4 l30e r

CONTENTS
INTRODUCTION .......................................................................................................................................3
HOW TO USE THIS BOOK......................................................................................................................4
UNDERSTANDING THE GRAPHICS.....................................................................................................6
TRANSMISSION CUTAWAY VIEW (FOLDOUT) ................................................................................8
GENERAL DESCRIPTION.......................................................................................................................9
PRINCIPLES OF OPERATION ............................................................................................................9A
MAJOR MECHANICAL COMPONENTS (FOLDOUT) .........................................................10
RANGE REFERENCE CHART .................................................................................................11
TORQUE CONVERTER.............................................................................................................12
APPLY COMPONENTS .............................................................................................................15
PLANETARY GEAR SETS........................................................................................................24
HYDRAULIC CONTROL COMPONENTS ..............................................................................27
ELECTRONIC CONTROL COMPONENTS............................................................................35
POWER FLOW ........................................................................................................................................41
COMPLETE HYDRAULIC CIRCUITS .................................................................................................67
LUBRICATION POINTS ........................................................................................................................90
BUSHING, BEARING & WASHER LOCATIONS .............................................................................91
SEAL LOCATIONS.................................................................................................................................92
ILLUSTRATED PARTS LIST................................................................................................................93
BASIC SPECIFICATIONS ...................................................................................................................100
PRODUCT DESIGNATION SYSTEM................................................................................................101
2

PREFACE
The Hydra-matic 4L30-E Technician’s Guide is primarily intended for
automotive technicians that have some familiarization with an automatic
transaxle or transmission. Other persons using this book may fínd this publication
somewhat technically complex if additional instruction is not provided. Since the
intent of this book is to explain the fundamental mechanical, hydraulic and
electrical operating principies, some of the termi- nology used is specifíc to the
transmission industry. Therefore, words commonly associated with a specifíc
transaxle or transmission fimction have been defined as needed throughout this
publication.
The Hydra-matic 4L30-E Technician’s Guide is intended to assist technicians
during the Service, diagnosis and repair of this transmission. How- ever, this
book is not intended to be a substitute for other Service publications that are
normally used on the job. Since there is a wide range of repair procedures and
technical specifications specifíc to certain vehicles and transmission models, the
proper Service publication must be referred to when servicing the Hydra-matic
4L30-E transmission.
© COPYRIGHT 1992 POWERTRAIN DIVISION
General Motors Corporation
ALL RIGHTS RESERVED
All information contained in this book is based on the latest data available at the
time of publication approval. The right is reserved to make product or publication
changes, at any time, without notice.
No part of any Powertrain publication may be reproduced, stored in any
retrieval system or transmitted in any form or by any means, including but
not limited to electronic,mechanical, photocopying, re- cording or otherwise,
without the prior written permission of Powertrain División of General
Motors Corp. This ineludes all test, illustrations, tables and charts.
1

INTRODUCTION
The Hydra-matic 4L30-E Technician’s Guide is another
Hydra-matic publication fforn the Technician’s Guide
series. These publications provide in-depth technical
information that is usefiil when leaming or teaching the
fundamental operations of a transaxle or transmission.
This book is designed to graphically ¡Ilústrate 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
fínd the explanations of the basic operating
characteristics of this transmission as valuable when
leaming the function of each component used in this
transmission. The experienced technician will fínd that
this book is a valuable reference source when diagnosing
a prob- lem with the vehicle.
In the first section of this book entitled “Principies of
Operation”, exacting explanations of the major com-
ponents 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 theo- ries presented.
The second major section entitled “Power Flow”, blends
the information presented in the “Principies of Operation”
section into the complete transmission assembly. The
transfer of torque from the engine
through the transmission is graphically displayed on a full
page while a narrative description is provided on a facing
half page. The opposite side of the half page contains the
narrative description of the hydraulic fluid as it applies
components or shifts valves in the System. Facing this
partial page is a hydraulic schematic that shows the
position of valves, checkballs, etc., as they function in a
specific gear range.
The third major section of this book displays the
“Complete Hydraulic Circuit” for specific gear ranges.
Foldout pages containing fluid flow schematics and two
dimensional illustrations of major components graphically
display hydraulic circuits. This information is extremely
useful when tracing fluid circuits for leaming or diagnosis
purposes.
The “Appendix” section of this book provides additional
transmission information regarding lubrication circuits,
seal locations, illustrated parts lists and more. Although
this information is available in current model year Service
Manuals, its inclusión provides for a quick reference
guide that is useful to the technician.
Production of the Hydra-matic 4L30-E Technician’s
Guide was made possible through the combined ef- forts
of many staff areas within the General Motors Powertrain
División. As a result, the Hydra-matic 4L30-E
Technician’s Guide was written to provide the user with
the most current, concise and usable information available
with regards to this product.
3

HOW TO USE THIS BOOK
First time users of this book may fínd the page layout a
little unusual or perhaps confusing. However, with a
minimal amount of exposure to this format its usefulness
becomes more obvious. If you are unfamiliar with this
publication, the following guidelines are helpful in
understanding the fimctional intent for the various page
layouts:
• Read the following section, “Understanding the
Graphics” to know how the graphic illustrations are
used, particularly as they relate to the mechanical
power flow and hydraulic Controls (see
Understanding the Graphics page 6).
• Unfold the cutaway illustration of the Hydra-matic
4L30-E (page 8) and refer to it as you progress
through each major section. This cutaway provides a
quick reference of component location inside the
transmission assembly and their relationship to other
components.
• The Principies of Operation section (beginning on
page 9 A) presents information regarding the maj or
apply components and hydraulic control components
used in this transmission. This section describes
“how” specifíc components work and interfaces with
the sections that follow.
• The Power Flow section (beginning on page 41)
presents the mechanical and hydraulic fimctions
corresponding to specifíc gear ranges. This section
builds on the information presented in the
Principies of Operation section by showing specifíc
fluid circuits that enable the mechanical components
to opérate. The mechanical power flow is graphically
displayed on a fíill size page and followed by a half
page of descriptive text. The opposite side of the half
page contains the narrative description of the
hydraulic fluid as it applies components or moves
valves in the System. Facing this partial page is a
hydraulic schematic which shows the position of
valves, checkballs, etc., as they function in a specifíc
gear range. Also, located at the bottom of each half
page is a reference to the Complete Hydraulic Circuit
section that follows.
The Complete Hydraulic Circuits section (beginning
on page 67) details the entire hydraulic System. This
is accomplished by using a foldout Circuit schematic
with a facing page two dimensional foldout drawing
of each component. The Circuit schematics and
component drawings display only the fluid passages
for that specifíc operating range.
Finally, the Appendix section contains a schematic of
the lubrication flow through the transmission,
disassembled view parís lists and transmission
specifications. This information has been included to
provide the user with convenient reference
information published in the appropriate vehicle
Service Manuals. Since component parís lists and
specifications may change over time, this information
should be verified with Service Manual information.
4

UNDERSTANDING THE GRAPHICS
CONVERTER
HOUSING
(6)
OIL PUMP WEAR
ASSÉMBLY
ADAPTER
CASE
GASKET (201
111
TRANSFER PLATE
& GASKETS
(28 SÍ 29)
MAIN
CASE
(36)
SERVO PISTON
ASSEMBLY
(94-103)
TORQUE
CONVERTER
ASSEMBLY
11)
ADAPTER CASE
VALVE BODY
ASSEMBLY
(71)
ADAPTER CASE-
BOTTOM PAN
(67)
MAIN CASE
BOTTOM PAN-
(74)
Figure 2
The flow of transmission fluid starts in the bottom pan
and is drawn through the filter, main case valve body,
main case, adapter case and into oil pump assembly. This
is a general route for fluid to flow that is more easily
understood by reviewing the illustrations provided in
Figure 2. However, fluid may pass between these and
other components many times before reaching a valve or
applying a clutch. For this reason, the graphics are
designed to show the exact location where fluid passes
through a component and into other passages for specific
gear range operation.
To provide a better understanding of fluid flow in the
Hydra-matic 4L30-E transmission, the components
involved with hydraulic control and fluid flow are
illustrated in three major formats. Figure 3 provides an
example of these formats which are:
• A three dimensional line drawing of the component for
easier part identifícation.
• A graphic schematic representation that displays
valves, checkballs, orífices and so forth, required for
the proper function of transmission in a specific gear
range. In the schematic drawings, fluid circuits are
represented by straight lines and orífices are
represented by indentations in a circuit. All circuits
are labeled and color coded to provide reference
points between the schematic drawing and the two
dimensional line drawing of the components.
• Figure 4 (page 7A) provides an illustration of a
typical valve, bushing and valve train components. A
brief description of valve operation is also provided
to support the illustration.
• Figure 5 (page 7A) provides a color coded chart that
references different fluid pressures used to opérate
the hydraulic control Systems. A brief description of
how fluid pressures affect valve operation is also
provided.
6
A two dimensional line drawing of the component to
indícate fluid passages and orífices.

OIL PUMP ASSEMBLY (10)
CONVERTER HOUSING SIDE ADAPTER CASE SIDE
THREE DIMENSIONAL
THREE DIMENSIONAL TWO DIMENSIONAL GRAPHIC SCHEMATIC REPRESENTATION
MAIN CASE VALVE BODY ASSEMBLY (84) B
THREE DIMENSIONAL
TRANSFER
GASKET PLATE GASKET
(88) (87) (86)
THREE DIMENSIONAL
TWO DIMENSIONAL GRAPHIC SCHEMATIC REPRESENTATION
MAIN CASE VALVE BODY SIDE UNRESTRICTED
Figure 3 FOLDOUT ► 7

TYPICAL BUSHING & VALVE
PIN
CHECK
EXHAUST FROM THE APPLY
COMPONENT UNSEATS THE
CHECKBALL, THEREFORE
CREATING A QUICK
RELEASE. 1
SPACER
PLATE
SIGNAL
FLUID
i
i xEX
SPRING
APPLY ASSIST
FLUID FLUID
/ /
WITH SIGNAL FLUID PRESSURE
EQUAL TO OR LESS THAN
SPRING AND SPRING ASSIST
FLUID PRESSURE THE VALVE
REMAINS IN CLOSED POSITION.
SPACER
PLATE
SIGNAL
FLUID
TO APPLY
COMPONENT
WITH SIGNAL FLUID PRESSURE
GREATER THAN SPRING AND
SPRING ASSIST FLUID PRESSURE
THE VALVE MOVES OVER.
APPLY FLUID SEATS THE
CHECKBALL FORCING FLUID
THROUGH AN ORIFICE IN
THE SPACER PLATE, WHICH
CREATES A SLOWER APPLY.
Figure 4
FLUID PRESSURES
T ^ A SUCTION
CONVERTER & LUBE
MAINLINE SOLENOID
SIGNAL
ACCUMULATOR
FEED LIMIT
THROTTLE SIGNAL
EXHAUST
DIRECTION OF FLOW WITH EQUAL SURFACE AREAS
ON EACH END OF THE VALVE,
BUT FLUID PRESSURE"A" BEING
GREATER THAN FLUID
PRESSURE "B", THE VALVE WILL
MOVE TO THE RIGHT.
WITH THE SAME FLUID PRESSURE
ACTING ON BOTH SURFACE "A" AND
SURFACE "B" THE VALVE WILL MOVE
TO THE LEFT. THIS IS DUE TO THE
LARGER SURFACE AREA OF "A"
THAN "B".
Figure 5 FOLDOUT ► 7A

HYDRA-MATIC 4L30-E
CONVERTER
HOUSING
(6)
CONVERTER
CLUTCH ASSEMBLY
(1)
TURBINE
OVERDRIVE CLUTCH
ROLLER ASSEMBLY
(516)
OVERDRIVE COMPLETE
CARRIER ASSEMBLY
(525)
3RD CLUTCH
PLATE ASSEMBLY
(641-643)
PLATE ASSEMBLY DRIVE
FLANGE
(49)
SPEED
SENSOR
ASSEMBLY
(45)
SPEEDO
WHEEL
(672)
SPEEDO
WHEEL
GEAR
(671)
PLANETARY
CARRIER
ASSEMBLY
(653)
SERVO
PISTON
(97)
MAIN CASE
VALVE BODY
ASSEMBLY
(84)
4TH CLUTCH
PLATE ASSEMBLY
(502 & 503)
PRESSURE
PLATE
CONVERTER
PUMP
ASSEMBLY
ADAPTER CASE
VALVE BODY
ASSEMBLY
(71)
8 Figure 6

HYDRA-MATIC 4L30-E
CROSS SECTIONAL DRAWING
This illustration is a typical engineering cross sectional
drawing of the HYDRA-MATIC 4L30-E transmission
that has been used sparingly in this publication. Unless
an individual is familiar with this type of drawing, it may
be diffícult to use when locating or identifying a
component in the transmission. For this reason, the three
dimensional graphic illustration on page 8 has been the
primary drawing used throughout this publication. It also
may be used to assist in the interpretation of the
engineering drawing when locating a component in the
transmission.
These illustrations, and others used throughout the book,
use a consistent coloring of the components in order to
provide an easy reference to a specifíc component.
Colors then remain the same from section to section,
thereby supporting the information contained in this
book.
Figure 7
8A

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 píate splined to the turbine, and a
stator assembly. The torque converter acts as a fluid
coupling to smoothly transmit power from the engine to
the transmission. It also hydraulically provides addi-
tional torque multiplication when required. The pressure
píate, 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 signáis
to the Transmission Control Module (TCM). The TCM
interprets these signáis to send current to the various
solenoids inside the transmission.
By using electronics, the TCM Controls shift points, shift
feel and torque converter clutch apply and reléase, to
provide proper gear ranges for máximum fuel economy
and vehicle performance.
Five multiple-disc clutches, one roller clutch, a sprag
clutch, and a brake band provide the friction elements
required to obtaain the various ratios with planetary gear
sets.
A hydraulic system (the control valve body), pressur-
izedby a gear type pump provides the working pressure
needed to opérate the friction elements and automatic
Controls.
Several electronic solenoids and sensors in the powertrain
work in conjunction with the vehicle’s Transmission
Control Module (TCM), to control various shift points,
shift feel and converter clutch apply and release.
EXPLANATION OF GEAR RANGES
Figure 8
The transmission can be operated in any one of the seven
different positions shown on the shift quadrant
(Figure 8).
P - Park position enables the engine to be started while
preventing the vehicle from rolling either forward or
backward. For safety reasons, the vehicle’s parking brake
should be used in addition to the transmission “Park”
position. Since the output shaft is mechanically locked to
the case through the parking pawl and parking lock
wheel, Park position should not be selected until the
vehicle has come to a complete stop.
R - Reverse enables the vehicle to be operated in a
rearward direction.
N - Neutral position enables the engine to start and
opérate without driving the vehicle. If necessary, this
position should be selected to restart the engine while the
vehicle is moving.
D - Drive range should be used for all normal driving
conditions for máximum efficiency and fuel economy.
Drive range allows the transmission to opérate in each of
the four forward gear ratios. When operating in the Drive
range, shifting to a lower or higher gear ratio is
accomplished by depressing the accelerator or by manu-
ally 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
máximum efficiency.
3 - Manual Third should be used when driving conditions
díctate that it is desirable to use only three gear ratios.
These conditions inelude towing a tráiler 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 con-
gested trafile or hilly terrain. It has the same starting ratio
(first gear) as Manual Third but the transmission is
prevented from shifting above second gear. Manual
Second can be selected at any vehicle speed therefore, it
is commonly used for acceleration or engine braking as
required.
1 - Manual First can also be selected at any vehicle
speed, however if the transmission is in third or fourth
gear it will immediately shift into second gear. When the
vehicle speed slows to below approximately 60 km/h (37
mph) the transmission will then shift into first gear. This
is particularly beneficial for maintain- ing máximum
engine braking when descending steep grades.
FOLDOUT ► 9

PRINCIPLES OF OPERATION
An automatic transmission is the mechanical
component of a vehicle that transfers power
(torque) from the engine to the wheels. It
accomplishes this task by providing a number of
forward gear ratios that automatically change as
the speed of the vehicle increases. The reason for
changing forward gear ratios is to provide the
performance and economy expected from
vehicles manufactured today. On the
performance end, a gear ratio that develops a lot
of torque (through torque multiplication) is
required in order to initially start a vehicle
moving. Once the vehicle is in motion, less
torque is required in order to maintain the vehicle
at a certain speed. When the vehicle has reached
a desired speed, economy becomes the important
factor and the transmission will shift into
overdrive. At this point output speed is greater
than input speed, and, input torque is greater than
output torque.
Another important function of the automatic
transmission is to allow the engine to be
started and run without transferring torque to the
wheels. This situation occurs whenever Park (P)
or Neutral (N) ranges have been selected. Also,
operating the vehicle in a rearward direction is
possible whenever Reverse (R) gear range has
been selected (accomplished by the gear sets).
The variety of gear ranges in an automatic
transmission are made possible through the
interaction of numerous mechanically,
hydraulically and electronically controlled
components inside the transmission. At the
appropriate time and sequence, these components
are either applied or released and opérate the gear
sets at a gear ratio consistent with the driver’s
needs. The following pages describe the
theoretical operation of the mechanical, hydraulic
and electrical components found in the Hydra-
matic 4L30- E transmission. When an
understanding of these operating principies has
been attained, understanding and diagnosis of the
entire system is easier.
9A

MAJOR MECHANICAL COMPONENTS
TURBINE
SHAFT
(506)
INPUT
SUN GEAR
SPRAG CLUTCH
ASSEMBLY
(650)
SPLINED TO
RAVIGNEAUX
PLANETARY
CARRIER
ASSEMBLY
(653)
PARKING LOCK
ACTUATOR
ASSEMBLY
(56)
PARKING LOCK
PAWL
(54)
SERVO
ASSEMBLY
(90-103)
10 Figure 9

COLOR LEGEND
MAJOR MECHANICAL 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 illus-
trations on page 8 and 8A, show the major mechanical components
and their relationship to each other as a complete assembly.
Therefore, color has been used throughout this book to help identify
parts that are splined together, rotating at engine speed, held
stationary, and so forth. Color differentiation is particularly
helpful when using the Power Flow section for understanding the
transmission operation.
The color legend below provides the “general” guidelines that were
followed in assigning specific colors to the major components.
However, due to the complexity of this transmission, some colors
(such as grey) were used for artistic purposes rather than based on
the specific function or location of that component.
Components held stationary in the case or splined to
the case. Examples: Oil Pump Assembly (10), 4th
Clutch Pistón (532), Center Support (30) and Brake
Band Assembly (664).
Components that rotate at engine speed. Examples:
Torque Converter Cover and Pump, and the Oil Pump
Gears.
Components that rotate at turbine speed. Examples:
Converter Turbine, Pressure Píate, Turbine Shaft
(506) and Overdrive Carrier Assembly (525).
Components that rotate at transmission output speed
and other components. Examples: Ravigneaux Carrier
and Output Shaft Assembly (653), Parking Lock
Wheel (668), Speedo Wheel (672) and Drive Flange
(44).
Components such as the Stator in the Torque Con-
verter (1), Overrun Clutch Housing (510) and Input
Sun Gear Assembly (646).
Components such as the Overdrive Intemal Gear (528)
and 3rd Clutch Drum Assembly (634).
Components such as the 2nd Clutch Drum (618) and
Ring Gear (630).
All bearings, bushings, gaskets and spacer plates.
All seáis
10A

COLOR LEGEND
APPLY COMPONENTS
The Range Reference Chart on page 11, pro vi des another valu-
able source of information for explaining the overall function of the
Hydra-matic 4L30-E transmission. This chart highlights the major
apply components that function in a selected gear range, and the
specific gear operation within that gear range.
Included as part of this chart is the same color reference to each
major component that was previously discussed. If a component is
active in a specific gear range, a word describing its activity will be
listed in the column below that component. The row where the
activity occurs corresponds to the appropriate transmission range
and gear operation.
An abbreviated versión of this chart can also be found at the top of
the half page of text located in the Power Flow section. This
provides for a quick reference when reviewing the mechanical
power flow information contained in that section.
10B

RANGE REFERENCE CHART
RANGE GEAR
1-2 / 3-4
SOL
N.C.
2-3
SOL
N.O.
OVERDRIVE
ROLLER
CLUTCH
OVERRUN
CLUTCH
FOURTH
CLUTCH
THIRD
CLUTCH
REVERSE
CLUTCH
SECOND
CLUTCH
PRINCIPLE
SPRAG
ASSEMBLY
BAND
ASSEMBLY
ENGINE
BRAKING
P-N OFF ON APPLIED NO
R REVERSE OFF ON LD APPLIED APPLIED LD NO
D
1st OFF ON LD APPLIED LD APPLIED NO
2nd ON ON LD APPLIED APPLIED FW APPLIED YES
3rd ON OFF LD APPLIED APPLIED APPLIED NE YES
4th OFF OFF FW APPLIED APPLIED APPLIED NE YES
3
1st OFF ON LD APPLIED LD APPLIED NO
3rd ON OFF LD APPLIED APPLIED APPLIED NE YES
2
1st OFF ON LD APPLIED APPLIED LD APPLIED YES
1 1st OFF ON LD APPLIED APPLIED LD APPLIED YES
LD = LOCKED IN DRIVE FW = FREEWHEELING NE = NOT EFFECTIVE
Figure 10 11

TORQUE CONVERTER
CONVERTER HOUSING PRESSURE PLATE COVER
ASSEMBLY ASSEMBLY
TURBINE
ASSEMBLY
STATOR
ASSEMBLY
CONVERTER PUMP
ASSEMBLY
(A) (C) (F) (H) (I)
TORQUE CONVERTER:
The torque converter(1) is the primary component for
transmittal ofpower between theengine andthetrans-
mission. It is boltedtothe engine flywheel (alsoknown
as the flexplate)so that it will roíate at engine speed.
The major fiinctions of the torque converter are:
♦ to provide a fluid coupling for a smooth
conversión oftorque from theengine to the me-
chanical components of the transmission.
♦ to multiply torque from the engine which
enables the vehicle to achieve additional
performance when required.
♦ to mechanically opérate the transmission oil
pump (4) through the converter hub.
♦ to provide a mechanical link, or direct drive,
from theengine to thetransmissionthrough the
use of the torque converter clutch (T CC), or
pressure píate (C).
The torque con verterassembly consi sts of
the followingfivemainsub-assemblies:
♦ a converter housingcover assembly (A)
which is boltedto the engine flywheel
andis welded to the converterpump
assembly (I).
♦ a converter pump assembly (I)which is
the drivingmember.
♦ a turbine assembly (F) which is the
driven or output member.
♦ a stator assembly(H) which is the
reactionmember locatedbetween the
converterpumpandturbineassemblies.
♦ a pressure píate assembly (C) splinedto
the turbine assemblytoprovide a
mechanical direct drive when
appropriate.
CONVERTER PUMP ASSEMBLY AND
TURBINE ASSEMBLY
When the engine is running the converter pump
assembly acts as a centrifiigal pump by picking up
fluid at its center anddischargingit at its rim between
the blades (see Figure 12). The forcé ofthis fluid then
hits the turbine blades andcauses the turbine toroíate.
The turbine shaft (506) is splined to the converter
turbine to provide the input to thetransmission. As the
engine andconverterpump increase in RPM, so does
the turbine assemblyandturbineshaft.However, with
the pressure píate released, turbine speed does not
equal engine speeddue to the small amount of slip that
occurs in a fluid coupling.
TORQUE
CONVERTER
ASSEMBLY
tu
RELEASE
FLUID
RELEASED
Tpr
APPLIED
12 Figure 11

TORQUE CONVERTER
PRESSURE PLATE, DAMPER AND
CONVERTER HOUSING ASSEMBLIES
The pressure píate is splinedtothe turbine huband applies (engages) with the
convertercover to provide a mechanical couplingof the engine tothe transmis-
sion. When thepressure píate assemblyis applied, the small amount of slippage
that occurs through a fluid coupling is eliminated, thereby providing a more
eflicient transferof engine torque to the transmission and drive wheels. The
bottomhalfof the cutaway viewof the torque converter in Figure 11shows the
pressure píate in the apply position while the top half shows the released
position. RefertoTorque ConverterRelease andApplyon pages 54and55 for
an explanation of hydraulic control of the torque converter clutch.
To reduce torsional shock during the apply of the pressure píate to the
converter cover, a spring loaded damper assembly (D) is used. The damper
assembly is splined to the turbine assembly and the damper’s pivoting
mechanism is attachedto thepressure píate assemblyWhenthe pressure píate
applies, the pivoting mechanism allows the pressure píate to rotate
independentlyof the damperassembly up to approximately 45 degrees. The
cushioningefíect of the damper assembly springs aid in reducing converter
clutch applyfeel andirregular torque pulses from the engine or road surface.
Figure 12
STATOR ASSEMBLY
The stator assembly(orassemblies, see page 14) is
localed between the pump assembly and turbine
assembly and is mounted on a roller clutch. The
roller clutch is a type of one-way clutch that pre-
vents the stator fromrotatingin a counterclockwise
direction. The function of the stator is to redirect
fluid retuming from the turbine which assists the
engine in tuming the converter pump assembly,
thereby multiplying torque.
At low vehicle speeds, when greater torque is
needed, fluidfrom the turbine hits the front side of
the stator blades (converter multiplying torque).
The rollerclutchprevenís the stator from rotating
in the same direction as the fluid flow, thereby
redirectingthe fluid and increasing the fluid forcé
on the pump assembly. Fluid from the converter
pump then has more forcé to tum the turbine as-
sembly and multiply engine torque.
As vehicle speed increases, centrifugal forcé
changes the direction of fluid leaving the turbine
such that it hits the back side of the stator blades
(converter at coupling speed). When this occurs,
the stator overruns the roller clutch and rotates
freely. Fluid is no longer redirected and torque is
no longer multiplied.
Figure 13 13

This
page
intentionally
left
blank

APPLY COMPONENTS
The Apply Components section is designed to explain
the function of the hydraulic and mechanical holding
devices used in the Hydra- matic 4L30-E transmission.
Some of these apply components, such as clutches and
a band, are hydraulically “applied” and “released” in
order to provide automatic gear range shifting. Other
components, such as a roller clutch or sprag clutch,
often react to a hydraulically “applied” component by
mechanically “holding” or “releasing” another
member of the transmission. This interaction between
the hydraulically and mechanically applied
components is then explained in detail and supported
with a graphic illustration. In addition, this section
shows the routing of fluid pressure to the individual
components and their intemal functions when it
applies or releases.
The sequence in which the components in this section
have been discussed coincides with their physical
arrangement inside the transmission. This order closely
parallels the disassembly sequence used in the Hydra-
matic 4L30-E Unit Repair Section of the appropriate
Service Manual. It also correlates with the components
shown on the Range Reference Charts that are used
throughout the Power Flow section of this book. The
correlation of information between the sections of this
book helps the user more clearly understand the
hydraulic and mechanical operating principies for this
transmission.
FUNCTIONAL BRIEF
DESCRIPTION DESCRIPTION
MATING
OR
RELATED
COMPONENTS
DISASSEMBLED
V!EW
CUTAWAY
VIEW
Figure 14 15

APPLY COMPONENTS
OVERRUN
CLUTCH
HOUSING
(510)
OVERRUN CLUTCH:
The overrunclutchassembly is locatedin the overrunclutchhousing(510)
inside the adaptercase (20).The extemal teeth on the Steel clutch plates
(521) are splinedtothe overrun clutch housingwhile the intemal teeth on
the líber clutch plates (522)are splined to the overdrive carrier assembly
(525). The overrun clutch is appliedas soon as the engjne is started and in
all gear ranges except Drive Range - Fourth Gear.
OVERRUN CLUTCH APPLY:
To applythe overrun clutch, overrun clutch fluid is fed through
the oil pump hub, into theturbine shaft (506)andtothe inner hub
of the overrunclutchhousing. Feed holes in the inner hub allow
fluid to enterthe housingbehindthe overrun clutchpistón (513).
Overrun clutchfluidpressure seats the overrun clutch checkball
(locatedin the housing) and moves the pistón to compress the
waved release spring(514)which cushions the clutch apply. As
fluid pressure increases, the pistóncompresses the Steel and líber
clutch plates together until they are held against the overrun
clutch backingpíate (523).The increase in fluid pressure forces
any air in the overrun clutch fluid Circuit to exhaust past the
checkball, beforeit fully seats, toprevent excess cushion during
the clutch apply.
When fully applied, the Steel plates (521) and líber plates (522)
are lockedtogether,thereby holding the overrun clutch housing
andoverdrive carrierassembly together. This forces the housing,
overdrive sun gear (519)which is splined to the housing’s inner
hub, and carrier to rotate at the same speed.
OVERRUN CLUTCH RELEASE:
To release the overrun clutch, overrun clutch fluidexhausts from
the housingandback through the turbine shaft andoil pump hub,
thereby decreasing fluid pressure at the overrun clutch pistón
(513). Without fluidpressure, springforcé fromthe wavedrelease
spring(514)moves the overrun clutch pistón away from clutch
pack. This disengages the Steel and fiber clutch plates from the
backingpíate (523) anddisconnects the overrun clutch housing
(510) from the overdrive carrier (525).
During the exhaust of overrun clutch fluid, the overrun clutch
checkball unseats (see illustration). Centrifugal forcé, resulting
from theoverrunclutchhousingrotating, forces residual overrun
clutch fluid to the outside of the pistón housing and past the
unseatedcheckball. Ifthis fluiddidnot completely exhaust from
behind the pistón there could be enough pressure for a partial
apply, or drag, of the overrun clutch plates.
Note: Somemodels use a waved píate (520) to help control the
overrun clutch apply feel.
OVERRUN CLUTCH CHECKBALL
APPLIED RELEASED
STEEL PLATE
(521)
LINED PLATE
(522)
BACKING PLATE
(523)
513 514
SOME MODELS
16 Figure 15

APPLY COMPONENTS
516 504 505
OVERDRIVE
CARRIER
ASSEMBLY
(525)
OVERRUN
CLUTCH
APPLY
FLUID
SNAP
RING
(526)
OVERRUN
CLUTCH
EXAMPLE "A"
DIRECT DRIVE
OVERDRIVE ROLLER CLUTCH:
The overdrive roller clutch assembly (516) is locatedbetween the overdrive
carrier assembly (525) andoverrun clutch housing(510). The outer race of
the roller clutch is pressedintothe overdrive carrier while the roller clutch
inner cam (517)is splinedtothe inner hubof the overrunclutchhousing. The
overdrive roller clutchis a type ofone-way clutchthat prevenís the overrun
clutch housingfromrotatingclockwise faster than theoverdrive carrier. This
assists the overrun clutch in holding the overrun clutch housing and
overdrive carrier together. The overdrive roller clutch is holding, and
eífective,duringaccelerationin all gear range except Drive Range - Fourth
Gear, the same as the overrun clutch.
ROLLER CLUTCH HOLDING: (EXAMPLE "A") DIRECT DRIVE
When the 4thclutchis releasedtheoverrunclutchhousing is free to rotate.
The overdrive carrier pinion gears arein mesh with both the overdrive sun
gear (519), which is splinedto the innerhubof the overrun clutch housing,
and the overdrive intemal gear (528). Power from the engine drives the
overdrive carrierclockwise. Vehicle loadholdingtheoverdrive intemal gear
causes the piniongears to attempt torotate counterclockwise on their pins
aroundthe intemal gear as the travel clockwise with the carrier assembly.
Therefore, thepiniongears attempt to drive the sun gear clockwise, faster
than the carrier assembly is rotating. However, this causes the rollers to
‘move up theramp’ on the inner cam (517) and wedge between the inner
cam andouter race, thereby locking the overrun clutch housing (510) and
overdrive carrier together.
With the sun gear andoverdrive carrier rotatingat the samespeed, the pinion
gears do not rotate on their pins but act as wedges and drive the overdrive
intemal gear. This creates a 1:1 gear ratio through the overdrive planetary
gear set. Remember that,as explainedabove, the rollerclutchis assistingthe
overrun clutch which is also applied and holding the carrier and overrun
clutch housing together.
OVERRUN EXAMPLE
M
B'
CLUTCH OVERDRIVE OVERDRIVE
ROLLER CLUTCH RELEASED: (EXAMPLE "B") OVERDRIVE
The roller clutch releases when the overdrive carrier rotates clockwise
faster than theoverrun clutch housing. This causes the rollers to ‘move
down the ramp’ onthe innercam (517)androtatefreelybetweenthe inner
cam andouter race. This action occurs in Fourth gear when the overrun
clutch is releasedandthe 4th clutch is applied to hold the overrun clutch
housing(510) andoverdrive sun gear (519) stationaryto the adapter case.
As torque fromthe engine drives the carrier clockwise, the roller clutch
outer race in the carrier overruns theroller clutch.The pinion gears rotate
clockwise on theirpins andwalk around the stationary sun gear, thereby
drivingthe overdrive intemal gear (528) in a Fourth gear overdrive gear
ratio of approximately .73:1.
Coast Conditions:
When the throttle is releasedandthe vehicle is decelerating, power from
vehicle speeddrives the transmission’s 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 carrierdoes not overrun the roller clutch because the overrun
clutch holds the carrier and overrun clutch housing together.
Figure 16 17

APPLY COMPONENTS
ADAPTER
CASE
(20)
4TH CLUTCH:
The 4thclutch assembly is locatedin the adapter case. The extemal teeth on the
Steel clutch plates (502)are splinedto theadaptercase while theintemal 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
4TH CLUTCH
RETAINER
(501)
SNAP RETAINER
RING &SPRING (530)
ASSEMBLY
4TH CLUTCH
PISTON
(532)
SEAL
(OUTER)
(534)
4TH CLUTCH APPLY:
To apply the 4th clutch, 4th clutch fluid is fed
from thecentersupport (30)into theadapter case
behind the 4th clutch pistón (532). 4th clutch
fluid pressure moves the pistóntocom- press the
retainer and spring assembly (531) which
cushions the clutch apply. As fluid pressure
increases, the pistón compresses the Steel and
fiber clutch plates until they are held against the
4th clutchretainer (501). The4th clutch retainer
is splinedto theadaptercase andheldin place by
the oil pump assembly (10). The retainer
functions as a backingpíate for the clutch pack.
When fully applied, the Steel and fiber clutch
plates are lockedtogetherandheld stationary to
the adaptercase. The intemal teeth on the fiber
clutch plates (503) hold the overrun clutch
housing (510) stationary. This prevents the
overdrive sun gear (519), which is splined to the
overrun clutchhousing’s inner hub, fromrotating.
4TH CLUTCH RELEASE:
To release the 4th clutch, 4th clutch fluid ex-
haust from the adapter case andback through the
center support (30), thereby decreasing fluid
pressure at the 4thclutch pistón (532). Without
fluid pressure, springforcé fromthe pistónspring
assembly (531) moves the 4thclutch pistón away
from theclutch pack. This disengages the Steel
andfiber clutch plates fromthe 4thclutch retainer
(501) andallows theoverrun clutch housing and
overdrive sun gear to rotate freely.
SEAL
(INNER)
(533)
18 Figure 17

APPLY COMPONENTS
MAIN
CASE
(36)
REVERSE CLUTCH:
The reverse clutch is located in the main transmission case (31) directly
behindthe centersupport (604). The extemal teeth onthe Steel clutch plates
(615) are splined tothe maincase while the intemal teethon the fiber clutch
plates (616) aresplinedto the outside of the 2nd clutch drum (618). The
reverse clutch is onlyappliedwhen the gear selectorlever is in the Reverse
(R) position.
REVERSE CLUTCH APPLIED:
To apply the reverse clutch, reverse clutch fluid is fed
from thecentersupport intothe cavity behindthe reverse
clutch pistón (610).Reverse clutchfluidpressure moves
the pistón to compress thepistónspringassem- bly (611)
which cushions the clutch apply. As fluid pressure
increases, the pistón compresses the Steel and fiber
clutch plates together until they are held against the
selective reverse clutch pressure píate (617). The
pressure píate, whichis selective forassembly purposes,
is held stationary by the main case and functions as a
backingpíate for the clutch pack. Also included in the
reverse clutch assembly is a Steel wavedpíate (614) that,
in addition to the spring assembly (611), helps cushion
the reverse clutch apply.
When fully applied, the Steel clutch plates (615), fiber
clutch plates (616) and waved píate (614) are locked
together and held stationary to the main case. The
internal teeth on the fiber clutch plates hold the 2nd
clutch drum (618) and ring gear (630) stationary.
REVERSE CLUTCH RELEASE:
To release the reverse clutch, reverse clutch fluid
pressure exhausts fromthe reverse clutch pistón (610)
andcenter support.Without fluid pressure, spring forcé
from thepistónspring assembly (611) and waved píate
(614) moves the reverse clutch pistón away from the
clutch pack. This disengages theSteel plates, fiberplates
andwaved píate from thepressure píate (617) andallows
the 2nd clutch dmm and ring gear to rotate freely.
MAIN
CASE
(36)
CENTER REVERSE CLUTCH
SUPPORT WAVED PLATE
ASSEMBLY (614)
(30).
REVERSE CLUTCH
LINED PLATE
(616)
REVERSE CLUTCH
PRESSURE/SELECTIVE
PLATE
(617)
SPRING
SEAT
(612)
Figure 18
19

APPLY COMPONENTS
DRUM ASSEMBLY
(618)
2ND CLUTCH:
The 2ndclutchassemblyis locatedin the2ndclutch dram(618) inside the main transmission case (31).
The extemal teethon theSteel clutchplates (626) aresplinedto the2ndclutchdrum while the intemal teeth
on the fiber clutchplates (627)are splinedtothe 3rdclutch drum assembly(634). The 2ndclutchis applied
when the transmission is in Second, Third and Fourth gears.
2ND CLUTCH APPLY:
To applythe 2ndclutch, 2ndclutchfluidis fedthrough the center support (604), intothe intermedíate shaft
which is connectedto the3rdclutchdrum, andtothe innerhubof the2nd clutch drum. Feed holes in the
inner huballowfluidto enter thedmm behindthe2ndclutchpistón (622). 2nd clutch fluid pressure seats
the 2ndclutchcheckball (locatedin the drum)andmoves the pistón to compress the pistónspringassembly
(611) which cushions the clutchapply. As fluid pressure increases, the pistón compresses the Steel and
fiber clutch plates togetheruntil theyare heldagainst the 2ndclutchspacer (628).The spacer is splined to
the 2ndclutchdrum andheldin place by the retainerring(629). The spacer íunctions as a backingpíatefor
the clutch pack.The increase in fluidpressure forces anyair in the 2ndclutchfluidCircuit to exhaust past
the 2nd clutch checkball, before it fully seats, to prevent excess cushion during the clutch apply.
Also includedin the 2ndclutch assembly is a Steel
waved píate (625) that, in addition to the spring
assembly (611), helps cushion the 2nd clutch
apply. When fullyapplied, the Steel clutch plates
(626), fiber clutchplates (627) andwavedpíate are
locked together, thereby holding the 2nd clutch
dmm and 3rd clutch dmm together. This forces
both dmms and the ring gear (630), which is
splined to the 2nd clutch dmm, to rotate at the
same speed.
2ND CLUTCH RELEASE:
To release the 2nd clutch, 2nd clutch fluid ex-
hausts from the 2nd clutch dmm (618) and back
through the intermedíate shaft and center support
(604), therebydecreasingfluidpressure at the 2nd
clutch pistón (622).Without fluidpressure, spring
forcé fromthe pistón spring assembly (611) and
waved píate (625) moves the 2nd clutch pistón
away from the clutchpack. This disengages the
Steel plates, fiber plates andwavedpíate from the
spacer ring(628) anddisconnects the 2nd and 3rd
clutch dmms. During the exhaust of 2nd clutch
fluid, the 2nd clutch checkball unseats (see
illustration).Centrifugal forcé, resulting from the
2nd clutch dmm rotating, forces residual 2nd
clutch fluidto the outside of the pistón housing
and past the unseated checkball. If this fluid did
not completely exhaust from behind the pistón
there couldbe enough pressure for a partial apply,
or drag, of the 2nd clutch plates.
2ND CLUTCH CHECKBALL
APPLIED RELEASED
2ND
CLUTCH
WAVED
PLATE
2ND
CLUTCH
SPACER
■ (628)
620 621 622
2ND
CLUTCH
DRUM
ASSEMBLY
(618)
2ND
CLUTCH
PISTON
(622)
PISTON SPRING RETAINING RING CLUTCH
SEAT RING GEAR SPRING (623) (624)
(630)
(611)
20 Figure 19

APPLY COMPONENTS
DRUM ASSEMBLY
(634)
3RD CLUTCH:
The 3rdclutch assembly is locatedin the 3rdclutchdram (634) inside the
main transmissioncase (31). Theextemal teeth on the Steel clutch plates
(642) are splinedtothe 3rdclutch dramwhile theintemal teethon the líber
clutch plates (643)are splinedto the input sun gear assembly (646). The
3rdclutch is appliedwhen thetransmissionis in Drive Range - Third and
Fourth gears. The 3rd clutch is also applied in First gear when the
transmissionis operating in Manual Second and Manual First to provide
engine compression braking.
3RD CLUTCH APPLY:
To applythe 3rdclutch,3rd clutch fluid is fed through the
center support (604), into the intermedíate shaft which is
connectedtothe 3rdclutch dram, andtothe innerhubof the
3rdclutch dram. Feedholes in the inner hub allow fluid to
enter the dram behindthe 3rdclutch pistón(638). 3rdclutch
fluid pressure seats the 3rdclutchcheckball (located in the
dram) andmoves the pistón to compress the pistón spring
assembly (611) which cushions the clutch apply. As fluid
pressure increases, the pistóncompresses the Steel andfiber
clutch plates togetheruntil they are held against the sprag
race assembly (647). The sprag race assembly is splined to
the 3rdclutch dramandheldin place by the sprag retainer
ring(648). The spragrace functions as a backing píate for
the clutch pack.The increase in fluidpressure forces anyair
in the 3rdclutch fluidCircuit to exhaust past the 3rd clutch
checkball, before it fully seats, to prevent excess cushion
during the clutch apply.
Also included in the 3rd clutch assembly is a Steel spring
cushion píate (641)that, in additionto the spring assembly
(611), helps cushion the 3rd clutch apply. When fully
applied, the Steel clutch plates (642), fiber clutch plates
(643) andspring píate (641) are locked together, thereby
holding the 3rd clutch dram and input sun gear assembly
(646) together. This forces the 3rd clutch /
dram and input sun gear to rotate at the same speed. ||
3RD CLUTCH RELEASE:
To release the 3rdclutch, 3rdclutch fluidexhausts from the
3rdclutch dram (634) and back through the intermedíate
shaft and center support (604), thereby decreasing fluid
pressure at the 3rd clutch pistón (638). Without fluid
pressure, springforcé from thepistónspringassembly (611)
and spring píate (641) moves the 3rd clutch pistón away
from theclutchpack. This disengages the Steel plates, fiber
plates andspringpíate fromthe sprag race assembly (647)
anddisconnects the 3rdclutchdram fromthe input sun gear
assembly.
During the exhaust of 3rd clutch fluid, the 3rd clutch
checkball unseats (see illustration). Centrifugal forcé, re-
sultingfrom the 3rdclutch dramrotating, forces residual 3rd
clutch fluidto the outside of thepistónhousingandpast the
unseatedcheckball. Ifthis fluiddidnot completely exhaust
from behindthe pistónthere couldbe enough pressure for a
partía! apply, or drag, of the 3rd clutch plates.
3RD CLUTCH CHECKBALL
APPLIED RELEASED
SPRAG
RACE
ASSEMBLY
(647)
SPRAG RACE
RETAINING
RING
(648)
SPRING
SEAT
(639)
LUBE
PASSAGE
3RD—' 3RD—' 3RD RETAINING CLUTCH
CLUTCH CLUTCH RING
3RD
CLUTCH
PISTON SPRING STEEL
(638) CUSHION PLATE
PLATE (642)
(641)
LINED (640) PLATE
(643)
635 637 638 611 639 640 641 642 643 647 648
Figure 20 21

APPLY COMPONENTS
INPUT
SUN GEAR
ASSEMBLY
(646)
SPRAG CLUTCH:
The spragclutchassembly (650) is located between the input sun gear assembly (646) and sprag
race assembly (647). The input sun gear assembly functions as the inner spragrace andis splined to
the short pinions in the Ravigneauxplanetary carrier(653). The spragrace assembly functions as the
outer spragrace andis splinedtothe 3rdclutch 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 spragclutch is holdingit allows the 3rdclutchdmm todrivethe input sun gear.
SPRAG CLUTCH HOLDING:
In Park, Reverse, Neutral and First gears power flow drives the 3rd
clutch drum clockwise such that the spragouter race pivots the sprags
towardtheir long diagonals. The length of the sprag’s long diagonal
(distance A) is greater than the distance between the inner and outer
races. This causes the sprags to ‘lock’ between the inner and outer
races, therebyallowingthe 3rdclutch dmmtodrive the input sun gear
assembly. The sun gear thentransfers thepower flowto the Ravigneaux
carrier and output shaft.
(OUTER RACE)
SPRAG
RACE
SPRAG CLUTCH
HOLDING/DRIVING
(646)
The spragclutchis also holdingin ThirdandFourth gears,andFirst gear
in Manual First andManual Second. However, in these gear ranges the
3rdclutch is appliedandconnects the 3rdclutchdmm andinput sun gear
assembly. In this situation the sprag clutch assists the 3rd clutch in
drivingthe input sun gear. This locks the spragclutchat all times, during
both acceleration and deceleration to provide engjne compression
braking.
Note: Refer to the Power Flow section for a complete description of power
flow and operation of the sprag clutch during each gear range.
SPRAG CLUTCH RELEASED:
The sprag clutch releases when the sprags pivot toward their short
diagonals. The lengthof theshort diagonal (distance B) is less than the
distance between the inner and outer sprag races. This action occurs
when power flowdrives the input sun gear clockwise faster than the 3rd
clutch dmm, thereby allowingthe input sun gear andinner race (646) to
overrun the sprag clutch. During acceleration the sprag clutch is only
overrun when the transmission is in Second gear.
(OUTER RACE)
SPRAG
RACE
SPRAG CLUTCH
OVERRUNNING
(646)
649 650 649
Coast Conditions:
The spragclutchis also overrun duringcoast conditions, ordeceleration,
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 thanengjne torque drives the 3rdclutchdmm (withthe
3rdclutch released). Inthis situation, thespragclutch inner race on the
input sun gear assembly overmns the sprags, thereby allowing the ve-
hiele to coast freely.
SPRAG LUBE
CAGE PASSAGE
(649) ASSEMBLY
(646)
22 Figure 21

APPLY COMPONENTS
103
102
100
99
98
97
92
SERVO ASSEMBLY AND BRAKE BAND:
The servoassembly,locatedin the bottomrear ofthe maintransmission case (36), fiinctions to applythe brake
band(664) andact as an accumulator to cushion the 3rd clutch apply. The brake band is applied when the
transmissionis in First andSecondgears. The brake bandis heldstationary in themaincase and wraps around
the reactionsun dmrn (659).Whencompressedby theservo assembly the band holds the reaction dmm and
reaction sun gear (658) stationary to the main case.
BRAKE BAND APPLY:
To applythe servo assembly andbrake band, servoapply fluidis fedbetween the servo cover (91) and servo
pistón (97).Servo applyfluidpressure forces the pistón to compress both the servo cushion (99) and servo
retum (103) springs. This actionmoves theservoapply rod(102)towardtheband. The apply rod compresses
the brake band aroundthe reactionsun dmm andholds boththe drum andreaction sun gear stationary to the
main case. Duringapply, the springforces (servocushion and servo retum) acting against servo apply fluid
pressure help control the apply feel of the brake band.
BRAKE BAND RELEASE:
The servoassembly andbrake bandare heldin the release positionby the spring forces in Park, Neutral and
Reverse when servo applyfluidpressure is exhausted. In Thirdand Fourth gears they are held in the release
positionby servo release fluidpressure assistingthe springforces. Servo release fluid pressure is fed between
the main case andservopistón.This fluidpressure assists the springforces to move the servo pistónand apply
rodagainst servo applyfluidpressure andaway fromthe brake band. Therefore, the brake band releases and
the reaction dmm and reaction sun gear are allowed to rotate freely.
3RD CLUTCH ACCUMULATION:
The servoassembly is also usedas an accumulatorfor3rdclutchapply. Servo release fluidpressure also feeds
the 3rdclutch fluidCircuit to applythe 3rdclutch. Therefore, as servorelease fluid pressure moves the servo
pistón against servo apply fluid pressure, some of the initial fluid pressure that applies the 3rd clutch is
absorbed. This helps cushion the 3rd clutch apply. Refer to page 32A for a more detailed description of
accumulator function.
(95) (96)
Figure 22 23

PLANETARY GEAR SETS
PLANETARY GEAR SETS
Planetary gear sets are used in the Hydra-matic 4L30-E transmission as the
primary method of multiplying the torque, or twisting forcé, of the engine
(known as reduction).A planetarygear set is also usedto reverse the direction
of input torque, functionas a couplingfordirect drive, andprovide an overdrive
gear ratio.
Planetary gears are so named because of their physical arrangement. All
planetary gear sets contain at least three main components:
• a sun gear at the center of the gear set,
• a carrier assembly with planet piniongears that rotate aroundthe sun gear
and,
• an intemal ring gear that encompasses the entire gear set.
This arrangement provides both strength and efficiency and also evenly
distributes the energy forces flowingthrough the gear set. Another benefit of
planetary gears is that gear clash (a common occurrence in manual
transmissions) is eliminated because the gear teeth are always in mesh.
The Hydra-matic 4L30-Etransmissionconsists of two planetary gear sets, the
overdrive andRavigneaux gear sets. The graphics in Figure 23 show both of
these gear sets andtheir respective components. Figure 24 graphically explains
how the planetary gear sets are used in combination to achieve each of the
transmissions five different gear ratios.
Ravigneaux Planetary Gear Set:
The Ravigneauxplanetary gear set is unique in that it resembles a combination
of two gear sets. This gear set consists of two sets of pinion gears (long and
short) in one planetarycarrier (653), two sun gears - input (646) and reaction
(658), andone intemal ringgear (630). The short pinion gears are in constant
mesh with both the input sun gear andthe long pinion gears. The long pinion
gears are also in constant meshwith the intemalringgear (630). Also,the output
shaft is connected to the Ravigneaux planetary carrier assembly (653).
Torque:
When engine torque is transferredthrough a gear set the output torque from the
gear set can eitherincrease, decrease, or remain the same. The output torque
achieved depends on:
(1) which member of the gear set provides the input torque tothe gear set,
(2) which member of the gear set (ifany) is held
stationary, and,
(3) which member of the gear set provides the output torque.
If output torque is greater thaninput torque thegear set is operatingin reduction
(First, SecondandReverse gears).If output torque is less than input torque then
the gear set is operatingin overdrive (Fourth gear). When output torque equals
input torque the gear set is operatingin direct drive(Thirdgear) andall gear set
components are rotating at the same speed.
Torque vs. Speed
One transmission operating condition directly affected by input and output
torque through the gear sets is the relationshipof torque with output speed. As
the transmission shifts fromFirst toSecondtoThirdtoFourth gear,the overall
output torque tothe wheels decieases as thespeedof the vehicle increases (with
input speedandinput torque heldconstant). Higheroutput torque is neededwith
low vehicle speed, First andSecondgears, to provide the power to move the
vehicle froma standstill. However, once thevehicle is movingandthe speed of
the vehicle increases, ThirdandFourth gears, less output torque is required to
maintain that speed.
REDUCTION
Increasingthe output torque is known as operatingin reductionbecause there is
a decrease in the speedof 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
SUN GEAR
(519)
OVERDRIVE
CARRIER
ASSEMBLY
-(525)
OVERDRIVE
INTERNAL
GEAR
(528)
2NDCLUTCH
DRUM ASSEMBLY
(618)
INPUT
SUN GEAR
ASSEMBLY
(646)
RAVIGNEAUX
PLANETARY
CARRIER
ASSEMBLY
(653)
RAVIGNEAUX
PLANETARY
CARRIER
ASSEMBLY
(653)
RING
GEAR
(630)
24 Figure 23

PLANETARY GEAR SETS
Reduction occurs in First, Second and Reverse gears through the Ravigneaux
gear set. In each of thesegears, power flowthrough theoverdrive planetarygear
set is a 1:1 direct drive gear ratio. The overdrive carrier assembly provides the
input torque to the overdrive gear set.The overdrive sun gear (519)is splinedto
the inner hubof the overrunclutchhousing(510). Both ofthese components are
heldto the overdrive carrierassembly(525)by theoverrunclutchandoverdrive
roller clutch. With the sun gear andcarrierrotatingat thesame speed, the pinion
gears do not rotate ontheir pins but act as wedges to drive the overdrive intemal
gear (528). Therefore,the entire overdriveplanetary gear set rotates at the same
speed for a 1:1 gear ratio input to the Ravigneaux gear set.
In First gear, torque input tothe Ravigneaux gear set is provided by the input
sun gear (646) in a clockwise direction. The input sun gear drives the short
pinion gears in the Ravigneaux carriercounterclockwise. The short pinion gears
then drive the long pinion gears in the Ravigneaux carrier in a clockwise
direction. The brake band is applied in First and Second gears and holds the
reactionsun gear (658) andreaction sun drum (659)stationaiy. Thelongpinion
gears walk clockwise aroundthestationaryreactionsun gear. This action drives
the Ravigneaux carrierandoutput shaft assembly in an reduction gear ratio of
approximately 2.40:1.
In Secondgear, the torque input tothe Ravigneaux gear set is provided by the
ringgear (630) in a clockwise direction. The ring gear drives the long pinion
gears clockwise. The longpiniongears walk aroundthe stationary reaction sun
gear (658) which is still held by the band. This action drives the Ravigneaux
carrier andoutput shaft assembly in a reduction gear ratio of approximately
1.48:1.
DIRECT DRIVE
Direct drive in a planetarygear 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 samespeed. Therefore,in direct drive the
output speed of the transmission is the same as the input speed from the
converter tuibine. Output speed will equal engine speed when the torque
converter clutch is applied (see Torque Converter - page 12).
Direct drive occurs in Thirdgear when input torque tothe Ravigneaux gear set
is providedby both theinput sun gear (646) and ring gear (630). This wedges
the short andlongpinion gears together,preventingthem fromrotatingon their
pins, andcauses them torotate with theinput sun gear andringgear 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 ratiothrough the overdrivegear 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
transmissiontobe greater thanthe input speedfrom the engine. This mode of
operationallows the vehicle tomaintaina given roadspeedwith reducedengine
speed for increased tuel economy.
Overdrive is achievedthrough the overdrive gear set and only occurs in Drive
Range - Fourth Gear. The 4thclutchholds theoverrun clutchhousing(510) and
overdrive sun gear (519)stationarytothe main transmission case. Therefore,
when input torque drives the overdrive carrierclockwise, the overdrive carrier
pinion gears walk clockwise aroundthe stationarysun gear. These pinion gears
then drive the overdrive intemal gear (528) clockwise in an overdrivegear ratio
of approximately .73:1. Power flow from the overdrive intemal 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 Ravigneauxplanetary gear set reverses thedirectionof power flowrotation
when the reverse clutchis applied. InReverse, input torque to the Ravigneaux
gear set is providedby the input sun gear (646)in a clockwise direction and the
ringgear (630) is heldstationary. The input sun gear drives the short pinion
gears counterclockwise. With the ring gear held, the long pinion gears travel
counterclockwise aroundthe ringgear as theyare driven clockwise ontheir pins
by the short piniongears. This action drives the Ravigneaux carrier and output
shaft in a counterclockwise (reverse) direction in a reduction gear ratio of
OVERDRIVE PLANETARY GEARSET
(DIRECT DRIVE)
HELD
THIRD
OVERDRIVE PLANETARY GEARSET
(OVERDRIVE)
HELD
FOURTH
(REDUCTION) (REDUCTION) (REDUCTION) (DIRECT DRIVE)
Figure 24 25

HYDRAULIC CONTROL COMPONENTS
The previous sections of this book described the operation of the major
mechanical components used in the Hydra-matic 4L30-E. This section
provides a detailed description of the individual components used in the
hydraulic system.Thesehydraulic control components apply and reléase the
various clutches, bandandaccumulators that provide for the automaticshifting
of the transmission.
CRESCENT
DRIVEN
GEAR
(202)
BOTTOM PAN
(74)
FILTER
■ (79)
OIL PUMP ASSEMBLY
The oil pump assembly contains a positive displacement intemal-external
gear type pumplocatedin the oilpumpbody (209). This spur gear type pump
consists of a drive gear (201) that has gear teeth in constant mesh with the
teeth onone side of thepumpdrivengear (202). Also, the notch on the inside
of the drive gear is keyed to the torque converter pump hub. Therefore,
whenever the engineis cranking, orrunning, the converter pump hub drives
the pump drive gear at engine speed. The drive gear then drives the drivengear
at engine speed.
On the opposite side of the mesh point between thedrive anddriven gears the
pump gears are separatedby the crescent section ofthe pump body (209). As
the gears rotate toward the crescent, the volume between the gear teeth
increases andfluidvolume is positivelydisplaced, thereby creating a vacuum
at the pumpintake port. This vacuum allows the higher atmospheric pressure
actingon the fluidin the main case bottom pan (74)toforcé fluid through the
filter assembly (79) and into the suction side of the oil pump.
Through therotationof the gears thegear teethcarrythe fluidpast the crescent
to the pressure side of theoil pump. Past the crescent the gear teeth hegin to
mesh again andthe volume between the gear teeth decreases. Decreasing this
volume pressurizes andforces the fluidthrough the pump outlet and into the
line fluidcircuit. This fluidis directedto thepressure regulator valve wherethe
fluid pressure is regulatedto maintain the requiredsupply andpressure for the
various hydraulic circuits andapplycomponents throughout the transmission.
As engine speed(RPM)increases, the volume of fluid heing supplied by the
oil pump also increases because of the faster rotation of the pump gears. At a
specified calibrated pressure (which varíes with transmission model) the
pressure regulator valve allows excess fluidto re- tumtothe suctionside of the
pump gears (see pressure regulation onpage 28).Theresult is a control of the
pump’s delivery rate of fluid to the hydraulic system.
Figure 25 27

PRESSURE REGULATION
To pressurize pump output there needs to be a restriction in the line pressure
fluid circuit. The mainrestrictingcomponent that Controls line pressure is the
pressure regulator valve (208) which is located in the oil pump assembly
(209). Line fluid from the pump is directed to the middle of the pressure
regulator valveandis also orificedtoone endof thevalve. The larger surface
area at the endofthe valve allows the forcé from line pressure to move the
valve against throttle signal fluid pressure.
EXAMPLE A: MINIMUM LINE PRESSURE (minimum throttle)
As the pump continuallysupplies fluidandline pressure builds, the pressure
regulator valvemoves against theforcé of thepressure regulator valvespring
(207) andthrottle signal fluidpressure. This opens theline pressure circuit at
the middle of the valvetoenterthe ‘converter in’fluidcircuit. Line pressure
continúes toincrease until the pressure regulator valve moves against the
springfar enough toopen line pressure to the suction fluid circuit. Excess
line pressure at themiddle of the valve then feeds the suctionfluidcircuit and
flows back to the oil pump. When this occurs, pump output capacity is
regulated into minimum line pressure.
EXAMPLE "A": MINIMUM
EXAMPLE B: MAXIMUM LINE PRESSURE (máximum throttle)
The pressure regulator valve is constantlyregulatingpump volume into the
line pressure requiredto opératethe transmission properly.At higher throttle
positions greater line pressure is requiredto holdthe clutches and the brake
band. Therefore, the Transmission Control Module (TCM) signáis the
variable forcé motor(404) toincreasethrottle signal fluidpressure (see page
40 for a complete descriptionof forcé motor operation). Throttle signal
fluid pressure assists springforcéandmoves the boost valve (205) against the
pressure regulator valve.At máximumthrottle, throttle signal fluid pressure
moves the pressure regulator valve enough to hlock line pressure from
enteringeither the suction or ‘converter in’ fluid circuits. Without a fluid
circuit to direct line pressure intoat thepressure regulator valve,line pressure
increases to a máximumUnder normal operatingconditions, line pressure is
regulated between these minimum and máximum points.
Pressure Regulatíon in Reverse
Line pressure is hoosted in a similar manner during Reverse (R) gear
operation. WhenReverse is selected, reverse fluidis routedbetween the two
lands on the hoost valve (205). Because the valvelandon the side closest to
the pressure regulatorvalve is larger, reverse fluidpressure moves the hoost
valve against the pressure regulator valve. This assists spring forcé and
throttle signal fluid pressure, thereby increasing line pressure.
EXAMPLE "B": MAXIMUM
28 Figure 26

COMPONENTS LOCATED IN THE OIL PUMP ASSEMBLY
PRESSURE REGULATOR VALVE TRAIN (203-208)
Pressure Regulator Valve (208)
The pressure regulator valve regulates line pressure according to vehicle
operatingconditions. This linepressure is directedinto: (a)the ‘converter in’
fluid Circuit which is routedto the converter clutch control valve (210) and,
(b) to the pumpsuction fluidcircuit as part of thepressure regulation (seepage
28). Pressure regulation is controlled by the pressure regulator spring (207),
throttle signal fluid pressure and reverse fluid pressure.
Boost Valve (205)
Actedon by throttle signal fluidpressure fromthe forcé motor solenoid(404),
it moves against the pressure regulatorvalve. This action moves the pressure
regulator valve to increase line pressure. Therefore, as throttle position
increases and the TCM increases throttle signal fluid pressure at the forcé
motorsolenoid, line pressure increases.Also, when Reverse (R) gear range is
selected, reverse fluid pressure moves the boost valve against the pressure
regulator valve to increase line pressure further.
Throttle Signal Accumulator Assembly (214-217)
Throttlesignal fluidpressure acts on the throttle signal accumulator pistón
(214) in all gear ranges. This pressure moves the pistón against throttle signal
accumulator spring(215) forcé, thereby dampeninganypressure irregularities
occurringin the throttle signal fluid circuit How- ever, this dampening only
affects irregular pulses in the fluid circuit and not the normal changes in
throttle signal fluid pressure as determined by the TCM at the forcé motor
solenoid (404).
TORQUE CONVERTER CLUTCH (TCC) CONTROL VALVE (210)
TCC Released
The converter clutchcontrol valve (210) is heldin therelease position by the
converterclutchcontrol valve spring(211) (as shown). This allows ‘converter
in’ fluidto enter therelease fluidcircuit, flow to the converter and keep the
converterclutchreleased. Fluidexits the converter in the apply fluid circuit.
Apply fluid flows through the converter clutch control valve and into the
cooler fluid circuit.
TCC Apply
To applythe converter clutch,solenoid signal fluid moves the control valve
(210) against springforcé. This blocks ‘converter in’ fluid from entering the
release fluidcircuit andopens the release fluid circuit to an exhaust passage.
At the same time,line pressure flows through the valve and feeds the apply
fluid passage. Apply fluidis routedto the converter to apply the converter
clutch and fill the converter with fluid.
THROTTLE SIGNAL
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203 204 205 206 207 206 208
Figure 27 29

VAL VES LOCATED IN THE ADAPTER CASE VAL VE BODY
CD
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CC
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CD
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UMIT
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LU *
________ c—
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^FORCEMOTOR
SCREEN (415)
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CLUTCH
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COMPONENTS LOCATED IN THE ADAPTER CASE VALVE BODY
Forcé Motor Solenoid (404)
Controlledby the TCM, it uses a duty cycle operationtoregúlate feed limit
fluid into throttle signal fluid pressure. Throttle signal fluid pressure is
regulatedin relationtothrottlepositionandotherTCM inputs that determine
vehicle operatingconditions (see the Electrical Compo- nents Section for
additional informa tion). Throttle signal fluid pressure is routed to the
pressure regulator valve tohelp control line pressure. Throttle signal fluid
pressure is also routedto the 1-2 and3-4 accumulatorcontrol valves (318
and 409) to help regúlate accumulator fluid and control shift feel.
3-4 Accumulator Valve Traín (407-409)
This valve trainis controlledby throttle signal fluidpressure actingon the 3-
4 accumulator valve (407), springforcé, andorificed 3-4 accumulator fluid
pressure at the endof the 3-4accumulatorcontrol valve (409).These forces
control the regulationof line pressure into 3-4 accumulator fluid pressure
andthe exhaust of 3-4 accumulator fluid. These actions help control the
apply feel and release feel of the 4th clutch.
Note: The 3-4 accumulator control springis not used on all models. Refer
to page 32A for a detailed description of accumulator control.
Feed Limit Valve (412)
The feedlimit valve limits feedlimit fluidpressure toa máximum range of
659 kPa to 765kPa (96 psi to 111 psi). When line pressure is below this
range the forcé fromthe feedlimit valve spring(410) keeps the valve fully
open andfeedlimit fluidpressure equals line pressure.Whenline pressure is
above this range, orificed feed limit fluid pressure at the end of the valve
moves the valveagainst springforcé. This regulates line pressure entering
the feedlimit fluidcircuit andlimits máximum feed limit fluid pressure to
the range given above. Feedlimit fluidis routedtothe forcé 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
converterclutchapplythe 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 blockingsolenoidfeedfluidfromentering the solenoid signal fluid
circuit. With the solenoid OFF, solenoid signal fluid pressure exhausts
through the solenoid and the converter clutch releases.
30 Figure 28 30A

COMPONENTS LOCATED IN THE MAIN CASE VALVE BODY 1-
2/3-4 Shift Valve (304)
The 1-2/3-4 shift valve responds to springforcé and D32/1-2 fluid pressure
from the1-2/3-4 shift solenoid. Also,D32/1-2fluidpressure at the springend
of the valveassists springforcéin somegear ranges. Depending on the gear
range andthe shift solenoidoperatingState, the1-2/3-4shift valve directs or
blocks D32/1-2fluid, servorelease fluid, 1-2 regulated fluid and 4th clutch
feed 1 fluid. These fluids are routed into various fluid circuits to apply a
clutch or bandfor the appropriate gear range - as determinedby the TCM or
gear selector lever. Also,some fluids are exhaustedthrough the 1-2/3-4 shift
valve to release a clutch or band during a downshift.
1-2/3-4 Shift Solenoid Assembly (303)
Controlledby the TCM, this is a normally closedshift solenoidthat Controls
the positioning of the 1-2/3-4 shift valve. When de-eneigized (OFF) the
solenoidis closedandblocks D32/1-2 fluidfromactingon the solenoid end
of the 1-2/3-4 shift valve. Whenenergized(tumed ON), the solenoid opens
andD32/1-2 fluidpressure flows through the solenoid, acts on the solenoid
end of the shift valve and moves the valve against spring forcé.
2-3 Shift Valve (308)
The 2-3shift valve responds to D32/1-2 fluid pressure from the 2-3 shift
solenoid, spring forcé, and also D32 fluid pressure in some gear ranges.
Dependingon the gear range operationandthe shift solenoidoperatingState,
the 2-3 shift valve directs or blocks D32 fluid and D32/
1-2 fluid. These fluids are routedintothe 4thclutch feed1 andservo release
fluid circuits respectively. 4thclutchfeed1 andservo release fluids are also
exhaustedthrough the2-3 shift valve during the downshift from Third to
Second gear.
2-3 Shift Solenoid Assembly (307)
Controlledby the TCM, this is a normally openshift solenoid that Controls
the positioning of the 2-3 shift valve. When energized (ON), the shift
solenoidis closedandblocks D32/1-2 fluidfromactingon the solenoid end
of the 2-3 shift valve. When de-energized (OFF), the solenoid opens and
D32/1-2 fluidpressure flows through the solenoid, acts on theendof the shift
valve and moves the valve against spring forcé.
1-2 Accumulator Valve Train (318-320)
This valve trainis controlledby throttle signal fluidpressure acting on the 1-
2 accumulator control valve(318), in additiontospringforcéandorificed1-2
accumulator fluidpressure actingon the end of the 1-2 accumulator valve
(320). These forces control the regulation of D32/1-2 fluid into 1-2
accumulator fluidpressure andthe exhaust of 1-2 accumulator fluid. These
actions help control the apply feel and release feel of the 2nd clutch.
Note: The 1-2 accumulator control springis not used on all models. Refer
to page 32A for a detailed description of accumulator control.
Low Pressure Control Valve (312)
The lowpressure control valve reduces 3rdclutchapplypressure in First gear
in Manual First andManual Secondtoprevent a harsh2-1downshift. Spring
forcé andorificed1-2 regulatedfluidpressure regúlate 1-2fluidinto the 1-2
regulatedfluidcircuit. 1-2 regulatedfluidpressure is approximately 50% that
of 3rdclutch fluidpressure experi-encedin ThirdandFourth gears.With1-2
regulated fluid pressure used to apply the 3rd clutch in these ranges, this
regulation provides a slower apply of the 3rd clutch than experienced in
Third gear.
Manual Valve (326)
The manual valveis suppliedline pressure fromthe pressure regulator valve
andis mechanically linkedtothe gear selector lever. When a gear range is
selected, the manual valve directs linepressure into various fluid circuits by
openingandclosingfeedpassages. The circuits that are fed by the manual
valve inelude: Reverse, R321, D32, and 1-2. Re- member that the mode
switch is connectedto theendof the transmissions selector shaft (61) and
signáis the TCM which gear range the manual valve is positioned.
Pulse Width Modulated (PWM) Band Apply Solenoid (323)
The PWM solenoidis a normallyopensolenoidthat Controls the apply feel
of the brake band through a duty eyele operation. The solenoid regulates
D32/1-2 fluidinto theservoapply fluidcircuit at a duty eyele determined by
the TCM. This regulation Controls the rate at which servo apply fluid
pressure increases and the brake band applies. Servo apply fluid is used to
apply the band in First and Second gears.
Note: Refer to the Power Flow sectionfor 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.
VALVES LOCATED IN THE MAIN CASE VALVE BODY
4TH CL FEED 271 =*
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SOLENOID
(303)
—-
N.C.
ID 3 2/1-21
EX
EX!
EX:
1—u
SOLENOID
(307)
—-
Z
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SERVO REL:
4TH CL FEED 1
~D 3 2/1-2
1-2 REG:
1-2:
:D 3 2/1-2
.1-2 ACCUM
SERVO APPLY
:D3 2:
:D 3 2/1-2:
JL
BAND
CONTROL
SOLENOID
PWM
(323)
D 3 2/1-2
D 3 2
PWM SOLENOID _
SCREEN (324) D3 2:
MANUAL VALVE
P R N D 3 2 ¡Yfecm DP
310 311 312
cr cc
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326
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Figure 29 31

VALVES LOCATED IN THE CENTER SUPPORT
OVERRUN LOCKOUT VALVE (705)
This valve Controls the apply and release of both the overrun clutch and the
4th clutch. Note that these two clutches must not be applied at the same
time.
Overrun Clutch Applied
Springforcé keeps the valvenormally open, allowingorificed line pressure
to feedthe overrun clutch fluidcircuit andapplythe overrunclutchin Park,
Reverse, Neutral,First,SecondandThirdgears. In this position the valve
opens the 4thclutch fluidcircuit toan exhaust port, thereby preventing 4th
clutch apply. In Manual First andManual Second, 1-2 fluid pressure assists
springforcé toprevent the overrun lockout valve from shifting into the
Fourth gear position under any condition.
4th Clutch Applied
To obtainFourth gear, 4th clutch feed 2 fluid is routed to the end of the
overrun clutch valve. This fluid pressure moves the valve against spring
forcé to; (1) block line pressure from entering the overrun clutch fluid
circuit and exhaust overrun clutch fluid, thereby releasing the overrun
clutch, and(2) allow4th clutchfeed2 fluidto fill the 4thclutchfluidcircuit,
thereby applying the 4th clutch.
REVERSE LOCKOUT VALVE (706)
This valve prevenís thereverse clutchfromapplyingwhen Reverse (R) gear
range is selectedandthe vehicle is movingforwardabove approximately
12 km/h (7 mph). Reverse Lockout is not available on all applications.
Normal Operating Conditions
When the vehicle is stationary and Reverse (R) gear range is selected,
reverse fluidfrom the manual valve (326)is routedtothe endofthe reverse
lockout valve. This fluid pressure moves the valve against spring forcé,
allowingreverse fluidat the middle of thevalve toenter the reverse clutch
fluid circuit. Reverse clutch fluidapplies the reverseclutchandReverse (R)
gear range is obtained.
Reverse Locked Out
When the vehicle is movingforwardaboveapproximately 12km/h (7 mph)
and Reverse (R) gear range is selected, the TCM energizes the TCC
solenoid. With the solenoid ON, solenoid feed fluid flows through the
solenoid and filis the solenoid signal fluid circuit. Solenoid signal fluid is
routedto the springendof the reverse lockout valve,thereby assistingspring
forcé to keep the valve closed against reverse fluid pressure. This blocks
reverse fluidfrom enteringthereverse clutch fluid circuit and prevenís the
transmission from shifting into Reverse.
32 Figure 30

ACCUMULATORS General
Function
In the Hydra-matic 4L30-Etransmission, accumulators are used to control
shift feel for theapply ofthe 2nd, 3rdand4th clutches. An accumulator is a
spring loaded device that absorbs a certain amount of clutch apply fluid
pressure to cushion the clutch engagement. Clutch apply fluid pressure
directedto an accumulatorpistónopposes a springforcé andan accumulator
fluid pressure to create an action similar to a shock absorber.
Duringthe applyof a clutch, clutch apply fluid pressure moves the clutch
pistón against the clutchpistónspringandclutchplates. After the clearance
between the clutch plates is taken up by the clutch pistón travel and the
clutch plates begin to hold, fluid pressure in the circuit builds up rapidly.
This clutch applyfluidpressure is also directedto an accumulator assembly.
As the clutchapply fluidpressure increases, it moves the accumulatorpistón
against spring forcé and accumulator fluid pressure. Movement of the
accumulator pistóndelays the pressure buildup in the circuit andallows for a
more gradual apply of the clutch. Without an accumulator in the clutch
apply fluidcircuit the rapidbuildup of fluidpressure would cause the clutch
to apply very quickly and possibly create a harsh shift.
Accumulator Valve Function
The forcé of theaccumulator springandaccumulator fluidpressure Controls
the clutch applyrate. At mínimum or light throttle, engine torque is at a
mínimum andtheclutches require less applyforcéand a slower apply rate.
At heavy throttle, the engine develops a large amount of torque that requires
a greater apply pressure to hold the clutches and a faster apply rate to
prevent the clutch plates from slipping during apply. To compénsate for
these various operating conditions, an accumulator valve regulates
accumulator fluid pressure proportional to throttle position and engine
torque.
At greater throttlepositions,throttle signal fluid pressure increases and the
accumulator valve regulates accumulator fluid to a higher pressure. The
increase in accumulator fluid pressure decreases the distance that clutch
apply fluidpressure can move the accumulator pistón. This decreases the
accumulators cushioning effect and allows clutch apply fluid pressure to
increase more rapidlyfor a faster clutch apply. Re- member that throttle
signal fluid pressure actingon theaccumulator valves is regulatedrelativeto
throttle position and engine torque. Re- member that the TCM Controls
throttle signal fluid pressure thmugh the forcé motor solenoid.
1- 2 ACCUMULATOR ASSEMBLY (313-316)
The 1-2accumulator assemblyis locatedin the main case valve body (84)
andconsists of a pistón (315), pistón spring(316) andpistón pin(313). The
1-2 accumulator assembly is the primarydevicefor control- ling the apply
feel of the 2nd clutch during a 1-2 upshift.
Upshift Control
Duringa 1-2 upshift (as shown in Figure 31), 2nd clutch fluid is routed to
both the 1-2 accumulator assemblyandthe 2ndclutch.The rapid buildup of
fluid piessure in the 2ndclutchfluidcircuit strokes the accumulator pistón
(315) against 1-2 accumulator fluid pressure and the forcé from the 1-2
accumulator spring(316). This actionabsorbs someof the initial 2nd clutch
fluid pressure andprovides a time delay to cushion the 2nd clutch apply.
As 2ndclutch fluidpressure moves the 1-2 accumulator pistón some 1-2
accumulator fluidis forcedout ofthe 1-2 accumulator. This fluid is routed
back to the 1-2 accumulatorvalve train. The orificed 1-2 accumulator fluid
pressure actingon theendof the 1-2 accumulator valve (320) moves the
valve trainagainst springforcé andthrottle signal fluidpressure. This blocks
D3 2/1-2 fluidandregulates the excess 1-2 accumulator fluid past the 1-2
accumulator valve andthrough an ex-haust port. This regulation provides
additional control for theaccumu- lation of2ndclutch fluidpressure andthe
2nd clutch apply rate.
Downshift Control
Duringa 2-1 downshift, 2ndclutchfluidexhausts from the1-2 accumulator
assembly. As springforcé and1-2 accumulatorfluidpressure move the 1-2
accumulator pistónagainst exhausting2ndclutch fluid, the 1-2 accumulator
valve train regulates more D32/1-2 fluid into the 1-2 accumulator fluid
circuit. This regulation Controls the rateat which1-2accumulator fluid filis
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 andgreater throttle signal fluid pressure, the accumulator valve
will regúlate D32/1-2fluidto fill the1- 2 accumulator faster. This pressure
will then move the accumulator pistón faster, thereby forcing 2nd clutch
fluid to exhaust faster and the 2nd clutch to release quicker.
3-4 ACCUMULATOR ASSEMBLY (13-19)
The 3-4accumulator assemblyis locatedin the side of theadapter case (20)
andconsists of a pistón (18), pistónspring(16)andpistónpin(17). The 3-4
accumulator assembly is the primarydevice for the con- trolling the apply
feel of the 4th clutch during a 3-4 upshift.
The 3-4 accumulator assembly functions exactly the same as the 1-2
accumulator assembly. The only diflerence is the ñameof 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 pistón during the 4th clutch apply.
Note: The accumulator control springs (319 and 408) for the 1-2 and 3-4
accumulator valve trains are not used on all models. Refer to the
appropriate Service information for speciflc application information.
3RD CLUTCH ACCUMULATION
The servo assembly (90-103) is used as an accumulator during the 2-3
upshift to cushionthe 3rdclutch apply. The servoassemblyis located in the
bottomrearof the main transmissioncase (36) andconsists of a pistón (97),
a cushion spring (99), a retum spring (103) and an apply rod (102).
Upshift Control
The 3rdclutchis appliedby 3rdclutch fluid pressure which is fed by servo
release fluid. Servo release fluidis also routedto the servo assemblyandacts
on the release side of the servo pistón. Servo release fluidpressure assists the
forcé fromthe servo cushion and servo retum springs to move the servo
pistón against servo applyfluidpressure. This actionmoves theservopistón
(97) andapplyrod(102) away from the brake band, thereby releasing the
band. The movement of the servo pistón 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.
As the servopistónmoves to therelease position,some servo apply fluid is
forcedout of the servo assembly. This fluidis routedback through the Pulse
Width Modulated(PWM) bandapply solenoid(323) and into the D32/1-2
fluid circuit. This excess fluid pressure is regulated back through the
pressure regulator valve.
Downshift Control
During a 3-2 downshift, servo release fluid exhausts from the servo
assembly. As the forcé from the servo cushion spring (99), servo retum
spring(103), andservoapply fluid pressure move the servo pistón to the
apply position,the PWM solenoid regulates more D32/1-2 fluid into the
servo applyfluidcircuit. This regulation Controls the rate at which servo
apply fluidpressure filis the servo assembly andmoves the servo pistón to
apply thebrake band. This actionalso helps control the rate at which servo
release fluid exhausts and the 3rd clutch releases. The PWM solenoid is
controlledby theTCM in relationtothe operatingconditions of the vehicle.
Note: Refer to the Electronic Components Sectionfor a detailed de-
scription of the PWM solenoid operation.
THROTTLE SIGNAL ACCUMULATOR ASSEMBLY (214-217)
This accumulatordampens the pressure irregularities in he throttle signal
fluid circuit. Refer topage 29for“Components Located in the Oil Pump
Assembly” for a description.
32A 32B

THROTTLESIGNAL ACCUMULATOR ASSEMBLY(214-21T)
217
O
o
o
a
Y
Y
313
314
315
316 98
97
96
95
94
1-2 ACCUMULATOR ASSEMBLY SERVOASSEMBLY(94-103)
Figure 31 33

CHECKBALL LOCATION AND FUNCTION
REVERSE
SHUTTLE
(85)
ADAPTER CASE (20)
(AUX. VAL VE BODY SIDE)
VALVE
(85)
(85)
D 3 2
D32 SHUTTLE VALVE
Locatedin the maintransmission case (36), it Controls the routing of fluid into the
D32/1-2 fluidcircuit. Dependingon the position ofthe manual valve,either D32 fluid,
1-2 fluidor both fluids feedthe D32/1-2fluidcircuit. When only one of these fluids is
present the checkball seats against the emptyfluidcircuit. If D32 and1-2 fluids are both
present,the checkball remains in a releasedState as bothof these fluids feedtheD32/1-
2 fluid circuit.
3RD CLUTCH CHECK VALVE
Locatedin the maincase valve body (84), it Controls the routing of fluid into the 3rd
clutch fluidcircuit. Dependingonthe gear range the transmission is operatingin, either
servo release fluid, 3rdclutch feedfluidor both fluids feedthe 3rd clutch fluid circuit.
When onlyone of these fluids is present the checkball seats against the empty fluid
circuit. If servo release and 3rd clutch feed fluids are both present, the checkball
remains in a released State as these fluids feed the 3rd clutch fluid circuit.
3RD CLUTCH QUICK DUMP VALVE
Locatedin the maintransmission case (36), it Controls the exhaust rateof servo release
fluid. When the transmissiondownshifts fromThirdto Secondgear, servo release fluid
pressure exhausts. Exhausting servo release fluid pressure seats the checkball and is
forcedthrough the oríficenext tothe checkball.Forcingexhausting servo release fluid
through the oríficehelps Controls the release rate ofthe 3rdclutch andtheapply of the
brake band. To apply the3rdclutch, servorelease fluidunseats, and flows past the #3
checkball, thereby bypassing the orífice opposite the checkball.
REVERSE SHUTTLE VALVE (SOME APPLICATIONS ONLY)
Locatedin the adaptercase (20),it Controls the routingof fluid into the solenoid feed
fluid circuit. Dependingon the position of the manual valve and the gear range the
transmissionis operatingin, eitherreverse fluidor 2nd clutch fluid feeds the solenoid
feedfluid circuit. If one ofthese fluids is present it seats the checkball against the other
fluid circuit, which would be empty, and filis the solenoid feed fluid circuit in
preparation for converter clutch apply (reverse fluid and 2nd clutch fluid are never
present at the sametime).Remember that converterclutchapply in Reverse (R) is only
during a ‘Reverse Lock Out’ condition.
CONVERTER CLUTCH APPLY CHECKBALL
Locatedin release fluidcircuit at theendof the turbine shaft (506), it Controls theapply
feel of the torque converterclutch(TCC). As theTCC applies, exhausting release fluid
seats, andis orificedaround, the checkball. The orífice slows the exhaust of release
fluid andControls theapply feel of the converter clutch. When the TCC is released,
release fluidpressure unseats thecheckball andflows freely past the hall to keep the
pressure píate away from the converter cover.
cc
o
>
oc
SERVO RELEASE
3RD CLUTCH
QUICK DUMP
VALVE (85)
3RD CLUTCH
34 Figure 32

ELECTRICAL COMPONENTS
The Hydra-matic 4L30-Etransmission incorporates electronic Controls that
utilize a Transmission Control Module (TCM). The TCM gathers vehicle
operating information from the various sensors and Controls listed helow,
sensors hothintemal andextemal tothe transmission.The TCM processes this
information and Controls the following:
• transmission shift points through the shift solenoids,
• transmission shift feel through the forcé motor solenoid,
• TCC apply and release timing through the TCC control solenoid, and
• the hrake hand apply rate through the PWM hand apply solenoid.
Electronic control of these transmission operating characteristics provides
consistent and precise shift points and shift quality hased on the operating
conditions of hoth the engine and transmission.
OPERATING MODES
The TCMControls the transmissionoperationin three modes: Economy mode,
Performance mode, andWinter mode. Thedriverdetermines the transmission
operatingmode through thePerformance/Economy mode switch and Winter
mode switch. Some applications have a Manual mode where the transmission
can he shiftedmanually,similar to a manual transmission.Refer to page 40 for
more information on these different operating modes.
FAlL-SAFE MODE
If a major electrical systemfailure occurs which couldaffect vehicle safety or
damage the transmission during normal operation, the TCM enters the
‘fail-safe mode’. In fail-safe mode, the following defaults occur:
♦ The Forcé Motor solenoidis OFF andline pressure is a máximum toprevent
any clutch slippage.
♦ The PWM BandApplysolenoidis OFF andservo applyfluid pressure is a
máximum toprevent the bandfromslipping.
♦ The TCC solenoid is OFF and converter clutch apply is prevented.
♦ Both shift solenoids are OFF.
With bothshift solenoids OFF (Fourth gear State), thetransmissionwill opérate
in Fourth gear when the gear selector lever is in the Drive range position.
However, thedriver has some flexibilityin gear selection during fail-safe mode
hy moving the gear selector lever as follows: (see note)
Gear Selector Lever Position
Drive Range (D)
Manual Third (3)
Manual Second (2) Manual
First (1)
Reverse (R)
Park, Neutral (P,N)
Transmission Gear Operation
4th gear
4th gear
3rd gear
1 st gear
Reverse
Park, Neutral
Note: When the system failure is not due to the TCM, and the TCM is
fimctioningproperly, the transmission will opérate 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 speciflc information.
INPUTS OUTPUTS
INFORMATION SENSORS
A.TRANSMISSION OUTPUT SPEED SENSOR
B.TRANSMISSION FLUID TEMPERATURE SENSOR
C.MODE SWITCH
D.THROTTLE POSITION SENSOR (TPS)
E.ENGINE SPEED SENSOR
F.BRAKE SWITCH
G. ENGINE C00LANT TEMPERATURE SENSOR
H.KICKDOWN SWITCH
I.AIR C0NDITI0NER INFORMATION SIGNAL
J. WINTER MODE PUSHBUTTON SWITCH
K.EC0N0MY/PERF0RMANCE PUSHBUTTON SWITCH
í>
ELECTRONIC CONTROLLERS
• TRANSMISSION CONTROL MODULE (TCM)
• DIAGNOSTIC 1 C0NNECT0R (D1C)
• SELF DIAGNOSTIC INPUT ("CHECK TRANS" LAMP)
0
ELECTRONICALLY CONTROLLED
TRANSMISSION COMPONENTS
1. PULSE WIDTH MODULATED (PWM) BAND APPLY
SOLENOID
2. FORCE MOTOR SOLENOID
3. 1-2/3-4 SHIFT SOLENOID
4. 2-3 SHIFT SOLENOID
5. TORQUE CONVERTER CLUTCH SOLENOID
Figure 33 35

ELECTRICAL COMPONENTS (TCM inputs internal to the
transmission)
TRANSMISION OUTPUT SPEED SENSOR (39)
The transmission output speed sensor is a magnetic inductive pickup
that relays information relative to vehicle speed to the TCM. The
speed sensor is mounted in the side of the transmission extensión
assembly (37), opposite of the parking lock wheel (668). The parking
lock wheel is splined to the output shaft and has teeth on its outside
diameter. Therefore, the parking lock wheel rotates at transmission
output speed.
The speedsensor assembly consists of a permanent magnet surrounded
by a coil of wire. As the output shaft and parking lock wheel rotate,
an altemating current (AC) is induced in the coil of wire by the teeth
on the parking lock wheel passing by the magnetic pickup. Therefore,
whenever the vehicle is moving, the output speed sensor produces an
AC voltage signal proportional to vehicle speed. As vehicle speed
increases and more teeth pass by the magnetic pickup on the speed
sensor in a given time frame, the ffequency of the AC signal in-
creases. An increase in ffequency of the AC signal is interpreted by
the TCM as an increase in vehicle speed (see Figure A).
TRANSMISSION FLUID TEMPERATURE SENSOR
This sensor is a negative temperature coefficient thermistor(temperature
sensitive resistor) that is boltedon the adapter case valve body assembly
(401). The temperature sensor is submersedin thefluidin the adapter case
bottompan (50). The intemal electrical resistance of the sensor varíes
accordingto the operatingtemperatureof the transmissionfluid(see chart).
The lower the fluid temperature, the higher the resistance. The TCM
interprets this resistance as another input to help control the converter
clutch applicationthrough the TCC control solenoid. This information is
also used to control line pressure through the forcé motor solenoid.
The TCMinhibits TCC applyuntil transmission fluidtemperature reaches
approximately 30°C (86°F). For some applications if transmission fluid
temperature becomes excessively high, above approximately 140°C
(284°F), the TCM will apply the converter clutch in Second, Third and
Fourth gears regardless of operatingconditions. Normallythe TCC is only
applied in Third and Fourth gears. Applying the TCC serves to reduce
transmissionfluidtemperatures createdby the fluidcouplingin the torque
converter when the TCC is released.
WIRE RESISTOR WIRE
±_
TEMPERATURE SENSOR
MODE SWITCH
The mode switchsignáis the TCMwhich position the selector lever is in
andthe gear range the transmission is operating in. The mode switch is
boltedto theoutside ofthe maintransmission case (36)and splined to the
transmissionselector 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.
Note: For the mode switch to function properly, it is important to
correctly align the mode switch with the selector shaft each time the
switch is removed and reassembled. Refer to the appropriate Service
information for the speciflc procedure to assemble the mode switch.
MODE SWITCH
36 Figure 34

ELECTRICAL COMPONENTS (TCM inputs/outputs external to the transmission)
THROTTLE POSITION SENSOR (TPS)
Locatedon thethrottle shaft of the TBI unit, the TCM monitors a variable
voltage signal fromthis sensor to calcúlate throttle position. The TPS is a
potentiometerthat varíes from approximately .48 volts at mini-mum throttle
positiontoapproximately 4.5 volts at máximumthrottle position. The TCM
measures this voltage and uses the information on throttle position to
determine theappropriate shift pattems, shift feel andTCC apply and release
timing. In general, withgreater throttleangle andhigher TPS voltage signal,
the TCM delays upshift speeds (through shift solenoidcontrol) and increases
line pressure (through forcé motorsole- noidcontrol). Also, the TCM keeps
the converter clutch releasedat minimum throttlepositions 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 pattems and TCC apply and release
timing.
ENGINE COOLANT TEMPERATURE SENSOR
This sensor monitors engine coolant temperature and sends a variable
resistance signal tothe Engine Control Module (ECM). When the engine is
coid, resistance through the sensor is high, and when the engine is hot,
resistance is low. TheECM then sends this information to the TCM. The
TCM prevents converter clutch apply when engine coolant temperature is
below approximately 70°C (158°F).
BRAKE SWITCH
This switch causes the TCM tocommandTCC release. When thebrake 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 connectedtothe accelerator pedal. Whereas the TPS signáis
throttle positiontothe TCM, the kickdown switch signáis 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 cyclingswitchcloses, the TCMis signaledthat the air
conditioningcompressor is ON andthere is an extraloadon the engine. The
TCM thenadjusts transmissionline pressure andshift timing to compénsate
for the added load on the engine.
ECONOMY/PERFORMANCE MODE PUSHBUTTON SWITCH
Depressingthis pushbuttonchanges the transmission operatingmode between
the Economy and Performance driving modes. In Performance mode, the
TCM delays part-throttle upshifts for greater acceleration. The TCM also
signáis the forcé motorsolenoidto increase line pressure for the additional
torque requirements in Performance mode. Higherline pressure creates firmer
shifts and more holding forcé for the fríction
clutches andthe brake band. Economy mode provides better fuel economy by
havingthe TCM initiate earlier part-throttleupshifts. 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 andsnow. When the driver selects Winter mode the TCM
overrides theselectionof Economyor Performance modes. The TCM only
enters Winter mode when the following conditions are met:
• The selector lever is in the Drive Range (D).
• Vehicle speed is less than 10 km/h (6 mph).
• Transmission fluid temperature is less than 130°C (266°F).
• The kickdown switch is off and throttle opening is less than 7%.
Winter mode is cancelled if any of the following conditions are met:
• The Winter mode button is depressed.
• The selectorleveris moved fromthe Drive Range (D)position(the TCM
will remain in Wintermode in Neutral andReverse).
• The ignition key is tumed off.
• Vehicle speed is greater than 30 km/h (19 mph) for more than one.
• Transmission fluid temperature is greater than 130°C (266°F).
• Kickdown switch is activated.
When Winter mode is cancelledby oneof theseconditions, the TCM retums
to operating in Economy mode, regardless of the operating mode before
selecting Winter mode.
MANUAL MODE (SOME MODELS ONLY)
Some 4L30-E applications canbe operatedin a Manual mode. When Manual
mode is selectedthe transmissiongear State follows theposition of the gear
selector lever as follows:
Gear Selector Lever Position Transmission Gear Operation
Drive Range (D) 4th gear
Manual Third (3) 3rd gear
Manual Second (2) 2nd gear
Manual First (1) 1st gear
This allows the driver to opérate the transmission similar to a manually
shifted transmission.
TORQUE CONVERTER CLUTCH SOLENOID (416)
The converter clutch solenoid is an ON/OFF solenoid connected to the
adapter case valve body. The solenoid is normally closed and functions
identical to the1-2/3-4 shift solenoid. When de-energized (OFF), solenoid
spring forcé keeps the plunger against the fluid inlet port. This blocks
solenoidfeed fluid pressure from entering the solenoid signal fluid circuit.
With the plungerin this positionthe solenoidsignal fluidcircuit is opento an
exhaust port through the end of the solenoid. Without solenoid signal fluid
pressure the TCC is kept released.
When energized(tumed ON) by the TCM, the magnetic field created in the
coil moves theplunger against solenoidspringforcé, away fromthe fluidinlet
port, andhlocks 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, therebymovingtheTCC control valve into theapply position and
initiating the TCC apply.
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). Thefollowingconditions will cause the TCM to change the
operating State of the solenoid:
• The TCC is releasedprior to all upshifts anddownshifts and mayre- apply
after theshift is completeif operatingconditions areappropriate.
• The TCC is releasedwhen the brakepedal is depressed, as signaledto the
TCM hy the hrake switch.
• Transmission fluidmust heabove approximately30”C (86”F) before the
TCM will signal TCC apply.
• Engine coolant temperature must be above approximately 70'C (158°F)
before the TCM will signal TCC apply.
• In the event of an electrical or Systemfailure theTCC solenoidremains
OFF andthe TCC released.
CONNECTOR SPRING O-RING
Figure 35 37

CONNECTOR SPRING O-RING
1-2 & 3-4 SHIFT SOLENOID (NORMALLY CLOSED)
2-3 SHIFT SOLENOID (NORMALLY OPEN)
EXAMPLE A: FIRST GEAR
EXAMPLE B: THIRD GEAR
SHIFT SOLENOIDS
The Hydra-matic 4L30-Etransmissionuses two electronic shift solenoids
(the 1-2/3-4 and2-3 shift solenoids) to control upshifts and downshifts in
all forward gear ranges. These shift solenoids work together in a
combinationof ON andOFF sequences tocontrol the positions of the1-2/3-
4 and2-3 shift valves. The TCM uses numerous inputs to determine which
solenoidState combination, andwhich gear range, the transmission should
be in. The followingtable indicates the solenoidState combination required
for each gear range:
GEAR RANGE 1-2/3-4 Solenoid 2-3 Solenoid
Normally Closed Normally Open
Park, Reverse, Neutral OFF ON
First OFF ON
Second ON* ON
Third ON* OFF*
Fourth OFF OFF*
* Denotesthe solenoid isopen withfluidpressure flowing through theshift
solenoid and acting on the shift valve.
The shift solenoids are de-energized(tumedOFF) when the TCM opens the
path togroundforthe solenoid’s electrical Circuit.Whenthe TCM provides
a path to groundfor theelectrical Circuit,the solenoid is energized (tumed
ON), current flows through thecoil assembly in the solenoid and creates a
magnetic field. This magneticfieldmoves the plungerinside the solenoidto
change the operating State of the solenoid.
1- 2/3-4 Shift Solenoid (303)
Locatedat theendof the 1-2/3-4shift valve(304), the1-2/3-4 shift solenoid
is normally closed and fed D32/1-2 fluid. When de-energized (OFF),
solenoidspringforcé keeps the plunger against the fluid inlet port. This
blocks D32/1-2 fluid pressure from acting on the 1-2/3-4 shift valve.
Without D3 2/1-2fluidpressure, 1-2/3-4 shift valve spring(305)forcé keeps
the shift valvein the First andFourth gear position (as shown in Example
A). With the shift valve in this positionthe cavity at the end of the valve is
open to an exhaust port through the solenoid.
When energized(tumedON) by the TCM, themagnetic fieldcreated in the
coil moves theplunger against solenoid spring forcé, away from the fluid
inlet port,andblocks 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 theexhaust port blocked, D32/1-2 fluid pressure
at the endof the shift valve increases, moves the valve against spring forcé
and into the Second and Third gear positions (as shown in Example B).
2- 3 Shift Solenoid (307)
Locatedat the end of the 2-3 shift valve (308), the 2-3 shift solenoid is
normally openandfedD32/1-2 fluid. Whende-energized (OFF), D32/ 1-2
fluid pressure moves the solenoidcheckball against solenoid spring forcé.
This also moves the plungerin the solenoidto blockthe exhaust port in the
solenoid. D32/1-2fluidflows past the ball andacts onthe 2- 3 shift valve.
With the exhaust port blocked, D32/1-2 fluidpressure at the endof the shift
valve increases. D32/1-2 fluid pressure moves the shift valve against 2-3
shift valve spring(305) forcéandinto the ThirdandFourthgear position(as
shown in Example B).
When energized(ON - Example A) by the TCM, the magenetic fieldcreated
in the coil moves the plungeragainst the solenoidcheckball. The forcé from
the plunger assists springforcé andseats theball against the fluidinlet port,
thereby blockingD32/1-2fluid. With the plunger in this position, residual
D32/1-2 fluidat theendof the shift valve is open to the exhaust passage
through the solenoid. This allows shift valve spring forcé to move the 2-3
shift valve into the First and Second gear position.
38 Figure 36

PULSE WIDTH MODULATED (PWM) BAND APPLY SOLENOID (323)
General Operation
The PWM solenoidis a normally opensolenoidthat Controls the brakeband
apply andrelease. This is accomplishedby the TCMvarying the solenoid’s
duty cycle (percent time energized) in relation to vehicle operating
conditions and the various TCM input signáis. The brake band is always
applied in First and Second gears.
Figure A shows an example of the PWM solenoid operating with a 70%
negative duty cycle at the constant operatingfrequency of 32 Hz (cycles per
second). The frequencymeans that when the solenoidis energizedit is pulsed
with current fromthe TCM 32times eachsecond. The70% dutycyclemeans
that duringeach cycle (1/32of a second) the solenoid is energized (ON) and
closed 70% of the time (see inset in Figure A). With the solenoid being
normally open, a greaterduty cycle equates to thesolenoidbeingclosedmore
often and less fluid flowing through the solenoid (closed with respect to
D32/1-2 fluid entering the valve and servo apply fluid circuit).
The PWM solenoidoperates ona 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 andthe TCMControls thelength oftime the path to groundfor
the electrical circuit is closed(duty cycle). Whenthe TCM closes the solenoid
groundcircuit, current flows through the solenoidandthegroundcircuit is at
a low voltage State (0 volts and solenoid energized).
Brake Band Applied
When the bandis applied, the electrical path to ground for the solenoid is
always open andthe negative dutycycleis 0%. Therefore, current does not
flowthrough the coil in the solenoid and the PWM solenoid is always OFF
(as shown in the drawing). With the solenoid OFF, solenoid spring forcé
holds the ball away from the D32/1-2fluidinlet port andagainst the exhaust
seat in the solenoid. This allows D32/1-2fluidto flowthrough the inlet port,
past the ball, andinto the two passages leading to the solenoid valve. This
D32/1-2 fluidpressure moves the valve completely to theright (with respect
to the drawing). Withthe valvein this position, D32/1-2 fluid flows through
the valve and enters the servo apply fluid circuit.
Brake Band Application Rate
If the solenoidremainedOFF andfully open (0% duty cycle)duringthe band
apply, servo apply fluid pressure would increase too rapidly and create a
harsh shift.Therefore, to control thebandapplyrate, the solenoid’s dutycycle
is increased from 0%. The TCM sends an electrical current through the
solenoidcoil at the same rate as theduty cyclewhich creates a magnetic field
that magnetizes thecenterpole (greycross hatch area).The magnetized pole
repels the ball against springforcé,seatingthe ball against the inlet port.This
allows D32/1-2fluidfromthe endof the valve to exhaust past the ball and
through the solenoid.
Without D32/1-2fluidpressure at theendof the valve, the fluid dy- namics
acting on the valve shifts it completely to the left (with respect to the
drawing). This blocks D32/1-2 fluidfrom entering the valve and supplying
the servo applyfluidcircuit. A higher percent duty cycle increases thecurrent
flowingthrough the solenoid, thereby increasing the coil's magnetic field.
This keeps the checkball further towardthe exhaust seat, andthe valve further
to the left, to provide a slower increase in servo apply fluid pressure and
slower apply of the brake band.
Figure B shows an example ofthe relationbetween Percent Duty Cycle and
Time that Controls the brake band apply rate. T he TCM imrnedi- ately
increases the solenoidduty cycletobetween 0% and80% (point A). Once the
bandapplies, the duty cycle immediatelydecreases to0% andthe solenoid is
de-energized(tumedOFF) to achieve máximum servo apply fluid pressure
(point B). The valué of the dutycycle Controls the brake bandapply rate and
apply feel as determined by vehicle application and operating conditions.
Brake Band Release
The solenoidStateduringthe bandrelease depends onvehicle speedand gear
selector leverposition. Duringa shift from a forward Drive Range to Park,
Reverse, or Neutral, ora 2-3 upshift at speeds above approximately 20 km/h
(13 mph), the TCM operates the solenoidat a 0% duty cycle (solenoid valve
to the right - fully open). This allows excess servo apply fluid pressure to
exhaust quickly through the solenoid, thereby releasing the band quickly.
Duringa 2-3 upshift at lowspeed, belowapproximately 20km/h (13 mph),
the TCM operates the solenoidat 100% dutycycle. Witha 100% duty cycle
the solenoidvalve is positionedcompletely to the left, with respect to the
cutaway viewof the solenoid, andblocks exhaustingservoapply fluid from
enteringthe valveandthe D32/1-2fluidcircuit. This forces the exhausting
servo applyfluidpressure through orífice #17/19e. orificing this fluid slows
the exhaust and creates a slower band release. At low speeds a slow band
release is needed to prevent a harsh release feel.
Approximately every15seconds theTCMpulses thebandapplysolenoidto
either a máximum or mínimum duty cycle. These pulses function to
prevent possible contaminationfrom stickingthe solenoid valve or plunger
in any given position.
Note: The duty cycle percentages in Figure B are ordy approximatevalúes
and do vary with vehicle application and vehicle operating
conditions.
FIGURE A: PWM SOLENOID NEGATIVE DUTY CYCLE
HOUSING
CENTER
POLE
FLOW
REGULATION
(EXHAUST)
COIL
ASSEMBLY-
EXHAUST■
SEAT
O-RING METERING
BALL
SNAP
RING
SPOOL
HOUSING
PRESSURE PRESSURE
SUPPLY CONTROL
(D32/1-2) (SERVO APPLY)
CONNECTOR—^ SPRING
PULSE WIDTH MODULATED (PWM) BAND APPLY SOLENOID
o
cc
100%
80
60
40
20
0
BAND
APPLY
V
A
B TIME
FIGURE B: BRAKE BAND APPLY
Figure 37 39

FORCE MOTOR (404)
The variable forcé motorsolenoid, controlled by the TCM, is a precisión
electronic pressure regulatorthat Controls line pressure. The forcé motor
operates at approximately600Hz (cycles persecond) and regulates feed
limit fluidpressure intothe throttle signal fluidcircuit.The TCM Controls
the pressure that throttlesignal fluidis regulatedat by varyingthecurrent at
the forcé motor coil. Theamount of current is controlledby the duty cycle
of the forcé motor. A greater dutycyclecreates a highercurrent at the forcé
motor. Similar tothe PWMsolenoid, theduty cycle represents the percent
time that current flowenergizes thecoil. The high frequency of the forcé
motoracts to smooth the pulses created by the duty cycle energizing and
de-energizing the forcé motor.
The TCMoperates theforcé motor on a positive duty cycle. This means
that the high(positive) side of the forcé motor electrical circuit at the TCM
Controls theforcé motoroperation. Therefore,the TCM always provides a
groundpath forthe circuit and continually adjusts the forcé 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 forcé motor when theforcé motor is energized (ON).
Figure A shows an example of a 60% positive forcé motor duty cycle.
The duty cycleandamount of current flowto the forcé motor are mainly
affectedby throttle position. Bothcurrent flowandduty cycleare inversely
proportional to throttle angle; as throttle angle increases, the duty cycle is
decreased by the TCM which decreases current flow.
Current flowto the forcé motorcoil creates a magneticfieldthat attracts the
armature, thereby moving the plunger to the right (with respect to the
drawing) against springforcé. Notethat the forcémotor is assembled with
some transmission fluid inside. This fluid assists the damper spring in
cushioning the armature movement.
At mínimum throttle(idle), theduty cycleis a máximum and current flow
approaches 1.1amps (always energized - ON). This keeps the armature
forcedagainst the plunger andcompressingthe spring. Therefore, throttle
signal fluid pressure actingon theendof the forcémotor valve moves the
valve towards the armature and blocks the feed limit fluid circuit. The
throttle signal fluidcircuit is then opentoan exhaust port andthrottlesignal
fluid pressure is at mínimum.
At máximum throttle, the duty cycle is a minimum and current flow
approaches 0.1 amps (always de-energized or OFF as shown in the
drawing). Therefore, the magnetic field is a minimum and spring forcé
holds the plunger, armature and valve to the left (with respect to the
drawing) against throttle signal fluid pressure acting on the end of the
valve. This closes the exhaust port andopens thethrottle signal fluidcircuit
to feed limit fluid, creating máximum throttle signal fluid pressure.
Under normal operating conditions between máximum and minimum
throttle positions, theTCMvaríes the duty cycle which varíes current flow
to the forcé motor between approximately 0.1 and 1.1 amps to control
throttle signal fluidpressure. This regulates the valve betweenopening and
closingthe exhaust port to regúlate throttle signal fluid pressure. Throttle
signal fluid pressure then Controls line pressure at the pressure regulator
valve accordingly(see chart).If the electrical System becomes disabled for
any reason, current flowwill be 0.0 amps andthe forcémotor will regúlate
máximum throttle signal fluid pressure. This creates máximum line
pressure to prevent anyapply components fromslippinguntil thecondition
can be corrected.
Throttlesignal fluidpressure also acts onthe accumulatorvalve toincrease
accumulator pressure, andapplyrate ofthe clutches and bands, as throttle
angle increases. Remember that with greater accumulator fluid pressure
there is less cushion for clutch apply fluid.
Approximately every20seconds theTCMpulses theforcé motorat eitlier
máximum (100%duty cycle) or minimum current flow (0% duty cycle)
dependingon theforcé motoroperatingconditions. These pulses function
to prevent possible contaminationfrom stickingthe forcé motor valve or
plunger in any given position.
FEED VALVE EXHAUST ARMATURE SPRING FRAME
FIGURE A: FORCE MOTOR (OFF)
FIGURE B: FORCE MOTOR POSITIVE DUTY CYCLE
INPUT CURRENT (AMP)
40 Figure 38

POWER FLOW
This section of the book describes how torque from
the engine is transferred through the Hydra- matic
4L30-E transmission allowing the vehicle to move
either in a forward or reverse direction. The
information that follows details the specifíc
mechanical operation, electrical, hydraulic and apply
components that are required to achieve a gear
operating range.
The fiill size, left hand pages throughout this section
contain drawings of the mechanical components used
in a specifíc gear range. Facing this fiill page is a half
page inserí containing a color coded range reference
chart at the top. This chart is one of the key ítems
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.
The fiill size, right hand pages contain a simplified
versión of the Complete Hydraulic Circuit that is
involved for each gear range. Facing this fiill page is
a half page insert containing text and a detailed
explanation of what is occurring hydraulically in that
gear range. A page number located at the bottom of
the half page of text provides a ready reference to the
complete Hydraulic Circuits section of this book if
more detailed information is desired.
It is the intent of this section to provide an overall
simplified explanation of the mechanical, hydraulic
and electrical operation of the Hydra- matic 4L30-E
transmission. If the operating principie of a clutch,
band or valve is unclear, refer to the previous
sections of this book for individual components
descriptions.
Figure 39 41

PARK
Engine RunningPARK
Engine Running
POWER FROM OVERDRIVE OVERRUN SPRAG CLUTCH NO POWER
TORQUE ROLLER CLUTCH CLUTCH ASSEMBLY TRANSMITTED TO
CONVERTER (516) APPLIED (650) DIFFERENTIAL
(D HOLDING DRIVING ASSEMBLY
TORQUE
CONVERTER
(D
OIL
PUMP
(10)
OVERDRIVE
CARRIER
OVERDRIVE
INTERNAL
GEAR
INPUT
SUN GEAR
ASSEMBLY
(646)
RAVIGNEAUX
PLANETARY
CARRIER
ASSEMBLY
(653)
PARKING
LOCK
ACTUATOR
ASSEMBLY
(56)
PARKING
LOCK
PAWL
(54)
ENGAGED
1-2/3-4
SOL N.C.
2-3
SOL
N.O.
OVERDRIVE
ROLLER
CLUTCH
OVERRUN FOURTH THIRD REVERSE SEC0ND PRINCIPIE
SPRAG
ASSEMBLY
BAND
CLUTCH CLUTCH CLUTCH CLUTCH CLUTCH ASSEMBL
Y
0FF 0N APPLIED
The Hydra-matic 4L30-E automatic transmission requires a con-
stant supply of pressurized fluid to cool and lubrícate the com-
ponents throughout the unit. It also requires a holding forcé 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.
• The oil pump drive gear (201) is keyed to the torque converter hub.
• The torque converterassembly (1) is connectedto theenginethrough the
engine flywheel androtates at engine speed. There- fore, the oil pump
drive gear also rotates at engine speed.
• The fluidcirculatinginside the converter creates a fluid coupling which
drives the converter turbine.
• The turbineshaft (506), splined to both the converter turbine and the
overdrive carrier assembly (525), drives the carrier assembly.
Overrun Clutch Applied
• The overrunclutch 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
intemal gear (528) and overdrive sun gear.
• With the overrun clutch housing, sun gear andcarrier assemblyrotatingat
the same speed, the piniongears do not rotate ontheir pins. The pinion
gears act as wedges to drive the overdrive intemal gear at thesame speed
as the overdrive carrier andsun gear. Therefore,power flowthrough the
overdrive gear set is a 1:1 direct drive gear ratio.
Overdrive Roller Clutch Holding
• The overdrive roller clutch (516), located between the overdrive carrier
andoverrun clutchhousing, is holdingduringaccelera- tion. This assists
the overrun clutch plates in holding the overrun clutch housing and
overdrive carrier assembly together.
• The overdrive intemal gear drives theintermediateshaft and third clutch
drum (634) at converter turbine speed.
Sprag Clutch Holding
• The spragclutch(650), located between the 3rd clutch drum and input
sun gear assembly (646), engages and allows the 3rd clutch drum to
drive the input sun gear.
• The input sun gear drives the short pinion gears in the Rav- igneaux
planetary carrier(653) counterclockwise. The short pinion gears then
drive the long pinion gears clockwise.
• With the brake band (664) released, the long pinion gears drive the
reactionsun gear (658) andreaction sun drum (659) counterclockwise,
thereby terminating power flow.
Parking Pawl Engaged
• The manual selector shaft (61)andmanual valve(326)are in thePark (P)
position. Theparkinglock actuator assembly (56) engages the parking
lock pawl (54) with the teeth on the parking lock wheel (668).
• The parkinglockwheel is splinedtothe output shaft. The parking pawl
holds both components stationary and the vehicle cannot move.
Note:The vehicle should be completely stopped befare select-
ing Park range or intemal damage to the transmission could
occur.IfPark rangeisselectedwhile 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 approxi-
mately 5 km/h (3 mph).
42 Figure 40
42A

PARK
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.
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 fluidpressure and pressure regulator valve spring (207)
forcé.
• Excess line pressure at the pressure regulator valve is fedintothe suction
circuit. This fluid is routed back to the suction side of the oil pump.
• Regulatedline pressure flows through the forcé motor screen assembly
(415) and to the feed limit valve (412).
• Line pressure is routedinto the feed limit fluid circuit at the feed limit
valve. Feed limit fluid is routed to the variable forcé motor solenoid
(404).
• The forcé motor regulates feed limit fluid into throttle signal fluid
pressure in relation to throttle position and other TCM input signáis.
• In all gear ranges, throttle signal fluidfrom the forcé motor is directed to
the following:
- boost valve (205) to help regúlate line pressure at the pressure
regulator valve.
- throttle signal accumulator pistón (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.
Converter Clutch Circuit
• Line pressure enters the ‘converterin’ fluidcircuit through the pressure
regulator valveandis routedtothe converter clutchcontrol valve (210).
• Spring forcé 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 directedbetween the torque converter cover andpressure
píate to keep the torque converter clutch (TCC) released and fill the
converterwith fluid. This release fluidunseats the converter clutch apply
checkball (504) located in the turbine shaft.
Lubrication Circuits
• Fluid exits the converter through the apply fluid circuit, passes through
the converter clutch control valve and enters the cooler fluid circuit.
• Cooler fluidflows through the transmissionfluidcooler in the radiator
andinto themaincase lube fluid circuit. This fluid cools and lubricates
the components in the main case (36). Refer topage 90for 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 orífice.
Overrun Clutch Applies
• Line pressure fromthe pressure regulator valve also flows through the
overrun lockout valve (705)andinto theoverrunclutchfluidcircuit.The
overrun lockout valve is held in position by spring forcé.
• Overrun clutchfluidpressure is routedtothe overrun clutchpistón(513)
to apply the overrun clutch plates (520, 522).
• Line pressure is blockedat the manual valve (326).All otherfluidcircuits
at the manual valve are open to exhaust.
• The 1-2/3-4 shift solenoid is de-energized (OFF) and the 2-3 shift
solenoidis energized(ON). However,with the manual valve block- ing
line pressure, no fluid acts on the shift valves.
COMPLETE HYDRAULIC CIRCUIT
Page 68
42B
PARK
Engine Running
OVERRUN CLUTCH
ASSEMBLY
Figure 41 43

REVERSE REVERSE
POWER FROM
TORQUE
CONVERTER
(D
OVERDRIVE
ROLLER CLUTCH
(516)
HOLDING
OVERRUN
CLUTCH
APPLIED
REVERSE
CLUTCH
APPLIED
SPRAG CLUTCH
ASSEMBLY
(650)
DRIVING
RING GEAR
(630)
HELD
POWER TO
DIFFERENTIAL
ASSEMBLY
--XJ
n r
T 1HIT
OVERRUN
CLUTCH
APPLIED
OVERDRIVE
CARRIER
ASSEMBLY
(525)
OVERDRIVE
INTERNAL
GEAR
(528)
MAIN REVERSE RING GEAR
CASE CLUTCH (630)
(36) APPLIED HELD
TURBINE
SHAFT
(506)
OVERDRIVE
ROLLER CLUTCH
(516)
HOLDING
OVERDRIVE
SUN GEAR
(519)
TURBINE
SHAFT
(506)
2ND CLUTCH
DRUM ASSEMBLY
(618)
HELD
BRAKE BAND
(664)
RELEASED
INPUT
SUN GEAR
ASSEMBLY
(646)
RAVIGNEAUX
PLANETARY
CARRIER
ASSEMBLY
(653)
1-2/34
SOL
N.C.
2-3
SOL
N.0.
OVERDRIVE
ROLLER
CLUTCH
OVERRUN
CLUTCH
FOURTH
CLUTCH
THIRD
CLUTCH
REVERSE
CLUTCH
SECOND
CLUTCH
PRINCIPIE
SPRAG
ASSEMBLY
BAIU
ASSEMBL
Y
OFF ON LO APPLIED APPLIED LO
ID = LOCKEDIN DRIVE FW = FREEWHEELINGNE = NOT EFFECTIVE
In Reverse (R), torque from the engine is multiplied through the torque
converter(1)andtransmissiongear sets to thevehicle’s driveshaft and rear
axle. The planetary gear sets opérate in reduction and also reverse the
direction ofinput torque toachieve a reverse gear ratio of approximately
2.00:1.
• The manual selector shaft (61)andmanual valve(326)are in theReverse
(R) position.
• Engine torque is transmittedfromthe torque converter turbine tothe third
cluteh drum (634) in the samemaimer as Park (P) range: The overrun
clutch plates (520-522) are applied and there is a 1:1 direct drive gear
ratio through the overdrive planetary gear set.
• Also, as in Park range, theoverdrive roller clutch(516)remanís lockedin
drive. However, the overrun clutchplates functionas theprimaryholding
forcé for transferring engine torque.
• The overdrive intemal gear drives theintermedíateshaft and third clutch
drum (634) at converter turbine speed.
sun gear assembly (646), remanís engaged and allows the 3rd clutch
drum to drive the input sun gear.
planetary carrier(653) counterclockwise. Theshort pinion gears then
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 ringgear (630), splinedtothe longpinions, is also splinedto the 2nd
cluteh drum and is held stationary.
• The longpiniongears, rotatingclockwise, walk counterclockwise around
the stationary ringgear. This drives thecarrier assemblyandoutput shaft
in a reverse direction.
• The bandremains releasedandthe reaction sun gear (658) and reaction
sun drum (659) freewheel as in Park.
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 drivingthe 3rdclutchdrum (634). There- fore, the short pinion
gears - driven by vehicle speed - drive the input sun gear assembly(646)
faster than the3rdclutchdrum is rotating. This causes theinput sun gear
assembly to overrun thespragclutch (650),thereby allowingthe vehicle
to coast freely.
Note:Reverse Lockout isnot available on allapplications. For
these models,the reverse lockout andreverse shuttle valves are
not includedandthe TCC solenoidisfed by second clutch fluid.
44 Figure 42
44A

REVERSE
When the gear selector lever is moved to the Reverse (R) position,
the manual valve (326) also moves and line pressure enters theR321
fluid Circuit.
Reverse Clutch Applies
• R321 fluidflows through an orífice, back through the manual valve and
into the reverse fluid Circuit.
• Reverse fluidpressure seats the reverse shuttle valve (85) against the 2nd
clutch fluid Circuit and enters the solenoid feed fluid circuit.
• With the vehicle stationarythe TCM keeps theconverter clutch solenoid
de-energized(OFF). This prevenís solenoidfeedfluidfrom entering the
solenoidsignal fluidcircuit. However,if the vehicle is moving forward
above approximately 12 km/h (7 mph) when Reverse is selected, the
reverse clutch is preventedfrom applying (see Reverse Locked Out
below).
• Reverse fluidis orificedto the endof the reverse lockout valve (706). This
fluid pressure moves the valve against spring forcé and reverse fluid at
the middle of the valve enters the reverse clutch fluid circuit.
• Reverse clutch fluidpressure is directedtothe reverse clutchpistón (610)
to apply the reverse clutch plates (614- 616).
Pressure Regulation
• Reverse fluidis also directedto the boost valve (205) at the end of the
pressure regulator valve (208). Reverse fluidpressure 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 linepressure in Reverse depending on throttle position and
other TCM input signáis.
• The 1 -2/3-4 shift solenoid is de-energized (OFF) and the 2-3 shift
solenoidis energized(ON) - as in Parkrange.Also, linepressure remains
blocked by the manual valve, thereby preventing fluid pressure from
acting on the shift valves (see Note below).
Reverse Locked Out (inset in Figure 43)
A ‘Reverse Lock Out’ condition is available on some applications to
prevent the transmission from applying the reverse clutch, and
possibly damaging the transmission components, when the vehicle is
moving forward. If Reverse (R) is selected with vehicle speed above
approximately 12 km/h (7 mph), the TCM will energize (tum ON)
the converter clutch solenoid. Remember that the mode switch [located
on the selector shaft (61)] signáis the TCM that the transmission is in
Reverse (R). This opens the normally closed solenoid and the
foliowing events occur:
• 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 springforcé,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 andshifts the valvetothe apply position. Therefore, the
converterclutchis appliedwhen thetransmission is in a ‘Reverse Lock
Out’ condition.
• When vehicle speeddecreases sufficiently,the TCM will de-ener-gize the
TCC solenoid. This opens the solenoidandallows solenoidsignal fluidto
exhaust, the reverse clutch to apply and the TCC to release.
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.
Page 70
44B
REVERSE
TORQUE
CONVERTER
ASSEMBLY
Reverse Clutch Applied
0VERRUN CLUTCHREVERSECLUTCHASSEMBLY
ASSEMBLY
• • • • I M O O Q 9 ,
l o O O Q Q
o ó O O O o * *
lf< FORCE
MOTOR
SOLENOID
THROTTLE SIG]
ppiINE
l
[
L
FEED LIMITZ
THROTTLE
SIGZ
FEED LIMIT___
FORCE MOTOR
SCREEN
EX
N.C.
1OFF "
N=-
ISOL SIGNAL:
TCC
SOLENOID ■SOLENOIDFEEDC
2 /
%CAPILLARY
Y). RESTRICTION
O
cu
THROTTLE SIGNAL tx
ACCUMULAT0R
UNE (From Pump)C3:
=1=
CONVERTERINó 0 400
I
4 T H C L
■ i
►ITRT SIG
O
co
o
cc
• m • o o o o ¿
Reverse Locked Out
A
RE VEt
o
co
o
co
TCC
SOLENOID ] SOL FEED
Q>Q O O O O O
ElUJO>3
CONV INE73 m o
O
co
11
ILINEI
D 3 2!
I I I I I I
P RN D32 1 &j
Títhr
EX
ILINEI
Figure 43 45

NEUTRAL
Engine RunningNEUTRAL
Engine Running
POWER FROM
TORQUE
CONVERTER
OVERDRIVE
ROLLER CLUTCH
(516)
OVERRUN
CLUTCH
APPLIED
SPRAG CLUTCH
ASSEMBLY
(650)
NO POWER
TRANSMITTED TO
DIFFERENTIAL
TORQUE
CONVERTER
(D
OIL
PUMP
(10)
OVERDRIVE
CARRIER
INPUT
SUN GEAR
ASSEMBLY
(646)
RAVIGNEAUX
PLANETARY
CARRIER
ASSEMBLY
(653)
PARKING
LOCK
ACTUATOR
ASSEMBLY
(56)
PARKING
LOCK
PAWL
(54)
DISENGAGED
1-2/34
SOL
N.C.
2-3
SOL
N.0.
OVERDRIVE
ROLLER
CLUTCH
OVERRUN
CLUTCH
FOURTH
CLUTCH
THIRD
CLUTCH
REVERSE
CLUTCH
SECOND
CLUTCH
PRINCIPIE
SPRAG
ASSEMBLY
BAIU
ASSEMBL
Y
OFF ON APPLIED
ID = LOCKEDIN DRIVE FW = FREEWHEEUNGNE =NOT EFFECTIVE
Mechanical power flow in Neutral (N) is identical to Park (P) range.
• The ovemm cluteh plates (520-522) are applied, the overdrive roller
cluteh (516) is holdingandthere is a 1:1 direct drive gear ratio through
the overdrive planetary gear set.
• Engine torque is transmitted through the 3rd cluteh drum assembly
(634), spragclutehassembly (650), input sun gear assembly (646), the
short andlongRavigneaux pinion gears,the reactionsun gear (658) and
reaction sun drum (659).
• As in Park range, the reaction sun gear and reaction drum are free to
rotate with the brake band released, and power flow is termi- nated.
Parking Lock Pawl Disengaged
• The manual selector shaft (61)andmanual valve(326)are in the Neutral
(N) position - see Note below.
• The parkinglockactuator assembly(56) releases the parking lock pawl
(54).
• The parkinglockpawl spring(53)disengages theparking pawl from the
teeth on the parking lock wheel (668).
• The parkinglockwheel, Ravigneaux carrier assembly and output shaft
(653) are free to rotate, allowing the vehicle to roll freely.
Note: The manual linkage musí be adjusted properly so the
indicatorquadrants in the vehicle correspond with the range
selector lever(60)in the transmission. Ifnot adjusted properly,
an intemal leak between fluidpassagesat the manual valve may
cause a cluteh orband to slip or cause the transmission not to
hold in Park.
Refer to the appropriate ServiceManual forthe proper manual
linkage adjustment procedures.
46 Figure 44
46A

NEUTRAL
Engine Running
When the gear selector lever is moved to the Neutral (N) position,
the hydraulic and electrical systems opérate identical to Park (P)
range. However, the following changes occur if Neutral is selected
when the vehicle is operating in Reverse (R):
Reverse Clutch Releases
• The manual valve(326)blocks linepressure fromenteringtheR321fluid
Circuit.
• The R321andreverse fluid circuits are open to exhaust at the manual
valve.
• Reverse fluidexhausts fromthe reverse lockout valve (706) and spring
forcé moves the valve to the closed position.
• Reverse clutch fluid, which was fed by reverse fluid, exhausts through
the reverse lockout valve (706).
• With reverse clutch fluidexhaustedfromthe reverse clutchpistón (610),
the reverse clutch plates (614- 616) are released.
• Solenoid feed fluid, also fed by reverse fluid, exhausts from the TCC
solenoid, past thereverse shuttle valve (85), intothe reverse fluid circuit
and past the manual valve.
• Reverse fluidalso exhausts fromthe boost valve (205) and line pressure
retums to the normal operating range.
Note:If Neutral isselected when ‘Reverse Lock Out ’is in effect
(see page 44B),the TCM will de-energize (tum OFF) the TCC
solenoid.Thisallowssolenoid signal fluid to exhaust through
the solenoid, thereby releasing the converter clutch.
• Similar to Park (P) and Reverse (R):
- the 1-2/3-4 shift solenoid is de-energized (OFF).
- the 2-3 shift solenoid is energized (ON).
- line pressure remains blockedby the manual valve, therebypreventing
fluid from actingon theshift valves.
- the overrun clutch is applied.
46B
Page 72
NEUTRAL
Engine Running
OVERRUN CLUTCH
ASSEMBLY
REVERSECLUTCHASSEMBLY
1
LU L J > Y 2 ,— -r—
CO 1 f LLJ 5 CM
cc t PF. ;=¡ co
CONVERTER IN6 0-0 0 0,°
LINE (From Pump)^X
Figure 45 47

DRIVE RANGE - FIRST GEAR DRIVE RANGE - FIRST GEAR
POWER FROM
TORQUE
CONVERTER
(D
OVERDRIVE
ROLLER CLUTCH
(516)
HOLDING
OVERRUN
CLUTCH
APPLIED
SPRAG CLUTCH
ASSEMBLY
(650)
DRIVING
REACTION
SUN DRUM
(659)
HELD
POWER TO
DIFFERENTIAL
ASSEMBLY
INPUT
SUN GEAR
ASSEMBLY
(646)
RAVIGNEAUX
PLANETARY
CARRIER
ASSEMBLY
(653)
SERVO
ASSEMBLY
APPLIED
1-2/34
SOL
N.C.
2-3
SOL
N.0.
OVERDRIVE
ROLLER
CLUTCH
OVERRUN F0URTH THIRD REVERSE SECOND
PRINCIPIE
SPRAG
ASSEMBLY
BAND
Y
OFF ON LD APPLIED LD APPLIED
ID = LOCKEDIN DRIVE FW = FREEWHEELINGNE = NOT EFFECTIVE
In Drive Range (D) - First Gear, torque from the engine is
multiplied through the torque converter and transmission gear sets
to the vehicle’s drive shaft. The planetary gears opérate in reduction
to achieve a First gear starting ratio of approximately 2.40:1.
• The manual selector shaft (61)andmanual valve (326) are in the Drive
Range position (D).
• Engine torque is transmittedto the3rdclutchdrum assembly (634) from
the converter turbine in the same manner as Park, Reverse and Neutral:
The overrunclutch plates (520-522) are applied, the overdrive roller
clutch is holding and there is a 1:1 direct drive ratio through the
overdrive gear set.
sun gear assembly (646), engages and allows the 3rd clutch drum to
drive the input sun gear.
planetary carrier(653) counterclockwise. The short pinion gears then
Brake Band Applied
• The brake band(664)is appliedand holds the reaction sun drum (659)
stationary to the main transmission case (36).
• The reaction sun gear (658), whichis splinedto thereaction sun drum, is
also held stationary.
• The long pinions, rotating clockwise, walk clockwise around the
stationaryreactionsun gear. This drives theplanetary carrier and output
shaft assembly (653) clockwise in a First gear reduction of
• Also, the long pinions drive the ring gear (630) and 2nd clutch drum
(618) clockwise. However, the2ndandreverse clutches are released and
these components do not affect power flow.
Coast Conditions
• As in Reverse, when the throttle is released and engine RPM decreases,
power from vehicle speed drives the output shaft faster than engine
torque is drivingthe 3rdclutchdrum (634). There- fore, the short pinion
gears drive the input sun gear assembly (646)faster than the 3rd clutch
drum is rotating. This causes the input sun gear to overrun the sprag
clutch assembly (650) and allows the vehicle to coast freely.
As vehicle speed increases, less torque multiplication is needed for
máximum efficiency. Therefore, it is desirable to shift the
transmission to a lower gear ratio, or Second gear.
48 Figure 46
48A

DRIVE RANGE - FIRST GEAR
When the gear selectorleveris movedto theDrive Range (D) position, the
manual valve (326) also moves and line pressure enters the D32 fluid
Circuit. Also, the mode switchlocatedonthe selector shaft (61) signáis the
TCM that the transmission is in Drive Range.
Brake Band Applies
• D32 fluidpressure seats the D32 shuttle valve(85) against the empty1-2
fluid circuit. D32 fluid enters the D32/1-2 fluid Circuit.
• D32/1-2 fluidflows through thePulse WidthModulated(PWM) solenoid
screen (324). This D32/1-2 fluid enters the servo apply fluid circuit
through both an orífice and the PWM band apply solenoid (323).
• Servo apply fluidpressure is routedtothe applyside of the servo pistón
(97). This fluid pressure moves the pistón against the forcé from the
servo cushion (99)andservoretum (103) springs, thereby moving the
apply rod (102) and applying the brake band (664).
• The PWM band apply solenoid regulates servo apply fluid pressure
dependingon vehicleoperatingconditions as determined by the TCM.
This regulation Controls the rate at which servo apply fluid pressure
Ulereases and the band assembly applies.
Note: Refer to page 39 for a complete description of the PWM band
apply solenoid operation.
• D32/1 -2 fluidis also directedto the1 -2 accumulatorvalve (320). The 1-
2 accumulator valve regulates D32/1-2 fluid into the 1-2 accumulator
fluid circuit in relation to throttle signal fluid pressure and, on some
models, 1-2 accumulator control spring (319) forcé.
• 1 -2 accumulatorfluidfilis the 1 -2 accumulatorin preparation for a 1-2
upshift.
Shift Solenoids
• D32/1-2 fluid feeds both of the shift solenoid assemblies:
- The normally closed 1-2/3-4 shift solenoid (303) remains de-
energized(OFF) andblocks D32/1-2 fluid pressure from acting on
the endof the1-2/3-4shift valve (304). This allows spring forcé to
keep the valve in the First and Fourth gear position.
- The 2-3 shift solenoid (307), which is normally open, remains
energized(ON) by the TCM andblocks D32/1-2 fluid pressure from
actingon the endof the2-3shift valve (308).This allows springforcé
to keep the valve in the First and Second gear position.
• D32/1-2 fluidis blockedby both the1-2/3-4shift valve andthe 2-3 shift
valve in preparation for the 1-2 and 3-4 upshifts respectively.
• D32 fluidis also routedto andblockedby the2-3shift valve (308)in
preparation for a 2-3upshift.
48B
Page 74
0VERRUN CLUTCH
ASSEMBLY
CONVERTER INO 0 4> ♦ *.
LINE (From Pump)l=E
Figure 47 49

DRIVE RANGE - SECOND GEAR
POWER FROM
TORQUE
CONVERTER
(D
OVERDRIVE
ROLLER CLUTCH
(516)
HOLDING
OVERRUN
CLUTCH
APPLIED
2ND CLUTCH
APPLIED
SPRAG CLUTCH
ASSEMBLY
(650)
REACTION
SUN DRUM
(659)
POWER TO
DIFFERENTIAL
ASSEMBLY
INPUT
SUN GEAR
ASSEMBLY
(646)
RAVIGNEAUX
PLANETARY
CARRIER
ASSEMBLY
(653)
SERVO
ASSEMBLY
APPLIED
1-2/
3-4
SO
L
N.
C.
2-3
SO
L
N.
O.
OVER
DRIVE
ROLLE
R
CLUTC
H
OVER
RUN
CLUT
CH
FOURT
H
CLUTC
H
THIRD
CLUTC
H
REVE
RSE
CLUT
CH
SECON
D
CLUTC
H
PRINC
IPLE
SPRA
G
ASSE
MBLY
BAND
ASSE
MBLY
0N 0N LD APPLI
ED
APPLI
ED
FW APPLI
ED
As vehicle speed increases, input signáis from the Vehicle Speed
Sensor (VSS), Throttle Position Sensor (TPS) and other vehicle
sensors are continually changing and being monitored by the
Transmission Control Module (TCM). The TCM processes this
information to determine the precise moment to shift the trans-
mission. In Second gear, the planetary gear sets continué to opérate
in reduction at a gear ratio of approximately 1.48:1.
• Engine torque is transmittedto the3rdclutehdrum assembly (634) from
the converter turbine in the same manner as Drive Range - First Gear:
The overrunclutch plates (520-522) are applied, the overdrive roller
clutch is holding and there is a 1:1 direct drive ratio through the
overdrive gear set.
2nd Clutch Applied
• The 2ndclutchplates (625-627) are appliedandpower flowis transferred
from the 3rd clutch drum to the 2nd clutch drum (618).
• The ringgear (630), which is splinedtothe 2nd clutch drum, drives the
long pinions in the Ravigneaux carrier assembly (653) clockwise.
• The brake band (664) remains apphed as in First gear and holds the
reactionsun drum (659) stationary to the main transmission case (36).
• The reaction sun gear (658), whichis splinedto thereaction 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
Sprag Clutch Overruns
• The longpinions drive the short pinions counterclockwise. The short
pinions thendrive the input sun gear assembly (646) clockwise faster
than the 3rdclutch drum (634) is rotating. This causes the input sun gear
assembly to overrun the sprag clutch (650).
Coast Conditions
• In Secondgear, neither the overdrive roller clutch (516) ñor 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.
• Power from vehicle speedattempts to drive the transmission gear sets
through the output shaft faster than engine torque is driving as an input.
However, without an element tooverrun, power from the drive shaft is
transferredthrough the transmissiongear sets tothe engine. This causes
engine compression to slow the vehicle when the throttle is released.
As vehicle speedincreases, less torque multiplicationis neededto move the
vehicle efficiently. Therefore, it is desirable to shift the transmission to a
lower gear ratio, or Third gear.
50 Figure 48
50A

The Transmission Control Module(TCM) continually receives input
signáis from thetransmission speed sensor, throttle position sensor
(TPS) and other vehicle sensors. The TCM processes these inputs
to determine the precise moment to energize, or "turn ON”, the 1-
2/3-4 shift solenoid (303). The shift solenoid is ON when the TCM
pro vides a path to ground for that electrical Circuit.
2nd Clutch Applies
• The normally closed1-2/3-4 shift solenoidis energizedby theTCM. This
opens the solenoidandD32/1-2 fluidpressure is routedtothe end of the
1-2/3-4 shift valve (304).
• D32/1-2 fluidpressure moves the 1-2/3-4shift valveagainst spring forcé
andD32/1-2 fluidpressure at the springendof thevalve. This shifts the
valve into the Second and Third gear position.
• 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.
• 2ndclutch fluidpressure is orificedtothe 2ndclutch pistón(622)toapply
the 2nd clutch plates (626, 627).
1- 2 Shift Accumulation
• At the same time,2ndclutch fluid is directed to the 1 -2 accumulator
pistón (315). 2nd clutch fluid pressure moves the pistón against 1 -2
accumulator fluidpressure and1 -2accumulator spring(316) forcé.This
action absorbs some 2ndclutchfluidpressure andcushions the apply of
the 2nd clutch.
• 1-2 accumulator fluid is forced out of the 1-2 accumulator from the
movement of the 1-2 accumulator pistón. This fluid is routed to the
middle, and orificed to the end, of the 1-2 accumulator valve (320).
• Orificed1-2 accumulator fluidpressure moves the 1-2accumulator valve
and 1-2 accumulator control valve (318) against throttle signal fluid
pressure (andspringforcé onsome models).This action blocks D32/1-2
fluid andregulates the exhaust of excess 1 -2 accumulator fluid past the
valve.
Note:The arrowsin 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 willagainregúlate D32/1-2 fluid intothe 1-2
accumulatorfluid circuit (as shown in the other gear ranges).
• Remember that the variable forcé motor increases throttle signal fluid
pressure as throttle position mcreases. With higher throttle signal fluid
pressure, less 1-2 accumulatorfluidis allowedto exhaust. This mcreases
1-2 accumulator fluid pressure which creates less cushion for the 2nd
clutch application.
Converter Clutch Circuit
• 2nd clutch fluid is also orificed to the reverse shuttle valve (85). 2nd
clutch fluidpressure seats the reverse shuttle valve against the empty
reverse fluid circuit and enters the solenoid feed fluid circuit.
• Solenoidfeedfluidis routedto the converterclutchsolenoid(416).Under
normal operatingconditions the normallyclosedTCC solenoidis OFF in
Second gear. This blocks solenoid feed fluid and prevenís converter
clutch apply in Second gear.
Note:on modelswithoutReverse Lockout,secondclutch fluid is
fed directly to the TCC solenoid.
Page 76
OVERRUN CLUTCH
ASSEMBLY
SECOND CLUTCH
ASSEMBLY
REVERSE
SHUTTLE
VALVE
á
I
LINE (FromPnmpil S7-
MANUAL VALVE
........... IIVIIVEX11
■llHili' ""
RN D32 1 U
~ CO LLI
ÜLINEI
i
Cl .
= «
JT
50B
Figure 49 51

DRIVE RANGE - THIRD GEAR
POWER FROM
TORQUE
CONVERTER
(D
OVERDRIVE
ROLLER CLUTCH
(516)
HOLDING
OVERRUN
CLUTCH
APPLIED
2ND CLUTCH
APPLIED
3RD
CLUTCH
APPLIED
SPRAG CLUTCH
ASSEMBLY
(650)
POWER TO
DIFFERENTIAL
ASSEMBLY
OVERRUN
CLUTCH
APPLIED
OVERDRIVE
CARRIER
ASSEMBLY
OVERDRIVE
INTERNAL
GEAR
(528)
RING
GEAR
(630)
TURBINE
SHAFT
(506)
OVERDRIVE
ROLLER CLUTCH
(516)
HOLDING
OVERDRIVE
SUN GEAR
(519)
TURBINE
SHAFT
(506)
2ND CLUTCH
APPLIED
BRAKE BAND
(664)
RELEASED
SPRAG CLUTCH
ASSEMBLY
(650)
HOLDING
INPUT
SUN GEAR
ASSEMBLY
(646)
REACTION
SUN GEAR
(658)
RAVIGNEAUX
PLANETARY
CARRIER
ASSEMBLY
(653)
SERVO
ASSEMBLY
RELEASED
1-2/
3-4
SO
L
N.
C.
2-3
SO
L
N.
O.
OVER
DRIVE
ROLLE
R
CLUT
CH
OVER
RUN
CLUT
CH
FOURT
H
CLUTC
H
THIRD
CLUTC
H
REVE
RSE
CLUT
CH
SECON
D
CLUTC
H
PRINC
IPLE
SPRA
G
ASSE
MBLY
BAND
ASSE
MBLY
0N 0FF LD APPLI
ED
APPLI
ED
APPLI
ED
NE
LD = L0CKED IN DRIVE FW = FREEWHEELING NE = NOT EFFECTIVE
As vehicle speed increases further, the TCM processes the input
signáis from the VSS, TPS and other vehicle sensors to determine
the precise moment to shift the transmission into Third gear. In
Third gear, both planetary gear sets rotate at the same speed,
thereby providing a 1:1 direct drive gear ratio between the converter
turbine and output shaft.
• Engine torque is transmittedto the3rdclutchdrum assembly (634) from
the converter turbine in the same manner as First andSecondGears: The
overrun clutchplates (520-522) are applied, the overdrive roller clutch
(516) is holdingandtítere is a 1:1 direct drive ratiothrough the overdrive
gear set.
3rd Clutch Applied
• The 3rdclutchplates (641-643) are applied and transfer engine torque
from the 3rd clutch drum to the input sun gear assembly (646).
Sprag Clutch Holding
• The spragclutch(650) is lockedin drive as in Park, Reverse,Neutral and
First gear. However, the 3rd clutch plates function as the primary
holding forcé to transfer engine torque to the input sun gear.
• The 2nd clutch plates (625-627) remain applied as in Second gear.
Engine torque is also transferred from the 3rd clutch drum to the 2nd
clutch drum (618) and ring gear (630).
• With boththe input sun gear andringgear rotating at converter turbine
speed, the short andlongpinions are lockedtogether anddo not rotate on
their pins. The piniongears act as wedges androtateat converter turbine
speedwith the input sun gear andringgear. This drives the Ravigneaux
carrier and output shaft assembly (653) at converter turbine speed.
Brake Band Released
• The brake band(664)is releasedandthelongpinions drive the reaction
sun gear (658) andreaction sun drum (659). However,these components
do not affect power flow in Third gear.
• Therefore, a 1:1direct drive gear ratiois obtainedbetween theconverter
turbine and output shaft.
• The torque converterclutch(TCC) may be appliedin Third gear. When
the TCC is applied, converter turbine speed equals engine speed (see
torque converter, page 12).
Coast Conditions
• With the 3rdclutch plates applied, the 3rdclutchdrum andinput sun gear
assembly are lockedtogether. As a result, the input sun gear assembly
cannot overrunthe spragclutch (650)duringcoast conditions (throttle
released) as in Drive Range - First Gear. Similar to Secondgear, without
an element tooverrunduringdeceleration,enginecompressionprovides
braking to slow the vehicle when the throttle is released.
As vehicle speedincreases, less torque multiplicationis requiredto opérate
the vehicle efficiently. Therefore, it is desirable to shift the transmission to
an overdrive gear ratio, or Fourth gear.
52 Figure 50
52A

The TCMcontinúes tomonitorthe transmission speedsensor,TPSandother
vehicle sensors todetermine the precise moment to de-energize, or "tum
OFF”, the 2-3 shift solenoid(307). The shift solenoidis OFF when the TCM
eliminates the path to ground for that electrical circuit.
3rd Clutch Applies
• The normally open2-3shift solenoid is de-energized by the TCM. This
opens the solenoidandD32/1-2 fluidis routedtothe endof the2-3 shift
valve (308).
• D32/1-2 fluidpressure moves the 2-3 shift valve against spring forcé and
D32 fluidpressure actingon the springendof the valve. This shifts the
valve into the Third and Fourth gear position.
• OrificedD32 fluidis routedthrough the 2-3 shift valve andintothe servo
release fluid circuit.
• The 1-2/3-4 shift solenoid(303) remains energized(ON),thereby keeping
the 1-2/3-4 shift valve (304) in the Second and Third gear position.
• Servo release fluid fiows through the 1-2/3-4 shift valve, into the 3rd
clutch feed fluid circuit and to the 3rd clutch check valve (85).
• Servo release fluidis also directedpast the 3rd clutch quick dump valve
(85). This servorelease fluidis routedto boththe 3rdclutch check valve
and the servo pistón (81).
• Both 3rd clutch feed and servo release fluids feed the 3rd clutch fluid
circuit through the 3rd clutch check valve and orífice.
• 3rdclutch fluidpressure is routedto the3rdclutchpistón (638) to apply
the 3rd clutch plates (642, 643).
2- 3 Shift Accumulation and Brake Band Releases
• At the same time, servo release fluid pressure moves the servo pistón
against servo applyfluidpressure andthe forcé from the servo cushion
andservo retum 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 servopistónmoves, some servo apply fluid is forced out of the
servo assembly. This excess servo apply fluid is directed to the Pulse
Width Modulated(PWM) solenoidandtheorífice be- tweenthe D32/1-2
and servo apply fluid circuits. The exhaust of this servo apply fluid
depends on vehicle speed.
- Above 20 km/h(13mph)the TCM de-energizes andopens the PWM
solenoid(0% duty cycle). Excess servo apply fluid can then exhaust
through the solenoidandinto 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 TCMenergizes the solenoid to a 100%
duty cycle. This closes the solenoid and forces exhausting servo
apply fluid through orífice #17/19e. Orificing the exhausting fluid
provides a slower band release and slower 3rd clutch apply which is
needed at low speeds.
Note:Figure 51 showsthe htydraulic system during the upshift
with the band apply solenoid at 0% duty cycle.
• D32/1-2 fluidis routedthrough the middle of the2-3shift valve and into
the 4th clutch feed 1 fluid circuit.
• 4th clutchfeed1 fluidis blockedby the 1-2/3-4 shift valve in preparation
for an upshift to Fourth gear.
Converter Clutch Released
• Figure 51 shows the TCC released: converter clutch solenoid OFF and
solenoid feed fluid blocked by the solenoid.
• Under normal operating conditions the TCC may be either released or
applied in Drive Range - Third Gear.
52B
Page 78
0VERRUN CLUTCH
ASSEMBLY
SECOND CLUTCH
ASSEMBLY
THIRD CLUTCH
ASSEMBLY
I 0VERRUN CL
%CAPILLARY
w
RESTRICTI0N
THR0TTLE SIGNAL EX
ACCUMULATOR
UNE (From PumpíCS
REVERSE
SHUTTLE
VALVE
i
i
MANUAL VALVE
í'l r1
'
PT
]UNEH=E
Figure 51 53

DRIVE RANGE - THIRD GEAR DRIVE RANGE - THIRD GEAR
(Torque Converter Clutch Released)
Under normal operating conditions of the vehicle in First and
Second gears the transmissions electrical and hydraulic systems
keep the torque converter clutch (TCC) in a released State. In Third
and Fourth gears, theTCC may or may not be applied depending on
the various inputs to the TCM - inputs both internal and extemal to
the transmission. These inputs inelude:
• Throttle Position Sensor (TPS)
• Coolant Temperatura Sensor (CTS)
• Transmission Speed Sensor*
• Transmission Fluid Temperatura Sensor*
• Engine Speed Sensor
• Winter Mode Switch
• Economy/Performance Mode Switch
• Kickdown Switch
• Mode Switch
• Engine Load (A/C)
• Brake Switch
• Self Diagnostics
• Inlernal to the Transmission
When conditions are appropriate for the converter clutch to be
released, as determined by the TCM, the converter clutch solenoid
(416) is de-energized (OFF). With the TCC solenoid OFF, the
hydraulic Controls function as foliows:
• The normally closed converter clutch solenoid blocks solenoid
feed fluid from entering the solenoid signal fluid circuit. The
solenoid signal fluid circuit is open to an exhaust through the
solenoid.
• Without solenoid signal fluid pressure, spring forcé holds the
converter clutch control valve (210) in the release position.
• Line pressure is routed into the ‘converter in’ fluid circuit at the
pressure regulator valve (208).
• ‘Converter in’ fluid flows through the converter clutch control
valve and into the release fluid circuit.
• Release fluid is routed through the center of the turbine shaft,
unseats the turbine shaft checkball (504) and flows between the
converter cover and pressure píate. This fluid pressure keeps the
pressure píate released from the converter cover and filis the
converter with fluid.
• Fluid exits the converter between the converter hub and stator
shaft in the apply fluid circuit.
• Apply fluid is routed through the converter clutch control valve
and into the cooler fluid circuit. The cooler fluid circuit is also
fed by ‘converter in’ fluid through an orífice.
• Cooler fluid flows through the transmission fluid cooler in the
radiator and into the main case lube circuit.
• Main case lube fluid is routed to the rear of the main
transmission case (36) to cool and lubrícate the components in
the main case. Also, ‘converter in’ fluid continúes to feed the
overdrive lube fluid circuit through an orífice to cool and
lubrícate the components in the auxiliary case. Refer to page 90
for a complete drawing of the transmission lubrication circuit.
Page 78
54 Figure 52
54A

(Torque Converter Clutch Applied)
The Transmission Control Module (TCM) monitors andreceives
input signáis from the various electrical devices, both internal and
extemal to the transmission, to determine when to apply the torque
converter clutch (TCC). These inputs to the TCM in- clude the
foliowing:
• ThrottlePosition Sensor(TPS)
• Coolant TemperatureSensor(CTS)
• Transmission Speed Sensor*
• Transmission Fluid TemperatureSensor*
• EngineSpeed Sensor
• WinterModeSwitch
• Economy/PerformanceModeSwitch
• Kickdown Switch
• ModeSwitch
• EngineLoad (A/C)
• BrakeSwitch
• SelfDiagnostics
• Interml to the Transmission
When the proper vehicle/engine operating conditions are met, the
TCM energizes (turns ON) the converter clutch solenoid (416).
With the converter clutch solenoid ON, the hydraulic system
functions as follows to apply the converter clutch:
• The normally closed converter clutch solenoid opens and
solenoid feed fluid enters the solenoid signal fluid circuit.
• Solenoid signal fluid pressure moves the converter clutch control
valve (210) against spring forcé and into the apply position.
• 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.
• Apply fluid flows between the converter hub and stator shaft and
filis the converter with fluid. Apply fluid pressure in the
converter forces the converter clutch pressure píate against the
converter cover.
• As the converter clutch applies, fluid from the release side of the
pressure píate is forced back through the turbine shaft (506).
• Exhausting release fluid seats the turbine shaft checkball, is
forced through an orifice around the checkball and flows through
the center of the turbine shaft. This fluid is routed through the
converter clutch control valve where it exhausts.
Note: The orífice 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 fluidfilis the converter. The combination of these
two orífices control the rate of apply (apply feel) of the converter
clutch.
• ‘Converter in’ fluid feeds the cooler fluid circuit through an
orifice. Cooler fluid is routed through the transmission fluid
cooler in the radiator and into the main case lube circuit.
• Main case lube fluid is sent to the rear of the main transmission
case (36) to cool and lubrícate the components in the main case.
Also, ‘converter in’ fluid continúes to feed the overdrive lube
fluid circuit through an orifice to cool and lubrícate the
components in the auxiliary case (20). Refer to page 90 for a
complete drawing of the transmission lubrication circuit.
54B
Page 78
Torque ConverterClutchApplied
PWM
BAND
CONTROL
SOLENOID
EXTERNAL TO
TRANSMISSION
INPUTS INTERNAL TO
TRANSMISSION
Figure 53 55

DRIVE RANGE - FOURTH GEAR
POWER FROM
TORQUE
CONVERTER
(D
OVERDRIVE
ROLLER CLUTCH
(516)
OVERRUNNING
4TH
CLUTCH
APPLIED
2ND CLUTCH
APPLIED
3RD
CLUTCH
APPLIED
SPRAG CLUTCH
ASSEMBLY
(650)
POWER TO
DIFFERENTIAL
ASSEMBLY
OVERRUN CLUTCH
HOUSING (510)
HELD
ADAPTER
CASE
(20)
4TH
CLUTCH
APPLIED
OVERDRIVE
CARRIER
ASSEMBLY
OVERDRIVE
INTERNAL
GEAR
(528)
OVERDRIVE
ROLLER CLUTCH
(516)
OVERRUNNING
SPRAG CLUTCH
ASSEMBLY
(650)
HOLDING
OVERDRIVE
SUN GEAR
(519)
HELD
TURBINE
SHAFT
(506)
2ND CLUTCH
APPLIED
BRAKE BAND
(664)
RELEASED
INPUT
SUN GEAR
ASSEMBLY
(646)
REACTION
SUN GEAR
(658)
RAVIGNEAUX
PLANETARY
CARRIER
ASSEMBLY
(653)
SERVO
ASSEMBLY
RELEASED
1-
2/3-4
SOL
N.C.
2-3
SO
L
N.
O.
OVER
DRIVE
ROLL
ER
CLUT
CH
OVER
RUN
FOURT
H
THIRD REVE
RSE
SECON
D
PRINC
IPLE
SPR
AG
ASSE
MBLY
BAND
CLUTC
H
CLUTC
H
CLUTC
H
CLUT
CH
CLUTC
H
ASSE
MBLY
0FF 0FF FW APPLIE
D
APPLI
ED
APPLI
ED
NE
LD = L0CKED IN DRIVE FW = FREEWHEELING NE = N0T EFFECTIVE
To maximize engine performance and fuel economy, a Fourth
gear (Overdrive) is used to achieve an approximate gear ratio of
.73:1 through the transmission gear sets. This allows the vehicle
to maintain a given road speed with less engine output speed.
• As in Thirdgear, converter turbine speed equals engine speed when the
TCC is applied (see torque converter, page 12).
Overrun Clutch Released
• The overrunclutchplates (520-522)are released, thereby discon- necting
the overrun clutch housing (510) from the overdrive carrier (525).
4th Clutch Applied
• The 4thclutch plates (502, 503)are applied andhold 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 housingheld, the overdrive carrier overruns the
overdrive roller clutch (516).
• The overdrive carrier pinion gears are in mesh with both the overdrive
sun gear and overdrive intemal gear (528).
• As the overdrive carrier rotates clockwise, the pinion gears rotate
clockwise on their pins as they walk around the stationary sun gear.
• The pinion gears drivethe overdrive intemal gear, thereby pro-viding an
approximategear ratio of.73:1through the overdrive planetary gear set.
• Power flowfrom the overdrive intemal gear tothe Ravigneauxcarrier and
output shaft assembly (653) is thesame as in DriveRange - Third Gear.
The 2ndclutch plates (625-627) and 3rd clutch plates (641-643) are
appliedandall components are driven at the same speed. This creates a
1:1 direct drive ratiobetween theoverdrive intemal gear and the output
shaft.
• With a .73:1gear ratiothrough the overdrivegear set anda 1:1 gear ratio
through the Ravigneaux gear set, the overall transmission gear ratio is
approximately .73:1.
Coast Conditíons
• As in Second and Third gears, without an element to overrun during
deceleration, engine compression provides braking to slow the vehicle
when the throttleis released. However, due to the overdrive gear ratio in
Fourth gear, engine compression braking is not as noticeable by the
driver as in other gears.
56 Figure 54
56A

Drive Range - Fourth Gear is an overdrive gear ratio used to maximize
engine efficiency andfuel economyunder most normal driving conditions.
To shift the transmission intoFourthgear, the TCMdetermines the precise
moment tode-energize(tumOFF) the 1-2/3-4 shift solenoid(303). The shift
solenoid is OFF when the TCM eliminates the path to ground for that
electrical Circuit.
Overrun Clutch Releases and 4th Clutch Applies
• The normally closed1 -2/3-4shift solenoidis de-energized by the TCM
andblocks D32/1-2fluidpressure from actingon theendof the 1-2/3-4
shift valve (304).D32/1-2fluidat theendof the valveexhausts through
the solenoid.
• Springforcé moves the1-2/3-4shift valve intothe First and Fourth Gear
position. This allows 4th clutchfeed1 fluidto enterthe 4thclutchfeed2
fluid Circuit.
• 4th clutchfeed2 fluidis directedto the endof the overrun lockout valve
(705). This fluidpressure moves the valveagainst spring forcé, thereby
causing the following:
- The overrun lockout valve blocks line pressure from entering the
overrun clutch fluid Circuit. Overrun clutch fluid exhausts from the
overrun clutch pistón (513) and through an exhaust port at the
overrun lockout valve, thereby releasing the overrun clutch plates
(520, 521).
- Orificed4th clutch feed2 fluidat the middle of the overrun lockout
valve enters the 4th clutch fluid circuit. 4th clutch fluid pressure is
routedto the 4thclutchpistón (532) to apply the 4th clutch plates
(502, 503).
3- 4 Shift Accumulation
• At the same time, 4th clutch fluid is directed to the 3-4 accumulator
pistón (18). 4th clutch fluid pressure moves the pistón against
3-4 accumulator fluidpressure and3-4 accumulatorspring (408) forcé.
This action absorbs some 4thclutchfluidpressure 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 pistón. This fluid is routed to the
middle, and orificed to the end, of the 3-4 accumulator valve (407).
• Orificed3-4 accumulator fluidpressure moves the 3-4accumulatorvalve
and 3-4 accumulator control valve (409) against throttle signal fluid
pressure and, on some models, spring forcé. This action blocks line
pressure andregulates the exhaust ofexcess 3-4 accumulator fluid past
the valve.
Note: When the shift is completed the 3-4 accumulator valve will again
regúlate line pressure into the 3-4 accumulator fluid circuit. Refer to
page 32A for a complete description of the accumulator system
function.
• D32/1 -2 fluidis blockedby the 1 -2/3-4shift valve fromenteringthe2nd
clutch fluidcircuit. However, the servo release fluid circuit is open to
feed the 2nd clutch fluid circuit and keep the 2nd clutch applied.
• 3rdclutch feedfluidexhausts past the 1 -2/3-4 shift valve, through the 1 -
2 regulator fluid circuit and out an exhaust port at the low pressure
control valve (312).
• With 3rdclutch feed fluid exhausted, servo release fluid pressure seats
the 3rdclutch checkvalve (85)against the empty 3rd clutch feed fluid
circuit. In Fourth gear,onlyservo release fluidfeeds the 3rd clutch fluid
circuit to keep the 3rd clutch applied.
Torque Converter Clutch
• If the converter clutch is appliedin Thirdgear, the TCM will de- energize
the converter clutch solenoidto release the TCC duringupshift to Fourth
gear. Once in Fourthgear, the TCM will re- apply theTCC 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.
Page 80
56B
OVERRUN CLUTCH
ASSEMBLY
Torque Converter Clutch Applied
FOURTH CLUTCH ASSEMBLY SEC0ND CLUTCH
ASSEMBLY
THIRD CLUTCH
ASSEMBLY
LINE (From Pump)E
Figure 55 57

THROTTLESIGNALI
DRIVE RANGE - 4-3 DOWNSHIFT
Torque ConverterClutchReleased
OVERRUN CLUTCH
ASSEMBLY
FOURTH CLUTCH ASSEMBLY SECOND CLUTCH
ASSEMBLY
THIRD CLUTCH
ASSEMBLY
bISCOlWERTER INEo
LINE (From Pump)[
58 Figure 56
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.
If the converter clutch is applied in Fourth gear the TCM will
release the TCC during the downshift to Third gear. Under normal
operating conditions in Third gear the TCM will re- apply the
converter clutch. The converter clutch also releases under mínimum
and heavy throttle conditions as measured by the throttle position
sensor (TPS). Figure 56 shows the TCC solenoid de-energized
(OFF) and the converter clutch releasing (conditions during the
downshift).
A 4-3 downshift occurs when the TCM receives the appropriate
signáis to energize the 1-2/3-4 shift solenoid (303). During a 4-3
downshift the following changes occur to the hydraulic system:
4th Clutch Releases and Overrun Clutch Applies
• The TCM energizes the normally closed 1-2/3-4 shift solenoid and
D32/1-2 fluidpressure flows to the endof the 1-2/3-4shift valve (304).
• D32/1 -2 fluidpressure shifts the 1 -2/3-4 shift valve against springforcé
and into the Third gear position.
• 4th clutchfeed1 fluidis blockedby the 1-2/3-4 shift valve and4thclutch
feed 2 fluid is open to an exhaust port at the valve.
• With 4th clutchfeed 2 fluid exhausted, spring forcé shifts the overrun
lockout valve (705) out of the Fourth gear position.
• 4th clutchfluidis open toan orificed exhaust past the overrun lockout
valve. This orífice helps control the release rate of the 4th clutch.
• 4th clutchfluidexhausts fromboth the4th clutch pistón (532) and 3-4
accumulator pistón (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 filis the 3-4 accumulator as 4th
clutch fluid exhausts.
• Orificedline pressure flows through theoverrun lockout valve and into
the overrun clutch fluid Circuit. This fluid pressure is directed to the
overrun clutchpistón (513)toapply the overrunclutchplates (520,521).
• With the 1-2/3-4shift valve in the SecondandThirdgear position, servo
release fluidfeeds the 3rdclutch feed fluid circuit while the 2nd clutch
fluid circuit is fed by D32/1-2 fluid.
Note:Rememberthat the variable forcé motor (404) Controls
throttlesignal fluidpressure in relationto throttle position and
other TCM input signáis. Throttle signal fluid pressure helps
control line pressure by actingon the boostvalve (205),thereby
increasing line pressure with increased throttle position. Also,
throttle signal fluid pressure is used to help regúlate
accumulatorfluid pressureand the amount of cushion provided
during clutch or band application.
Page 82
58A

A forced 3-2 downshift is achieved by increasing throttle valve angle
(percentage ofaccelerator pedal travel - throttle position) while the vehicle
is operatingwith thetransmissionin Thirdgear. As with a 4-3 downshift, a
3-2 downshift canalso occur when the vehicle is decelerating during coast
conditions or when engine load increases.
If the converter clutch is applied in Third gear it will release during the
downshift to Second gear. Under normal operating conditions in Second
gear the TCM will not re-apply theconverterclutch. The converter clutch
also releases under minimum andheavythrottleconditions as measured by
the throttle position sensor (TPS). Figure 57 shows the TCC solenoid de-
energized(OFF) andthe converter clutch releasing(conditions during the
downshift assuming the TCC was applied in Third gear).
A 3-2 downshift occurs when the TCM receives the appropriate signáis to
energize the 2-3 shift solenoid(307). Duringa 3-2 downshift the following
changes occur to the hydraulic system:
3rd Clutch Releases
• The nonnally open2-3shift solenoidis energizedby theTCMandblocks
D32/1-2 fluid pressure from acting on the end of the 2-3 shift valve
(308). D32/1-2fromthe endof thevalveexhausts through the solenoid.
• Spring forcé moves the 2-3 shift valve to the First and Second gear
position.
• D32 fluidis blockedby the 2-3shift valve andservo release fluidis open
to an exhaust port at the valve.
• 3rd clutch fluid exhausts from the 3rd clutch pistón (638), thereby
releasingthe 3rd clutch piafes (642,643). This fluid flows through an
orífice, past the 3rdclutch checkvalve, intothe servorelease fluidcircuit
and past the 2-3 shift valve.
• 3rdclutch feedfluidexhausts past the 1-2/3-4 shift valve, through the
servo release fluid circuit and past the 2-3 shift valve.
Brake Band Applies
• Servo release fluid also exhausts from the servo pistón (81).
• Servo apply fluidpressure moves the pistón against the servo cushion
spring(99) andservoretum spring (103) forcé. This moves the servo
pistón apply rod (102) to apply the band.
• The PWM solenoid(323), controlled by the TCM, varíes servo apply
fluid pressure andthe apply rate of thebanddependingonthe operating
conditions of the vehicle.
• Exhaustingservo release fluidseats the 3rd clutch quick dump valve, is
forced through an orífice and exhausts past the 2-3 shift valve. This
orífice adds additional control to the band apply rate and 3rd clutch
release rate.
• The 2-3shift valve blocks D32/1-2 fluidfromfeedingthe4th clutch feed
1 fluid circuit. 4thclutch feed 1 fluid is open to an exhaust port at the
valve.
58B
Page 84
OVERRUN CLUTCH
ASSEMBLY
SECOND CLUTCH
ASSEMBLY
THIRD CLUTCH
ASSEMBLY
TCC
SOLENOID
Figure 57 59

MANUAL THIRD - THIRD GEAR
POWER FROM
TORQUE
CONVERTER
(D
OVERDRIVE
ROLLER CLUTCH
(516)
HOLDING
OVERRUN
CLUTCH
APPLIED
2ND CLUTCH
APPLIED
3RD
CLUTCH
APPLIED
SPRAG CLUTCH
ASSEMBLY
(650)
POWER TO
DIFFERENTIAL
ASSEMBLY
REACTION
SUN GEAR
(658)
INPUT
SUN GEAR
ASSEMBLY
(646)
RAVIGNEAUX
PLANETARY
CARRIER
ASSEMBLY
(653)
SERVO
ASSEMBLY
RELEASED
1-
2/3
-4
SO
L
N.
C.
2-3
SOL
N.O.
OVER
DRIVE
ROLLE
R
CLUT
CH
OVER
RUN
FOURT
H
THIRD REVE
RSE
SECON
D
PRINC
IPLE
SPR
AG
ASSE
MBLY
BAND
CLUT
CH
CLUTC
H
CLUTC
H
CLUT
CH
CLUTC
H
ASSE
MBLY
ONOFF LD APPLI
ED
APPLI
ED
APPLI
ED
NE
Manual Third (3) gear range is available to the driver when vehicle
operatingconditions make it desirable touse only three gear ratios. These
conditions inelude citydriving[where speeds are generally below 72 km/h
(45 mph)], towing a tráiler or driving on hilly terrain.
Transmission operationin Manual Third(3)is identical toDrive Range (D)
except the transmissionis preventedfromupshiftinginto Fourth gear when
in Manual Third. Ifthe transmission is operating in Drive Range - Fourth
Gear when Manual Thirdis selected, thetransmissionwill immediatelyshift
into Third gear.
Note:Rememberthat the powerflow shown in Figure 58 is for
acceleration.Duringdeceleration the sprag clutch and roller
clutch are not holding or overrunning, they are ineffective.
Figure 58 shows the mechanical power flowin Manual Third - Third Gear,
which is identical tothat for Drive Range - ThirdGear. Also, the power flow
in Manual Third- First andSecondGears is identical to the power flow in
Drive Range - First and Second gears.
Coast Conditions
Coast Conditions in Manual Third are also the same as in Drive Range.
Engine compressionslows the vehicle in Secondand Third gears when the
throttle is released. InFirst gear the input sun gear assembly overruns the
spragclutch when thethrottle is released, thereby allowing the vehicle to
coast freely.
When drivingconditions are such that onlytwo gear ratios are desired, or if
increased engine compression braking is needed, the Manual Second (2)
gear selector position should be selected.
60 Figure 58
60A

(from Drive Range - Fourth Gear)
Transmission operation in Manual Third (3) is identical to Drive Range
except that the TCM does not allowthe transmission to upshift to Fourth
gear, regardless of vehicle operatingconditions. Also,a Manual downshift
from FourthtoThirdgears is similar toa forceddownshift as explained on
page 58A. How- ever, the TCM initiates a Manual downshift as a result of
the input signal fromthe mode switch.When Manual Thirdis selected, the
TCM immediatelyinitiates a downshift toThird gear regardless of vehicle
operating conditions. Figure 59 and the following text describe the
downshift fromDrive Range - FourthGear to Manual Third - Third Gear.
• The gear selector lever is moved to the Manual Third position. The
selector levermoves theselectorshaft (61)andmanual valve (326) to the
Manual Third position.
• Line pressure is open tothe R321fluid circuit at themanual valve. This
fluid is orificedback to the manual valve where it is blocked and does
not affect transmission operation.
• The mode switch, attachedto the selector shaft, signáis the TCM that
transmission is operating in Manual Third.
4th Clutch Releases and Overrun Clutch Applies
• As a result of mode switch input, the TCM energizes the 1-2/3-4 shift
solenoid.
• D32/1-2 fluidpressure flows through the open solenoid and acts on the
endof the 1-2/3-4 shift valve (304). D32/1-2fluid pressure shifts the 1-
2/3-4 shift valve against springforcé and into the Third gear position.
• 4th clutchfeed1 fluidis blockedby the 1-2/3-4 shift valve and4thclutch
feed 2 fluid is open to an exhaust port at the valve.
• With 4th clutchfeed2 fluid exhausted, spring forcé shifts the overrun
lockout valve out of the Fourth gear position.
• 4th clutch fluid is open to an orificed exhaust past the overrun
lockout valve.This orífice helps control therelease rateof the 4thclutch.
• 4th clutchfluidexhausts fromboth the4th clutch pistón (532) and 3-4
accumulator pistón (18) to release the 4th clutch plates (502, 503).
• The 3-4 accumulator valve (407) regulates line pressure into the 3-4
accumulator fluidcircuit tofill the3-4accumulator when4th clutch fluid
exhausts.
• Orificedline pressure flows through theoverrunlockout valve and into
the overrun clutch fluid circuit. This fluid pressure is directed to the
overrun clutchpistón (513)toapply the overrunclutchplates (520, 521).
• With the 1-2/3-4shift valve in the ThirdandSecondgear position, servo
release fluidfeeds the 3rdclutch feed fluid circuit while the 2nd clutch
fluid circuit is fed by D32/1-2 fluid.
Torque Converter Clutch
• When Manual Thirdis selected, theTCMde-energizes theTCC solenoid
to release theconverterclutchduringthe downshift fromFourthtoThird
gear. Under normal operating conditions the converter clutch will re-
apply in Manual Third - Third Gear.
• Figure 59 shows the TCC beingreleased: theconverterclutch solenoidis
de-energized (OFF), solenoid signal fluid is exhausting, the TCC
control valve is in the release position and release fluid is exhausting.
SIMILAR TO DRIVE RANGE - THIRD GEAR
Torque Converter Clutch Applied
Page 78
60B
Torque Converter Clutch Released
OVERRUN CLUTCH
ASSEMBLY
FOURTH CLUTCH ASSEMBLY SECOND CLUTCH
ASSEMBLY
THIRD CLUTCH
ASSEMBLY
IQ3C0NVERTER I
LINE (FromPiimp)r~p*
fecONVINÍ) n ^ J L LU 1
1 w <
P --------------------------------------------------------► --------------------------------
Figure 59 61

MANUAL SECOND - SECOND GEAR MANUAL SECOND - SECOND GEAR
POWER FROM
TORQUE
CONVERTER
(1)
OVERDRIVE
ROLLER CLUTCH
(516)
•HOLDING
OVERRUN
CLUTCH
APPLIED
2ND CLUTCH
APPLIED
SPRAG CLUTCH
ASSEMBLY
(650)
REACTION
SUN DRUM
(659)
POWER TO
DIFFERENTIAL
ASSEMBLY
INPUT
SUN GEAR
ASSEMBLY
(646)
RAVIGNEAUX
PLANETARY
CARRIER
ASSEMBLY
(653)
SERVO
ASSEMBLY
APPLIED
1-2/
3-4
SO
L
N.
C.
2-3
SO
L
N.
O.
OVER
DRIVE
ROLLE
R
CLUT
CH
OVER
RUN
FOUR
TH
THIRD REVE
RSE
SECON
D
PRINC
IPIE
SPR
AG
ASSE
MBLY
BAND
CLUT
CH
CLUT
CH
CLUTC
H
CLUT
CH
CLUTC
H
ASSE
MBLY
0N 0N LD APPLI
ED
APPLI
ED
FW APPLI
ED
Manual Second (2) gear range is available to the driver when vehicle
operatingconditions make it desirable to use only two gear ratios. These
conditions inelude descending a steep grade when increased engine
compressionbrakingis needed, or toretain Second gear when ascending a
steep grade for additional engine performance.
In Manual Secondthe transmission can upshift between First and Second
gears but is preventedfrom shiftingintoThirdor Fourthgear under normal
operatingconditions. However, if vehicle speedis above approximately120
km/h (75 mph), thetransmission will opérate in a Manual Second - Third
Gear condition. When vehicle speed decreases below this speed the
transmission will downshift into Second gear.
Manual Second - Second Gear
• Figure 60 shows the power flowin Manual Second - SecondGear, which
is identical tothat forDriveRange - SecondGear. Refer topage 50A for
a complete description of mechanical power flow in Second Gear.
• Remember that engine compressionprovides brakingtoslowthe vehicle
in Second gear when the throttle is released.
Manual Second - First Gear
• In Manual Second - First Gear the third clutch plates (641-643) are
applied. Thethirdclutchplates are usedto lockthe 3rd clutch drum and
input sun gear assembly (646) together. This prevenís the input sun gear
assembly from overranningthe sprag clutch (650) when the throttle is
released. Therefore, engine compression provides braking to slow the
vehicle.
• Power flowin Manual Second - First Gear is identical tothe power flow
in Manual First - First Gear (refer to page 64).
Note:When enginecompression is slowing the vehicle during
coast conditions the direction of the power flow arrows in
Figure 60 will be reversed. The arrows would show power
being transferred fromthe driveshaft to the engine (asshownin
Figure 62 on page 64).
62 Figure 60
62A

MANUAL SECOND - SECOND GEAR
(from Manual Third - Third Gear)
Manual Second(2) may be selectedat anytime while operatingthe vehicle
in a forwardgear range. If vehiclespeedis above approximately 120 km/h
(75 mph) when Manual Second is selected, the TCM will keep the
transmission in a Manual Second - Third Gear State until vehicle speed
slows sufficiently. However, the transmission is hydraulically and
electronicallypreventedfromoperating in Fourth gear. Figure 61 and the
followingtext describe the downshift from Manual Third - Third Gear to
Manual Second - Second Gear.
• The gear selectorlever, selector shaft (61) and manual valve (326) are
moved to the Manual Second position.
• The mode switch, locatedon the selector shaft, signáis the TCMthat the
transmission is in Manual Second.
• D32 fluid feeds the 1-2 fluid circuit at the manual valve.
• 1-2 fluidpressure unseats the D32shuttlevalve (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 springforcé. This regulates 1-2 fluidinto the 1-2 regulated fluid
circuit.
• 1-2 regulatedfluidis routedto the 1-2/3-4shift valvewhere it is blocked
in preparation for a downshift to First gear.
3rd Clutch Releases and Brake Band Applies
• Below 120 km/h(75mph)the TCM energizes the 2-3 shift solenoid as
shown in Figure 61. Once the solenoid is energized, the 3rd clutch
release andthe bandapplyare performedin the samemanner as during a
forced3-2 downshift (refer to Drive Range - 3-2 Downshift on
page 58B).
4th Gear Prevented
• The 2-3shift valve blocks D32/1-2 fluidfromfeedingthe4th clutchfeed
1 fluid circuit. 4thclutch feed1 fluid is open to an exhaust port at the
valve. Without 4th clutchfeed1 fluid the 4th clutch cannot apply and
Fourth gear is prevented (refer to Fourth gear on page 56B).
• In Manual Second, as in Manual Third, theTCMelectronicallyprevenís
the transmission from operating in Fourth gear regardless of vehicle
operatingconditions. However, if anelectrical failure occurs, both shift
solenoids will be de-energized(therebyin a Fourth gear State) and 4th
clutch feed2 fluidwould be routedto the overrun lockout valve (705).
To prevent Fourth gear in this situation, 1-2 fluidis routedtothe overrun
lockout valve. 1-2 fluid pressure assists spring forcé and prevenís the
overrun lockout valve from shifting into the Fourth gear position,
thereby preventing Fourth gear.
Converter Clutch Released
• Figure 61 shows the TCC solenoid OFF and the converter clutch
released.
• If the TCC is appliedwhen Manual Secondis selected, theTCMwill de-
energize the TCC solenoidduringthedownshift to Second gear. Under
normal operatingconditions the TCC will not re-apply in Second gear.
Note: Once downshifted into second gear, the TCM prevenís
the transmission from shifting into third gear.
Manual Second - First Gear
• When the transmission downshifts toManual Second - First Gear the 3rd
clutch is applied to obtain engine compression braking during coast
conditions. This is accomphshed in the same manner as Manual First
(see page 64B).
62B
Page 86
THROTTLESIGNALI
OVERRUN CLUTCH
ASSEMBLY
SECOND CLUTCH
ASSEMBLY
THIRD CLUTCH
ASSEMBLY
UNE (From Pump)l=E
Figure 61 63

MANUAL FIRST - FIRST GEAR
POWER TO
TORQUE
CONVERTER
(D
FOR ENGINE
BRAKING
OVERDRIVE
ROLLER CLUTCH
(516)
•HOLDING
OVERRUN
CLUTCH
APPLIED
3RD
CLUTCH
APPLIED
SPRAG CLUTCH
ASSEMBLY
(650)
•HOLDING
REACTION
SUN DRUM
(659)
HELD
POWER FROM
DIFFERENTIAL
ASSEMBLY
INPUT
SUN GEAR
ASSEMBLY
(646)
RAVIGNEAUX
PLANETARY
CARRIER
ASSEMBLY
(653)
SERVO
ASSEMBLY
APPLIED
1-2/
3-4
SOL
N.C.
2-3
SO
L
N.
O.
OVER
DRIVE
ROLLE
R
CLUT
CH
OVER
RUN
FOUR
TH
THIRD REVE
RSE
SECON
D
PRINC
IPLE
SPRA
G
ASSE
MBLY
BAND
CLUT
CH
CLUT
CH
CLUTC
H
CLUT
CH
CLUTC
H
ASSE
MBLY
OFF ON LD APPLI
ED
APPLI
ED
LD APPLI
ED
Manual First (1) is available to the driver when vehicle operating
conditions require máximum engine compression braking to slow the
vehicle, or maintainmáximum transferof engine torque to the vehicle drive
shaft.
Under normal operating conditions in Manual First the transmission is
preventedfromupshifting past First gear. When Manual First is selected
while operatingin 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 intoFirst gear. Above this speed, the transmission will opérate
in a Manual First - Second Gear condition until vehicle speed decreases
sufficiently.
Transferof engine torque through thetransmissionduring acceleration is
similar to Drive Range - First Gear to obtain an approximate gear ratio
reduction of 2.40:1.Refer to page 48Afora complete description of First
gear mechanical power flow.
3rd Clutch Applied
However, in Manual First the 3rdclutch plates (641-643) are applied and
transfer torque from the 3rd clutch drum (634) to the input sun gear
assembly (646) during acceleration. There- fore, when the throttle is
released and vehicle speed drives the output shaft and carrier assembly
(653), theinput sun gear cannot overrun the sprag clutch. This creates a
direct mechanical link through the transmission, and engine compression
provides braking to slow the vehicle when the throttle is released.
Note:Figure 62 showsthe transferof power through the com-
ponents during deceleration with the throttle released, and
engine compression braking slowing the vehicle. Power is
transferred from the vehicle ’s drive shaft, through the
transmission components and to the engine.
64 Figure 62
64A

(from Manual Second - Second Gear)
Manual First (1) maybe selectedat anytime while operatingthe vehicle in
a forwardgear range. However, the downshift to First gear is controlled
electronicallyby the TCM. The TCM will not de- energizethe 1-2/3-4shift
solenoidfor the downshift rmtil vehicle speed is below approximately 60
km/h (37 mph). Above this speed, thetransmissionwill opérate 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, theTCM prevenís the transmission
from shiftingintoSecondgear. Figure 63 and the text below describe the
shift from Manual Second - Second Gear to Manual First - First Gear.
• The gear selectorlever, selector shaft (61), andmanual valve(326)are in
the Manual First (1) position.
• The mode switch, locatedon the selector shaft, signáis the TCMthat the
transmission is in Manual First.
• The manual valve blocks line pressure from entering the D32 fluid
circuit. D32 fluid exhausts at the manual valve.
• 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).
Fourth Gear Prevented
• 1-2 fluidpressure at theoverrunlockout valve assists spring forcé. This
prevents the valve fromshiftinginto theFourthgear position under any
conditions, thereby hydraulically preventing 4th clutch apply.
Note:Fourth gearisalso preventedelectronically by the TCM in
the Manual Gear Ranges.
Third Gear Prevented
• With D32 and servo release fluids exhausted, Third gear is also
hydraulically prevented. Therefore, at speeds above approximately 60
km/h (37 mph) the transmission will immediately shift into a Manual
First - Second Gear condition.
• 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.
• 1-2 fluidis also regulatedthrough the lowpressure control valve andinto
the 1-2 regulatedfluidcircuit. 1-2 regulatedfluidis directedto the1-2/3-
4 shift valve (304).
• When vehicle speedslows sufficiently, the TCMde-energizes the 1-2/3-
4 shift solenoid(303). This closes the solenoid and prevents D32/1-2
fluid pressure from actingon the endof the 1-2/3-4shift valve. D32/1-2
fluid at the endof the valve exhausts through the end of the solenoid.
• Springforcé moves the1-2/3-4shift valve to the First and Fourth gear
position.
2nd Clutch Releases
• The 1-2/3-4 shift valve blocks D32/1-2fluidfromenteringthe2ndclutch
fluid circuit.
• 2nd clutch fluid exhausts from the second clutch pistón (622), 1-2
accumulator pistón(315), reverse shuttle valve (85) and solenoid feed
fluid circuit. This releases the 2ndclutchplates (626,627) and prevents
the TCC from applying.
• Line pressure is regulatedintothe 1-2 accumulatorfluidcircuit by the 1-
2 accumulator valve (320). This fluid filis the 1-2 accumulator as 2nd
clutch fluid pressure exhausts.
3rd Clutch Applies
• 1-2 fluidis routedthrough theopen 1-2/3-4 shift valve and into the 3rd
clutch feed fluid circuit.
• 3rd clutch feed fluid pressure seats the 3rd clutch check valve (85)
against the emptyservorelease fluid circuit. This fluid is then orificed
into the 3rd clutch fluid circuit.
• 3rdclutch fluidpressure is routedto the3rdclutchpistón (638) to apply
the 3rd clutch plates (642, 643). The 3rd clutch provides engine
compression braking in Manual First - First Gear.
64B
Page 88
OVERRUN CLUTCH
ASSEMBLY
SECOND CLUTCH
ASSEMBLY
THIRD CLUTCH
ASSEMBLY
►
_l
►
O A
-4
ymVFRRIIN CLC"| 1- X
LU o
ce
CONVERTER INS
LINE (From Piimpir~s^ ILINEI
Figure 63 65

COMPLETE HYDRAULIC CIRCUITS
The hydraulic circuitry of the Hydra-matic4L30- E
transmission is better understood when fluid flow can
be related to the specific components in which the
fluid travels. In the Power Flow section, a simplified
hydraulic schematic was given to show what
hydraulically occurs in a specific gear range. The
purpose was to isolate the hydraulics used in each
gear range in order to provi de the user with abasic
understanding of the hydraulic system.
In contrast, this section shows a complete hydraulic
schematic with fluid passages active in the
appropriate component for each gear range. This is
accomplished using two opposing foldout pages that
are separated by a half page of supporting
information.
The left side foldout contains the complete color
coded hydraulic Circuit used in that gear range
along with the relative location of valves,
checkballs and orífices within specific components.
A broken line is also used to sepárate components
such as the converter housing, pump, valve bodies,
adapter case and main case to assist the user when
following the hydraulic circuits as they pass between
them. The half page of information facing this
foldout identifíes the components involved in this
gear range and a description of how they function.
The right side foldout shows a two-dimensional line
drawing of the fluid passages within each component.
The active fluid passages for each gear range are
appropriately colored to correspond with the
hydraulic schematic used for that range. The half
page of information facing this foldout identifíes the
various fluid circuits with numbers that correspond to
the circuit numbers used on the foldout page.
PASSAGE A IS LOCATED IN THE CONVERTER HOUSING (WHITE AREA)
PASSAGE BIS LOCATED ON THE PUMP WEAR PLATE (DASHED LINE-ALSO REFERENCE NUMBERS TO RIGHT HAND PAGE) PASSAGE C IS
LOCATED IN THE PUMP ASSEMBLY(LIGHT GREY AREA)
PASSAGE DIS LOCATED IN THE ADAPTER CASE VALVEBODY (LIGHT GREY AREA)
PASSAGE E IS LOCATED ON THE A.C. TRANSFER PLATE (DASHED LINE-ALSO REFERENCE NUMBERS TO RIGHT HAND PAGE) PASSAGE F
IS LOCATED IN THE ADAPTER CASE (WHITE AREA)
PASSAGE GIS LOCATED ON THE A.C./M.C.TRANSFER PLATE(DASHED LINE-ALSO REFERENCE NUMBERS TO RIGHT HAND PAGE)
PASSAGE HIS LOCATED IN THE CENTER SUPPORT (LIGHT GREY AREA)
PASSAGE I IS LOCATED IN THE MAIN CASE VALVE BODY (LARGE LIGHT GREY AREA)
PASSAGE J IS LOCATED ON THE M.C. TRANSFER PLATE (DASHED LINE-ALSOREFERENCE NUMBERS TO RIGHT HAND PAGE) PASSAGE
K IS LOCATED IN THE MAIN CASE (WHITE AREA)
A C
-FLUID FLOW SCHEMATIC
(FOLDÜUTV
F >1
iííi
«jgfiS
E G i J
HALF PACE ’EXT AI»DLEGEMD-
PLUID FLGWTHRQUGH
COMPONENTS |iFOLDQUT|
'f-k. T
COMPLETE ILLUSTRATED
PAñTS LIST

PARK Engine Running
TORQUE PUMP
CONVERTER WEAR PLATE
PUMP
ASSEMBLY
OVERRUN CLUTCH ADAPTER 4TH CLUTCH rn-CEffl 1 I
IfIBLY CASE ASSEMBLY 1 ■'.» i ■ ■ » *r
CENTER SUPPORT REVERSE CLUTCH
ASSEMBLY ASSEMBLY
(30) (608-617)
2ND CLUTCH
ASSEMBLY
(616 629)
3RD CLUTCH
ASSEMBLY
,(634-643)
PRESSURES
m SUCTION
CONVERTER & LUBE
MAINLINE
SOLENOID SIGNAL
ACCUMULATOR
FEEO LIMIT
THROTTLE SIGNAL
68 Figure 65

PARK
Engine Running
With the gear selector lever in the Park (P) position and the engine running,
line pressure from the oil pump assembly is directed to the following:
Pressure Regulator Valve (208): Regulates pump output into line
pressure in response to throttle signal fluidpressure, orificed line pressure and
springforcé. It directs this line pressure intoboththe ‘converterin’ andsuction
fluid circuits.
Torque Converter Clutch Control Valve (210): Held in the release
positionby springforcé, it directs ‘converter in’ fluid into the release fluid
Circuit. Also, fluidretumingfromthe converter through theapplyfluidCircuit
is routed through the valve and into the cooler fluid Circuit.
TCC Apply Checkball (504): Located in the turbine shafit, this hall is
unseatedby release fluidflowingto thetorque converter. Release fluidquickly
filis the converter and keeps the pressure píate in a released position.
Coolerand Lubrication Circuits (see page 90): Cooler fluid from the
TCC control valveis routedthrough the transmissionfluidcoolerand into the
main case lube Circuit. The overdrive lube Circuit is fedby ‘converterin’ fluid
through an orífice(#3c/6) andprovides lubricationforthe components in the
adapter case.
Spiral Capillary Restriction: Located in the adapter case, it reduces
overdrive lube at verylowtemperatures. Reducingoverdrive lube increases the
fluid flow to the converter, cooler and main case lube circuits.
OVERRUN CLUTCH APPLIED
Overrun Lockout Valve (705): Heldin the open position by springforcé,
this valve directs orificedline pressure intothe overrun clutch fluidcircuit. The
orífice in the line pressure Circuit (#2h) helps control the apply feel of the
overrun clutch.
Overrun Clutch Pistón (513): Overrun clutch fluid pressure moves the
pistón to apply the overrun clutch plates.
Line Pressure Tap (7): Located in the side of the converter housing,
it provides access to monitor line pressure.
Manual Valve (326): Controlledby the selector lever, it is in the Park (P)
position and blocks line pressure from entering any other fluid circuits.
Mode Switch: Locatedon theselectorshaft (61), it signáis theTCMthat the
selector lever and manual valve are in the Park (P) position.
Shift Solenoids: The 1-2/3-4shift solenoidis OFF andthe 2-3shift solenoid
in ON. However, with the manual valve in thePark position and line pressure
blocked by the valve, fluid is not fed to the shift solenoids and they are
ineffective.
Forcé Motor Screen (415): Located in the adapter case valve body, it
filters line pressure that feeds thefeed limit valve and forcé motor solenoid.
Feed Limit Valve (412): Limits feed limit fluid pressure to a máximum
range of 659 kPa to 765kPa (96 psi to111 psi). When line pressure is below
this limiting valué, feed limit fluid pressure equals line pressure.
Forcé Motor Solenoid (404): Controlled by the TCM, it regulates feed
limit fluidinto throttle signal fluidpressure in relationtothrottle position and
other vehicle operating conditions.
Throttle Signal AccumulatorPistón (214): Controlledby spring forcé,
it dampens any pressure irregularities in the throttle signal fluid circuit.
3-4 Accumulator Valve Train (405-409): Regulates line pressure into
the 3-4 accumulatorfluid circuit in relation to throttle signal fluid pressure,
orificed 3-4 accumulator fluid pressure and, on some models, a 3-4
accumulator valve spring (408).
3-4 Accumulator Pistón (18): 3-4 Accumulator fluid pressure filis the
accumulator assembly andassists springforcé in preparationfora 3-4 upshift.
SUMMARY
PARK
Engine Running
PASSAGES
1 SUCTION
2 LINE
3 CONVERTER IN
4 TO COOLER
5 MAIN CASE LUBE
6 OVERDRIVE LUBE
7 RELEASE
8 APPLY
9 FEED LIMIT
10 THROTTLE SIGNAL
11 3-4 ACCUMULATOR
12 OVERRUN CLUTCH
13 R 3 2 1
14 REVERSE
15 REVERSECLUTCH
16 D 3 2
17 D 3 2/1-2
18 1-2 ACCUMULATOR
19 SERVO APPLY
20 2ND CLUTCH
21 SOLENOID FEED
22 SERVO RELEASE
23 3RD CLUTCHFEED
24 3RD CLUTCH
25 SOLENOID SIGNAL
26 4TH CLUTCH FEED 1
28 4TH CLUTCH
29 1-2
30 1-2 REG
31 EXHAUST
32 VOID
COMPONENTS ( )
(7) LINE PRESSURE TAP (27) SPIRAL
CAPILLARY RESTRICTION
(34) COOLER FITTING
(35) COOLER FITTING ASSEMBLY
(85) CHECKBALL - REVERSE SHUTTLE
- D 3 2 SHUTTLE
- 3RD CLUTCH CHECK VALVE
- QUICK DUMP VALVE
(306) VALVE RETAINER
(317) PLUGBALL
(324) PWM SOLENOID SCREEN ASSEMBLY
(415) FORCE MOTOR SCREEN ASSEMBLY
1-2/34
SOL
N.C.
2-3
SOL
N.0.
OVERDRIVE
R0LLER
CLUTCH
OVERRUN F0URTH THIRD REVERSE SEC0ND PRINCIPIE
SPRAG
ASSEMBLY
BAND
Y
OFF ON APPLIED
ID = LOCKED INDRIVE FW = FREEWHEELING NE = NOT EFFECT1VE
68A 68B

PARK Engine Running
ADAPTER CASE (20)
Center Support Side
■íiSSí
GASKET (28)
Adapter Case/ Transfer Píate
TRANSFER PLATE (29)
Adapter Case/Center Support &
Main Case
GASKET (28)
Transfer Plate/Center Support
TRANSFER PLATE (73)
Adapter Case/
A. C. Valve Body
20f/21
25k
~o _
ADAPTER CASE
VALVE BODY (71)
ifb 0
A 11a
HkO QlOe
ACCUMULATOR
BORE
lOfo
9c
0l}
'
10g
(415)
CENTER SUPPORT (30)
Adapter Case Side
J*
MAINCASE (36) - Adapter Case Side
0
20g
13bQ 016b
n o 0 016a
• 31u M" 14n 31dd 19a/17
0* 30aO 29c¿9d 291717
□31w 30b A 16c „
31x[| 0
31z »h 16d/17/31cc
30c
° n R „ iy o 079b
22a 29en03Od 31bb
•uP^o ^ •
2^2 ^ 0» o23d
Qlj0 0
O 23c 22e 17f 17g
23b/24 n n
QlOh 3ga |Jl7c
oía Ol7b
□ 17a 23^
20h t
—1
3RD CLUTCH
CHECK VALVE
(85)
(306)
I O 32a
□iih
“ - (317)
TRANSFER
PLATE
(87)
Main Case/
Valve Body
ADAPTER CASE (20)
A. C. Valve Body Side
GASKET
(104)
Adapter Case/
Transfer Píate
GASKET
(72)
Transfer Píate/
A. C. Valve Body
NOTE:
MAIN CASE (36)
Main Case Valve Body Side
- • INDICATES BOLT HOLES
- NON-FUNCTIONAL HOLES HAVE
BEEN REMOVED FROM GASKETS
TO SIMPLIFY TRACING FLUID
FLOW.
- EXHAUST FLUID NOT SHOWN
- CONFIGURATION OF SOME COMPONENTS MAY
BE DIFFERENT FOR VARIOUS APPLICATIONS.
REFER TO APPROPRIATE SERVICE
INFORMATION FOR SPECIFIC APPLICATION
INFORMATION.
(317)
(324)
MAIN CASE
VALVE BODY (84)
O o a “->2!
016 013
□1401
(>C^]
2» 29
• 3
°o^
„ ^ ; » * 8
íl VZ/XA2 300 30
f)31
ti n 0"3
ffl D19
U6280A 310
22 ^Q30

- »<==> • & 0ni¡p29
o
°« C)0
031 0 °0 0
10° YlU3 U
17 17
031 O17
g ^_017
“
I 0329 029
TV
1A ^
GASKET
(86)
Transfer Píate/
Valve Body

REVERSE
OVERRUN CLUTCH ADAPTER 4TH CLUTCH
70 Figure 67

SOLENOIOSIGNAL
ASSEMBLY ASSEMBLY
(30) (608-617)
2ND CLUTCH
ASSEMBLY
(618 629)
3RD CLUTCH
ASSEMBLY
.(634-643)
COOLER
ID 3 2/1-21
PRESSURES
mi SUCTION
CONVERTER 8> LUBE
MAINLINE
SOLENOIO SIGNAL
ACCUMULATOR
FEED LIMIT
THROTTLE SIGNAL

REVERSE REVERSE
When the gear selectorleveris moved to the Reverse (R) position (from the
Park position), the followingchanges occur in the transmissions hydraulic and
electrical systems:
Manual Valve (326): Moves to the Reverse (R) position and line pressure
enters the R321fluidCircuit. R321 fluidis orificedback through the valve and
into theReverse fluidCircuit. This orifice(#13a) helps control the applyrate of
the reverse clutch.
Mode Switch: Locatedon theselectorshaft (61), it signáis theTCMthat the
selector lever and manual valve are in the Reverse position.
REVERSE CLUTCH APPLIES
Reverse Lockout Valve (706): Reverse fluid pressure moves the valve
against springforcé andinto the reverse position.In the this position the valve
directs reverse fluid into the reverse clutch fluid Circuit (under certain
conditions the transmission may not shift intoReverse - see ‘Reverse Locked
Out’below).
Reverse Clutch Pistón (610): Reverse clutch fluid pressure moves the
pistón to apply the reverse clutch plates.
Reverse ShuttleValve (85): Locatedin the adapter case, it is seatedagainst
the 2nd clutch fluid Circuit by reverse fluid pressure. Reverse fluid filis the
solenoid feed fluid Circuit.
Torque Converter Clutch Solenoid (416): Under normal operating
conditions in Reversethe normally closed TCC solenoid is OFF. This blocks
solenoid feed fluid from entering the solenoid signal fluid Circuit, thereby
preventing TCC apply.
Boost Valve (205): As in Park range, throttle signal fluidpressure acts onthe
boost valve andmoves it against the pressure regulator valve. This increases
line pressure in relationto vehicle operating conditions. In Reverse, reverse
fluid pressure also acts on the boost valve. Reverse fluidpressure increases the
operating range of line pressure for the additional torque requirements in
Reverse.
Shift Solenoids: The 1-2/3-4 shift solenoid remains OFF and the
2- 3 shift solenoid remains ON. Also, the manual valve
continúes to block fluid from feeding the solenoids and the solenoids
remain ineffective.
REVERSE LOCKED OUT (SOME MODELS ONLY)
If the vehicle is moving forward above approxirnately 12 km/h (7
mph) when Reverse range is selected, a ‘Reverse Lockout Condi- tion’
will occur. During Reverse Lock Out the reverse clutch does not apply
and the transmission shifts into a Neutral condition. The following
changes occur when Reverse Lockout is in effect:
TCC Solenoid (416): Energized by the TCM, the solenoid opens and
solenoid feed fluid fdls the solenoid signal fluid circuit.
Reverse Lockout Valve (706): Solenoid signal fluid pressure assists
spring forcé and moves the valve against orificed reverse fluid
pressure. This blocks reverse fluid from entering the reverse clutch
fluid circuit and keeps the reverse clutch fluid circuit open to an
exhaust port. Therefore, the reverse clutch is prevented from applying.
TCC Control Valve (210): Solenoid signal fluid pressure moves the
valve against spring forcé and into the apply position. This opens
release fluid to an exhaust port and line pressure filis the apply fluid
circuit. Therefore, the converter clutch is applied during ‘Reverse
Lockout’.
Note:Referto “Reverse ” on page 44B in the Power Flow section
for a schematic showing the hydraulics during Reverse Lockout.
Also,asin the PowerFlow section, the explanation in each gear
range is,forthe most parí,limited to what changes from the range
on the previouspage.However,some component descriptions are
repeatedfor clarity and continuity.
PASSAGES
1 SUCTION
2 LINE
3 CONVERTER IN
4 TO COOLER
5 MAIN CASE LUBE
6 OVERDRIVE LUBE
7 RELEASE
8 APPLY
9 FEED LIMIT
10 THROTTLE SIGNAL
11 3-4 ACCUMULATOR
12 OVERRUN CLUTCH
13 R 3 2 1
14 REVERSE
15 REVERSE CLUTCH
16 D 3 2
17 D 3 2/1-2
18 1-2 ACCUMULATOR
19 SERVO APPLY
20 2ND CLUTCH
21 SOLENOID FEED
22 SERVO RELEASE
23 3RDCLUTCHFEED
24 3RD CLUTCH
25 SOLENOID SIGNAL
28 4TH CLUTCH
29 1-2
30 1-2 REG
31 EXHAUST
32 VOID
COMPONENTS ( )
(34) COOLER FITTING
(85) CHECK BALL - REVERSE SHUTTLE
- D 3 2 SHUTTLE
- QUICK DUMP VALVE
(317) PLUGBALL
SUMMARY
1-2 / 3-4
SOL N.C.
2-3
SOL
N.O.
OVERDRIVE
R01LER
CLUTCH
OVERRUN FOURTH THIRD REVERSE SEC0ND PRINCPLf
SPRAG
ASSEMBLY
BAND
CLUTCH CLUTCH CLUTCH CLUTCH CLUTCH ASSEH6LY
OFF 0N LD APPLIED APPLIED LD
LD = LOCKED INDRIVE FW= FREEWHEELING NE = NOT EFFECTIVE
70A
70B

REVERSE Reverse Clutch Applied
CONVERTER HOUSING (6)
3-4
ACCUMULATOR
BORE
ADAPTER CASE (20)
Center Support Side
GASKET (28)
TRANSFER PLATE (29)
Main Case
GASKET (28)
CENTER SUPPORT (30)
Adapter Case Side MAINCASE (36) - Adapter Case Side
-< FRONT
TRANSFER PLATE (73)
Adapter Case/
A. C. Valve Body
20f/21
25k—/—i
- T21a
ADAPTER CASE
VALVE BODY (71)
9bO 9a'
14kl Qioe
ACCUMULATOR
BORE
,c
O(H09 (324)
(415)
ADAPTER CASE (20)
-< FRONT | 90 90
010
GASKET
(104)
Adapter Case/
Transfer Píate
GASKET
(72)
Transfer Píate/
A. C. Valve Body
(317)
NOTE:
TO SIMPLIFY TRACING FLUID FLOW.
- CONFIGURARON OF SOME COMPONENTS MAY
INFORMATION.
GASKET
(86)
Transfer Píate/
Valve Body

NEUTRAL Engine Running
ASSEMBLY ASSEMBLY
(30) (608-617)
2ND CLUTCH
ASSEMBLY
(618-629)
3RD CLUTCH
ASSEMBLY
,(634-643)
PRESSURES
SUCTION
~*~*~*1 CONVERTER & LUBE
MAINLINE
SOLENOID SIGNAL
ACCUMULATOR
FEED LIMIT
THROTTLE SIGNAL
72 Figure 69

NEUTRAL
Engine Running
NEUTRAL
Engine
Running
When the gear selectorleveris movedto the Neutral (N) position (from
the Reverse (R) position) thefollowingchanges occur tothe transmissions
hydraulic and electrical systems:
Manual Valve (326): Blocks line pressure fromentering the R321 fluid
Circuit andopens the R321 andreverse fluidcircuits toan exhaust port. As
in Park, the manual valve also blocks line pressure fromentering any other
fluid circuits.
Mode Switch: Signáis the TCM that theselectorlever and manual valve
are in the Neutral (N) position.
REVERSE CLUTCH RELEASES
Reverse Lockout Valve (706): With reverse fluid exhausted, spring
forcé moves the valve out of theReverse position. This opens the reverse
clutch fluid Circuit to an exhaust port through the valve.
Reverse Clutch Pistón (610): Reverse clutch fluid exhausts from the
pistón, thereby releasing the reverse clutch plates and shifting the
transmission into Neutral.
Torque Converter Clutch Solenoid (416): Solenoid feed fluid
exhausts from the solenoid. If Reverse Lockout is in effect when
Neutral is selected, the TCM will de-energize the solenoid,
exhaust solenoid signal fluid and release the converter clutch.
Reverse Shuttle Valve (85): Solenoid feed fluid exhausts past the
checkball and through the reverse fluid circuit.
Boost Valve (205): Reverse fluid exhausts from the boost
valve, thereby retuming line pressure to the normal operating range as
during Park and Drive ranges.
Shift Solenoids: The 1-2/3-4shift solenoidremains OFF andthe 2-3shift
solenoidremains ON. Also, with the manual valve continuingtoblock fluid
from feeding the solenoids, the solenoids remain ineffective.
SUMMARY
1-
2/84
SOL
N.C.
2-3
SO
L
N.
O.
OVER
DRIVE
R0LLE
R
CLUTC
H
OVER
RUN
CLUT
CH
FQURT
H
CLUT
CH
THIRD
CLUTC
H
REVE
RSE
CLUT
CH
SECON
D
CLUTC
H
PRINC
IPLE
SPRA
G
ASSE
MBLY
BAND
ASSE
MBLY
OFF 0N APPLI
ED
PASSAGES
1 SUCTION
2 LINE
3 CONVERTER IN
4 TO COOLER
5 MAIN CASE LUBE
6 OVERDRIVE LUBE
7 RELEASE
8 APPLY
9 FEED LIMIT
10 THROTTLE SIGNAL
11 3-4 ACCUMULATOR
12 OVERRUN CLUTCH
13 R 3 2 1
14 REVERSE
15 REVERSECLUTCH
16 D 3 2
17 D 3 2/1-2
18 1-2 ACCUMULATOR
19 SERVO APPLY
20 2ND CLUTCH
21 SOLENOID FEED
22 SERVO RELEASE
23 3RDCLUTCHFEED
24 3RD CLUTCH
25 SOLENOID SIGNAL
28 4TH CLUTCH
29 1-2
30 1-2 REG
31 EXHAUST
32 VOID
COMPONENTS ( )
(34) COOLER FITTING
- D 3 2 SHUTTLE
- 3RD CLUTCH CHECK
VALVE
- QUICK DUMP VALVE
(317) PLUGBALL
72A 72B

NEUTRAL Engine Running
(317)
CONVERTER HOUSING (6) PUMP WEAR PLATE (9) PUMP (10) - Converter HousingSide
PUMP (10) - Adapter Case Side PUMP GASKET (11) 3-4
ACCUMULATOR
BORE
ADAPTER CASE (20)
Center Support Side
GASKET (28)
TRANSFER PLATE (29)
Main Case
GASKET (28)
-< FRONT
TRANSFER PLATE (73)
Adapter Case/
A. C. Valve Body
20f/21
25k^Q
ADAPTER CASE
VALVE BODY (71)
ifb o
Q 11a
14kQ QiOe
3-4
ACCUMULATOR
BORE
10fo
9c
0l}
'
10g
(415)
CENTER SUPPORT (30)
Adapter Case Side
J*
0
20g
13bQ 016b
n o 0 0'6a
• 31u 14m 14n 31dd
19a717
□#
30aO 29c¿9d
29W
7
□31w
3ob A 16c „
31x(| 0
31z »h 16d/17y31cc30c
° n R „ iy o O'fb
22a !l
>° 29en03Od 31bb
• ^ *«po22
C 9mh
2^2 0,40
0»°0
22d
n,Jo 0
O 23c
22e 17f
17g
23b/24 n n
QlOh 3
ga
|Jl7c
oía Ol7b
□ 17a 23
^
20h t
—1
3RD CLUTCH
CHECK VALVE
(85)
(306)
I O 32a
Qih
“ - (317)
ADAPTER CASE (20)
GASKET
(104)
Adapter Case/
Transfer Píate
GASKET
(72)
Transfer Píate/
A. C. Valve Body
NOTE:
MAIN CASE (36)
FLOW.
INFORMATION.
TRANSFER
PLATE
(87)
Main Case/
Valve Body
(317)
(324)
MAIN CASE
VALVE BODY (84)
o 0 a “->2!
016 013
° f
(Jl) 30
0 CD-O n
_ 2 310
^ ^Ü3O
03
3O®019
O ~2
¿0
Cf 14
024 A
0-29 010 t/b
27 O17
23Ü# f
23° Al
31 22
■í0. C329 °2S
on ^
GASKET
(88)
Main Case/
Transfer Píate
* 31
ün w 20
31
0 3
,°£
• 3
,1
Di3
□14
O14
2» 29
300
^o^n
• 29 o
f O
íl 2
A2 300 30
f)31 [ n O-31
’
U6280A 3
'° 2
U
2 ^03
°
„ m ”íl2 029
9P
O-Jffl D19
O0
" 230
t ^Vo 8
ÍUO16
031 O17
g “4
GASKET
(86)
Transfer Píate/
Valve Body

ASSEMBLY ASSEMBLY
(30) (608617)
2N0 CLUTCH
ASSEMBLY
(618-629)
3RD CLUTCH
ASSEMBLY
4634-643)
PRESSURES
SUCTION
3 CONVERTER & LUBE
MAINLINE
SOLENOID SIGNAL
ACCUMULATOR
FEED LIMIT
THROTTLE SIGNAL
74 Figure 71

DRIVE RANGE - FIRST GEARDRIVE RANGE - FIRST GEAR
When the gear selector lever is moved to the Drive range position (D),
from either Park or Neutral, the following changes occur to the
transmissions hydraulic and electrical systems:
Manual Valve (326): In the Drive range position line pressure enters
the D32 fluid Circuit. D32 fluid is routed to the end of the manual
valve where it is blocked by a valve land.
Mode Switch: Signáis the TCM that the selector lever and manual
valve are in the Drive range (D) position.
D32 Shuttle Valve (85): Located in the main case, it is seated against
the empty 1-2 fluid Circuit by D32 fluid pressure from the manual
valve. D32 fluid filis the D32/1-2 fluid Circuit.
BRAKE BAND APPLIES
Pulse Width Modulated (PWM) Solenoid Screen (324): Located in
the main case valve body, it filters D32/1-2 fluid that feeds the PWM
band apply solenoid.
PWM Band Apply Solenoid (323): The TCM energizes the
solenoid and Controls the solenoid’s duty cycle depending on vehicle
application and operating conditions. The duty cycle determines the rate at
which the solenoid regulates D32/1-2 fluid into the servo apply fluid
Circuit.
Orífice #17 (Between D32/1-2 and Servo Apply): D32/1-2 fluid
also feeds the servo apply fluid Circuit through this orífice. The orífice
allows servo apply fluid to exhaust during a shift from Drive Range
(D) to Park, Reverse or Neutral. During this shift the PWM solenoid is
at 100% duty cycle (closed). Therefore, exhausting servo apply fluid
is blocked at the closed solenoid and must exhaust through this orífice,
into the D32/1-2 fluid circuit and past the 1-2 accumulator valve (refer
to Drive Range - Third Gear, Low Speed Upshift, on page 52B for
more information).
Servo Pistón (97): Servo apply fluid pressure acting on the pistón
overcomes the forcé of both the servo cushion (99) and servo return
(103) springs. This moves the pistón and apply pin (102) to apply the
brake band and obtain First gear. These spring forces help control the
apply rate of the brake band.
1-2/3-4 Shift Solenoid (303): De-energized (OFF) as in Park, Reverse
and Neutral, the solenoid is closed and blocks D32/1-2 fluid pressure
from acting on the solenoid end of the valve.
1-2/3-4 Shift Valve (304): Spring forcé and D32/1-2 fluid pressure
acting on the spring end of the valve keep the valve in the First and
Fourth gear position.
2-3 Shift Solenoid (307): Energized (ON) as in Park, Reverse and
Neutral, the solenoid is closed and blocks D32/1-2 fluid pressure from
acting on the solenoid end of the valve.
2-3 Shift Valve (308): Spring forcé and D32 fluid pressure keep the
valve in the First and Second gear position. In this position the valve
blocks the D32/1-2 fluid circuit at the middle land of the valve.
1-2 Accumulator Valve Train (318-320): D32/1-2 fluid is regu-
lated through the 1-2 accumulator valve (320) and into the 1-2
accumulator fluid circuit. This fluid regulation is controlled by throttle
signal fluid pressure, spring forcé and orificed 1-2 accumulator fluid
pressure. Note: The 1-2 accumulator control valve spring (319) is not
used on all models.
1-2 Accumulator Pistón (315): 1-2 accumulator fluid pressure assists
1-2 accumulator pistón spring (316) forcé acting on the pistón. This
keeps the pistón in the First gear position in preparation for a 1-2
upshift.
Forcé Motor Solenoid (404): As in Park, Reverse, Neutral and all
other gear ranges, the TCM Controls the solenoid to regúlate feed
limit fluid into throttle signal fluid pressure in relation to vehicle
operating conditions.
SUMMARY
1-
2/84
SOL
N.C.
2-3
SO
L
N.
O.
OVER
DRIVE
ROLLE
R
CLUTC
H
OVER
RUN
FOURT
H
THIRD REVE
RSE
SECON
D
PRINC
IPLE
SPRA
G
ASSE
MBLY
BAND
CLUT
CH
CLUTC
H
CLUTC
H
CLUT
CH
CLUTC
H
ASSE
MBLY
OFF 0N LD APPLI
ED
LD APPLI
ED
74A
PASSAGES
1 SUCTION
2 LINE
3 CONVERTER IN
4 TO COOLER
5 MAIN CASE LUBE
6 OVERDRIVE LUBE
7 RELEASE
8 APPLY
9 FEED LIMIT
10 THROTTLE SIGNAL
11 3-4 ACCUMULATOR
12 OVERRUN CLUTCH
13 R 3 2 1
14 REVERSE
15 REVERSECLUTCH
16 D 3 2
17 D 3 2/1-2
18 1-2 ACCUMULATOR
19 SERVO APPLY
20 2ND CLUTCH
21 SOLENOID FEED
22 SERVO RELEASE
23 3RDCLUTCHFEED
24 3RD CLUTCH
25 SOLENOID SIGNAL
28 4TH CLUTCH
29 1-2
30 1-2 REG
31 EXHAUST
32 VOID
COMPONENTS ( )
(34) COOLER FITTING
- D 3 2 SHUTTLE
- QUICK DUMP VALVE
(317) PLUGBALL
74B
LD = L0CKED IN DRIVEFW = FREEWHEELINGNE = NOT EFFECTIVE

(27)
3-4
ACCUMULATOR
BORE
ADAPTER CASE (20)
Center Support Side
GASKET (28)
TRANSFER PLATE (29)
Main Case
GASKET (28)
CENTER SUPPORT (30)
TRANSFER PLATE (73)
Adapter Case/
A. C. Valve Body
20f/21
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ADAPTER CASE
VALVE BODY (71)
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3RD CLUTCH
CHECK VALVE
(85)
(306)
(317)
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ADAPTER CASE (20)
GASKET
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Adapter Case/
Transfer Píate
/3%9
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A. C. Valve Body
NOTE:
MAIN CASE (36)
FLOW.
INFORMATION.
■< FRONT
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Main Case/
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(324)
MAIN CASE
VALVE BODY (84)
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OVERRUN CLUTCH ADAPTER 4TH CLUTCH
76
Figure 73

ASSEMBLY ASSEMBLY
(30) (60B-617)
2ND CLUTCH
ASSEMBLY
(618-629)
3RD CLUTCH
ASSEMBLY
,(634-643)
PRESSURES
SUCTION
TT-3) CONVERTER & LUBE
MAINLINE
SOLENOIO SIGNAL
ACCUMULATOR
FEEO LIMIT
THROTTLE SIGNAL

DRIVE RANGE - SECOND GEAR DRIVE RANGE - SECOND GEAR
As vehicle speed increases, and when other input signáis to the
Transmission Control Module (TCM) are appropriate, the TCM
energizes the 1-2/3-4 shift solenoid to shift the transmission into
Second gear.
1-2/3-4 Shift Solenoid (303): Energized (turned ON) by the TCM,
the solenoid opens and D32/1-2 fluid pressure flows through the
solenoid. D32/1-2 fluid pressure acts on the end of the 1-2/3-4 shift
valve.
1-2/3-4 Shift Valve (304): D32/1 -2 fluid pressure from the 1 -2/
3- 4 shift solenoid moves the valve against spring forcé and
into the Second and Third gear position. In this position orificed
D32/1-2 fluid at the spring end of the valve is routed into the 2nd
clutch fluid Circuit.
2ND CLUTCH APPLIES
2nd Clutch Pistón (622): 2nd clutch fluid flows through another
orifice (#20i) and is routed to the 2nd clutch pistón. This fluid
pressure moves the pistón to apply the 2nd clutch plates and obtain
Second gear.
1-2 Accumulator Pistón (315): As fluid pressure builds in the 2nd
clutch fluid Circuit it moves the 1-2 accumulator pistón against
spring forcé and 1-2 accumulator fluid pressure. This action absorbs
initial 2nd clutch fluid pressure to cushion the 2nd clutch apply.
Also, the movement of the accumulator pistón forces some 1-2
accumulator fluid out of the accumulator assembly.
1-2 Accumulator Valve Train (318-320): Regulates the exhaust
rate of excess 1-2 accumulator fluid past the 1-2 accumulator valve
(320) and through an exhaust port. This fluid regulation is
controlled by orificed accumulator fluid pressure moving the valve
train against throttle signal fluid pressure acting on the 1-2
accumulator control valve (318). Refer to page 32A for a complete
description of accumulator control.
Reverse Shuttle Valve (85): 2nd clutch fluid pressure seats the
checkball against the empty reverse fluid Circuit and filis the solenoid
feed fluid Circuit. The reverse shuttle valve is located in the
transmission adapter case.
Torque Converter Clutch (TCC) Solenoid (416): Under normal
operating conditions the TCM keeps the normally closed solenoid
de-energized (OFF) in Second gear. This blocks solenoid feed fluid
and keeps the solenoid signal fluid circuit open to an exhaust
through the solenoid, thereby preventing TCC apply.
PASSAGES
1 SUCTION
2 UNE
3 CONVERTER IN
4 TO COOLER
5 MAIN CASE LUBE
6 OVERDRIVE LUBE
7 RELEASE
8 APPLY
9 FEED LIMIT
10 THROTTLE SIGNAL
11 3-4 ACCUMULATOR
12 OVERRUN CLUTCH
13 R 3 2 1
14 REVERSE
15 REVERSE CLUTCH
16 D 3 2
17 D 3 2/1 2
18 1-2 ACCUMULATOR
19 SERVO APPLY
20 2ND CLUTCH
21 SOLENOID FEED
22 SERVO RELEASE
23 3RD CLUTCHFEED
24 3RD CLUTCH
25 SOLENOID SIGNAL
28 4TH CLUTCH
29 1-2
30 1-2 REG
31 EXHAUST
32 VOID
COMPONENTS ( )
(34) COOLER FITTING
- D 3 2 SHUTTLE
- 3RD CLUTCH CHECK
VALVE
- QUICK DUMP VALVE
(306) VALVE RETAINER (317) PLUGBALL
Note:On some applicationsthe TCC isapplied in Second Gear
if transmission fluid temperatures become excessively high.
2-3 Shift Solenoid (307): Energized (ON) as in First Gear, the
solenoid is closed and blocks D32/1-2 fluid pressure from acting on
the 2-3 shift valve.
2-3 Shift Valve (308): As in First gear, spring forcé and D32 fluid
pressure hold the valve in the First and Second gear position.
D32/1-2 fluid remains blocked by the middle land of the valve.
SUMMARY
1-
2/34
SOL
N.C.
2-3
SO
L
N.
O.
OVER
DRIVE
R0LLE
R
CLUT
CH
OVER
RUN
F0URT
H
THIRD REVE
RSE
SECON
D
PRINC
IPLE
SPRA
G
ASSE
MBLY
BAND
CLUT
CH
CLUTC
H
CLUTC
H
CLUT
CH
CLUTC
H
ASSE
MBLY
ON ON LD APPLI
ED
APPLI
ED
FW APPLI
ED
76A 76B

(317)
CONVERTER HOUSING (6) PUMP WEAR PLATE (9) PUMP (10) - Converter HousingSide
PUMP (10) - Adapter Case Side 3-4
14 ACCUMULATOR
BORE
PUMP GASKET (11)
ADAPTER CASE (20)
Center Support Side
GASKET (28)
TRANSFER PLATE (29)
Main Case
GASKET (28)
CENTER SUPPORT (30)
-< FRONT
TRANSFER PLATE (73)
Adapter Case/
A. C. Valve Body
20f/21
r
/
í4'i)
?2?e
21a
9bO 9ao
ADAPTER CASE
VALVE BODY (71)
p 1^0 []l0e
•11a•10fo
< FRONT
3-4
ACCUMULATOR
BORE
ic
D [h109
ADAPTER CASE (20)
-< FRONT | 90 90
Qn
GASKET
(104)
Adapter Case/
Transfer Píate
GASKET
(72)
Transfer Píate/
A. C. Valve Body
NOTE:
FLOW.
INFORMATION.
GASKET
(86)
Transfer Píate/
Valve Body

DRIVE RANGE - THIRD GEAR (Torque Converter Clutch Applied)
CEIUTER SUPPORT REVERSE CLUTCH
ASSEMBLY ASSEMBLY
(30) (608617)
2ND CLUTCH
ASSEMBLY
(618 629)
3RD CLUTCH
ASSEMBLY
,(634-643)
PRESSURES
rza SUCTION
CONVERTER & LUBE
MAINLINE S01EN0I0
SIGNAL
ACCUMULATOR FEED
LIMIT THROTTLE
SIGNAL
Figure 75

As vehicle speedulereases further,andwhen other input signáis to the TCM
are appropriate, the TCMde-energizes the 2-3 shift solenoid to shift the
transmission into Third gear.
2-3 Shift Solenoid(307): De-energized(tumedOFF) by the TCM, the
solenoidopens.D32/1-2 fluidpressure flows through the solenoid and acts
on the end of the 2-3 shift valve.
2-3 Shift Valve (308): D32/1-2 fluidpressure fromthe 2-3 shift solenoid
moves the valveagainst spring forcé and into the Third and Fourth gear
position. Withthe valve in this position,D32/1-2 fluidat the middle of the
valve filis the 4th clutch feed 1 fluid Circuit. Also, orificed D32 fluid is
routed into the servo release fluid Circuit.
BRAKE HA NI) RETRASES
3rd Clutch Quick Dump Valve (85): Servo release fluid pressure
unseats and flows past the checkhall, therehy bypassing orífice #22d.
Servo Pistón (97): Servo release fluid pressure assists servo cushion
and servo retum spring forces acting on the servo pistón. These forces
overeóme servoapplyfluidpressure andmove thepistónandapply pininto
the releasedposition,therehyreleasingthe brakeband. As the pistónmoves,
some servo apply fluid is forced out of the servo.
PWM BAND APPLY SOLENOID (323):
Low Speed Upshift (Bclow approximately 20 km/h, 13 mph):
The TCMenergizes the normallyopen solenoid to a máximum duty eyele
(100%). This hlocks D32/1-2 fluid from feeding the servo apply fluid
Circuit through the solenoid. In this position the solenoid also blocks
exhaustingexcess servo applyfluidpressure. This excess servo applyfluid
pressure exhausts through orífice #17, into the D32/1-2 fluid Circuit and
regulated at the pressure regulator valve.
High Speed Upshift (Above approximately 20 km/h, 13 mph):
The TCM keeps the solenoid de-energized and at 0% duty eyele. In the
position the solenoid is open and exhausting excess servo apply fluid
pressure flows through the solenoid and into the D32/1-2 fluid circuit.
Exhaustingthrough the solenoidandbypassingorífice#17 creates a faster
release of the band as needed at higher speeds.
Note: When the band is released and the transmission is operating in
Third gear, the PWM solenoid is de-energized (normally open) and
D32/1-2 fluid pressure passes through the solenoid.
1-2/3-4 Shift Solenoid (303): Energized (ON) as in Second gear, the
solenoidis open andD32/1 -2fluidpressure acts onthe solenoidendof the
1-2/3-4 shift valve.
1-2/3-4 Shift Valve (304): As in Second gear, D32/1-2 fluid pressure
from the1-2/3-4 shift solenoidholds the valve against spring forcé and in
the SecondandThirdgear position.In this position the following occurs:
• 4th clutch feed 1 fluid is blocked in preparation for a 3-4 upshift.
• Servo release fluidflows through the valve and feeds the 3rdclutchfeed
fluid circuit.
• D32/1-2 fluidat thespringendof the valve continúes tofeedthe 2ndclutch
fluid circuit.
3RD CLUTCH A PPL! ES
3rd Clutch Check Valve (85): Both servo release fluid and 3rd clutch
feedfluid are routedto thecheckball. The ball remains unseated as hoth of
these fluids feed the 3rd clutch fluid circuit.
3rd Clutch Pistón (638): Orificed 3rd clutch fluid pressure moves the
pistón toapply the 3rd clutch plates. The 3rd clutch fluid circuit orífice
(#23b) helps control theapply feel of the 3rd clutch. Also, rememher that
the servo assemhlyacts as an accumulatortohelpcushion3rdclutch apply
hy absorbinginitial servo release fluidpressure (see accumulatorcontrol on
page 32A).
CONVERTER CLUTCH A PPL! ES
TCC Solenoid(416): Under normal operating conditions the TCC can
either be applied or released in Third gear. To apply the TCC the TCM
energizes the normallyclosedTCC solenoid, therehy openingthe solenoid.
This allows solenoid feed fluid to fill the solenoid signal fluid circuit.
78A
(Continued from page 78A)
TCC Control Valve (210): Solenoid signal fluid pressure moves the
valve against spring forcé and into the apply position. In this position
release fluidis open to anexhaust port and fine pressure feeds the apply
fluid circuit.
Torque Converter (1): Apply fluid flows between the converter hub
andstator shaft andfilis theconverterwith fluid. This fluid pressure in the
converterforces the converter clutchpressure píate against the converter
cover. As the pressure píate applies, fluid from the release side of the
pressure píate is forced back through the turbine shaft (506).
TCC Apply Checkball (504): Locatedin the endofthe turbine shaft,
this checkball is seated by exhausting release fluid pressure. This forces
release fluidto exhaust through theorífice aroundthe checkball. Orificing
exhaustingrelease fluidControls the apply feel of the converter clutch.
Coolerand Main Case Lubrication Fluid Circuits: Withthe TCC
control valve in the applyposition, these fluidcircuits are fedhy ‘converter
in’ fluid through orífice #3.
SUMMARY
1-2 / 3*4
$01
N.C.
2-3
SOL
N.0.
OVERDRIVE
ROLLfR
CLUTCH
OVERRUN FOURTH THRD REVERSE SECO» PRINCIPIE
SPRAG
ASSEMBLY
BAIU
Y
0N OFF LD APPLIED APPLIED APPLIED NE
LD = LOCKED INDRIVE FW= FREEWHEELING NE = NOT EFFECTIVE
(Torque Converter Clutch Applied) PASSAGES
1 SUCTION
2 UNE
3 CONVERTER IN
4 TO COOLER
5 MAIN CASE LUBE
6 OVERDRIVE LUBE
7 RELEASE
8 APPLY
9 FEED LIMIT
10 THROTTLE SIGNAL
11 3-4 ACCUMULATOR
12 OVERRUN CLUTCH
13 R 3 2 1
14 REVERSE
15 REVERSECLUTCH
16 D 3 2
17 D 3 2/12
18 1-2 ACCUMULATOR
19 SERVO APPLY
20 2ND CLUTCH
21 SOLENOID FEED
22 SERVO RELEASE
23 3RDCLUTCHFEED
24 3RD CLUTCH
25 SOLENOID SIGNAL
28 4TH CLUTCH
29 1-2
30 1-2 REG
31 EXHAUST
32 VOID
COMPONENTS ( )
(34) COOLER FITTING
- D 3 2 SHUTTLE
- 3RD CLUTCH CHECK VALVE -
QUICK DUMP VALVE
(317) PLUG BALL
78B(Continued on page 78B)

DRIVE RANGE - THIRD GEAR (Torque Converter Clutch Applied)
(27)
(317)
MO
14 ACCUMULATOR
BORE J
PUMP WEAR PLATE (9) PUMP (10) - Converter HousingSide PUMP GASKET (11)
ADAPTER CASE (20)
Center Support Side
REVERSE
N. SHUTTLE
^ (85)
GASKET (28)
TRANSFER PLATE (73)
Adapter Case/
A. C. Valve Body
20f/21
2 5 k — .
■B92“e
2 1 a l
ADAPTER CASE
VALVE BODY (71)
TRANSFER PLATE (29)
Main Case
-< FRONT
GASKET (28)
CENTER SUPPORT (30)
rfb0
A
1 1 a
14kD QlOe
ACCUMULATOR
BORE
,c
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(415)
-< FRONT ________ J o13a 13b
0
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^ 31v 14m
f3 3030 2
g</“ 291/17 ’T"0
~31w _ J ° ■ * A
23b/24
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QUICK □
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VALVE
- (85)
D31™ 30b
31 x n0
22a 31
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23a/22
014o
• 22c|29eO
• 14PCDI #16e
■ • .23a
22
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01 Oh 31aa |l7c
#17b
23d|
3RD CLUTCH
CHECK VALVE
(85)
(306)
31z 22b 16d/17
/3
ta; .
l/ O |19b
(317) i
TRANSFER
PLATE
(87)
Main Case/
Valve Body
ADAPTER CASE (20)
GASKET
(104)
Adapter Case/
Transfer Píate
GASKET
(72)
Transfer Píate/
A. C. Valve Body
NOTE:
MAIN CASE (36)
■< FRONT
• INDICATES BOLT HOLES
NON-FUNCTIONAL HOLES HAVE BEEN
REMOVED FROM GASKETS TO SIMPLIFY
TRACING FLUID FLOW.
EXHAUST FLUID NOT SHOWN
CONFIGURATION OF SOME COMPONENTS MAY
INFORMATION.
i c£> 3
°ong?;6
• 20 D31
013 o13 013 Ql3 ■ *16
OnQl] «16 *16 *22
310 29 31
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'/¿¡A31= ^ ^30% ^
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7*7^
(317)
Biniát (324)
MAIN CASE
VALVE BODY (84)
31
13
■ 16 y i®•
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29
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29 A ■ V *
3 i
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14 | 029 A o 1!■ « II16
18 I a
•ti 0.. I *• f
GASKET
(88)
Main Case/
Transfer Píate
GASKET
(86)
Transfer Píate/
Valve Body

DRIVE RANGE - FOURTH GEAR (TorqueConverter Clutch Applied)
TORQUE PUMP
CONVERTER WEAR PLATE
g.1 „.[............................. CENTER SUPPORT REVERSE CLUTCH
ASSEMBLY ASSEMBLY
(30) (608 617)
2ND CLUTCH
ASSEMBLY
(61B 629)
3RD CLUTCH
ASSEMBLY
.(634-643)
PRESSURES
SUCTION
3 CONVERTER & LUBE
MAINLINE
SOLENOID SIGNAL
ACCUMULATOR
FEED LIMIT
THROTTLE SIGNAL
80 Figure 77

As vehicle speedincreases further,and when other input signáis to the TCM are
appropriate, the TCM de-energizes the 1-2/3-4 shift solenoid to shift the
transmission into Fourth gear.
2-3 Shift Solenoid(307): De-energized(OFF) as in Third gear, the solenoid is
open. D32/1-2 fluidflows through thesolenoidandacts on the endof the 2-3 shift
valve.
2-3 Shift Valve (308): D32/1-2 fluidpressure fromthe 2-3 shift solenoid keeps
the 2-3 shift valve shifted against spring forcé and in the Third and Fourth gear
position. D32/1-2 fluid continúes to fill the 4th clutch feed 1 fluid circuit and
orificed D32 fluid continúes to fill the servo release fluid circuit.
1-2/3-4 Shift Solenoid (303): De-energized (tumed OFF) by the TCM, the
solenoid is closed and blocks D32/1-2 fluid pressure from passing through the
solenoidandactingonthe 1-2/3-4shift valve.D32/1-2fluidat the solenoid end of
the 1 -2/3-4 shift valve exhausts through the end of the solenoid.
1-2/3-4 Shift Valve (304): With D32/1-2fluidpressure fromthe shift solenoid
exhausted, springforcémoves the valvetowardthesolenoidandinto the First and
Fourth gear position.In this positionthe foliowingchanges occur at theshift valve:
• 4th clutch feed 1 fluid filis the 4th clutch feed 2 fluid circuit.
• OrificedD32/1-2 fluidpressure at the spring end of the valve is blocked from
feeding the 2nd clutch fluid circuit and assists spring forcé on the valve.
• Servo release fluidis blockedfrom feedingthe 3rdclutch feed fluid circuit. 3rd
clutch feedfluidexhausts through the valve,into the1-2 regulated fluid circuit
and past the low pressure control valve.
• Servo release fluid is routed into the 2nd clutch fluid circuit to keep the 2nd
clutch and TCC applied in Fourth gear.
OVERRUN CLUTCH RELEASES AND 4TH CLUTCH A PPL! ES
Overrun Lockout Valve (705): 4th clutchfeed2 fluidpressure shifts the valve
against springforcé andinto the Fourthgear position. In this position the following
changes occur:
• Line pressure is blocked from entering the overrun clutch fluid circuit and
overrun clutch fluid is open to an exhaust port at the valve.
• Orificed4th clutch feed2 fluidat the middle of the valve filis the 4thclutch fluid
circuit.
Overrun Clutch Pistón (513): Overrun clutch fluidexhausts from the pistón,
thereby releasing the overrun clutch plates.
4th Clutch Pistón (532):4th clutch fluidpressure moves the pistón to apply the
4th clutch plates and obtain Fourth gear.
3-4 Accumulator Pistón (18): 4th clutch fluid pressure moves the pistón
against springforcé and3-4accumulator fluidpressure.This action absorbs initial
4th clutchfluidpressure tocushionthe 4thclutchapply. Also, themovement of the
accumulator pistón forces some 3-4 accumulator fluid out of the accumulator
assembly.
3-4 Accumulator Valve Train (405-409): Regulates the exhaust rate of
excess 3-4 accumulator fluid past the 3-4 accumulator valve (407). This fluid
regulation is controlledby orificedaccumulator fluid pressure moving the valve
train against throttle signal fluid pressure acting on the 3-4 accumulator control
valve (409). Refer to page 32A for a complete description ofaccumulator control
during a 3-4 upshift.
3rd Clutch Check Valve (85): With 3rdclutch fluid exhausted, servo release
fluid pressure seats the hall against the 3rd clutch feed fluid circuit. Only servo
release fluid feeds the 3rd clutch fluid circuit in Fourth gear.
CONVERTER CLUTCH
TCC Solenoid(416): Figure 77 shows the TCC solenoidON andthe converter
clutch applied. Under normal operating conditions the TCC will be applied in
Fourth gear.
Note: Remember that the TCC releases during all upshifts and downshifts, re-
applying after the shift is complete if operating conditions are appropriate.
SUMMARY
1-
2/34
SOL
N.C.
2-3
SOL
N.O.
OVER
DRIVE
ROLLE
R
CLUT
CH
OVER
RUN
FOURT
H
THIRD REVE
RSE
SECON
D
PRINC
IPLE
SPRA
G
ASSE
MBLY
BAND
CLUT
CH
CLUTC
H
CLUTC
H
CLUT
CH
CLUTC
H
ASSE
MBLY
OFF OFF FW APPLIE
D
APPLI
ED
APPLI
ED
NE
DRIVE RANGE - FOURTH
GEAR
PASSAGES
1 SUCTION
2 LINE
3 CONVERTER IN
4 TO COOLER
5 MAIN CASE LUBE
6 OVERDRIVE LUBE
7 RELEASE
8 APPLY
9 FEED LIMIT
10 THROTTLE SIGNAL
11 3 4 ACCUMULATOR
12 OVERRUN CLUTCH
13 R 3 2 1
14 REVERSE
15 REVERSECLUTCH
16 D 3 2
17 D 3 2/1-2
18 1-2 ACCUMULATOR
19 SERVO APPLY
20 2ND CLUTCH
21 SOLENOID FEED
22 SERVO RELEASE
23 3RD CLUTCH FEED
24 3RD CLUTCH
25 SOLENOID SIGNAL
28 4TH CLUTCH
29 1-2
30 1-2 REG
31 EXHAUST
32 VOID
COMPONENTS ( )
(7)
(27)
(34)
(34)
(85)
(306)
(317)
(324)
(415)
LINE PRESSURE TAP
SPIRAL CAPILLARY RESTRICTION
COOLER FITTING
COOLER FITTING ASSEMBLY
CHECK BALL - REVERSE SHUTTLE
- D 3 2 SHUTTLE
-QUICK DUMP VALVE
VALVE RETAINER
PLUG BALL
PWM SOLENOID SCREEN ASSEMBLY
FORCE MOTOR SCREEN ASSEMBLY
LD = L0CKED IN DRIVEFW = FREEWHEELING NE= N0T EFFECTIVE
80A 80 B

PRIVE RANGE - FOURTH GEAR (Torque Converter Clutch Applied)
(317)
CONVERTER HOUSING (6) PUMP WEAR PLATE (9) PUMP (10) - Converter HousingSide PUMP (10) - Adapter Case Side
PUMP GASKET (11)
ADAPTER CASE (20) - Pump Side
ADAPTER CASE (20)
Center Support Side
GASKET (28)
TRANSFER PLATE (29)
Main Case
GASKET (28)
CENTER SUPPORT (30)
TRANSFER PLATE (73)
Adapter Case/
A. C. Valve Body
ADAPTER CASE
VALVE BODY (71)
3RD CLUTCH
CHECK VALVE
(85)
(305)
□ • 30a 0 2
0c JOd 29f/17 j O 32a
121„ ^ °§1* ^
31z ^d/17 ,31CC
m «2' oj 0 y °r
• m m
22c|¿9e
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23aC2 0l4o g* «S,
• 23c
22e
23D/24 n
OlOh
2
±d
*”b
23d0 1
¿d
(317)
MAIN CASE (36)
GASKET
(104)
Adapter Case/
Transfer Píate
FLOW.
INFORMATION.
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PLATE
(87)
Main Case/
Valve Body
(317)
(324)
MAIN CASE
VALVE BODY (84)
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Main Case/
Transfer Píate
GASKET
(86)
Transfer Píate/
Valve Body

DRIVE RANGE - 4-3 DOWNSHIFT (TorqueConverter Clutch Released)
82 Figure 79

With the transmission operatingin Fourth gear,a 4-3 downshift can occur due
to coastdown or heavy throttle conditions. Also, increased engine load will
cause a 4-3 downshift. Figure 79 shows the transmission during a 4-3
downshift. During a 4-3 downshift the following changes occur to the
transmissions hydraulic and electrical systems:
4TH CLUTCH RETRASES & OVERRUN CLUTCH APPLIES
1-2/3-4 Shit't Solenoid(303): Energized(tumedON) hy theTCM, the
solenoidopens andD32/1-2fluidflows through the solenoid, actingonthe 1-
2/3-4 shift valve.
1-2/3-4 Shift Valve (304): D32/1-2 fluidpressure fromthe solenoidmoves
the valve against spring forcé and into the Second and Third gear position,
thereby causing the following:
• 4th clutchfeed1 fluidis blockedby the valveandthe 4thclutchfeed2 fluid
circuit is open toan exhaust port.
• Servo release fluidis blockedfrom enteringthe 2ndclutchfluidcircuit and
filis the 3rdclutch feedfluidcircuit.
• OrificedD32/1-2 fluidat the springendof thevalve feeds the 2ndclutch
fluid circuit.
Overrun Lockout Valve (705): With 4thclutch feed 2 fluid exhausted,
springforcé moves the valveout ofthe Fourthgear position. This opens the 4th
clutch fluid circuit to an orificed exhaust circuit and line pressure filis the
overrun clutch fluid circuit. The orificed exhaust of 4th clutch fluid helps
control the release of the 4th clutch.
4th Clutch Pistón (532): 4th clutch fluidpressure exhausts from thepistón,
thereby releasing the 4th clutch plates.
3-4 Accumulator Pistón (18): With 4th clutch fluid exhausting, 3-4
accumulator fluidpressure andspringforcé move the pistón to a Third gear
position.
3-4 Accumulator Valve Train: Regulates line pressure into the 3-4
accumulator fluidcircuit in relation to throttle signal fluid pressure. Refer to
page 32A fora complete description ofthe 3-4 accumulatorsystem
during a 4-3 downshift.
Overrun Clutch Pistón (513): Overrun clutch fluid pressure moves the
pistón to apply the overrun clutch and obtain Third gear.
3rd Clutch Check Valve (85): 3rd clutch feed fluid pressure unseats the
checkball and, in addition to servo release fluid, feeds the 3rd clutch fluid
circuit.
Forcé Motor Solenoid (404): Remember that the forcé motor solenoid
continuallyadjusts throttle signal fluidpressure, andline pressure,in relation to
TCM input signáis.
CONVERTER CLUTCH
Torque Converter Clutch (TCC) Solenoid (416): During the down-
shiftingfromFourthgear toThirdgear theTCM releases the converter clutch
by de-energizingthe TCC solenoid. When de-energized, the solenoid blocks
solenoidfeedfluidfrom enteringthe solenoidsignal fluidcircuit. Thesolenoid
signal fluid circuit is open to an exhaust through the solenoid.
TCC Control Valve (210): With solenoidsignal fluidpressure ex-hausted,
springforcé moves the valveinto therelease position.This blocks line pressure
from entering the apply fluid circuit and apply fluid retuming from the
converter enters the cooler fluid circuit. Also, ‘converter in’ fluid filis the
release fluid circuit with the valve in the release position.
TCC Apply Checkball (504): This retainer & ball assemhly, locatedin the
turbine shaft,is unseatedby release fluidpressure.This allows release fluid to
quickly fill the converter.
Torque Converter (1): Release fluidis routedbetween theconvertercover
andpressure píate tokeep the converterclutch released and fill the converter
with fluid. Fluid exits the converterin the applyfluidcircuit, flows through the
TCC control valve and into the cooler fluid circuit.
Note: The converter clutch will re-apply in Third gear under
normal operating conditions.
SUMMARY
1-2/34
$01
N.C.
2-3
$01
N.0.
OVERDRIVE
R0U.ER
CLUTCH
OVERRUN
CLUTCH
FOURTH
CLUTCH
THIRD
CLUTCH
REVERSE
CLUTCH
SECOND
CLUTCH
PRINCIPLE
SPRAG
ASSEMBLY
BAND
ASSEMBL
Y
0N 0FF LD APPLIED APPLIED APPLIED NE
PASSAGES
1 SUCTION
2 LINE
3 CONVERTER IN
4 TO COOLER
5 MAIN CASE LUBE
6 OVERDRIVE LUBE
7 RELEASE
8 APPLY
9 FEED LIMIT
10 THROTTLE SIGNAL
11 3-4 ACCUMULATOR
12 OVERRUN CLUTCH
13 R 3 2 1
14 REVERSE
15 REVERSECLUTCH
16 D 3 2
17 D 3 2/1-2
18 1-2 ACCUMULATOR
19 SERVO APPLY
20 2ND CLUTCH
21 SOLENOID FEED
22 SERVO RELEASE
23 3RDCLUTCHFEED
24 3RD CLUTCH
25 SOLENOID SIGNAL
28 4TH CLUTCH
29 1-2
30 1-2 REG
31 EXHAUST
32 VOID
COMPONENTS ( )
(34) COOLER FITTING
- D 3 2 SHUTTLE
- QUICK DUMP VALVE
(317) PLUGBALL
LD = L0CKED IN DRIVE FW = FREEWHEELING NE= NOT EFFECTIVE
82A 82 B

PRIVE RANGE - 4-3 DOWNSHIFT (TorqueConverter Clutch Released)

84 Figure 81

DRIVE RANGE - 3-2 DOWNSHIFT DRIVE RANGE - 3-2 DOWN SHIFT
Similar to a 4-3 downshift, if the transmissionis operatingin Thirdgear a 3-
2 downshift can occur due to coastdown, heavy throttle, orincreased engine
load conditions. A 3-2 downshift occurs when the TCM receives the
appropriate input signáis toenergize(tum ON) the2-3shift solenoid. Figure
81 shows the transmissionduringa 3-2 downshift.Duringthe downshift the
following changes occur:
2-3 Shift Solenoid (307): Energized by the TCM, the solenoid closes
and blocks D32/1-2 fluid from acting on the end of the 2- 3 shift valve.
D32/1-2 fluidat theendof the valve is open to an exhaust passage through
the solenoid.
2-3 Shift Valve (308): Without D32/1-2 fluid pressure from the shift
solenoid, spring forcé moves the valve into the First and Second gear
position. In this position the following changes occur:
• D32/1-2 fluidat themiddle of the valve is blockedfromentering the 4th
clutch feed 1 fluid Circuit.
• 4th clutch feed 1 fluid exhausts past the valve.
• D32 fluid is blocked from entering the servo release fluid Circuit.
• Servo release fluidexhausts past the valve. Remember that in Third
and Fourth gear servo release fluid fed the 3rd clutch fluid
Circuit.
3RD CLUTCH RELEASES
3rd Clutch Pistón (638): 3rd clutch fluid pressure exhausts from the
pistón, thereby releasing the 3rd clutch plates.
3rd Clutch Check Valve (85): Exhausting 3rd clutch fluid is orificed
(#24) tothe 3rdclutchcheckvalve, locatedin the maincase valve body.This
exhaustingfluidkeeps the ball unseated and flows through both the servo
release and 3rd clutch feed fluid circuits.
Servo Pistón (97): Servo release fluidpressure exhausts fromthe pistón.
Servo apply fluidpressure overcomes the forcé fromboth theservo cushion
(99) andservo retum(103) springs. This moves the servo pistón and apply
pin (102 to apply the brake band.
3rd Clutch Quick Dump Valve (85): Exhausting servo release fluid
seats the ball andis forcedthrough orífice#22d. This orífice helps control
the exhaust of servo release fluidwhich helps control the 3rd clutch release
rate. The orífice also helps control the apply rate of the brake band.
BRAKE BAND APPLIES
Pulse Width Modulated (PWM) Band Apply Solenoid (323):
The TCM Controls the solenoid’ s duty cycle depending on vehicle
applicationandoperatingconditions. The dutycycledetermines the rate at
which the solenoidregulates D32/1-2fluidintothe servo applyfluidCircuit.
Refer to the Electronic Com- ponents Section for a detailed
description of the PWM solenoid operation.
CONVERTER CLUTCH
Torque Converter Clutch (TCC): As explained on page 82A (4-3
Downshift),the converter clutch releases prior to all downshifts. However,
in Secondgear the converterclutch will not re- applyunder normal operating
conditions. Refer to page 82A (4- 3 Downshift) for a complete
explanation of the converter clutch hydraulic circuits during
TCC release.
PASSAGES
1 SUCTION
2 UNE
3 CONVERTER IN
4 TO COOLER
5 MAIN CASE LUBE
6 OVERDRIVE LUBE
7 RELEASE
8 APPLY
9 FEED LIMIT
10 THROTTLE SIGNAL
11 3-4 ACCUMULATOR
12 OVERRUN CLUTCH
13 R 3 2 1
14 REVERSE
15 REVERSECLUTCH
16 D 3 2
17 D 3 2/1-2
18 1-2 ACCUMULATOR
19 SERVO APPLY
20 2ND CLUTCH
21 SOLENOID FEED
22 SERVO RELEASE
23 3RD CLUTCH FEED
24 3RD CLUTCH
25 SOLENOID SIGNAL
28 4TH CLUTCH
29 1-2
30 1-2 REG
31 EXHAUST
32 VOID
COMPONENTS ( )
(34) COOLER FITTING
- D 3 2 SHUTTLE
- 3RD CLUTCH CHECK
VALVE
- QUICK DUMP VALVE
(317) PLUGBALL
SUMMARY
1-2/34
SOL
N.C.
2-3
SOL
N.0.
OVERDRIVE
R0LLER
CLUTCH
OVERRUN FOURTH THIRD REVERSE SECOND PRINCIPLE
SPRAG
ASSEMBLY
BAND
Y
ON ON LD APPLIED APPLIED FW APPLIED
ID = LOCKED IN DRIVEFW = FREEWHEELING NE= NOT EFFECT1VE
84A
84B

ADAPTER CASE (20)
Center Support Side
GASKET (28)
-< FRONT
TRANSFER PLATE (73)
Adapter Case/
A. C. Valve Body
20f/21
25k
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ADAPTER CASE
VALVE BODY (71)
TRANSFER PLATE (29)
Main Case
D 3 2
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■* FRO
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(85)
GASKET (28)
CENTER SUPPORT (30)
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(305)
(317)
ADAPTER CASE (20)
GASKET
(104)
Adapter Case/
Transfer Píate
GASKET
(72)
Transfer Píate/
A. C. Valve Body
NOTE:
MAIN CASE (36)
FLOW.
INFORMATION.
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Main Case/
Valve Body
(317)
i3 iívw
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MAIN CASE
VALVE BODY (84)
(324)
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Main Case/
Transfer Píate
GASKET
(86)
Transfer Píate/
Valve Body

CENTER SUPPORT
ASSEMBLY
(30)
REVERSE CLUTCH
ASSEMBLY
(608-617)
2ND CLUTCH
ASSEMBLY
(618-629)
3RD CLUTCH
ASSEMBLY
4634-643)
□ MAINLINE
SOLENOID SIGNAL
ESW--.31 ACCUMULATOR
( ---------1 FEED UMIT
THROTTLE SIGNAL
86
Figure 83

Note: The complete hydrctulic Circuit for Manual Third gear range has
been omitted. This is because Manual Third operation is idéntical to
Drive Range. However, in Manual Third the TCMprevenís the
transmission from upshifting into Fourth gear regardless of operating
conditions. Also, in Manual Third the R321 fluid Circuit at the manual
valve is fed by line pressure but does not affect the transmission operation.
A manual 3-2 downshift can be accomplished by moving the gear
selector lever into the Manual Second (2) position when the
transmission is operating in Third gear. Figure 83 shows the
transmission during a Manual 3-2 downshift. If vehicle speed is
below approximately 120 km/h (75 mph) the TCM will downshift
the transmission into Second gear. Above this speed the TCM will
keep the shift solenoids in a Third gear State and the transmission in
Manual Second - Third Gear until vehicle speed decreases
appropriately. Also, once in second gear, the TCM prevenís the
transmission from upshifting to third gear. In Manual Second the
transmission upshifts and downshifts normally between First and
Second gears.
For a complete description of a 3-2 downshift refer to page 84A
(Drive Range - 3-2 Downshift). The foliowing text explains what is
different during a manual 3-2 downshift (from Drive Range - Third
Gear to Manual Second - Second Gear) as op- posed to a forced 3-2
downshift in Drive Range.
Manual Valve (326): D32 fluid at the manual valve feeds the 1-2
fluid circuit.
Mode Switch: Located on the selector shaft (61), it signáis the
TCM that the selector lever and manual valve are in the Manual
Second (2) position.
Overrun Lockout Valve (705): 1 -2 fluid pressure assists spring
forcé and hydraulically prevenís the valve from shifting into the
Fourth gear position, thereby preventing Fourth gear.
D32 Shuttle Valve (85): 1-2 fluid pressure unseats the ball and, in
addition to D32 fluid, feeds the D32/1-2 fluid circuit. The D32
shuttle valve is located in the main case.
Low Pressure Control Valve (312): 1-2 fluid pressure moves the
valve against spring forcé and orificed 1-2 regulated fluid. This
action regulates 1-2 fluid into the 1-2 regulated fluid Circuit. 1-2
regulated fluid pressure is approximately one half that of 1-2 fluid
pressure and line pressure. This provides for a softer apply of the
3rd clutch when the transmission downshifts to First gear
(remember that the 3rd clutch is applied in Manual Second - First
Gear).
1-2/3-4 Shift Solenoid (303): The TCM keeps the solenoid
energized (ON) as in Third gear. This keeps the solenoid open and
D32/1-2 fluid pressure acting on the end of the 1-2/3-4 shift valve.
1-2/3-4 Shift Valve (304): In the Second and Third gear position
the valve blocks 1-2 regulated fluid. This fluid is for use in First
gear in Manual Second and Manual First. Otherwise the valve
operates the same as in Third gear.
SUMMARY
1-
2/34
SOL
N.C.
2-3
SO
L
N.
O.
OVER
DRIVE
R0LLE
R
CLUT
CH
OVER
RUN
CLUT
CH
FOUR
TH
CLUT
CH
THIRD
CLUTC
H
REVE
RSE
CLUT
CH
SECON
D
CLUTC
H
PRINC
IPLE
SPR
AG
ASSE
MBLY
BAND
ASSE
MBLY
ON ON LD
APPLI
ED
APPLI
ED
FW
APPLI
ED
PASSAGES
1 SUCTION
2 LINE
3 CONVERTER IN
4 TO COOLER
5 MAIN CASE LUBE
6 OVERDRIVE LUBE
7 RELEASE
8 APPLY
9 FEEDLIMIT
10 THROTTLE SIGNAL
11 3-4 ACCUMULATOR
12 OVERRUN CLUTCH
13 R 3 2 1
14 REVERSE
15 REVERSE CLUTCH
16 D 3 2
17 D 3 2/1-2
18 1-2 ACCUMULATOR
19 SERVO APPLY
20 2ND CLUTCH
21 SOLENOID FEED
22 SERVO RELEASE
23 3RDCLUTCHFEED
24 3RD CLUTCH
25 SOLENOID SIGNAL
28 4TH CLUTCH
29 1-2
30 1-2 REG
31 EXHAUST
32 VOID
COMPONENTS ( )
(34) COOLER FITTING
- D 3 2 SHUTTLE
-QUICKDUMP VALVE
(317) PLUGBALL
86A
86B

(317)
(27)
PUMP WEAR PLATE (9) PUMP (10) - Converter HousingSide
PUMP (10) - Adapter Case Side
31 6
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ADAPTER CASE (20)
Center Support Side
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GASKET (28)
CENTER SUPPORT (30)
-< FRONT
TRANSFER PLATE (73)
Adapter Case/
A. C. Valve Body
20f/21
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VALVE BODY (71)
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(324)
ADAPTER CASE (20)
GASKET
(104)
Adapter Case/
Transfer Píate
/St9
GASKET
(72)
Transfer Píate/
A. C. Valve Body
NOTE:
MAIN CASE (36)
FLOW.
INFORMATION.
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GASKET
(88)
Main Case/
Transfer Píate
GASKET
(86)
Transfer Píate/
Valve Body

88
Figure 85

MANUAL FIRST - FIRST GEAR MANUAL FIRST - FIRST
GEAR
(from Manual Second - Second Gear) (from Manual Second - Second Gear)A manual 2-1 downshift can be accomplished by moving the gear selector
lever into theManual First (1) positionwhen thetransmissionis operatingin
Second gear. Figure 85 shows the transmission during a Manual 2-1
downshift. If vehicle speedis belowapproximately60 km/ h (37 mph) the
transmissionwill shift intoFirst gear. Above this speed the TCM will keep
the shift solenoids in a Second gear State and the transmission in Manual
First - SecondGear un til vehicle speedslows sufficiently. Also, once in fírst
gear, the TCM prevents the transmission from upshifting into second gear.
The followingtext describes the downshift from Manual Second - Second
Gear to Manual First - First Gear:
Manual Valve (326):Line pressure is blocked from entering the D32 fluid
circuit andD32 fluidexhausts past the valve. The line pressure fluid circuit
is open to feed the 1-2 fluid circuit.
Mode Switch: Locatedon theselectorshaft (61), it signáis theTCM that the
selector lever and manual valve are in the Manual First (1) position.
D32 Shuttle Valve (85): 1-2 fluidpressure seats the hall against the empty
D32 fluid circuit and continúes to feed the D32/1-2 fluid circuit
1-2/3-4Shift Solenoid(303): De-energizedby theTCM, the solenoidblocks
D32/1-2 fluidpressure frompassingthrough thesolenoid. Also,the D32/1-2
fluid at the endof the 1-2/3-4 shift valve is opento an exhaust through the
solenoid.
1-2/3-4Shift Valve (304): Without D32/1-2 fluidpressure fromthe solenoid,
springforcé moves the valveinto the First and Fourth gear position. This
blocks D32/1-2fluidfromfeedingthe 2ndclutchfluidcircuit andallows 1-2
regulated fluid to enter the 3rd clutch feed fluid circuit. 2nd clutch fluid
exhausts past the valve and through the servo release fluid circuit.
2ND CLUTCH RELEASES
2ndClutch Pistón(622): 2ndclutch fluidexhausts fromthe pistón, thereby
releasing the 2nd clutch plates.
1-2 Accumulator Pistón(315): 2nd clutch fluid exhausts from the pistón.
Springforcé and1-2 accumulatorfluidpressure move the pistóntothe First
gear position.
1-2 Accumulator Valve Train: Regulates line pressure into the 1-2
accumulator fluid circuit. Refer to page 32Afor a complete description of 1-2
accumulator system during a 2-1 downshift.
TCC Solenoid(416): Solenoidfeedfluidexhausts fromthe solenoid, past the
reverse shuttle valve (85) and through the 2nd clutch fluid circuit. This
prevents the converter clutch from applying under any condi tions.
3RD CLUTCH APPLIES
3rdClutch Check Valve (85): 3rd clutch feed fluid pressure seats the ball
against the servo release fluidcircuit andis orificedinto the 3rd clutch fluid
circuit. This orífice helps control the apply rate of the 3rd clutch.
3rdClutch Pistón (638): 3rdclutchfluidpressure moves thepistón to apply
the 3rd clutch plates. The 3rd clutch is applied to provide engine
compressionbrakingduringcoast conditions in Manual First - First Gear.
Low Pressure Control Valve (312): The regulation of 1-2 fluid into 1-2
regulatedfluidpressure helps control the 3rdclutchapply rate. 1-2 regulated
fluid pressure is approximately one half that of line pressure to provide a
slower apply of the 3rdclutch,as comparedto the3rdclutch apply during a
2-3 upshift wherethe 3rdclutch fluidcircuit is fed by servo release fluid. A
slower apply is neededin a manual 2-1 downshift because the apply feel of
the 3rdclutch is more noticeable than in a 2-3 upshift. This is due to the
brake band being applied during a manual 2-1 downshift.
Note: Third gear is prevented hydraulically by exhausting D3 2 fluid Fourth gear
is also prevented hydraulically. This is done by routing 1-2 fluid to the overrun
lockout valve. 1-2 fluid pressure prevents the overrun lockout valve from shifting
into the Fourth gear position under any conditions.
PASSAGES
1 SUCTION
2 LINE
3 CONVERTER IN
4 TO COOLER
5 MAIN CASE LUBE
6 OVERDRIVE LUBE
7 RELEASE
8 APPLY
9 FEED LIMIT
10 THROTTLE SIGNAL
11 3-4 ACCUMULATOR
12 OVERRUN CLUTCH
13 R 3 2 1
14 REVERSE
15 REVERSECLUTCH
16 D 3 2
17 D 3 2/1-2
18 1-2 ACCUMULATOR
19 SERVO APPLY
20 2ND CLUTCH
21 SOLENOID FEED
22 SERVO RELEASE
23 3RDCLUTCHFEED
24 3RD CLUTCH
25 SOLENOID SIGNAL
28 4TH CLUTCH
29 1-2
30 1-2 REG
31 EXHAUST
32 VOID
COMPONENTS ( )
(34) COOLER FITTING
- D 3 2 SHUTTLE
- 3RD CLUTCH CHECK
VALVE
- QUICK DUMP VALVE
(317) PLUGBALL
SUMMARY
1-2/
3-4
SOL
N.C.
2-3
SO
L
N.
O.
OVER
DRIVE
ROLLE
R
CLUTC
H
OVER
RUN
CLUT
CH
FOU
RTH
CLUTC
H
THIRD
CLUTC
H
REVE
RSE
CLUT
CH
SECON
D
CLUTC
H
PRINC
IPLE
SPRA
G
ASSE
MBLY
BAND
ASSE
MBLY
OFF ON LD APPLI
ED
APPLI
ED
LD APPLI
ED
U> = LOCKED IN DRIVE FW = FREEWHEELING NE = N0T EFFECTIVE
88A 88B

(27)
PUMP WEAR PLATE (9)
PUMP (10) - Converter HousingSide
PUMP (10) - Adapter Case Side
PUMP GASKET (11)
ADAPTER CASE (20) - Pump Side
ADAPTER CASE (20)
Center Support Side
GASKET (28)
TRANSFER PLATE (29)
Main Case
GASKET (28)
TRANSFER PLATE (73)
Adapter Case/
A. C. Valve Body
20f/21
25k—r—i
V
ADAPTER CASE
VALVE BODY (71)
14kD 010e
ACCUMULATOR
BORE
ic
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(415)
CENTER SUPPORT (30)
Adapter Case Side
_ík
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20g
13b( CD16b
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CHECK VALVE
(85)
(305)
(317)
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ADAPTER CASE (20)
GASKET
(104)
Adapter Case/
Transfer Píate
GASKET
(72)
Transfer Píate/
A. C. Valve Body
NOTE:
MAIN CASE (36)
FLOW.
INFORMATION.
TRANSFER
PLATE
(87)
Main Case/
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LUBRICATION POINTS
90 Figure 87

BUSHING, BEARING & WASHER LOCATIONS
1 CLUTCH ASSEMBLY,CONVERTER
12 WASHER, THRUST SELECTIVE 36
CASE, MAIN
51 BEARING, NEEDLE/EXTENSION 209 PUMP
ASSEMBLY, OIL 510HOUSING, OVERRUN CLUTCH
525 CARRIER ASSEMBLY, OVERDRIVE COMPLETE
527 BEARING ASEMBLY,THRUST 529WASHER,
THRUST/INTERNAL GEAR/SUPPORT
631 WASHER, THRUST/2ND CLUTCH/3RD CLUTCH
632 RETAINER, CLUTCH HUB
634 DRUM ASSEMBLY, 3RD CLUTCH
644 WASHER, THRUST/INPUT SUN
645 BEARING, INPUT SHAFT/GEAR ASSEMBLY
651 BEARING, OUTPUT SHAFT/INPUT SUN
652 WASHER, OUTPUT SHAFT/INPUT SUN
653 CARRIER ASSEMBLY, PLANETARY
654 WASHER, THRUST/OUTPUT SHAFT/INPUT SHAFT
655 BEARING, GEAR/REACTION/SUN
656 BEARING, NEEDLE/REACTION
SUN 659 DRUM, REACTION SUN
701 SUPPORT ASSEMBLY, CENTER
Figure 88
91

SEAL LOCATIONS
3 SEAL RING ASSEMBLY, CONVERTER HOUSING 8
SEAL, O-RING
15 SEAL, O-RING 3-4 ACCUMULATOR 19
RING, 3-4 ACCUMULATOR PISTON 32
RING, OIL SEAL
38 SEAL, O-RING/BREATHER ASSEMBLY 44
SEAL, O-RING/SPEED SENSOR 48 SEAL, O-
RING/DRIVE FLANGE 50 SEAL, EXTENSION
ASSEMBLY 98 SEAL, RING/SERVO PISTON
314 RING, 1-2 ACCUMULATOR PISTON 505
SEAL, O-RING/TURBINE SHAFT
508 RING, OIL SEAL/TURBINE SHAFT
513 PISTON, OVERRUN CLUTCH
533 SEAL, 4TH CLUTCH PISTON (INNER)
534 SEAL, 4TH CLUTCH PISTON (OUTER)
608 SEAL, REVERSE CLUTCH PISTON (INNER)
609 SEAL, REVERSE CLUTCH PISTON
(OUTER)
620 SEAL, 2ND CLUTCH PISTON (INNER)
621 SEAL, 2ND CLUTCH PISTON (OUTER)
635 SEAL, 3RD CLUTCH PISTON (INNER)
637 SEAL, 3RD CLUTCH PISTON (OUTER)
667 SEAL, RING/GOVERNOR HUB
92 Figure 89

CASE AND ASSOCIATED PARTS
94 Figure 90

CASE AND ASSOCIATED PARTS
1 CLUTCH ASSEMBLY, CONVERTER
2 SCREW, SEAL RING ASSEMBLY
3 SEAL RING ASSEMBLY CONVERTER HOUSING
4 SCREW, CONVERTER HOUSING/MAIN CASE
5 SCREW, CONVERTER HOUSING/OIL PUMP
6 HOUSING, CONVERTER
7 PLUG, CONVERTER HOUSING
8 SEAL, O-RING
9 WEAR PLATE, OIL PUMP BODY
10 PUMP ASSEMBLY, OIL
11 GASKET
12 WASHER, THRUST SELECTIVE
13 RING, SNAP
14 COVER, 3-4 ACCUMULATOR PISTON
15 SEAL, O-RING 3-4 ACCUMULATOR
16 SPRING, 3-4 ACCUMULATOR PISTON
17 PIN, 3-4 ACCUMULATOR PISTON
18 PISTON, 3-4 ACCUMULATOR
19 RING, 3-4 ACCUMULATOR PISTON
or í P A Q F A nA P TFP
22 CONNECTOR, ELECTRICAL/ADAPTER CASE
23 SCREW & CONICAL WASHER ASSEMBLY
24 SEAL "O" RING, FILLER TUBE
25 TUBE ASSEMBLY, FLUID FILLER
26 SEAL, FILLER TUBE
27 RESTRICTOR, OIL
28 GASKET, TRANSFER PLATE/ADAPTER
29 PLATE, TRANSFER ADAPTER/CENTER
SUPPORT
30 SUPPORT ASSEMBLY, CENTER
31 SCREW, CENTER SUPPORT
32 RING, OIL SEAL
33 SEAL, O-RING MAIN CASE
34 FITTING, COOLER
35 FITTING ASSEMBLY, COOLER
36 CASE, MAIN
37 BREATHER, PIPE
38 SEAL, O-RING
39 RESERVOIR
40 SCREW, SPEEDO DRIVEN GEAR ASSEMBLY
41 GEAR ASSEMBLY, SPEEDO DRIVEN
42 GASKET, EXTENSION CASE
43 EXTENSION ASSEMBLY
44 SEAL, O-RING/SPEED SENSOR
45 SENSOR ASSEMBLY, SPEED
46 SCREW, SPEED SENSOR
47 NUT, OUTPUT SHAFT/DRIVE FLANGE
48 SEAL, O-RING/DRIVE FLANGE
49 FLANGE, DRIVE
50 SEAL, EXTENSION ASSEMBLY
51 BEARING, NEEDLE/EXTENSION
52 SCREW, EXTENSION/MAIN CASE
53 SPRING, PARKING PAWL LOCK
54 PAWL, PARKING LOCK
55 CONNECTOR, ELECTRICAL/MAIN CASE
56 ACTUATOR ASSEMBLY, PARKING LOCK
57 NUT, PARKING LOCK LEVER
58 LINK, MANUAL VALVE
59 PIN, SPRING
60 LEVER, PARKING LOCK & RANGE SELECTOR
61 SHAFT, SELECTOR
62 SEAL, SELECTOR SHAFT
63 MODE SWITCH ASSEMBLY
64 SCREW & CONICAL WASHER ASSEMBLY
65 SHIELD, MODE SWITCH
66 PIN, SPRING
67 PAN, BOTTOM/ADAPTER CASE
68 GASKET, BOTTOM PAN/ADAPTER CASE
69 HARNESS ASSEMBLY, ADAPTER CASE
70 SCREW, VALVE BODY
71 VALVE BODY ASSEMBLY, ADAPTER CASE
72 GASKET, ADAPTER VALVE BODY
73 PLATE, ADAPTER VALVE BODY/TRANSFER
74 PAN, BOTTOM/MAIN CASE
75 GASKET, BOTTOM PAN/MAIN CASE
76 GASKET, OIL DRAIN PLUG
77 PLUG, OIL DRAIN
78 MAGNET, CHIP COLLECTOR
79 FILTER, OIL
80 HARNESS ASSEMBLY, MAIN CASE
82 ROLLER & SPRING ASSEMBLY, MANUAL DETENT
83 PLATE, POSITIVE STOP
84 VALVE BODY ASSEMBLY, MAIN CASE
85 BALL, CHECK
86 GASKET, MAIN V.B./TRANSFER PLATE
87 PLATE, MAIN V.B./TRANSFER
88 GASKET, TRANSFER/MAIN CASE
89 SCREW, TRANSFER PLATE ON V.B.
90 SCREW, SERVO COVER
91 COVER, SERVO PISTON
92 GASKET, COVER/SERVO PISTON
93 RING, RETAINING SERVO PISTON
94 CLIP, SERVO PISTON
95 NUT, SERVO SCREW
96 SCREW, SERVO PISTON
97 PISTON, SERVO
98 SEAL, RING/SERVO PISTON
99 SPRING, CUSHION/SERVO PISTON
100 SEAT, CUSHION SPRING
101 SLEEVE, SERVO PISTON ADJUST
102 ROD, APPLY/SERVO PISTON
103 SPRING, RETURN/SERVO PISTON
104 GASKET, ADAPTER CASE/TRANSFER PLATE
105 TRANSMISION CONTROL MODULE
106 SERVO PISTON ASSEMBLY
Figure 91
PUMP ASSEMBLY
206
209
217
201
201 GEAR, OIL PUMP DRIVE
202 GEAR, OIL PUMP DRIVEN
203 PIN, BOOST VALVE SLEEVE
204 SLEEVE, BOOST VALVE
205 VALVE, BOOST
206 SEAT, SPRING/PRESSURE REGULATOR VALVE
207 SPRING, PRESSURE REGULATOR VALVE
208 VALVE, PRESSURE REGULATOR
209 PUMP ASSEMBLY, OIL
212
210 VALVE, CONVERTER CLUTCH CONTROL
211 SPRING, CONVERTER CLUTCH CONTROL VALVE
212 PLUG, CONVERTER CLUTCH CONTROL VALVE
213 PIN, SPRING
214 PISTON, THROTTLE SIGNAL ACCUMULATOR
215 SPRING, THROTTLE SIGNAL ACCUMULATOR
216 SEAT, SPRING/THROTTLE SIGNAL ACCUMULATOR
217 RING, SNAP/THROTTLE SIGNAL ACCUMULATOR
Figure 92 95

VALVE BODY ASSEMBLIES
309
301 BODY, VALVE MAIN CASE
302 PIN, SPRING
303 SOLENOID ASSEMBLY, ON/OFF N.C.
304 VALVE, 1-2 & 3-4 SHIFT
305 SPRING, 1-2 & 3-4 (2-3) SHIFT
306 RETAINER, VALVE
307 SOLENOID ASSEMBLY, ON/OFF N.O.
308 VALVE, 2-3 SHIFT
309 PIN, SPRING
310 PLUG, VALVE BORE
311 SPRING, VALVE LOW PRESSURE CONTROL
312 VALVE, LOW PRESSURE CONTROL
317 BALL, CHECK
318 VALVE, 1-2 ACCUMULATOR CONTROL
319 SPRING, 1-2 ACCUMULATOR CONTROL (OPTIONAL)
320 VALVE, 1-2 ACCUMULATOR
321 WASHER, WAVED PWM SOLENOID
322 PIN, SOLENOID PWM
323 SOLENOID ASSEMBLY, BAND CONTROL PWM
324 SCREEN ASSEMBLY, PWM SOLENOID
325 PLUG, SCREEN
326 VALVE, MANUAL
Figure 93
402
403
317 BALL, CHECK
401 BODY, VALVE/ADAPTER CASE
402 SCREW, SOLENOID FORCE MOTOR
403 RETAINER, FORCE MOTOR
404 SOLENOID, FORCE MOTOR
405 PLUG, 3-4 ACCUMULATOR
406 PIN, SPRING
407 VALVE, 3-4 ACCUMULATOR
408 SPRING, 3-4 ACCUMULATOR VALVE (OPTIONAL)
409 VALVE, 3-4 ACCUMULATOR CONTROL
410 SPRING, FEED LIMIT VALVE
411 RING, RETAINER
412 VALVE, FEED LIMIT
413 SEAL, O-RING PLUG FILTER
414 PLUG,SCREEN
415 SCREEN ASSEMBLY, FORCE MOTOR
416 SOLENOID, TORQUE CONV. CLUTCH ON/OFF N.C.
417 WASHER, T.C.C. SOLENOID SCREW
96 Figure 94

OVERDRIVE INTERNAL COMPONENTS
501 RETAINER, 4TH CLUTCH
502 PLATE, 4TH CLUTCH (STEEL)
503 PLATE ASSEMBLY, 4TH CLUTCH (LINED)
504 RETAINER & BALL ASSEMBLY, CHECK VALVE
505 SEAL, O-RING/TURBINE SHAFT
506 SHAFT, TURBINE
508 RING, OIL SEAL/TURBINE SHAFT
510 HOUSING, OVERRUN CLUTCH
511 SEAL, OVERRUN CLUTCH (INNER)
512 SEAL, OVERRUN CLUTCH (OUTER)
513 PISTON, OVERRUN CLUTCH
514 SPRING, OVERRUN CLUTCH RELEASE
515 RETAINER, RELEASE SPRING/OVERRUN CLUTCH
516 ROLLER ASSEMBLY, OVERDRIVE CLUTCH
517 CAM, OVERDRIVE ROLLER CLUTCH
518 RING, SNAP/OVERRUN CLUTCH HUB
519 GEAR, OVERDRIVE SUN
520 PLATE, WAVED/OVERRUN CLUTCH
521 PLATE , OVERRUN CLUTCH (STEEL)
522 PLATE ASM., OVERRUN CLUTCH (LINED)
523 PLATE, BACKING/OVERRUN CLUTCH
524 RING, SNAP/OVERRUN CLUTCH HOUSING
525 CARRIER ASSEMBLY, OVERDRIVE COMPLETE
526 RING, SNAP/TURBINE SHAFT/CARRIER
527 BEARING ASSEMBLY, THRUST
528 GEAR, OVERDRIVE INTERNAL
529 WASHER, THRUST/INTERNAL GEAR/SUPPORT
530 RING, SNAP/ADAPTER/4TH CLUTCH SPRING
531 RETAINER & SPRING ASSEMBLY, 4TH CLUTCH
532 PISTON, 4TH CLUTCH
533 SEAL, 4TH CLUTCH PISTON (INNER)
534 SEAL, 4TH CLUTCH PISTON (OUTER)
Figure 95 97

INTERNAL COMPONENTS
98 Figure 96

INTERNAL COMPONENTS
608 SEAL, REVERSE CLUTCH PISTON (INNER)
609 SEAL, REVERSE CLUTCH PISTON (OUTER)
610 PISTON, REVERSE CLUTCH
611 SPRING, PISTON CLUTCH
612 SEAT, SPRING/REVERSE CLUTCH
613 RING, RETAINING
614 PLATE, WAVED/REVERSE CLUTCH
615 PLATE, REVERSE CLUTCH (STEEL)
616 PLATE ASSEMBLY, REVERSE CLUTCH (LINED)
617 PLATE, REVERSE CLUTCH PRESSURE/SELECTIVE
618 DRUM ASSEMBLY, 2ND CLUTCH
620 SEAL, 2ND CLUTCH PISTON (INNER)
621 SEAL, 2ND CLUTCH PISTON (OUTER)
622 PISTON, 2ND CLUTCH
623 SEAT, SPRING/2ND CLUTCH
625 PLATE, WAVED/2ND CLUTCH
626 PLATE, 2ND CLUTCH (STEEL)
627 PLATE ASSEMBLY, 2ND CLUTCH (LINED)
628 SPACER, 2ND CLUTCH
629 RING, RETAINING
630 GEAR, RING
631 WASHER, THRUST/2ND CLUTCH/3RD CLUTCH 623
THRUST WASHER, CLUTCH HUB
634 DRUM ASSEMBLY, 3RD CLUTCH
635 SEAL, 3RD CLUTCH PISTON (INNER)
636 WASHER, RETAINING
637 SEAL, 3RD CLUTCH PISTON (OUTER)
638 PISTON, 3RD CLUTCH
639 SEAT, SPRING/3RD CLUTCH
640 RING, RETAINING
641 PLATE, SPRING CUSHION/3RD CLUTCH
642 PLATE, 3RD CLUTCH (STEEL)
643 PLATE ASSEMBLY, 3RD CLUTCH (LINED)
644 WASHER, THRUST/INPUT SUN
645 BEARING, INPUT SHAFT/GEAR ASSEMBLY
646 GEAR ASSEMBLY, INPUT SUN
647 RACE ASSEMBLY, SPRAG
648 RING, RETAINING/SPRAG
649 RING, RETAINING
650 CAGE ASSEMBLY, SPRAG
651 BEARING, OUTPUT SHAFT/INPUT SUN
652 WASHER, OUTPUT SHAFT/INPUT SUN
653 CARRIER ASSEMBLY, PLANETARY
658 GEAR, REACTION SUN
659 DRUM, REACTION SUN 664
BAND ASSEMBLY,BRAKE
667 SEAL, RING/WHEEL PARKING LOCK
668 WHEEL, PARKING LOCK
671 GEAR, SPEEDO WHEEL
672 WHEEL, SPEEDO
673 RING, RETAINING
674 PLATE ASSEMBLY, 3RD CLUTCH (LINED)
675 BEARING, THRUST ASSEMBLY
Figure 97
CENTER SUPPORT ASSEMBLY
702
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
Figure 98 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 Pattem -
(2) 3-Way On/Off Solenoids
Shift Quality - (1) Forcé Motor
(1) "High Flow" Pulse Width Modulated
Solenoid (for 3-2 Downshifts Only) Torque
Converter Clutch - (1) 2-Way On/Off Solenoid
Additional transmissionandenginesensors are provideddependingon
transmission/powertrain application.
Gear Ratios Base Optional
lst 2.400 2.860
2nd 1.479 1.620
3rd 1.000 1.000
4th 0.723 0.723
Rev 2.000 2.000
Máximum Engine Torque
350 Nm (258 LB-FT, 36 Kg-M)
Máximum Gearbox Torque
597 Nm (440 LB-FT, 61 Kg-M)
The máximum torque limits are only to be usedas a guide andmay not be
applicable under certain conditions.
Máximum Shift Speed
245m m 260m m
Converter Converter
1-2 6,500 RPM 7,000 RPM
2-3 6,500 RPM 7,000RPM
3-4 6,500 RPM 7,000RPM
The máximum shift speedallowedin each engine applicationmust be
calculated.
Máximum Gross Vehicle Weight (Estímate)
3,500 Kg (7,716 LB)
Transmission Fluid Type
Dexron® HE
Converter Bolt Circle Diameters
For 245 mm Converter - 228.0 mm to 247.7
mm For 260 mm Converter - 227.0 mm to
247.7 mm
Converter Stall Torque Ratio Range
For 245 mm Converter - 1.63 to 2.70
For 260 mm Converter - 1.70 to 2.57
Converter “K” Factor Range
For 245 mm Converter - 122 to 240 For 260
mm Converter - 129 to 187
Not all “K” Factors are applicable across the entirerange ofConverter Stall
Torque Ratios.
Transmission Fluid Capacities (Approximate)
Dry: 6.4L (7 QT) with 245 mm Converter
Dry: 7.8L (8 QT) with 260 mm Converter
Transmission Weight
For 245 mm Converter For 260 mm Converter
Dry: 69.1 Kg (152.33 LB) Dry: 72.4 Kg (159.06 LB) Wet:76.0
Kg (167.55 LB) Wet: 80.5 Kg (177.47 LB)
Transmission Packaging Information*
Overall Length**
725.14 mm to 793.64 mm (245 mm Converter)
733.39 mm to 801.89 mm (260 mm Converter)
Main Case (Reference)**
430.4 mm
Converter Housing
142.75 mm mínimum with 245 mm Converter
152.0 mm mínimum with 260 mm Converter
Extensión Housing**
219.6 mm mínimum with Slip Yoke Design
115.0 mm mínimum with Fixed Yoke Design
70.0 mm mínimum with 4-wheel Drive
* All dimensions shown are nominal.
** Determinedby customer requirements.
7 Position Quadrant
(P,R,N,D,3,2, 1)
Pressure Taps Available
Line Pressure
Manufacturing Location
Strasbourg, France
Informationmayvary withapplication. All information, illustrations and
specifications containedin this brochureare basedon the latest product
informationavailable at the timeof publication approval.Theright is reserved
to make changes at any time without notice.
Converter Sizes Available
245 mm and 260 mm (Reference)
100

HYDRA-MATIC PRODUCT DESIGNATION SYSTEM
The product designation system used for all Hydra-matic
transaxles and transmissions consists of a series of numbers
and letters that correspond with the special features incorpo-
rated in that product line. The first character is a number that
designates the number of forward gear ranges available in that
unit. For example: 4 = four forward gear ranges.
The second character is a letter that designates how the unit is
mounted in the vehicle. When the letter “T” is used, it
designates that the unit is transversely mounted and is used
primarily for front wheel drive vehicles. The letter “L”
designates that it is longitudinally mounted in the vehicle and it
is used primarily for rear wheel drive vehicles. The letter “M”
designates that the unit is a manual transaxle or transmission
but not specific to a front or rear wheel drive vehicle
application.
The third and fourth characters consists of a set of numbers,
(i.e. “30”), that designate the transaxle or transmission “Series”
number. This number signifies the relative torque capacity of
the unit.
The fifth character designates the major features incorporated
into this unit. For example, the letter “E” designates that the
unit has electronic Controls.
By using this method of classification, the HYDRA-MATIC
4L30-E is a 4-speed, longitudinally mounted, 30 series unit.
HYDRA-MATIC 4L30-E
HYDRA-MATIC 4 L 30 E
Number of Type: Series: Major Features:
Speeds: T -Transverse Based on
E - Electronic
Controls
3 L - Longitudinal Relative A - All Wheel Drive
4 M - Manual Torque HD - Heavy Duty
5 Capacity
V (CVT)
101

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