds the D32/1-2 fluid
circuit.
THROTTLE SIG
1-2
ACCUMULATOR
ASSEMBLY
OVERRUN LOCKOUT
OVERRUN CL
Spring force moves the 1-2/3-4 shift valve to the First and Fourth
gear position.
Line pressure at the manual valve feeds the 1-2 fluid circuit. 1-2 fluid
is directed to the overrun lockout valve, D32 shuttle valve, and low
pressure control valve (312).
The manual valve blocks line pressure from entering the D32 fluid
circuit. D32 fluid exhausts at the manual valve.
The mode switch, located on the selector shaft, signals the TCM that
the transmission is in Manual First.
The gear selector lever, selector shaft (61), and manual valve (326)
are in the Manual First (1) position.
When vehicle speed slows sufficiently, the TCM de-energizes the 12/3-4 shift solenoid (303). This closes the solenoid and prevents
D32/1-2 fluid pressure from acting on the end of the 1-2/3-4 shift
valve. D32/1-2 fluid at the end of the valve exhausts through the end
of the solenoid.
THIRD CLUTCH
ASSEMBLY
3RD CL
Manual First (1) may be selected at any time while operating the
vehicle in a forward gear range. However, the downshift to First
gear is controlled electronically by the TCM. The TCM will not deenergize the 1-2/3-4 shift solenoid for the downshift until vehicle
speed is below approximately 60 km/h (37 mph). Above this speed,
the transmission will operate in a Manual First - Second Gear
condition until vehicle speed slows sufficiently. In Manual First,
the transmission is prevented from operating in Third or Fourth
gears. Also, once in First gear, the TCM prevents the transmission
from shifting into Second gear. Figure 63 and the text below describe the shift from Manual Second - Second Gear to Manual First
- First Gear.
65
PASSAGE
PASSAGE
PASSAGE
PASSAGE
PASSAGE
PASSAGE
PASSAGE
PASSAGE
PASSAGE
PASSAGE
PASSAGE
Figure 64
FOLDOUT 67
PARK
Engine Running
25
31
12
4
8
25
31
4
2
4
31
25d
10
31
1 2
3 2
31
31
31
31
31
31
10
25
14
25
10
2
1
14
31
14
25
31
31
31
10
31
31
14
1a
31
(317)
31
10
4
1
31
31
(317)
31
10
2c
31f
10c
31
3-4
ACCUMULATOR
BORE
10
14
31
10
31g
31
12
7
12
25e
14b
14
31
4
2f
10b
31
7
12
31
4c
2b
31
31
25
1
31h
3a
2e/3
31e
14a
31d
25
2
3c/6
4b
12
31
31
2a
12
12
12
31
31
12
10a
31
31
31
4e
4d
31c
31
31
(317)
25c
1b
31
31
12b
31
32
8a
31b
31
31
31
12
31
2d
4a
31
4g/3
(7)
31a
12a
31
25
25
25
25
6
31i 4f
31
31
31
31
25b
3b
25
25a
31
25
11
(27)
12
31
31
31
31
31 6
31
31
31
12
31
28
31
20
28
31
27
14
31
14
29
10
28
1
31
20
10
11
10d
24
14
9b
14
31
2k
14k
14
10
31
FRONT
21
10g
9c
(415)
31
20
29
27
31
25
20
14
21
2
22a
14p
23a/22
(306)
31
23b/24
23
QUICK
DUMP
VALVE
(85)
20
17
20
19c
30
20
30d
29e
(317)
14
31
16
(317)
18
10 22
23
30
31
17f 17g
18
20
2
9
10
9
14
11
FRONT
11 2
14
10
GASKET
(72)
Transfer Plate/
A. C. Valve Body
31
31
2
31
20
17
29
19
31
31
30
30
17
29
16
29
17
2
14
FRONT
31
31 16 2
13
16
13 14
30
31
31
31
29
10
22
29
17
17
20
29
23
30
20
19
20
22
1
30
20
17
20
GASKET
(88)
Main Case/
Transfer Plate
30
30
10
31
20
31
27
17
27
20
19
18
22
17 16
18
31
17
17
18
17
20
19
31
29
16
10
31
31
22
17
16
22
23
23
17
17
17
29
30
14
14
17
16 16
31
20
18
17
17
29
31
13
29
16
30
30
18
23
17
29
31 31
30
29
17
27
FOLDOUT 69
23
31
20
16
29
14
29
14
2
2
13
16
13
FRONT
19
17
31
16
23
24
19
31
17
30
14 22
31
22
31
16
22
32
22
31 22
31
20
24
31
16
29
30
14
14
Figure 66
14
14
10
11
10
13
16 16
22
13
17
31
22
31
31
16
13
13
FRONT
31
14
22
TRANSFER PLATE
(87)
Main Case/
Valve Body
31
31
17
17e
20i
18
17
19b
18b
17d
30g
17
10
30
20j
20h
17 31
20
23
26
23
31bb
18a
17c
23d
17a
20
20
22e
22
30
27
27
32a
17b
27d
17
31aa
10h
31
17
20
19a/17
29f/17
16e
22d
14o
23c
17
22c
31
31
16c
17h
31z 22b 16d/17 31cc
31y
17
NOTE:
2
1
GASKET
(104)
Adapter Case/
Transfer Plate
1e
31
18
23
30c
2
1
21
11 2
29
22
10
31 19
30b
31x
20g
31
24
MAIN CASE
VALVE BODY (84)
20
FRONT
30
16
14
27
14
25
31
14
3-4
ACCUMULATOR
BORE
31
31w
22
24
14
10
22
29
10f
24
11a
2o
32
31
31v
14
29
16a
29
30
16b
13b
13a
FRONT
22
31
31
20
31
9a
11b
10
31
10e
28
11
16
17
10
11 2 11
10
GASKET (28)
Transfer Plate/Center Support
20
10
31
19
31
2i
31
10
31
27
20
3RD CLUTCH
CHECK VALVE
(85)
13
20
9
9
31
31
D32
SHUTTLE
(85)
FRONT
14
14l/21
1
14
31
24
(35)
24
29
20
2
14
(34)
31
31
21a
2j
31
2g
9 10
FRONT
14c 24b
20
27
31
31
10
25k
1d
14
20d
28
31
31
28
31
31
20
29
10
ADAPTER CASE
VALVE BODY (71)
20e
20
20c
2h
2 27
31
27
31
31
28
31p
GASKET (28)
Adapter Case/ Transfer Plate
21
24
12
31
31
31
14
20f/21
20
20
28
1c
25
27
28
31t
20b
31
25
20
14
20
29
31
31s
31q
24a
29b
31
31o
31
FRONT
REVERSE
SHUTTLE
(85)
3-4
ACCUMULATOR
BORE
28d
27b
27c 28c
29a
31
20
29
24
31
20
28
27a
4h 28b
31
14
14
31
31
20
12
31r
28a
31
27
27
24
28
14
31
14d
12c
31
31
14
20
20a
31
27
28
14
15
31
31
14
20
31
14e
25
31
31 6
25
25
31
20
31
14f
31m
31n
31
14
25i
31
25
25
14
31u
25
14
31 6
25
31
25h
25g
25
25 31
25
25
15
31
25
25f
25
6
31
31j
31
31
25
23
22
30
31
17
20
20
17
GASKET
(86)
Transfer Plate/
Valve Body
29
(324)
REVERSE
31
12
4
8
25
31
4
2
4
31
4b
12
31
31
31h
31d
25
2b
25d
31
2c
31f
3 2
31
10
31
31
31
31
10
25
14
25
10
2
1
14
31
14
25
31
31
31
2
1
10
31
4
6
31
31
14
1a
10c
31
31
(317)
31
4
1 2
31
31
(317)
31
31
3-4
ACCUMULATOR
BORE
10
14
31
10
10
10
12
7
12
31
25e
14b
14
31
4
31g
2f
10b
7
12
31
4c
3a
2e/3
31e
14a
31
31
25
1
3c/6
10a
12
12
12
31
31
7
12
2a
31
31
31
4e
4d
31c
31
31
(317)
25c
1b
31
31
12b
31
32
8a
31b
31
31
31
12
31
2d
4a
31
4g/3
25
25
25
25
(7)
31a
12a
31
31
6
31i 4f
31
31
25b
3b
25a
31
25
31
25
11
(27)
12
31
31
25
31
31
31 6
31
31
31
31
31
28
31
20
28
31
27
14
31
14
29
10
28
1
31
20
11
10d
2
20
14
14
2k
14k
10e
2
11
10
31
FRONT
20
21
10g
9c
(415)
22
25
29
20
27
31
25
22a
14p
23a/22
23b/24
17
23
QUICK
DUMP
VALVE
(85)
20
17
20
31
20
19c
30
20
30d
14
19b
31
18
16
(317)
18
10 22
23
30
22
31
31
18
25
20
14
21
20
1
2
9
10
9
14
11
FRONT
11 2
14
10
GASKET
(72)
Transfer Plate/
A. C. Valve Body
31
31
2
20
17
29
19
31
31
30
30
17
29
16
29 17
2
14
FRONT
31
31 16 2
13
16
13 14
31
31
10
29
17
17
20
29
23
30
20
20
22
1
29
20
17
20
GASKET
(88)
Main Case/
Transfer Plate
30
14
14
31
22
30
31
22
17 16
20
31
27
17
27
20
19
18
18
31
17
17
18
17
20
19
31
29
16
10
17
16
22
23
10
31
17
17
29
30
30
23
17
17
16 16
31
20
18
17
17
29
31
13
29
16
30
30
18
23
22
17
29
31 31
30
29
17
27
FOLDOUT 71
23
31
20
19
16
29
14
14
2
2
13
16
13
FRONT
19
17
31
16
23
24
29
30
14 22
31
22
19
31
17
22
31 22
30
31
31
16
22
32
14
31
20
24
31
16
29
30
31
14
Figure 68
14
14
10
11
10
2
2
13
16 16
22
13
17
31
17f 17g
16
13
13
FRONT
31
14
30
TRANSFER PLATE
(87)
Main Case/
Valve Body
31
31
17
22
17e
20i
26
23
31
17d
30g
17 31
20
23
17
(317)
18b
20j
20h
17
10
31bb
18a
22e
23d
17a
20
20
17c
22
30
27
27
32a
17b
27d
17
31aa
10h
31
29f/17
29e
31
(306)
19a/17
16e
22d
14o
23c
17
22c
2
1
29
31
16c
17h
31z 22b 16d/17 31cc
31y
17
NOTE:
21
GASKET
(104)
Adapter Case/
Transfer Plate
30c
1e
31
18
23
10
31 19
29
22
14
27
31
16
24
10
14
14
30
31
30b
31x
24
20
11 2
31w
20g
14
MAIN CASE
VALVE BODY (84)
FRONT
2o
22
31
31v
32
31
16b
13b
13a
FRONT
20
10
16a
29
3-4
ACCUMULATOR
BORE
31
GASKET (28)
Transfer Plate/Center Support
22
30
29
10f
28
9
31
24
14
11a
31
20
31
27
31
16
31
31
31
9a
11b
10
10
11 2 11
9b
31
14
31
17
10
2
24
19
31
2i
31
3RD CLUTCH
CHECK VALVE
(85)
13
10
31
29
20
(35)
24
31
14
(34)
31
14
14l/21
2
9
20
27
D32
SHUTTLE
(85)
FRONT
9 10
FRONT
2j
31
2g
31
21a
1d
14
29
10
20d
2h
28
20
20c
31
31
28
31
31
31
10
25k
20e
2
1
ADAPTER CASE
VALVE BODY (71)
21
20
31
31p
14c 24b
2 27
31
28
27
31
31
14
24
20f/21
20
20
25
28
1c
GASKET (28)
Adapter Case/ Transfer Plate
14
12
31
31
14
31
20
29
31
27
28
31t
20b
31
25
2
24
14
14
31s
31q
24a
29b
20
31
31o
31
FRONT
REVERSE
SHUTTLE
(85)
3-4
ACCUMULATOR
BORE
10
27b
27c 28c
29a
31
20
29
24
31
20
28d
4h 28b
31
28
27a
14
6
31
20
12
31r
28a
31
27
27
24
28
31
31
14
31
14d
20a
12c
31
27
28
14
15
20
31
14
20
12
31
14e
25
31
31 6
31
20
31
14f
31m
31n
31
31
14
25
25i
25
25
14
25
31 6
25g
31u
25
14
25
25
31
25h
31
25 31
25
15
31
25
25f
25
31j
31
31
25
23
22
30
31
17
20
20
17
GASKET
(86)
Transfer Plate/
Valve Body
29
(324)
NEUTRAL
Engine Running
25
31
12
4
8
25
31
4
2
4
31
25d
10
31
1 2
3 2
31
31
31
31
31
31
10
25
14
25
10
2
1
14
31
14
25
31
31
31
10
31
31
14
1a
31
(317)
31
10
4
1
31
31
(317)
31
10
2c
31f
10c
31
3-4
ACCUMULATOR
BORE
10
14
31
10
31g
31
12
7
12
25e
14b
14
31
4
2f
10b
31
7
12
31
4c
2b
31
31
25
1
31h
3a
2e/3
31e
14a
31d
25
2
3c/6
4b
12
31
31
2a
12
12
12
31
31
12
10a
31
31
31
4e
4d
31c
31
31
(317)
25c
1b
31
31
12b
31
32
8a
31b
31
31
31
12
31
2d
4a
31
4g/3
(7)
31a
12a
31
25
25
25
25
6
31i 4f
31
31
31
31
25b
3b
25
25a
31
25
11
(27)
12
31
31
31
31
31 6
31
31
31
12
31
28
31
20
28
31
27
14
31
14
29
10
28
1
31
20
10
11
10d
24
14
9b
14
31
2k
14k
14
10
31
FRONT
21
10g
9c
(415)
31
20
29
27
31
25
20
14
21
2
22a
14p
23a/22
(306)
31
23b/24
23
QUICK
DUMP
VALVE
(85)
20
17
20
19c
30
20
30d
29e
(317)
14
31
16
(317)
18
10 22
23
30
31
17f 17g
18
20
2
9
10
9
14
11
FRONT
11 2
14
10
GASKET
(72)
Transfer Plate/
A. C. Valve Body
31
31
2
31
20
17
29
19
31
31
30
30
17
29
16
29
17
2
14
FRONT
31
31 16 2
13
16
13 14
30
31
31
31
29
10
22
29
17
17
20
29
23
30
20
19
20
22
1
30
20
17
20
GASKET
(88)
Main Case/
Transfer Plate
30
30
10
31
20
31
27
17
27
20
19
18
22
17 16
18
31
17
17
18
17
20
19
31
29
16
10
31
31
22
17
16
22
23
23
17
17
17
29
30
14
14
17
16 16
31
20
18
17
17
29
31
13
29
16
30
30
18
23
17
29
31 31
30
29
17
27
FOLDOUT 73
23
31
20
16
29
14
29
14
2
2
13
16
13
FRONT
19
17
31
16
23
24
19
31
17
30
14 22
31
22
31
16
22
32
22
31 22
31
20
24
31
16
29
30
14
14
Figure 70
14
14
10
11
10
13
16 16
22
13
17
31
22
31
31
16
13
13
FRONT
31
14
22
TRANSFER PLATE
(87)
Main Case/
Valve Body
31
31
17
17e
20i
18
17
19b
18b
17d
30g
17
10
30
20j
20h
17 31
20
23
26
23
31bb
18a
17c
23d
17a
20
20
22e
22
30
27
27
32a
17b
27d
17
31aa
10h
31
17
20
19a/17
29f/17
16e
22d
14o
23c
17
22c
31
31
16c
17h
31z 22b 16d/17 31cc
31y
17
NOTE:
2
1
GASKET
(104)
Adapter Case/
Transfer Plate
1e
31
18
23
30c
2
1
21
11 2
29
22
10
31 19
30b
31x
20g
31
24
MAIN CASE
VALVE BODY (84)
20
FRONT
30
16
14
27
14
25
31
14
3-4
ACCUMULATOR
BORE
31
31w
22
24
14
10
22
29
10f
24
11a
2o
32
31
31v
14
29
16a
29
30
16b
13b
13a
FRONT
22
31
31
20
31
9a
11b
10
31
10e
28
11
16
17
10
11 2 11
10
GASKET (28)
Transfer Plate/Center Support
20
10
31
19
31
2i
31
10
31
27
20
3RD CLUTCH
CHECK VALVE
(85)
13
20
9
9
31
31
D32
SHUTTLE
(85)
FRONT
14
14l/21
1
14
31
24
(35)
24
29
20
2
14
(34)
31
31
21a
2j
31
2g
9 10
FRONT
14c 24b
20
27
31
31
10
25k
1d
14
20d
28
31
31
28
31
31
20
29
10
ADAPTER CASE
VALVE BODY (71)
20e
20
20c
2h
2 27
31
27
31
31
28
31p
GASKET (28)
Adapter Case/ Transfer Plate
21
24
12
31
31
31
14
20f/21
20
20
28
1c
25
27
28
31t
20b
31
25
20
14
20
29
31
31s
31q
24a
29b
31
31o
31
FRONT
REVERSE
SHUTTLE
(85)
3-4
ACCUMULATOR
BORE
28d
27b
27c 28c
29a
31
20
29
24
31
20
28
27a
4h 28b
31
14
14
31
31
20
12
31r
28a
31
27
27
24
28
14
31
14d
12c
31
31
14
20
20a
31
27
28
14
15
31
31
14
20
31
14e
25
31
31 6
25
25
31
20
31
14f
31m
31n
31
14
25i
31
25
25
14
31u
25
14
31 6
25
31
25h
25g
25
25 31
25
25
15
31
25
25f
25
6
31
31j
31
31
25
23
22
30
31
17
20
20
17
GASKET
(86)
Transfer Plate/
Valve Body
29
(324)
12
4
8
31
4
2
31
2a
31d
25
2b
25d
31
1 2
3 2
31
10
31
4
1
31f
31
31
31
10
25
10
2
1
14
31
14
25
25
14
31
31
31
10
31
31
31
14
1a
31
(317)
31
(317)
31
31
2c
10c
10
10
31
31
3-4
ACCUMULATOR
BORE
10
14
31
10
31g
31
25e
14b
14
31
12
7
12
31
4
2f
10b
31
7
12
31
4c
3a
2e/3
31e
14a
31
25
1
31h
12
12
12
31
31
3c/6
10a
31
31
12
4b
12
31
31
4e
4d
1b
31
31
(317)
25c
31c
4
31
31
31
12b
31
32
8a
31b
31
31
31
12
31
2d
4a
31
4g/3
(7)
31a
12a
31
31
25
31i 4f
31
31
25b
3b
25
25
25
25
25
31
31
31
25
11
(27)
31
31
31 6
31
31
31
20
12
31
28
31
27
14
31
14
29
10
28
1
31
20
10
11
10d
24
14
FRONT
14
14
10
31
2k
14k
10
11a
10
31
FRONT
22
21
10g
9c
(415)
25
31
20
10
27
31
23
17
23
25
17
23b/24
QUICK
DUMP
VALVE
(85)
30
20
31aa
10h
19c
(317)
14
19b
16
18
(317)
18
10 22
23
30
18
25
20
14
21
20
1
2
2
9
10
9
14
11
FRONT
11 2
14
10
GASKET
(72)
Transfer Plate/
A. C. Valve Body
31
31
17
29
19
31
31
30
30
17
29
16
29 17
2
14
FRONT
31
31 16 2
13
16
13 14
31
22
31
10
22
29
17
17
20
29
23
30
20
20
31
19
22
1
20
17
20
GASKET
(88)
Main Case/
Transfer Plate
30
30
30
30
10
31
22
17 16
20
31
27
17
27
20
19
18
18
31
17
17
18
17
20
19
31
29
16
10
31
31
22
17
16
22
23
23
17
17
17
29
14
14
17
16 16
31
20
13
29
16
29
30
30
18
17
17
29
31
20
18
23
17
29
31 31
30
16
17
27
FOLDOUT 75
23
17
31
16
29
14
14
2
2
13
16
13
FRONT
19
29
23
24
29
30
14 22
31
19
31
17
22
31 22
30
31
31
16
22
32
14
31
20
24
31
16
29
30
31
20
14
Figure 72
14
14
10
11
10
2
1
13
16 16
22
13
17
31
22
31
31
16
13
13
FRONT
31
14
30
TRANSFER PLATE
(87)
Main Case/
Valve Body
31
31
17
22
17e
20i
26
31
31
17d
30g
17 31
20
23
17
17f 17g
20j
20h
17
10
23
18b
18a
17c
23d
17a
20
20
22e
22
30
27
27
31bb
17b
27d
NOTE:
21
GASKET
(104)
Adapter Case/
Transfer Plate
23c
20
20
31
20
32a
30d
16e
22d
14o
17
17
17
(306)
19a/17
29f/17
29e
31
20
11 2
23a/22
22c
2
1
MAIN CASE
VALVE BODY (84)
FRONT
14p
24
31
16c
17h
31z 22b 16d/17 31cc
31y
22a
31
3-4
ACCUMULATOR
BORE
31
30c
1e
31
18
30b
31x
20g
31
29
22
29
27
14
16
14
29
10f
31w
31 19
30 31
31
24
14
10
10e
28
11
24
2
31v
22
14
2o
32
30
1
31
9a
11b
31
29
31
20
31
10
9b
31
22
17
10
11 2 11
13a
FRONT
16b
13b
14
29
16a
19
31
2i
14
14
14l/21
9
9
20
10
31
GASKET (28)
Transfer Plate/Center Support
31
27
20
16
13
20
21a
2j
31
24
31
3RD CLUTCH
CHECK VALVE
(85)
31
9 10
31
31
10
25k
1d
14
31
29
20
(35)
24
D32
SHUTTLE
(85)
FRONT
ADAPTER CASE
VALVE BODY (71)
27
31
14
(34)
31
GASKET (28)
Adapter Case/ Transfer Plate
20e
2g
20
20f/21
20
20
21
14c 24b
28
31
31
28
31
31
20
29
10
20d
2h
2 27
31
20
20c
31p
31
31
14
24
12
31
31
31
28
1c
25
28
4
27
31
25
31q
27
28
31t
20b
24a
29b
20
31
31
FRONT
REVERSE
SHUTTLE
(85)
3-4
ACCUMULATOR
BORE
31o
14
20
29
31
31s
31
20
29
24
28d
27b
27c 28c
29a
31
28
27a
4h 28b
31
20
31
27
27
24
28
12
31r
28a
14
20
14
31
20
28
31
14
6
31
31
14d
12c
31
27
31
14
31
28
14
15
20
20a
31
31
14e
25
31
31 6
31
31
14
20
31
14f
31m
31n
31
14
25i
25
14
31
31u
25
14
25
25
31
31
31 6
25
31
25h
25g
25
25
25
25
12
31
25 31
15
31
25
25f
25
25
31j
31
31
23
22
30
31
17
20
20
17
GASKET
(86)
Transfer Plate/
Valve Body
29
(324)
31
12
4
8
25
31
4
2
4
31
25d
10
31
1 2
3 2
31
31
31
31
31
31
10
25
14
25
10
2
1
14
31
14
25
31
31
31
10
31
31
14
1a
31
(317)
31
10
4
1
31
31
(317)
31
10
2c
31f
10c
31
3-4
ACCUMULATOR
BORE
10
14
31
10
31g
31
12
7
12
25e
14b
14
31
4
2f
10b
31
7
12
31
4c
2b
31
31
25
1
31h
3a
2e/3
31e
14a
31d
25
2
3c/6
4b
12
31
31
2a
12
12
12
31
31
12
10a
31
31
31
4e
4d
31c
31
31
(317)
25c
1b
31
31
12b
31
32
8a
31b
31
31
31
12
31
2d
4a
31
4g/3
(7)
31a
12a
31
25
25
25
25
6
31i 4f
31
31
31
31
25b
3b
25
25a
31
25
11
(27)
31
31
31 6
31
31
31
12
31
28
31
27
14
14
29
10
28
1
31
20
10
11
20
10d
24
14
ADAPTER CASE
VALVE BODY (71)
20e
2
31
2i
14
14
31
2k
14k
10
31
FRONT
21
10g
9c
(415)
31
20
29
27
31
25
20
14
21
2
22a
14p
23a/22
23b/24
23
QUICK
DUMP
VALVE
(85)
20
17
20
31
20
19c
30
20
30d
29e
(317)
14
16
(317)
18
10 22
23
30
31
17f 17g
18
20
2
9
10
9
14
11
FRONT
11 2
14
10
GASKET
(72)
Transfer Plate/
A. C. Valve Body
31
31
2
31
20
17
29
19
31
31
30
30
17
29
16
29
17
2
14
FRONT
31
31 16 2
13
16
13 14
30
31
31
31
29
10
22
29
17
17
20
29
23
30
20
19
20
22
1
30
20
17
20
GASKET
(88)
Main Case/
Transfer Plate
30
30
10
31
20
31
27
17
27
20
19
18
22
17 16
18
31
17
17
18
17
20
19
31
29
16
10
31
31
22
17
16
22
23
23
17
17
17
29
30
14
14
17
16 16
31
20
18
17
17
29
31
13
29
16
30
30
18
23
17
29
31 31
30
29
17
27
FOLDOUT 77
23
31
20
16
29
14
29
14
2
2
13
16
13
FRONT
19
17
31
16
23
24
19
31
17
30
14 22
31
22
31
16
22
32
22
31 22
31
20
24
31
16
29
30
14
14
Figure 74
14
14
10
11
10
13
16 16
22
13
17
31
22
31
31
16
13
13
FRONT
31
14
22
TRANSFER PLATE
(87)
Main Case/
Valve Body
31
31
17
17e
20i
31
18
17
19b
18b
17d
30g
17
10
30
20j
20h
17 31
20
23
26
23
31bb
18a
17c
23d
17a
20
20
22e
22
30
27
27
32a
17b
27d
17
31aa
10h
31
17
(306)
19a/17
29f/17
16e
22d
14o
23c
17
22c
31
31
16c
17h
31z 22b 16d/17 31cc
31y
17
NOTE:
2
1
GASKET
(104)
Adapter Case/
Transfer Plate
1e
31
18
23
30c
2
1
21
11 2
29
22
10
31 19
31
30b
31x
20g
31
24
MAIN CASE
VALVE BODY (84)
20
FRONT
30
16
14
27
14
25
31
14
3-4
ACCUMULATOR
BORE
31
31w
22
24
14
10
22
29
10f
2o
32
30
24
11a
9a
11b
10
29
31
20
31v
14
29
16a
22
31
16b
13b
13a
FRONT
20
10
16
19
31
10e
28
11
31
GASKET (28)
Transfer Plate/Center Support
31
27
3RD CLUTCH
CHECK VALVE
(85)
13
31
10
9b
31
10
20
17
10
11 2 11
9
9
31
31
D32
SHUTTLE
(85)
14
14l/21
1
14
20
21a
2j
31
31
24
14
(35)
29
20
31
9 10
FRONT
2g
(34)
31
24
31
31
10
25k
1d
14
14c 24b
FRONT
20d
28
20
29
10
20
27
31
31
31
31
28
20f/21
20
27
GASKET (28)
Adapter Case/ Transfer Plate
20
20
31
28
20c
2h
2 27
31
1c
21
25
28
31p
31
25
20b
24a
29b
31
31
FRONT
REVERSE
SHUTTLE
(85)
3-4
ACCUMULATOR
BORE
31o
31q
31
27b
27c 28c
29a
31
20
29
24
28d
31
31
14
24
12
31
31
14
31
20
28
27a
4h 28b
31
27
28
14
31
20
29
31
31s
31t
20
14
14
6
31
20
12
31r
28a
31
27
27
24
28
31
31
14
20
12c
31
27
28
31
28
14
15
31
14d
20a
31
31
14
20
31
14e
25
31
31 6
31
20
31
14f
31m
31n
31
31
14
25i
25
25
14
31u
25
14
25
25
31
31
31 6
25
31
25h
25g
25
25 31
25
12
25
15
31
25
25f
25
6
31
31j
31
31
25
23
22
30
31
17
20
20
17
GASKET
(86)
Transfer Plate/
Valve Body
29
(324)
25
25a
31
12
4
8
25
(7)
31
4
2
2a
4b
25
2b
25d
31
31
2c
31f
31
31
31
31
31
10
25
14
25
10
2
1
14
31
14
25
31
31
31
10
31
31
14
1a
10c
1 2
3 2
31
31
10
4
1
(317)
(317)
31
31
31
3-4
ACCUMULATOR
BORE
10
14
31
10
31
31
31
12
7
12
25e
14b
14
10
10
2f
10b
31
4
31g
31
31
7
12
31
4c
3a
2e/3
31e
14a
31
25
31h
12
12
12
31
7
3c/6
31
31
12
10a
31d
31
4e
4d
31c
31
31
(317)
25c
1b
12
31
31
31
31
12b
4
31
12
31
2d
8a
31b
31
31
32
4g/3
4a
31
31
31
31a
12a
31
25
25
25
25
6
31i 4f
31
31
3b
31
31
25b
31
25
11
(27)
31
31 6
31
20
12
31
28
31
27
14
29
10
28
1
31
20
10
11
10d
24
14
ADAPTER CASE
VALVE BODY (71)
20e
2
FRONT
31
14
31
2k
14k
10
2
11a
10
31
FRONT
21
10g
9c
(415)
29
31
20
31
24
10
14
25
29
27
31
20
27
31
25
20
14
21
2
14p
23a/22
23b/24
23
QUICK
DUMP
VALVE
(85)
20
17
20
31
20
19c
30
20
30d
29e
(317)
14
16
(317)
18
10 22
23
30
31
17f 17g
18
20
2
9
14
11
10
FRONT
11 2
14
10
GASKET
(72)
Transfer Plate/
A. C. Valve Body
31
31
17
29
19
31
31
30
30
17
29
16
29 17
2
14
FRONT
31
31 16 2
13
16
13 14
31
22
31
10
22
29
17
17
20
29
23
30
20
20
29
29
31
19
22
1
30
20
17
20
GASKET
(88)
Main Case/
Transfer Plate
30
10
31
20
31
27
17
27
20
19
18
22
17 16
18
31
17
17
18
17
20
19
31
29
16
10
31
31
22
17
16
22
23
23
17
30
14
14
17
17
29
30
31
20
17
16 16
30
30
18
17
17
29
31
20
18
23
17
29
31 31
30
16
17
27
FOLDOUT 79
23
17
31
16
16 13
29
14
14
2
2
13
16
13
FRONT
19
29
23
24
29
30
14 22
31
19
31
17
22
31 22
30
31
31
16
22
32
14
31
20
24
31
16
29
30
31
20
14
Figure 76
14
14
10
11
10
13
16 16
22
13
17
31
22
31
31
16
13
13
FRONT
31
14
22
TRANSFER PLATE
(87)
Main Case/
Valve Body
31
31
17
17e
20i
26
31
18
17
19b
18b
17d
30g
17 31
20
23
30
20j
20h
17
10
23
31bb
18a
17c
23d
17a
20
20
22e
22
30
27
27
32a
17b
27d
17
31aa
10h
31
17
(306)
19a/17
29f/17
16e
22d
14o
23c
17
22c
31
31
16c
17h
31z 22b 16d/17 31cc
31y
22a
17
NOTE:
2
1
GASKET
(104)
Adapter Case/
Transfer Plate
30c
1e
31
18
23
30b
31x
20g
31
2
1
21
11 2
31w
24
MAIN CASE
VALVE BODY (84)
20
FRONT
31v
29
22
14
14
10
22
16
2o
31 19
30 31
31
16b
13b
13a
FRONT
14
29
16a
22
14
3-4
ACCUMULATOR
BORE
31
32
30
29
10f
24
10e
28
11
9a
11b
22
31
19
2
31
14
16
13
10
9b
31
10
GASKET (28)
Transfer Plate/Center Support
20
10
31
17
10
11 2 11
2i
9
9
20
31
27
3RD CLUTCH
CHECK VALVE
(85)
14
14l/21
1
14
20
21a
2j
31
24
31
31
9 10
31
31
10
25k
1d
14
31
29
20
(35)
24
31
14
(34)
31
D32
SHUTTLE
(85)
FRONT
2g
20
27
20f/21
20
14c 24b
28
31
31
28
31
31
20
29
10
20d
GASKET (28)
Adapter Case/ Transfer Plate
20
31
20
20c
31p
2h
2 27
31
28
1c
21
25
4
27
31
25
20b
24a
29b
20
31
31
FRONT
REVERSE
SHUTTLE
(85)
3-4
ACCUMULATOR
BORE
31o
28
31
31
14
24
12
31
31
14
31
20
29
24
31
31t
31q
27
14
31
20
29
31
31s
28
20
14
14
31
28d
27b
27c 28c
29a
31
20
28
27a
4h 28b
31
14
31
20
12
31r
28a
31
27
27
24
28
31
20
14
12c
31
27
28
31
28
14d
20a
14
15
31
31
31
14e
25
31
31 6
31
31
14
20
31
14f
31m
31n
31
31
14
25i
14
31
31
31u
25
14
25
25
31
25
25
31
31
31 6
25
31
25h
25g
25
25 31
25
12
25
15
31
25
25f
25
25
6
31
31j
31
31
23
22
30
31
17
20
20
17
GASKET
(86)
Transfer Plate/
Valve Body
29
(324)
25
25a
31
12
4
8
25
(7)
31
4
2
8a
2a
25
2b
25d
31
10
10
31
1 2
3 2
31
10
31
4
1
31
31
31
31
10
25
14
25
10
2
1
14
31
31
25
3-4
ACCUMULATOR
BORE
10
14
14
25
31
31
31
10
31
31
14
1a
31
31
(317)
31
10
2c
31f
10c
31
31
(317)
25e
14b
14
31g
31
31
7
12
31
4
2f
10b
12
7
12
31
4c
3a
2e/3
31e
14a
31d
31
31
25
1
31h
4b
12
31
31
3c/6
12
12
12
31
12
10a
31
31
31
4e
4d
31c
31
31
(317)
25c
1b
31
31
12b
4
31
31
12
31
2d
31b
31
31
32
4g/3
4a
31
31
31
31a
12a
31
25
25
25
25
6
31i 4f
31
31
31
31
25b
3b
31
11
(27)
31
31
31 6
31
31
31
12
31
28
31
27
14
31
14
29
10
28
2
1
3-4
ACCUMULATOR
BORE
31
20
10
10d
24
14
ADAPTER CASE
VALVE BODY (71)
20e
2
31
14
2k
14k
9a
24
2
11a
10f
28
31
FRONT
10g
9c
29
27
21
(415)
31
29
25
20
14
21
2
31w
14
25
31
20
22
22
31
14
30
16
24
29
30c
1e
14p
23c
23b/24
23
QUICK
DUMP
VALVE
(85)
20
17
20
19c
30
20
(317)
14
19b
16
(317)
18
10 22
23
30
31
18
20
2
9
10
9
14
11
FRONT
11 2
14
10
GASKET
(72)
Transfer Plate/
A. C. Valve Body
31
31
2
31
20
17
29
19
31
31
30
30
17
29
16
29
17
2
14
FRONT
31
31 16 2
13
16
13 14
30
31
31
31
29
10
22
29
17
17
20
29
23
30
20
19
20
22
1
30
20
17
20
GASKET
(88)
Main Case/
Transfer Plate
30
30
10
31
20
31
27
17
27
20
19
18
22
17 16
18
31
17
17
18
17
20
19
31
29
16
10
31
31
22
17
16
22
23
23
17
17
17
29
30
14
14
17
16 16
31
20
18
17
17
29
31
13
29
16
30
30
18
23
17
29
31 31
30
29
17
27
FOLDOUT 81
23
31
20
16
29
14
29
14
2
2
13
16
13
FRONT
19
17
31
16
23
24
19
31
17
30
14 22
31
22
31
16
22
32
22
31 22
31
20
24
31
16
29
30
14
14
Figure 78
14
14
10
11
10
13
16 16
22
13
17
31
22
31
31
16
13
13
FRONT
31
14
22
TRANSFER PLATE
(87)
Main Case/
Valve Body
31
31
17
17e
20i
31
18
17
17f 17g
17d
30g
17
10
30
20j
20h
17 31
20
23
26
23
18b
18a
17c
23d
17a
20
20
22e
22
30
27
27
31bb
17b
27d
17
31aa
10h
31
17
31
20
32a
30d
29e
31
(306)
19a/17
29f/17
16e
22d
14o
17
17
22c
2
1
31
16c
17h
31z 22b 16d/17 31cc
31y
22a
23a/22
31
18
23
10
27
31
29
22
14
30b
31x
20g
31
31 19
31
NOTE:
2
1
GASKET
(104)
Adapter Case/
Transfer Plate
2o
32
30
24
29
16a
31v
14
21
11 2
22
16b
13b
13a
FRONT
20
10
MAIN CASE
VALVE BODY (84)
20
FRONT
16
31
31
20
3-4
ACCUMULATOR
BORE
31
31
27
3RD CLUTCH
CHECK VALVE
(85)
10
31
14
10
10e
11b
10
20
GASKET (28)
Transfer Plate/Center Support
19
2
11
31
31
D32
SHUTTLE
(85)
31
14
31
31
24
(35)
24
29
20
2
14
(34)
31
13
10
9b
31
10
20
27
31
17
10
11 2 11
2i
9
9
2g
14
14l/21
1
14
20
21a
2j
31
14c 24b
31
9 10
FRONT
20d
28
20
29
10
31
31
28
31
31
31
10
25k
1d
14
27
FRONT
20
20c
2h
2 27
31
31p
31
31
28
24
12
31
31
31
14
20f/21
20
GASKET (28)
Adapter Case/ Transfer Plate
20
28
1c
21
25
20b
31
25
20
27
28
31t
20
29
31
31s
31q
24a
29b
31
31o
31
FRONT
REVERSE
SHUTTLE
(85)
11
28d
27b
27c 28c
29a
31
20
29
24
31
20
28
27a
4h 28b
31
12
31r
28a
31
27
27
24
28
31
14
20
12c
31
27
28
20
14
14
31
31
20
14
31
28
31
31
14
31
14d
20a
14
15
31
14
20
31
14e
25
31
31 6
31
20
31
14f
31m
31n
31
31
14
25i
25
25
14
31u
25
14
25
25
31
31
31 6
25
31
25h
25g
25
25 31
25
12
25
15
31
25
25f
25
6
31
31j
31
31
25
23
22
30
31
17
20
20
17
GASKET
(86)
Transfer Plate/
Valve Body
29
(324)
31
12
4
8
25
31
4
2
4
31
25d
10
31
1 2
3 2
31
31
31
31
31
31
10
25
14
25
10
2
1
14
31
14
25
31
31
31
10
31
31
14
1a
31
(317)
31
10
4
1
31
31
(317)
31
10
2c
31f
10c
31
3-4
ACCUMULATOR
BORE
10
14
31
10
31g
31
12
7
12
25e
14b
14
31
4
2f
10b
31
7
12
31
4c
2b
31
31
25
1
31h
3a
2e/3
31e
14a
31d
25
2
3c/6
4b
12
31
31
2a
12
12
12
31
31
12
10a
31
31
31
4e
4d
31c
31
31
(317)
25c
1b
31
31
12b
31
32
8a
31b
31
31
31
12
31
2d
4a
31
4g/3
(7)
31a
12a
31
25
25
25
25
6
31i 4f
31
31
31
31
25b
3b
25
25a
31
25
11
(27)
31
31
31 6
31
31
31
12
31
28
31
27
14
14
29
10
28
1
31
20
10
11
20
10d
24
14
ADAPTER CASE
VALVE BODY (71)
20e
2
31
14
31
2k
14k
10
31
FRONT
31
21
10g
9c
(415)
31
20
25
20
14
21
2
10
29
27
31
30c
1e
14p
23c
23b/24
23
QUICK
DUMP
VALVE
(85)
20
17
20
31
20
19c
30
20
30d
29e
(317)
14
16
(317)
18
10 22
23
30
31
17f 17g
18
20
2
9
10
9
14
11
FRONT
11 2
14
10
GASKET
(72)
Transfer Plate/
A. C. Valve Body
31
31
2
31
20
17
29
19
31
31
30
30
17
29
16
29
17
2
14
FRONT
31
31 16 2
13
16
13 14
30
31
31
31
29
10
22
29
17
17
20
29
23
30
20
19
20
22
1
30
20
17
20
GASKET
(88)
Main Case/
Transfer Plate
30
30
10
31
20
31
27
17
27
20
19
18
22
17 16
18
31
17
17
18
17
20
19
31
29
16
10
31
31
22
17
16
22
23
23
17
17
17
29
30
14
14
17
16 16
31
20
18
17
17
29
31
13
29
16
30
30
18
23
17
29
31 31
30
29
17
27
FOLDOUT 83
23
31
20
16
29
14
29
14
2
2
13
16
13
FRONT
19
17
31
16
23
24
19
31
17
30
14 22
31
22
31
16
22
32
22
31 22
31
20
24
31
16
29
30
14
14
Figure 80
14
14
10
11
10
13
16 16
22
13
17
31
22
31
31
16
13
13
FRONT
31
14
22
TRANSFER PLATE
(87)
Main Case/
Valve Body
31
31
17
17e
20i
31
18
17
19b
18b
17d
30g
17
10
30
20j
20h
17 31
20
23
26
23
31bb
18a
17c
23d
17a
20
20
22e
22
30
27
27
32a
17b
27d
17
31aa
10h
31
17
(306)
19a/17
29f/17
16e
22d
14o
17
17
22c
31
31
16c
17h
31z 22b 16d/17 31cc
31y
22a
23a/22
31
18
23
30b
31x
20g
31
29
22
14
NOTE:
2
1
GASKET
(104)
Adapter Case/
Transfer Plate
31w
2
1
21
11 2
2o
24
MAIN CASE
VALVE BODY (84)
20
FRONT
30
16
24
27
14
25
31
31v
31 19
31
16b
13b
13a
FRONT
14
29
16a
22
14
3-4
ACCUMULATOR
BORE
31
32
30
22
29
10f
24
11a
29
31
20
14
10
10e
28
11
9a
11b
10
22
31
19
2
31
14
16
13
10
9b
31
10
GASKET (28)
Transfer Plate/Center Support
20
10
31
17
10
11 2 11
2i
9
9
20
31
27
3RD CLUTCH
CHECK VALVE
(85)
14
14l/21
1
14
20
21a
2j
31
31
31
9 10
FRONT
31
24
14
31
29
20
(35)
24
31
31
10
25k
1d
14
2g
(34)
31
D32
SHUTTLE
(85)
FRONT
14c 24b
28
20
29
10
20d
31
31
20
27
20f/21
20
27
GASKET (28)
Adapter Case/ Transfer Plate
20
20
31
28
20c
2h
2 27
31
1c
21
25
28
31p
31
25
20b
24a
29b
31
31
FRONT
REVERSE
SHUTTLE
(85)
3-4
ACCUMULATOR
BORE
31o
31q
31
31
28
31
27b
27c 28c
29a
31
20
29
24
28d
31
31
14
24
12
31
31
14
31
20
28
27a
4h 28b
31
27
28
14
31
20
29
31
31s
31t
20
14
14
6
31
20
12
31r
28a
31
27
27
24
28
31
20
12c
31
27
28
31
28
31
14
31
14d
20a
14
15
31
31
14
20
31
14e
25
31
31 6
31
20
31
14f
31m
31n
31
31
14
25i
25
25
14
31u
25
14
25
25
31
31
31 6
25
31
25h
25g
25
25 31
25
12
25
15
31
25
25f
25
6
31
31j
31
31
25
23
22
30
31
17
20
20
17
GASKET
(86)
Transfer Plate/
Valve Body
29
(324)
31
12
4
8
25
31
4
2
4
31
25d
10
31
1 2
3 2
31
31
31
31
31
31
10
25
14
25
10
2
1
14
31
14
25
31
31
31
10
31
31
14
1a
31
(317)
31
10
4
1
31
31
(317)
31
10
2c
31f
10c
31
3-4
ACCUMULATOR
BORE
10
14
31
10
31g
31
12
7
12
25e
14b
14
31
4
2f
10b
31
7
12
31
4c
2b
31
31
25
1
31h
3a
2e/3
31e
14a
31d
25
2
3c/6
4b
12
31
31
2a
12
12
12
31
31
12
10a
31
31
31
4e
4d
31c
31
31
(317)
25c
1b
31
31
12b
31
32
8a
31b
31
31
31
12
31
2d
4a
31
4g/3
(7)
31a
12a
31
25
25
25
25
6
31i 4f
31
31
31
31
25b
3b
25
25a
31
25
11
(27)
31
31
31 6
31
31
31
12
31
28
31
27
14
14
29
10
28
1
31
20
10
11
20
10d
24
14
ADAPTER CASE
VALVE BODY (71)
20e
2
31
2i
14
14
31
2k
14k
10
31
FRONT
21
10g
9c
(415)
31
20
29
27
31
25
20
14
21
2
22a
14p
23a/22
(306)
31
23b/24
23
QUICK
DUMP
VALVE
(85)
20
17
20
19c
30
20
30d
29e
(317)
14
16
(317)
18
10 22
23
30
31
17f 17g
18
20
2
9
10
9
14
11
FRONT
11 2
14
10
GASKET
(72)
Transfer Plate/
A. C. Valve Body
31
31
2
31
20
17
29
19
31
31
30
30
17
29
16
29
17
2
14
FRONT
31
31 16 2
13
16
13 14
30
31
31
31
29
10
22
29
17
17
20
29
23
30
20
19
20
22
1
30
20
17
20
GASKET
(88)
Main Case/
Transfer Plate
30
30
10
31
20
31
27
17
27
20
19
18
22
17 16
18
31
17
17
18
17
20
19
31
29
16
10
31
31
22
17
16
22
23
23
17
17
17
29
30
14
14
17
16 16
31
20
18
17
17
29
31
13
29
16
30
30
18
23
17
29
31 31
30
29
17
27
FOLDOUT 85
23
31
20
16
29
14
29
14
2
2
13
16
13
FRONT
19
17
31
16
23
24
19
31
17
30
14 22
31
22
31
16
22
32
22
31 22
31
20
24
31
16
29
30
14
14
Figure 82
14
14
10
11
10
13
16 16
22
13
17
31
22
31
31
16
13
13
FRONT
31
14
22
TRANSFER PLATE
(87)
Main Case/
Valve Body
31
31
17
17e
20i
31
18
17
19b
18b
17d
30g
17
10
30
20j
20h
17 31
20
23
26
23
31bb
18a
17c
23d
17a
20
20
22e
22
30
27
27
32a
17b
27d
17
31aa
10h
31
17
20
19a/17
29f/17
16e
22d
14o
23c
17
22c
31
31
16c
17h
31z 22b 16d/17 31cc
31y
17
NOTE:
2
1
GASKET
(104)
Adapter Case/
Transfer Plate
1e
31
18
23
30c
2
1
21
11 2
29
22
10
31 19
31
30b
31x
20g
31
24
MAIN CASE
VALVE BODY (84)
20
FRONT
30
16
14
27
14
25
31
14
3-4
ACCUMULATOR
BORE
31
31w
22
24
14
10
22
29
10f
2o
32
30
24
11a
9a
11b
10
29
31
20
31v
14
29
16a
22
31
16b
13b
13a
FRONT
20
10
16
19
31
10e
28
11
31
GASKET (28)
Transfer Plate/Center Support
31
27
3RD CLUTCH
CHECK VALVE
(85)
13
31
10
9b
31
10
20
17
10
11 2 11
9
9
31
31
D32
SHUTTLE
(85)
14
14l/21
1
14
20
21a
2j
31
31
24
14
(35)
29
20
31
9 10
FRONT
2g
(34)
31
24
31
31
10
25k
1d
14
14c 24b
FRONT
20d
28
20
29
10
20
27
31
31
31
31
28
20f/21
20
27
GASKET (28)
Adapter Case/ Transfer Plate
20
20
31
28
20c
2h
2 27
31
1c
21
25
28
31p
31
25
20b
24a
29b
31
31
FRONT
REVERSE
SHUTTLE
(85)
3-4
ACCUMULATOR
BORE
31o
31q
31
27b
27c 28c
29a
31
20
29
24
28d
31
31
14
24
12
31
31
14
31
20
28
27a
4h 28b
31
27
28
14
31
20
29
31
31s
31t
20
14
14
6
31
20
12
31r
28a
31
27
27
24
28
31
31
14
20
12c
31
27
28
31
28
14
15
31
14d
20a
31
31
14
20
31
14e
25
31
31 6
31
20
31
14f
31m
31n
31
31
14
25i
25
25
14
31u
25
14
25
25
31
31
31 6
25
31
25h
25g
25
25 31
25
12
25
15
31
25
25f
25
6
31
31j
31
31
25
23
22
30
31
17
20
20
17
GASKET
(86)
Transfer Plate/
Valve Body
29
(324)
31
12
4
8
25
31
4
2
4
31
25d
10
31
1 2
3 2
31
31
31
31
31
31
10
25
14
25
10
2
1
14
31
14
25
31
31
31
10
31
31
14
1a
31
(317)
31
10
4
1
31
31
(317)
31
10
2c
31f
10c
31
3-4
ACCUMULATOR
BORE
10
14
31
10
31g
31
12
7
12
25e
14b
14
31
4
2f
10b
31
7
12
31
4c
2b
31
31
25
1
31h
3a
2e/3
31e
14a
31d
25
2
3c/6
4b
12
31
31
2a
12
12
12
31
31
12
10a
31
31
31
4e
4d
31c
31
31
(317)
25c
1b
31
31
12b
31
32
8a
31b
31
31
31
12
31
2d
4a
31
4g/3
(7)
31a
12a
31
25
25
25
25
6
31i 4f
31
31
31
31
25b
3b
25
25a
31
25
11
(27)
31
31
31 6
31
31
31
12
31
28
31
27
14
31
14
29
10
28
1
31
20
10
11
10d
24
14
ADAPTER CASE
VALVE BODY (71)
20e
2
31
2i
14
14k
24
2
10
31
FRONT
29
10f
21
10g
9c
(415)
31
20
31
14
29
25
22a
14p
23a/22
23c
17
23
23b/24
QUICK
DUMP
VALVE
(85)
20
17
20
30
20
31aa
10h
19c
16e
22d
(317)
14
20i
(317)
18
25
20
14
21
NOTE:
30
31
17f 17g
18
20
1
2
2
9
10
9
14
11
FRONT
11 2
14
10
GASKET
(72)
Transfer Plate/
A. C. Valve Body
31
31
2
31
20
17
29
19
31
31
30
30
17
29
16
29
17
2
14
FRONT
31
31 16 2
13
16
13 14
30
31
31
31
29
10
22
29
17
17
20
29
23
30
20
19
20
22
1
30
20
17
20
GASKET
(88)
Main Case/
Transfer Plate
30
30
10
31
20
31
27
17
27
20
19
18
22
17 16
18
31
17
17
18
17
20
19
31
29
16
10
31
31
22
17
16
22
23
23
17
17
17
29
30
14
14
17
16 16
31
20
18
17
17
29
31
13
29
16
30
30
18
23
17
29
31 31
30
29
17
27
FOLDOUT 87
23
31
20
16
29
14
29
14
2
2
13
16
13
FRONT
19
17
31
16
23
24
19
31
17
30
14 22
31
22
31
16
22
32
22
31 22
31
20
24
31
16
29
30
14
14
Figure 84
14
14
10
11
10
2
1
13
16 16
22
13
17
31
22
31
31
16
13
13
FRONT
31
14
22
TRANSFER PLATE
(87)
Main Case/
Valve Body
16
10 22
23
17e
31
31
17
18
17
19b
18b
17d
30g
31
30
20j
20h
17
10
31bb
18a
17c
17 31
20
23
26
23
20
22e
23d
17a
20
32a
30d
29e
22
30
27
27
19a/17
29f/17
17b
27d
17
22c
14o
17
31
17
31
31
16c
17h
31z 22b 16d/17 31cc
31y
31
(306)
20
21
GASKET
(104)
Adapter Case/
Transfer Plate
30c
1e
31
18
23
10
27
31
29
22
14
11 2
30
16
31 19
31
30b
31x
20g
31
2
1
MAIN CASE
VALVE BODY (84)
20
FRONT
31w
22
24
27
14
25
22
3-4
ACCUMULATOR
BORE
31
2o
32
30
14
10
10e
11a
29
31v
24
16a
22
31
16b
13b
13a
FRONT
14
29
3RD CLUTCH
CHECK VALVE
(85)
31
20
31
9a
11b
10
31
16
20
10
31
27
20
GASKET (28)
Transfer Plate/Center Support
19
2
31
2k
28
11
31
31
13
14
31
31
24
(35)
24
29
20
2
14
(34)
31
D32
SHUTTLE
(85)
10
9b
31
10
20
27
31
17
10
11 2 11
9
9
2g
14
14l/21
1
14
20
21a
2j
31
14c 24b
31
9 10
FRONT
20d
28
20
29
10
31
31
28
31
31
31
10
25k
1d
14
27
FRONT
20
20c
2h
2 27
31
31p
31
31
28
24
12
31
31
31
14
20f/21
20
GASKET (28)
Adapter Case/ Transfer Plate
20
28
1c
21
25
20b
31
25
20
27
28
31t
14
20
29
31
31s
31q
24a
29b
31
31o
31
FRONT
REVERSE
SHUTTLE
(85)
3-4
ACCUMULATOR
BORE
28d
27b
27c 28c
29a
31
20
29
24
31
20
28
27a
4h 28b
31
12
31r
28a
31
27
27
24
28
31
20
14
14
31
31
20
14
20
12c
31
27
28
31
14
31
28
14
15
31
14d
20a
31
31
14
20
31
14e
25
31
31 6
31
20
31
14f
31m
31n
31
31
14
25i
25
25
14
31u
25
14
25
25
31
31
31 6
25
31
25h
25g
25
25 31
25
12
25
15
31
25
25f
25
6
31
31j
31
31
25
23
22
30
31
17
20
20
17
GASKET
(86)
Transfer Plate/
Valve Body
29
(324)
31
12
4
8
25
31
4
2
4
31
4b
12
31
31
31h
31d
25
2b
25d
31
2c
31f
3 2
31
10
31
31
31
31
10
25
14
25
10
2
1
14
31
14
25
31
31
31
2
1
10
31
4
6
31
31
14
1a
10c
31
31
(317)
31
4
1 2
31
31
(317)
31
31
3-4
ACCUMULATOR
BORE
10
14
31
10
10
10
12
7
12
31
25e
14b
14
31
4
31g
2f
10b
7
12
31
4c
3a
2e/3
31e
14a
31
31
25
1
3c/6
10a
12
12
12
31
31
7
12
2a
31
31
31
4e
4d
31c
31
31
(317)
25c
1b
31
31
12b
31
32
8a
31b
31
31
31
12
31
2d
4a
31
4g/3
25
25
25
25
(7)
31a
12a
31
31
6
31i 4f
31
31
25b
3b
25a
31
25
31
25
11
(27)
31
31
25
31
31
31 6
31
31
31
31
28
31
20
28
31
27
14
31
14
29
10
28
1
31
20
11
10d
2
9b
14
31
2k
14k
10
31
FRONT
14
10
10e
1
21
10g
9c
(415)
31
22
25
31
20
14
29
27
31
25
23
1e
14p
23c
23b/24
23
QUICK
DUMP
VALVE
(85)
20
17
20
30
20
29f/17
31
20
19c
30d
29e
14
19b
31
16
18
(317)
18
10 22
23
30
22
31
31
18
25
20
14
21
20
1
2
9
10
9
14
11
FRONT
11 2
14
10
GASKET
(72)
Transfer Plate/
A. C. Valve Body
31
31
2
20
17
29
19
31
31
30
30
17
29
16
29 17
2
14
FRONT
31
31 16 2
13
16
13 14
31
31
10
29
17
17
20
29
23
30
20
20
22
1
29
20
17
20
GASKET
(88)
Main Case/
Transfer Plate
30
14
14
31
22
30
31
22
17 16
20
31
27
17
27
20
19
18
18
31
17
17
18
17
20
19
31
29
16
10
17
16
22
23
10
31
17
17
29
30
30
23
17
17
16 16
31
20
18
17
17
29
31
13
29
16
30
30
18
23
22
17
29
31 31
30
29
17
27
FOLDOUT 89
23
31
20
19
16
29
14
14
2
2
13
16
13
FRONT
19
17
31
16
23
24
29
30
14 22
31
22
19
31
17
22
31 22
30
31
31
16
22
32
14
31
20
24
31
16
29
30
31
14
Figure 86
14
14
10
11
10
2
2
13
16 16
22
13
17
31
17f 17g
16
13
13
FRONT
31
14
30
TRANSFER PLATE
(87)
Main Case/
Valve Body
31
31
17
22
17e
20i
26
23
31
17d
30g
17 31
20
23
17
(317)
18b
20j
20h
17
10
31bb
18a
22e
23d
17a
20
20
17c
22
30
27
27
32a
17b
27d
17
31aa
10h
31
17
(306)
19a/17
16e
22d
14o
17
17
22c
31
31
16c
17h
31z 22b 16d/17 31cc
31y
22a
23a/22
31
18
NOTE:
21
GASKET
(104)
Adapter Case/
Transfer Plate
29
22
10
31 19
31
30c
2
1
20
11 2
16
24
27
14
14
30
31
30b
31x
20g
24
MAIN CASE
VALVE BODY (84)
FRONT
31w
22
31
3-4
ACCUMULATOR
BORE
31
2o
32
30
29
10f
11
24
11a
28
9
9a
11b
10
20
31
14
29
31
31v
17
10
11 2 11
31
16b
13b
13a
FRONT
14
29
16a
22
19
31
2i
31
14
20
10
31
16
13
20
10
20
31
27
3RD CLUTCH
CHECK VALVE
(85)
14
14l/21
1
31
GASKET (28)
Transfer Plate/Center Support
14
31
31
21a
10
31
2
(35)
24
29
20
24
14
(34)
31
D32
SHUTTLE
(85)
9 10
FRONT
2j
2g
20
27
31
31
10
25k
1d
31
28
31
31
28
31
31
20
29
10
20d
2h
FRONT
ADAPTER CASE
VALVE BODY (71)
20e
20
20c
14c 24b
2 27
31
31p
31
31
28
27
GASKET (28)
Adapter Case/ Transfer Plate
21
12
31
31
31
14
24
20f/21
20
20
28
1c
25
20b
31
25
2
24
14
27
28
31t
14
31
14
20
29
31
31s
31q
24a
29b
20
31
31o
31
FRONT
REVERSE
SHUTTLE
(85)
3-4
ACCUMULATOR
BORE
10
27b
27c 28c
29a
31
20
29
24
31
20
28d
4h 28b
31
28
27a
14
20
12
31r
28a
31
27
27
24
28
31
14d
20a
31
14
6
31
20
12c
31
27
28
31
14
31
31
14
20
12
14
15
31
20
31
14e
25
31
31 6
14f
31m
31n
31
31
14
31
25
25
14
25
25i
31 6
25g
31u
25
14
25
25
25
31
25h
31
25 31
12
25
15
31
25
25f
25
31j
31
31
25
23
22
30
31
17
20
20
17
GASKET
(86)
Transfer Plate/
Valve Body
29
(324)
LUBRICATION POINTS
90
Figure 87
1
12
36
51
209
510
525
527
529
631
632
634
644
645
651
652
653
654
655
656
659
701
Figure 88
91
SEAL LOCATIONS
3
8
15
19
32
38
44
48
50
98
314
505
92
508
513
533
534
608
609
620
621
635
637
667
Figure 89
93
94
Figure 90
Figure 91
PUMP ASSEMBLY
206
209
207
206
208
203
204
205
215
216
217
214
210
211
202
213
201
201
202
203
204
205
206
207
208
209
212
210
211
212
213
214
215
216
217
Figure 92
95
320
319
306
318
310
323
317
321
317
325
324
322
305
304
303
326
305
308
317
312
307
309
301
311
310
302
302
301
302
303
304
305
306
307
308
309
310
311
312
317
318
319
320
321
322
323
324
325
326
BALL, CHECK
VALVE, 1-2 ACCUMULATOR CONTROL
SPRING, 1-2 ACCUMULATOR CONTROL (OPTIONAL)
VALVE, 1-2 ACCUMULATOR
WASHER, WAVED PWM SOLENOID
PIN, SOLENOID PWM
SOLENOID ASSEMBLY, BAND CONTROL PWM
SCREEN ASSEMBLY, PWM SOLENOID
PLUG, SCREEN
VALVE, MANUAL
Figure 93
403
402
404
401
317
406
407
408
409
412
405
410
411
415
406
413
414
416
96
402
417
Figure 94
317
401
402
403
404
405
406
407
408
409
410
411
412
413
414
415
416
417
BALL, CHECK
BODY, VALVE/ADAPTER CASE
SCREW, SOLENOID FORCE MOTOR
RETAINER, FORCE MOTOR
SOLENOID, FORCE MOTOR
PLUG, 3-4 ACCUMULATOR
PIN, SPRING
VALVE, 3-4 ACCUMULATOR
SPRING, 3-4 ACCUMULATOR VALVE (OPTIONAL)
VALVE, 3-4 ACCUMULATOR CONTROL
SPRING, FEED LIMIT VALVE
RING, RETAINER
VALVE, FEED LIMIT
SEAL, O-RING PLUG FILTER
PLUG, SCREEN
SCREEN ASSEMBLY, FORCE MOTOR
SOLENOID, TORQUE CONV. CLUTCH ON/OFF N.C.
WASHER, T.C.C. SOLENOID SCREW
SOME
MODELS
513
OLD
503
510
512
513
511
508
506
505
503
502
504
501
SOME
MODELS
529
522
525
526
527
528
524
523
522
514
516
517
519
SOME
MODELS
520
515
518
521
534
533
532
531
530
501
502
503
504
505
506
508
510
511
512
513
514
515
516
517
518
519
520
521
522
523
524
525
526
527
528
529
530
531
532
533
534
Figure 95
97
INTERNAL COMPONENTS
618
617
615
616
614
612
613
611
610
609
608
625
629
630
SOME
MODELS
626
611
613
623
629
628
627
625
622
648
621
649
620
640
637
634
631
638
611
641
642
643
644 645
636
646
639
635
674
632
SOME
MODELS
672
668
664
659
SOME
MODELS
653
652
651
98
667
673
671
675
658
653
650
649
SOME
MODELS
Figure 96
SOME
MODELS
647
INTERNAL COMPONENTS
608
609
610
611
612
613
614
615
616
617
618
620
621
622
623
625
626
627
628
629
630
631
623
634
635
636
637
638
639
640
641
642
643
644
645
646
647
648
649
650
651
652
653
658
659
664
667
668
671
672
673
674
675
Figure 97
702
SOME
MODELS
703
707
702
706
703
704
705
701
Figure 98
701
702
703
704
705
706
707
CENTER SUPPORT
RETAINER PLATE
PLUG, LOCKOUT
SPRING, OVERRUN LOCKOUT
VALVE, OVERRUN LOCKOUT
VALVE, REVERSE LOCKOUT CONTROL
SPRING, REVERSE LOCKOUT
99
BASIC SPECIFICATIONS
Transmission Drive
Rear Wheel Drive
Transmission Type
4L30-E = 4: Four Speed
L: Longitudinal Mount
30: Product Series
E: Electronically Controlled
Automatic Overdrive with
Torque Converter Clutch Assembly
Current Engine Range
1.6L to 4.3L Gasoline
Control Systems
Shift Pattern
(2) 3-Way On/Off Solenoids
Shift Quality
(1) Force Motor
(1) "High Flow" Pulse Width Modulated
Solenoid (for 3-2 Downshifts Only)
Torque Converter Clutch
(1) 2-Way On/Off Solenoid
Additional transmission and engine sensors are provided depending on
transmission/powertrain application.
Gear Ratios
1st
2nd
3rd
4th
Rev
Base
2.400
1.479
1.000
0.723
2.000
Optional
2.860
1.620
1.000
0.723
2.000
260mm
Converter
7,000 RPM
7,000RPM
7,000RPM
7 Position Quadrant
(P, R, N, D, 3, 2, 1)
Pressure Taps Available
Line Pressure
Manufacturing Location
Strasbourg, France
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.
HYDRA-MATIC 4L30-E
HYDRA-MATIC
30
Number of
Speeds:
3
4
5
V (CVT)
Type:
T - Transverse
L - Longitudinal
M - Manual
Series:
Based on
Relative
Torque
Capacity
Major Features:
E - Electronic Controls
A - All Wheel Drive
HD - Heavy Duty
101