Manual 4l60e PDF

HYDRA-MATIC
4L60-E
CONTENTS
INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
HOW TO USE THIS BOOK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
UNDERSTANDING THE GRAPHICS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
TRANSMISSION CUTAWAY VIEW (FOLDOUT) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
GENERAL DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
PRINCIPLES OF OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9A
MAJOR MECHANICAL COMPONENTS (FOLDOUT) . . . . . . . . . . . . . . . . . . . 10
RANGE REFERENCE CHART . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
TORQUE CONVERTER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
APPLY COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
PLANETARY GEAR SETS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24
HYDRAULIC CONTROL COMPONENTS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27
ELECTRONIC CONTROL COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34
POWER FLOW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41
COMPLETE HYDRAULIC CIRCUITS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 67
LUBRICATION POINTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 92
BUSHING, BEARING & WASHER LOCATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . 93
SEAL LOCATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 94
ILLUSTRATED PARTS LIST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 95
BASIC SPECIFICATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 103
PRODUCT DESIGNATION SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 104
GLOSSARY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 105
ABBREVIATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 107
INDEX . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 109
NOTES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 110
http://fordrazborka.zu8.ru/
PREFACE
The Hydra-matic 4L60-E Technicians Guide is primarily intended for
automotive technicians that have some familiarization with an automatic
transaxle or transmission. Other persons using this book may find this
publication somewhat technically complex if additional instruction is not
provided. Since the intent of this book is to explain the fundamental mechanical, hydraulic and electrical operating principles, some of the terminology used is specific to the transmission industry. Therefore, words
commonly associated with a specific transaxle or transmission function
have been defined as either throughout this publication or in the Glossary at
the end of this book.
The Hydra-matic 4L60-E Technicians Guide is intended to assist technicians during the service, diagnosis and repair of this transmission. However, this book is not intended to be a substitute for other General Motors
service publications that are normally used on the job. Since there is a wide
range of repair procedures and technical specifications specific to certain
vehicles and transmission models, the proper service publication must be
referred to when servicing the Hydra-matic 4L60-E transmission.
COPYRIGHT 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, recording or otherwise, without the prior written permission of Powertrain
Division of General Motors Corp. This includes all text, illustrations,
tables and charts.
INTRODUCTION
The Hydra-matic 4L60-E Technicians Guide is
another Powertrain publication from the Technicians
Guide series. These publications provide in-depth
technical information that is useful when learning or
teaching the fundamental operations of a transaxle
or transmission. This book is designed to graphically
illustrate and explain the function of the mechanical,
hydraulic, and electrical systems that make up the
Hydra-matic 4L60-E transmission. The information
contained in this book was developed to be useful
for both the inexperienced and experienced
technician. The inexperienced technician will find
the explanations of the basic operating characteristics
of this transmission as valuable when learning the
function of each component used in this transmission.
The experienced technician will find that this book
is a valuable reference source when diagnosing a
problem with the vehicle.
In the first section of this book entitled Principles
of Operation, exacting explanations of the major
components and their functions are presented. In
every situation possible, text describes component
operation during the apply and release cycle as well
as situations where it has no effect at all. The
descriptive text is then supported by numerous
graphic illustrations which further emphasize the
operational theories presented.
The second major section entitled Power Flow,
blends the information presented in the Principles
of Operation section into the complete transmission
assembly. The transfer of torque from the engine
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 learning or diagnosis purposes.
The Appendix section of this book provides
additional transmission information regarding
lubrication circuits, seal locations, illustrated parts
lists and more. Although this information is available
in current model year Service Manuals, its inclusion
provides for a quick reference guide that is useful to
the technician.
Production of the Hydra-matic 4L60-E Technicians
Guide was made possible through the combined
efforts of many staff areas within the General Motors
Powertrain Division. As a result, the Hydra-matic
4L60-E Technicians Guide was written to provide
the user with the most current, concise and usable
information available with regards to this product.
HOW TO USE THIS BOOK

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

Graphics to know how the graphic illustrations
are used, particularly as they relate to the
mechanical power flow and hydraulic controls
(see Understanding the Graphics page 6).
Unfold the cutaway illustration of the Hydramatic 4L60-E (page 8) and refer to it as you
progress through each major section. This cutaway
provides a quick reference of component location
inside the transmission assembly and their
relationship to other components.
The Principles of Operation section (beginning on

page 9A) presents information regarding the major
apply components and hydraulic control
components used in this transmission. This section
describes how specific components work and
interfaces with the sections that follow.
The Power Flow section (beginning on page 41)

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

components to operate. The mechanical power
flow is graphically displayed on a full size page
and followed by a half page of descriptive text.
The opposite side of the half page contains the
narrative description of the hydraulic fluid as it
applies components or moves valves in the system.
Facing this partial page is a hydraulic schematic
which shows the position of valves, checkballs,
etc., as they function in a specific gear range.
Also, located at the bottom of each half page is a
reference to the Complete Hydraulic Circuit
section that follows.
The Complete Hydraulic Circuits section

(beginning on page 67) details the entire hydraulic
system. This is accomplished by using a foldout
circuit schematic with a facing page two
dimensional foldout drawing of each component.
The circuit schematics and component drawings
display only the fluid passages for that specific
operating range.
Finally, the Appendix section contains a schematic

of the lubrication flow through the transmission,
disassembled view parts lists and transmission
specifications. This information has been included
to provide the user with convenient reference
information published in the appropriate vehicle
Service Manuals. Since component parts lists and
specifications may change over time, this
information should be verified with Service
Manual information.
HOW TO USE THIS BOOK
Figure 1
UNDERSTANDING THE GRAPHICS

CASE
ASSEMBLY
(8)
3-4 ACCUMULATOR
PISTON
(44)
SPACER PLATE
GASKETS
(47 & 52)
1-2 ACCUMULATOR
PISTON
(56)
CONTROL
VALVE
ASSEMBLY
(60)
TCC
SOLENOID
(66)
FILTER
(72)
SPACER
PLATE
(48)
SERVO
ASSEMBLY
(12-29)
BOTTOM
PAN
(75)
Figure 2
The flow of transmission fluid starts in the bottom

pan and is drawn through the filter, main case valve
body, transmission case and into the 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 4L60-E transmission, the components
involved with hydraulic control and fluid flow are
illustrated in three major formats. Figure 3 provides
an example of these formats which are:
A three dimensional line drawing of the

component for easier part identification.
A two dimensional line drawing of the component

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

valves, checkballs, orifices and so forth, required
for the proper function of transmission in a specific
gear range. In the schematic drawings, fluid
circuits are represented by straight lines and
orifices are represented by indentations in a circuit.
All circuits are labeled and color coded to provide
reference points between the schematic drawing
and the two dimensional line drawing of the
components.
Figure 4 (page 7A) provides an illustration of a

typical valve, bushing and valve train components.
A brief description of valve operation is also
provided to support the illustration.
Figure 5 (page 7A) provides a color coded chart

that references different fluid pressures used to
operate the hydraulic control systems. A brief
description of how fluid pressures affect valve
operation is also provided.
UNDERSTANDING THE GRAPHICS

EX
PRESS REG
CONV FD
LINE
EX
EX
PUMP
ASSEMBLY
(4)
(237)
REVERSE INPUT
REV INPUT
CC SIGNAL
INTAKE
(238)
APPLY
OVERRUN CLUTCH
FWD CL FEED
RELEASE
(239)
LINE
CONV FD
COOLER
CONVERTER CLUTCH VALVE
EX
FILTER
(232)
DECREASE
PRESSURE
RELIEF
VALVE
EX
BOOST VALVE
RELEASE
AIR
BLEED
(240)
EX
PUMP COVER (215)
PUMP BODY (200)
APPLY
OVERRUN CLUTCH
FWD CL FEED
OIL PUMP ASSEMBLY (4)
EX
(237)
TORQUE SIG
REV INPUT
TWO DIMENSIONAL
LINE
REVERSE INPUT
OVERRUN CLUTCH
FWD CL FEED
TCC SOLENOID
(66) N.O.
THREE DIMENSIONAL
INTAKE
EX
EX
EX
GRAPHIC SCHEMATIC REPRESENTATION
OVERRUN CL
3-4 ACCUM
SERVO FD
OVERRUN
D3
3-4 ACC
SERVO FD
PRESSURE
CONTROL
SOLENOID
EX
EX
2ND CL
3-4 ACCUM
OVERRUN CL
SERVO FD
3-2 SIG
ORIFICED EX
SIGNAL A
D4
EX
REV INPUT
LO
LO/1ST
SOL A
N.O.
1-2 SHIFT VALVE
D4-3-2
3-4 CL
EX
O' EX
3-4 CL
3-2 SIG
REVERSE
EX
EX
3-4 CL
3-2
CONT
SOL
N.C.
SIGNAL A
D4-3-2
LO
LO/1ST
D4
SIGNAL A
D4-3-2
AFL
EX
REV ABUSE
3-2 DOWNSHIFT
2ND CL
2ND
ORIFICED EX
EX
ACTUATOR FEED LIMIT
2ND
EX
ACTUATOR FEED LIMIT
3-2 CONTROL
REV INPUT
EX
R N D
EX
FWD CL FD
VALVE BODY (60)

P
PR
LO/REV
EX
D4
3RD ACC
ACTUATOR FEED LIMIT
3-4 CL
REVERSE
LO/1ST
LO/REV
LO/1ST
LO/REV
PR
FWD CL FD
MANUAL VALVE
FORWARD
CLUTCH
ACCUMULATOR
D2
LO
EX
D3
PR
D4
EX
REVERSE
LINE
3RD ACC
LO OVERRUN
FORWARD ABUSE
EX
FILTERED AFL
ACTUATOR FEED LIMIT
EX
EX
2ND
3-4 CL
3-4 CL
3-2 SIG
3-2 SIG
SOL B
N.O.
2-3 SHUTTLE
SIGNAL A
4TH SIG
3-4 SIG
4TH SIG
3-4 SIG
SIGNAL A
2ND
EX
2-3 SHIFT VALVE
3-4 SIG
3-4 SHIFT VALVE
EX
4TH
SIGNAL A
D3
2ND
ACCUMULATOR
D2
D4-3-2
ACTUATOR FEED LIMIT
SIGNAL B
EX
OVERRUN CL FD
3-4 SIG
SIGNAL A
D3
D2
D3
EX
EX
4-3 SEQUENCE VALVE
EX
3-4 ACC
SERVO FD
2ND
3-4 RELAY
D4
ACCUMULATOR
ACCUM VALVE
OVERRUN
SERVO FD
2ND
4TH SIG
EX
OVERRUN CL FD
4TH
D4
EX
EX
2ND CL
SERVO FD
D4-3-2
EX
EX
ACTUATOR FEED LIMIT
CONV CL SIGNAL VALVE
EX
LINE
CC SIG
LINE
CC SIG
LINE
CC SIG
LINE
TORQUE SIG
AFL
AFL
CASE SIDE
FILTERED AFL
CONTROL VALVE BODY ASSEMBLY (60)
FORWARD CL FD
THREE DIMENSIONAL
TWO DIMENSIONAL
1-2 ACCUMULATOR COVER (57)
20c
ACCUM
CASE SIDE
2ND CL
2ND CL
1-2 ACCUMULATOR
THREE DIMENSIONAL
GASKET
(47)
SPACER
PLATE
(48)
TWO DIMENSIONAL
GASKET
(52)

UNRESTRICTED
PASSAGE
VALVE BODY SIDE

SPACER PLATE
GASKET
GASKET
ORIFICE IN
SPACER
PLATE
THREE DIMENSIONAL
TWO DIMENSIONAL
Figure 3
FOLDOUT
HYDRA-MATIC 4L60-E
CASE
ASSEMBLY
TURBINE
SHAFT
REVERSE
INPUT CLUTCH
TORQUE
CONVERTER
ASSEMBLY
INPUT CLUTCH
HOUSING
STATOR
ROLLER
CLUTCH
OVERRUN
CLUTCH
PUMP
ASSEMBLY
FORWARD
CLUTCH
2-4
BAND
ASSEMBLY
FORWARD
SPRAG CL
ASSEMBLY
INSIDE
DETENT LEVER
3-4
CLUTCH
MANUAL
SHAFT
INPUT
PLANETARY
GEARSET
CONTROL VALVE
ASSEMBLY
LO AND
REVERSE
CLUTCH
LO ROLLER
CLUTCH
ASSEMBLY
PARKING LOCK
ACTUATOR ASSEMBLY
Figure 6
REACTION
PLANETARY
GEARSET
PARKING
PAWL
OUTPUT
SHAFT
SPEED
SENSOR
GENERAL DESCRIPTION
The Hydra-matic 4L60-E is a fully automatic, four
speed, rear wheel drive transmission. It consists primarily of a four-element torque converter, two planetary
gear sets, various clutches, an oil pump, and a control
valve body.
The four-element torque converter contains a pump, a
turbine, a pressure plate splined to the turbine, and a
stator assembly. The torque converter acts as a fluid
coupling to transmit power smoothly from the engine
to the transmission. It also hydraulically provides additional torque multiplication when required. The pressure
plate, when applied, provides a mechanical direct
drive coupling of the engine to the transmission.
The two planetary gear sets provide the four forward
gear ratios and reverse. Changing of the gear ratios is
fully automatic and is accomplished through the use of
various electronic powertrain sensors that provide input signals to the Powertrain Control Module (PCM).
The PCM interprets these signals to send current to the
various solenoids inside the transmission.
By using electronics, the PCM controls shift points,

shift feel and torque converter clutch apply and release, to provide proper gear ranges for maximum fuel
economy and vehicle performance.
Five multiple-disc clutches, one roller clutch, a sprag
clutch, and a brake band provide the friction elements
required to obtain the various ratios with planetary
gear sets.
A hydraulic system (the control valve body), pressurized by a vane type pump provides the working pressure
needed to operate the friction elements and automatic
controls.
Several electronic solenoids and sensors in the powertrain work in conjunction with the vehicles PCM 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 vehicles parking
brake should be used with the transmission in the Park
position. Since the output shaft is mechanically locked
to the case through the parking pawl and reaction internal gear, Park position should not be selected until the
vehicle has come to a complete stop.
R Reverse enables the vehicle to be operated in a
rearward direction.
N Neutral position enables the engine to start and
operate without driving the vehicle. If necessary, this
position should be selected to restart the engine while
the vehicle is moving.
D Overdrive range should be used for all normal
driving conditions for maximum efficiency and fuel
economy. Overdrive range allows the transmission to
operate in each of the four forward gear ratios. When
operating in the Overdrive range, shifting to a lower or
higher gear ratio is accomplished by depressing the

accelerator or by manually selecting a lower gear with
the shift selector.
The transmission should not be operated in Overdrive
range when pulling heavy loads. Typically these conditions put an extra load on the engine, therefore the
transmission should be driven in a lower manual gear
selection for maximum efficiency.
D Manual Third should be used when driving conditions dictate that it is desirable to use only three gear
ratios. These conditions include towing a trailer or driving on hilly terrain. Automatic shifting is the same as
in Overdrive range for first, second and third gears
except the transmission will not shift into Fourth gear.
2 Manual Second gear range prevents the transmission from operating in any gear other than second. This
allows the transmission to start moving the vehicle in
second gear which may be helpful under slippery conditions such as snow or ice. Manual Second also provides additional engine compression braking by not
allowing the transmission to shift above second gear.
Note: Some vehicle applications will downshift into
first gear when the transmission is in Manual Second
under heavy throttle conditions at low speed.
1 Manual First can also be selected at any vehicle
speed, however, the transmission will not shift into
first gear until vehicle speed slows to below approximately 48 to 56 km/h (30 to 35 mph). Above this speed
the transmission will remain in second gear. Manual
First is particularly beneficial for maintaining maximum engine braking when descending steep grades.
FOLDOUT 9
MAJOR MECHANICAL COMPONENTS

TORQUE
CONVERTER
ASSEMBLY
(1)
PUMP
ASSEMBLY
(4)
TRANSMISSION
CASE
(8)
SPLINED
TOGETHER
SPLINED
TOGETHER
INPUT
INTERNAL
GEAR
(664)
INPUT CARRIER
ASSEMBLY
(662)
FORWARD SPRAG
INPUT
ASSEMBLY
SUN GEAR
(642)
(658)
SPLINED
TOGETHER
INPUT HOUSING
& SHAFT ASSEMBLY
(621)
SPLINED
TOGETHER
SPLINED
TOGETHER
SPLINED
TOGETHER
SPLINED TO
OUTPUT SHAFT
(687)
REVERSE INPUT
CLUTCH HOUSING
(605)
2-4 BAND
ASSEMBLY (602)
FORWARD CLUTCH
OUTER RACE
(644)
OVERRUN
CLUTCH HUB
(639)
SERVO
ASSEMBLY
SPLINED
TO TORQUE
CONVERTER TURBINE
LOCKS TOGETHER WITH

REACTION
SUN SHELL
(670)
BAND
ANCHOR
PIN (41)
LO & REVERSE
CLUTCH SUPPORT
ASSEMBLY
(679)
TRANSMISSION
CASE
(8)
TRANSMISSION
CASE
(8)
LO & REVERSE
ROLLER CLUTCH
RACE
(675)
REACTION
INTERNAL
GEAR
(684)
LO & REVERSE
CLUTCH PLATE
ASSEMBLY
(682)
SPLINED TO
REACTION
CARRIER
SHAFT
(666)
SPLINED TO
INPUT
CARRIER
ASSEMBLY
(662)
PARKING BRAKE
PAWL (81)
SPLINED
TOGETHER
PARKING LOCK
ACTUATOR
ASSEMBLY
(85)
REACTION
CARRIER
ASSEMBLY
(681)
LOCKS TOGETHER WITH

REVERSE INPUT
CLUTCH HOUSING
(605)
10
OUTPUT
SHAFT
(687)
MANUAL
SHAFT
(84)
LO & REVERSE
ROLLER CLUTCH
ASSEMBLY
(678)
INSIDE
DETENT
LEVER
(88)
Figure 9
SPEED SENSOR
ROTOR
(699)
PARKING PAWL
RETURN SPRING
(80)
REACTION
SUN SHELL
(670)
REACTION
SUN GEAR
(673)
REACTION
CARRIER
SHAFT
(666)
SPLINED TO
REACTION
CARRIER
ASSEMBLY
(681)
COLOR LEGEND
RANGE REFERENCE CHART
COLOR LEGEND
MAJOR MECHANICAL COMPONENTS
APPLY COMPONENTS
The foldout graphic on page 10 contains a disassembled drawing of the major components used in the Hydra-matic 4L60-E
transmission. This drawing, along with the cross sectional illustrations on page 8 and 8A, show the major mechanical components and their relationship to each other as a complete assembly.
Therefore, color has been used throughout this book to help
identify parts that are splined together, rotating at engine speed,
held stationary, and so forth. Color differentiation is particularly helpful when using the Power Flow section for understanding the transmission operation.
The Range Reference Chart on page 11, provides another valuable source of information for explaining the overall function of
the Hydra-matic 4L60-E transmission. This chart highlights the
major apply components that function in a selected gear range,
and the specific gear operation within that gear range.
The color legend below provides the general guidelines that

were followed in assigning specific colors to the major components. However, due to the complexity of this transmission,
some colors (such as grey) were used for artistic purposes rather
than based on the specific function or location of that component.
Included as part of this chart is the same color reference to each

major component. If a component is active in a specific gear
range, a word describing its activity will be listed in the column
below that component. The row where the activity occurs corresponds to the appropriate transmission range and gear operation.
An abbreviated version of this chart can also be found at the top
of the half page of text located in the Power Flow section. This
provides for a quick reference when reviewing the mechanical
power flow information contained in that section.
Components that are stationary. Examples: Case (8),

Oil Pump Assembly (4), Lo & Reverse Clutch Support (679), Extension Housing (31).
Components that rotate at engine speed. Examples:
Torque Converter Cover and Pump, and the Oil
Pump.
Components that rotate at turbine speed. Examples:
Converter Turbine, Pressure Plate, Turbine Shaft and
Input Housing Assembly (621).
Components that rotate at transmission output speed
and other components. Examples: Reaction Internal
Gear (684), Output Shaft (687), Speed Sensor Rotor
(699), Forward Sprag Assembly (642), and Lo &
Reverse Roller Clutch Assembly (678).
Components such as the Stator in the Torque Converter (1), Reverse Input Housing (605) and Reaction Sun Shell (670).
SHIFT SOLENOIDS
RANGE
GEAR
PARK
Components such as the Reaction Carrier Assembly (681) and Input Internal Gear (664).
ON
ON
*
ON
*
ON
*
REVERSE
NEUTRAL
Components such as the Overrun Clutch Hub (639)

and Input Sun Gear (658).
2-4
BAND
ON
ON
2nd
OFF
ON
3rd
OFF
OFF
4th
ON
OFF
1st
ON
ON
2nd
OFF
ON
3rd
OFF
OFF
1st
ON
ON
2nd
OFF
ON
1st
ON
ON
2nd
OFF
ON
OVERRUN
CLUTCH
FORWARD
CLUTCH
FORWARD
SPRAG CL.
ASSEMBLY
3-4
CLUTCH
LO ROLLER
CLUTCH
LO/REV.
CLUTCH
APPLIED
*
ON
*
ON
*
1st
REVERSE
INPUT
CLUTCH
APPLIED
APPLIED
APPLIED
APPLIED
HOLDING
APPLIED
HOLDING
APPLIED
HOLDING
HOLDING
All bearings, bushings, gaskets and spacer plates.
All seals
APPLIED
APPLIED
APPLIED
APPLIED
HOLDING
APPLIED
HOLDING
APPLIED
APPLIED
HOLDING
APPLIED
APPLIED
HOLDING
APPLIED
APPLIED
HOLDING
APPLIED
APPLIED
HOLDING
APPLIED
APPLIED
HOLDING
APPLIED
APPLIED
HOLDING
APPLIED
HOLDING
APPLIED
APPLIED
HOLDING
APPLIED
SOLENOID A & B OPERATION AND THE SHIFT VALVE POSITIONING IN P.R.N. RANGES ARE A FUNCTION OF THE INPUT
TO THE SOLENOIDS FROM THE VSS. UNDER NORMAL OPERATING CONDITIONS THE SOLENOIDS ARE ON IN P,R,N.
NOTE: A MANUAL SECOND - FIRST GEAR CONDITION IS ONLY AVAILABLE ON SOME MODELS. OTHERWISE, THIS CONDITION IS
ELECTRONICALLY PREVENTED.
10A
10B
Figure 10
11
TORQUE CONVERTER
TURBINE
THRUST
SPACER
(B)
CONVERTER HOUSING
COVER ASSEMBLY
(A)
PRESSURE
PLATE
SPRING
(E)
DAMPER
ASSEMBLY
(D)
PRESSURE PLATE
ASSEMBLY
(C)
TORQUE CONVERTER:
The torque converter (1) is the primary component for transmittal of power between the engine
and the transmission. It is bolted to the engine
flywheel (also known as the flexplate) so that it
will rotate at engine speed. The major functions
of the torque converter are:
to provide a fluid coupling for a smooth
conversion of torque from the engine to the mechanical components of the transmission.
to multiply torque from the engine which
enables the vehicle to achieve additional
performance when required.
to mechanically operate the transmission oil pump
(4) through the converter hub.
TORQUE
CONVERTER
ASSEMBLY
(1)
THRUST
BEARING
ASSEMBLY
(H)
TURBINE
ASSEMBLY
(F)
C
STATOR
ASSEMBLY
(G)
A
CONVERTER PUMP
ASSEMBLY
(I)
F
I
TCC
RELEASED
RELEASE
FLUID
RETAINER
& BALL
ASSEMBLY
(617)
CONVERTER
HUB
to provide a mechanical link, or direct drive, from

the engine to the transmission through the use of
the torque converter clutch (TCC), or pressure
plate (C).
STATOR
SHAFT
(216)
The torque converter assembly consists of the

following five main sub-assemblies:
a converter housing cover assembly (A) which is
bolted to the engine flywheel and is welded to
the converter pump assembly (I).
RELEASE
FLUID
TURBINE
SHAFT
a converter pump assembly (I) which is the driving member.

a turbine assembly (F) which is the driven or
output member.
a stator assembly (G) which is the reaction member located between the converter pump and turbine assemblies.
H
E
a pressure plate assembly (C) splined to the turbine assembly to provide a mechanical direct drive
when appropriate.
CONVERTER PUMP ASSEMBLY AND

TURBINE ASSEMBLY
D
APPLY
FLUID
12
When the engine is running the converter pump

assembly acts as a centrifugal pump by picking
up fluid at its center and discharging it at its rim
between the blades (see Figure 12). The force of
this fluid then hits the turbine blades and causes
the turbine to rotate. The turbine shaft is splined
to the converter turbine to provide the input to
the transmission. As the engine and converter
pump increase in RPM, so does the turbine assembly and turbine shaft. However, with the pressure plate released, turbine speed does not equal
engine speed due to the small amount of slip that
occurs in a fluid coupling.
APPLY
FLUID
Figure 11
TCC
APPLIED
TORQUE CONVERTER
PRESSURE PLATE, DAMPER AND CONVERTER HOUSING ASSEMBLIES
The pressure plate is splined to the turbine hub and applies (engages) with the converter cover to provide a mechanical coupling
of the engine to the transmission. When the pressure plate assembly is applied, the small amount of slippage that occurs through a
fluid coupling is eliminated, thereby providing a more efficient
transfer of engine torque to the transmission and drive wheels.
The bottom half of the cutaway view of the torque converter in
Figure 11 shows the pressure plate in the apply position while the
top half shows the released position. Refer to Torque Converter
Release and Apply on pages 56 and 57 for an explanation of
hydraulic control of the torque converter clutch.
To reduce torsional shock during the apply of the pressure plate

to the converter cover, a spring loaded damper assembly (D) is
used. The damper assembly is splined to the turbine assembly
and the dampers pivoting mechanism is attached to the pressure
plate assembly. When the pressure plate applies, the pivoting
mechanism allows the pressure plate to rotate independently of
the damper assembly up to approximately 45 degrees. The cushioning effect of the damper assembly springs aid in reducing
converter clutch apply feel and irregular torque pulses from the
engine or road surface.
FLUID FLOW
STATOR
ASSEMBLY
(G)
TURBINE
ASSEMBLY
(F)
CONVERTER PUMP
ASSEMBLY
(I)
Figure 12
STATOR ASSEMBLY
STATOR HELD
FLUID FLOW REDIRECTED
The stator assembly is located between the

pump assembly and turbine assembly and is
mounted on a roller clutch. The roller clutch
is a type of one-way clutch that prevents the
stator from rotating in a counterclockwise direction. The function of the stator is to redirect fluid returning from the turbine which
assists the engine in turning the converter pump
assembly, thereby multiplying torque.
STATOR ROTATES
FREELY
At low vehicle speeds, when greater torque is

needed, fluid from the turbine hits the front
side of the stator blades (converter multiplying torque). The roller clutch prevents the stator from rotating in the same direction as the
fluid flow, thereby redirecting the fluid and
increasing the fluid force on the pump assembly. Fluid from the converter pump then has
more force to turn the turbine assembly and
multiply engine torque.
STATOR
CONVERTER
MULTIPLYING
FLUID FLOW
FROM TURBINE
CONVERTER AT
COUPLING SPEED
As vehicle speed increases, centrifugal force

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
APPLY COMPONENTS
APPLY COMPONENTS
The Apply Components section is designed to

explain the function of the hydraulic and
mechanical holding devices used in the Hydramatic 4L60-E transmission. Some of these apply
components, such as clutches and bands, are
hydraulically applied and released in order to
provide automatic gear range shifting. Other
components, such as a roller clutch or sprag clutch,
often react to a hydraulically applied component
by mechanically holding or releasing another
member of the transmission. This interaction
between the hydraulically and mechanically
applied components is then explained in detail
and supported with a graphic illustration. In
addition, this section shows the routing of fluid
pressure to the individual components and their
internal operation when the component 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 4L60-E Unit Repair
Section located in Section 7 of the appropriate
Service Manual. It also correlates with the
components shown on the Range Reference Charts
that are used throughout the Power Flow section
of this book. The correlation of information
between the sections of this book helps the user to
more clearly understand the hydraulic and
mechanical operating principles for this
transmission.
Figure 14
15
APPLY COMPONENTS
SERVO ASSEMBLY
ASSEMBLY and 2-4 BAND
SERVO
RETAINING
RING
(29)
CUSHION
SPRING
(16)
RETAINER SPRING
RING
RETAINER
(14)
(15)
CASE
(8)
2-4 BAND
ASSEMBLY
(602)
The servo assembly and 2-4

band (602) are located in the
front of the transmission case
and applied in Second and
Fourth gears. In Third gear,
the servo assembly releases
the band and acts as an
accumulator for the 3-4 clutch
apply. The band is held
stationary to the transmission
case by the band anchor pin
(49) and wraps around the
reverse input housing (605).
When compressed by the
servo assembly, the 2-4 band
holds the reverse input
housing stationary to the
transmission case.
2-4 SERVO
COVER
(28)
APPLY PIN
SPRING
(22)
LUBE
WINDOW
4TH APPLY
PISTON
(25)
INNER
SERVO PISTON
HOUSING
(20)
RETURN
SPRING
(12)
2ND APPLY
PISTON
(17)
29
28
SERVO
APPLY
PIN
(13)
25
24
23
22
20
BAND
ANCHOR
PIN (41)
17
16
15
14
13
12
2-4 Band Applied - Second Gear
In Third gear, 3rd accumulator fluid is

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

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

apply piston against 2nd clutch fluid
pressure acts as an accumulator to absorb initial 3-4 clutch apply fluid. This
action helps cushion the 3-4 clutch apply, as well as release the 2-4 band.
3RD
CLUTCH ACCUM
4TH
THIRD GEAR 2-4 SERVO RELEASED
EX
2ND
3RD
CLUTCH ACCUM
4TH
FOURTH GEAR 2-4 SERVO APPLIED
Figure 15
2-4 Band Release and 3-4 Clutch

Accumulation
apply piston. The surface area on the

release side of the 2nd apply piston (17)
and servo cushion spring retainer (15)
is greater than the surface area that 2nd
clutch fluid pressure covers on the apply side of the piston. Therefore, the
force from 3rd accumulator fluid pressure, in addition to servo return spring
(12) force, overcomes the force of 2nd
clutch fluid pressure. The 2nd apply
piston then moves the apply pin (13)
away from the 2-4 band to release the
band from the reverse input housing.
3rd accumulator fluid is fed by 3-4
clutch fluid which is used to apply the
To apply the 2-4 band in Second gear,

2nd clutch fluid is routed to the apply
side of the 2nd apply piston (17). 2nd
clutch fluid pressure moves the piston
against servo cushion (16) and servo return (12) spring forces. These spring
forces help cushion the 2-4 band apply
in Second gear. The 2nd apply piston
moves the apply pin (13) to compress
the band around the reverse input housing.
APPLY COMPONENTS
REVERSE INPUT CLUTCH
The reverse input clutch is located in the
reverse input housing (605) and is used to
provide an input to drive the vehicle in
Reverse (R). The steel clutch plates
(612A) are splined to the reverse input
REVERSE housing while the fiber clutch plates
(612B) are splined to the input housing

and turbine shaft assembly (621). When
applied, the reverse input clutch transfers
engine torque from the input housing to
the reverse input housing.
INPUT
HOUSING
(605)
Reverse Input Clutch Applied
To apply the reverse input clutch, reverse input

fluid is fed from the oil pump, through the stator
REVERSE
shaft (214) and to the reverse input housing. Feed
INPUT
HOUSING
holes in the inner hub of the reverse input housing
(605)
allow reverse input fluid to enter the housing behind the reverse input clutch piston (607). Any air
in the reverse input fluid circuit will exhaust
through the fluid bleed hole to prevent excess cushion during the clutch apply. As fluid pressure
PISTON
increases, the piston compresses the steel, fiber
ASSEMBLY
and belleville (611) clutch plates together until
(607)
they are held against the reverse input clutch backing plate (613). The backing plate is splined to the
housing and held in place by the retaining ring
(614).
LUBE
INPUT
With the clutch plates applied, the belleville plate SHAFT
is compressed to cover the fluid bleed hole and
prevent fluid from exhausting. The belleville plate
also functions to assist spring force in cushioning
the clutch apply. When fully applied, the steel and STATOR
fiber plates are locked together to hold the reverse SHAFT
(214)
input housing and input housing together.
OUTER
SEAL
(608)
INNER
SEAL
(608)
SPRING
ASSEMBLY
(609)
RETAINING
RING
(610)
Reverse Input Clutch Release
To release the reverse input clutch, reverse input

fluid exhausts from the reverse input housing and
back through the stator shaft. Without fluid pressure, force from the piston spring assembly and
belleville plate moves the reverse input clutch piston away from the clutch pack. This disengages
the clutch plates from the backing plate and disconnects the reverse input housing from the input
housing assembly.
Centrifugal force, resulting from the reverse input
housing rotating, forces residual fluid to the outside of the piston cavity. During the clutch release
the belleville plate moves away from the fluid
bleed hole. This allows residual fluid at the outside of the piston housing to exhaust through the
bleed hole. If this fluid did not completely exhaust from behind the piston there could be a partial apply, or drag of the reverse input clutch plates.
607
609
610
611
SELECTIVE
BACKING
PLATE
(613)
REVERSE
APPLY
FLUID
RETAINING
RING
(614)
BELLEVILLE
PLATE
(611)
612A
STEEL
PLATE
(612A)
612B
Figure 16
FIBER
PLATE
(612B)
613
614
17
APPLY COMPONENTS
OVERRUN CLUTCH
INPUT
HOUSING
(621)
TURBINE
SHAFT
The overrun clutch assembly is located in the input housing

and turbine shaft assembly (621) and is only applied in the
Manual Gear ranges. The steel clutch plates (645A) are
splined to the input housing while the fiber clutch plates
(645B) are splined to the overrun clutch hub (639). When
applied, the overrun clutch plates force the overrun clutch
hub to rotate at the same speed as the input housing. This
prevents the forward sprag clutch from being overrun during
coast conditions, thereby providing engine compression braking to slow the vehicle.
OVERRUN CLUTCH CHECKBALL
APPLIED
RELEASED
Overrun Clutch Applied
To apply the overrun clutch, overrun clutch fluid is routed

through the turbine shaft and into the input housing behind the overrun clutch piston (632). Overrun clutch
fluid pressure seats the overrun clutch checkball (633),
which is located in the overrun clutch piston, and moves
the piston to compress the overrun clutch spring assembly (634). Any air in the overrun clutch fluid circuit will
exhaust past the checkball before it fully seats to prevent
excess cushion during the clutch apply. As fluid pressure increases, the piston compresses the steel and fiber
clutch plates together until they are held against the forward clutch apply plate (646). When fully applied,
INPUT
HOUSING
the steel and fiber plates are locked together and
(621)
hold the overrun clutch hub to the input housing.
TURBINE
SHAFT
633
633
EX
OVERRUN
CLUTCH
PISTON
(632)
STEEL
CLUTCH
PLATE
(645A)
FIBER
CLUTCH
PLATE
(645B)
LUBE
PASSAGE
SNAP
RING
(635)
Overrun Clutch Released
OVERRUN
To release the overrun clutch, CLUTCH

APPLY
overrun clutch fluid exhausts FLUID
from the input housing and
back through the turbine shaft.
Without fluid pressure, force
from the piston spring assembly moves
the overrun clutch piston away from the clutch
pack. This disengages the clutch plates from the
forward clutch apply plate and disconnects the
overrun clutch hub from the input housing.
During the exhaust of overrun clutch fluid, the overrun
clutch checkball unseats (see illustration). Centrifugal
force, resulting from the input housing rotating, forces
residual overrun clutch fluid to the outside of the piston
housing and past the unseated checkball. If this fluid
did not completely exhaust from behind the piston there
could be a partial apply, or drag of the overrun clutch
plates.
633
632
634
635
18
OUTER INNER
SEAL SEAL
(631)
(631)
645A
SPRING
ASSEMBLY
(634)
645B
Figure 17
APPLY COMPONENTS
FORWARD CLUTCH
INPUT
HOUSING
(621)
627
EX
TURBINE
SHAFT
627
Also included in the forward clutch assembly is

a steel waved plate (648) that, in addition to the
spring assembly, helps cushion the clutch apply.
When fully applied, the steel and fiber plates
are locked together and hold the input housing
and forward clutch outer race together.
FORWARD CLUTCH HOUSING CHECKBALL

APPLIED
RELEASED
To apply the forward clutch, forward clutch feed fluid

is routed through the turbine shaft and into the input
housing behind the forward clutch piston (630). Forward clutch feed fluid pressure seats the forward clutch
housing checkball, which is located in the forward
clutch housing (627), and moves the piston to compress the piston spring assembly (634). Any air in the
forward clutch feed fluid circuit will exhaust past the
checkball before it fully seats to prevent excess cushion during the clutch apply. As fluid pressure increases, the piston moves the apply plate (646) and
compresses the steel and fiber clutch plates together
until they are held against the selective forward clutch
backing plate (650). The backing plate, which is selective for assembly purposes, is splined to the input
housing and held in place by the retaining ring (651).
INPUT
HOUSING
(621)
Forward Clutch Applied
TURBINE
SHAFT
The forward clutch assembly is located in the input housing

and turbine shaft assembly (621) and is applied in all forward
drive ranges. The steel clutch plates (649A) are splined to the
input housing while the fiber clutch plates (649B) are splined
to the forward clutch outer race (644). When applied, the
forward clutch plates transfer engine torque from the input
housing to the forward clutch outer race and forward sprag
clutch assembly.
APPLY WAVED SELECTIVE RETAINING

SPRING
BACKING
RING
ASSEMBLY PLATE PLATE
PLATE
(648)
(648)
(646)
(634)
(650)
FORWARD CLUTCH
APPLY FLUID
Forward Clutch Released
To release the forward clutch, forward

clutch feed fluid exhausts from the input
housing and back through the turbine shaft.
Without fluid pressure, force from the piston
spring assembly and waved plate moves the
forward clutch piston away from the clutch pack.
This disengages the clutch plates from the backing
plate and disconnects the input housing from the forward clutch outer race.
During the exhaust of forward clutch feed fluid, the
forward clutch housing checkball unseats (see illustration). Centrifugal force, resulting from the input
housing rotating, forces residual forward clutch feed
fluid to the outside of the piston housing and past the
unseated checkball. If this fluid did not completely
exhaust from behind the piston there could be a partial
apply, or drag of the forward clutch plates.
627
628
630
632
634
635
"O" RING INNER FORWARD OUTER FORWARD STEEL FIBER

CLUTCH
SEAL
SEAL
SEAL
CLUTCH PLATE PLATE
(622)
(629) HOUSING (629)
PISTON (649A) (649B)
(628)
(630)
646
648
649A
Figure 18
649B
650
651
19
APPLY COMPONENTS
3-4 CLUTCH
AIR BLEED
ORIFICE
CUP PLUG
(698)
The 3-4 clutch assembly is located in the input housing and

turbine shaft assembly (621) and is applied in Third and Fourth
gears. The steel clutch plates (654B/C) are splined to the
input housing while the fiber clutch plates (654A) are splined
to the input internal gear (664). When applied, the 3-4 clutch
plates transfer engine torque from the input housing to the
input internal gear.
INPUT
HOUSING
(621)
TURBINE
SHAFT
3-4 CLUTCH CHECKBALL

APPLIED
RELEASED
620
TURBINE
SHAFT
620
EX
3-4 CLUTCH
PISTON
(623)
To apply the 3-4 clutch, 3-4 clutch fluid is routed

through the turbine shaft and into the input housing
behind the 3-4 clutch piston (623). 3-4 clutch fluid
pressure seats the 3-4 clutch checkball (620), which
is located in the input housing, and moves the piston
against the 3-4 clutch apply ring (625). The apply
ring compresses the 3-4 clutch spring assembly
(626) which helps cushion the 3-4 clutch apply. Any
air in the 3-4 clutch fluid circuit will exhaust past
the 3-4 clutch checkball before it fully seats to prevent excess cushion during the clutch apply.
As fluid pressure increases, the apply ring moves
against the retainer ring plate (652) and stepped apply plate (653). This force compresses the steel and
fiber clutch plates (654) together until they are held
against the selective 3-4 clutch backing plate (655).
The backing plate, which is selective for assembly
purposes, is splined to the input housing and held
in place by the retaining ring (656).
3-4 Clutch Applied
SPRING STEPPED BOOST RETAINING

RING
ASSEMBLY APPLY SPRING
(656)
PLATE
(634)
(600)
(653)
INPUT
HOUSING
(621)
3-4 CLUTCH
APPLY FLUID
3-4 Clutch Released
To release the 3-4 clutch, 3-4 clutch fluid

exhausts from the input housing and back
through the turbine shaft. Without fluid
pressure, force from the piston spring assembly and boost springs (600) move the 3-4 clutch
apply ring and piston away from the clutch pack.
This disengages the clutch plates from the backing
plate and disconnects the input housing from the
forward clutch outer race.
During the exhaust of 3-4 clutch fluid, the 3-4 clutch
checkball unseats (see illustration). Centrifugal force,
resulting from the input housing rotating, forces residual 3-4 clutch fluid to the outside of the piston
housing and past the unseated checkball. If this
fluid did not completely exhaust from behind the
piston there could be a partial apply, or drag of the
3-4 clutch plates.
623
20
625
626
652
AIR BLEED OUTER

ORIFICE
SEAL
CUP PLUG
(624)
(698)
653
654C 654A
INNER
SEAL
(624)
3-4 CLUTCH RETAINER STEEL FIBER

PLATE PLATE
APPLY RING
RING
(654A) (654B)
(625)
PLATE
(652)
654B
Figure 20
655
656
APPLY COMPONENTS
FORWARD SPRAG CLUTCH ASSEMBLY
FORWARD CLUTCH
SPRAG ASSEMBLY
(638-644)
The forward sprag clutch assembly (642) is located between the

forward clutch race (644) and the sprag race & retainer assembly (641). The sprag race and retainer is connected to both the
overrun clutch hub (639) and input sun gear while the forward
clutch race is splined to the forward clutch plates. The sprag
clutch is a type of one-way clutch that transfers engine torque
from the forward clutch to the input sun gear during acceleration
in First, Second and Third gears in Overdrive Range. When the
throttle is released in these gear ranges the sprag clutch is overrun to allow the vehicle to coast freely.
Forward Sprag Clutch Holding
When the forward clutch is applied, engine torque is transferred to

the forward clutch race (644) which functions as the outer race for
the sprag assembly. The rotation of the outer race pivots the
sprags toward their long diagonals. The length of the long diagonal (distance A) is greater than the distance between the outer race
and inner race (641). This causes the sprags to lock between the
inner and outer races and transfer engine torque from the forward
clutch race to the inner race and input sun gear (658).
OUTER
RACE
(644)
OVERRUN
CLUTCH
HUB
(639)
FORWARD
SPRAG
ASSEMBLY
(642)
SPRAG CLUTCH HOLDING

OUTER RACE DRIVING THE INNER RACE
OUTER
RACE
(644)
(B)
(A)
INNER
RACE
(641)
LD
HE
SPRAG CLUTCH RELEASED

INNER RACE ROTATES FASTER THAN OUTER RACE
OUTER
RACE
(644)
RETAINING
RING
(638)
SPRAG
RETAINER
(643)
FRE
E
INNER
RACE
(641)
Forward Sprag Clutch Released
The sprag clutch releases when the sprags pivot toward their
short diagonals. The length of the short diagonals (B) is less
than the distance between the inner and outer sprag races. This
occurs when power flow drives the input sun gear and sprag
race and retainer assembly faster than the forward clutch drives
the forward clutch race (644). During acceleration the sprag
clutch is overrun only in Fourth gear.
Coast Conditions
The sprag clutch is also overrun during coast conditions, or

deceleration, in the following gear ranges:
- Overdrive Range - First, Second and Third Gears
- Manual Third - First and Second Gears
- Manual Second - First Gear
638
639
INNER
RACE AND
RETAINER
(641)
643
During coast conditions, power from vehicle speed drives the

input sun gear faster than engine torque drives the forward
clutch race (644). In this situation, the sprag race and retainer
assembly (641), which is splined to the sun gear, overruns the
sprag clutch and allows the vehicle to coast freely.
When the overrun clutch is applied (see range reference chart) it

holds the overrun clutch hub and sun gear together. These
components are then forced to rotate at the same speed as the
input housing. This prevents the input sun gear from being
driven faster than the forward clutch race (644). During coast
conditions when the throttle is released, power from vehicle
speed is then transferred back to the torque converter and engine
compression slows the vehicle.
642
643
644
Figure 20
641
21
APPLY COMPONENTS
LO ROLLER CLUTCH
LO ROLLER
CLUTCH
ASSEMBLY
(675-679)
The lo roller clutch (678) is a type of one-way clutch used to

prevent the reaction carrier assembly (681), reaction carrier shaft
(666) and input internal gear (664) from rotating in a counterclockwise direction. The roller clutch is located between the lo
& reverse clutch support (679) and the lo roller clutch race
(675). The lo roller clutch support functions as the outer cam
for the roller clutch and is splined to the transmission case. The
roller clutch race (675) is splined to the reaction carrier assembly (681) and functions as the roller clutch inner race.
LO & REVERSE
CLUTCH
SUPPORT
(679)
Roller Clutch Holding
The roller clutch is holding during acceleration in First gear.

When accelerating in First gear, the reaction carrier assembly
and inner race (675) attempt to rotate counterclockwise. This
action causes the rollers to roll up the ramps on the outer cam
and wedge between the inner race and outer cam. With the
rollers wedged and the lo and reverse clutch support held stationary to the transmission case, the reaction carrier assembly is
also held stationary.
ROLLER
CLUTCH
ASSEMBLY
(678)
ROLLER CLUTCH HOLDING
LO & REVERSE
CLUTCH
SUPPORT
(679)
ROLLER
CLUTCH
RACE
(675)
ROLLERS
HELD
ROLLER
CLUTCH
RACE
(675)
LD
HE
Roller Clutch Released
The roller clutch is overrun by the reaction carrier assembly and

inner race when the throttle is released during First gear operation with the selector lever in Overdrive, Manual Third and
Manual Second. When the throttle is released, power flow from
vehicle speed drives the reaction carrier assembly and inner race
in a clockwise direction. The inner race moves the rollers down
the ramp, overruns the rollers and rotates freely in a clockwise
direction.
ROLLER CLUTCH RELEASED
RAMP
FREE
LO & REVERSE
CLUTCH
SUPPORT
(679)
Lo and Reverse Clutch Applied
In Manual First - First Gear, the lo and reverse clutch is applied

to hold the reaction carrier assembly stationary to the transmission case. The lo and reverse clutch prevents the reaction carrier and inner race from rotating clockwise and overrunning the
roller clutch when the throttle is released. Power flow is then
transferred back through the transmission gear sets and to the
torque converter, allowing engine compression to slow the vehicle. The lo and reverse clutch is also applied in Reverse to
provide the necessary power flow to obtain Reverse.
679
675
22
ROLLERS
FREE
ROLLER
CLUTCH
RACE
(675)
RETAINING
RING
(677)
677
677
678
Figure 21
APPLY COMPONENTS
LO AND REVERSE CLUTCH
The lo and reverse clutch assembly is located in the rear of
the transmission case and is applied in Park, Reverse and
Manual First - First Gear. The steel clutch plates
(682A,B,D) are splined to the transmission case while the
fiber clutch plates (682C) are splined to the reaction planetary carrier (681). When applied, the lo and reverse clutch
plates hold the reaction planetary carrier stationary to the
transmission case.
LO & REVERSE
CLUTCH ASSEMBLY
LO & REVERSE
SUPPORT
ASSEMBLY
(679)
RETAINER
RING
(676)
FIBER
PLATE
(682C)
STEEL
PLATE
(682D)
OUTER
SEAL
(696)
CENTER
SEAL
(696)
CASE
(8)
To apply the lo and reverse clutch, two different fluids are routed to the lo and reverse
clutch piston (695). In Manual First, lo/reverse fluid is routed to the inner area of the
clutch piston. In Park and Reverse, PR fluid
is routed to the outer area of the lo and reverse clutch piston, in addition to lo/reverse
fluid acting on the inner area of the piston, to
provide a greater holding capacity of the
clutch. Fluid pressure moves the piston to
compress the lo and reverse clutch piston
spring assembly (634). PR fluid seats the PR
checkball and is orificed to the piston to help
control the clutch apply. Also included in the
forward clutch assembly is a steel waved plate
(682A) that, in addition to the spring assembly, helps cushion the clutch apply. As fluid
pressure increases, the piston compresses the
steel and fiber clutch plates together until they
are held against the lo and reverse support
assembly (679), which is also splined to the
transmission case. The spacer plate (682B)
is selective for assembly purposes.
LO & REVERSE
CLUTCH
PISTON
(695)
INNER
SEAL
(696)
RETAINER
RING
(693)
SPRING
ASSEMBLY
(694)
Lo and Reverse Clutch Released
SELECTIVE
SPACER
PLATE
(682B)
WAVED
PLATE
(682A)
PR
FLUID
LO/REVERSE
FLUID
To release the lo and reverse clutch, apply

fluid pressure exhausts from the behind the
lo and reverse clutch piston. When exhausting, PR fluid unseats the PR checkball (42)
for a quick exhaust. Without fluid pressure,
force from the piston spring assembly and
waved plate moves the lo and reverse clutch
piston away from the clutch pack. This disengages the clutch plates from the lo and reverse clutch support, thereby allowing the reaction carrier assembly to rotate freely.
APPLIED
RELEASED
DOUBLE ORIFICE
RETAINER & BALL ASSEMBLY
(42)
676
679
682C
682D
682B
682A
693
Figure 22
694
695
23
PLANETARY GEAR SETS

REDUCTION - FIRST GEAR
(664)
HELD
INPUT
CARRIER
ASSEMBLY
(662)
DRIVEN
(662)
DRIVEN
REACTION
CARRIER
SHAFT
(666)
HELD
INPUT
INTERNAL
GEAR
(664)
HELD
INPUT
SUN
GEAR
(658)
DRIVING
(658)
DRIVING
(681)
HELD
REACTION
SUN
GEAR
(673)
(684)
DRIVEN
TRANSMISSION
CASE
(8)
OUTPUT
SHAFT
(687)
REACTION
CARRIER
ASSEMBLY
(681)
HELD
REACTION
INTERNAL
GEAR
(684)
DRIVEN
(673)
REDUCTION - SECOND GEAR
(664)
DRIVEN
INPUT
CARRIER
ASSEMBLY
(662)
DRIVEN
(662)
DRIVEN
REACTION
CARRIER
SHAFT
(666)
DRIVEN
INPUT
SUN
GEAR
(658)
DRIVING
(658)
DRIVING
(681)
DRIVEN
REACTION
SUN
GEAR
(673)
HELD
(684)
DRIVING
TRANSMISSION
CASE
(8)
OUTPUT
SHAFT
(687)
REACTION
CARRIER
ASSEMBLY
(681)
DRIVEN
(673)
HELD
24
INPUT
INTERNAL
GEAR
(664)
DRIVEN
Figure 23
REACTION
INTERNAL
GEAR
(684)
DRIVING
PLANETARY GEAR SETS

DIRECT DRIVE - THIRD GEAR
(664)
DRIVING
(662)
DRIVEN
(658)
DRIVING
INPUT
INTERNAL
INPUT
GEAR
CARRIER
(664)
ASSEMBLY
DRIVING
(662)
DRIVEN
REACTION
CARRIER
SHAFT
(666)
OUTPUT
SHAFT
(687)
REACTION
INTERNAL
GEAR
(684)
DRIVEN
INPUT
SUN
GEAR
(658)
DRIVING
OVERDRIVE - FOURTH GEAR
(684)
DRIVEN
TRANSMISSION
CASE
(8)
(681)
DRIVING
REACTION
SUN
GEAR
(673)
HELD
(673)
HELD
OUTPUT
SHAFT
(687)
REACTION
CARRIER
ASSEMBLY
(681)
DRIVING
REACTION
INTERNAL
GEAR
(684)
DRIVEN
REDUCTION - REVERSE
(684)
DRIVEN
TRANSMISSION
CASE
(8)
(681)
HELD
REACTION
SUN
GEAR
(673)
DRIVING
(673)
DRIVING
OUTPUT
SHAFT
(687)
REACTION
CARRIER
ASSEMBLY
(681)
HELD
Figure 24
REACTION
INTERNAL
GEAR
(684)
DRIVEN
25
HYDRAULIC CONTROL COMPONENTS

The previous section of this book describes the operation of the
mechanical components used in the Hydra-matic 4L60-E transmission. In this section, a detailed description of the individual
components used in the hydraulic system will be presented.
These hydraulic control components apply and release the
clutches, band and accumulators that provide for the automatic
shifting of the transmission.
SLIDE
SPRING
(OUTER)
(206)
PUMP
BODY
(200)
SLIDE
SPRING
(INNER)
(207) PIVOT
PIN
PIVOT
SPRING PIN
(204)
(205)
SLIDE SLIDE
SEAL O-RING SEAL SEAL
RING SEAL (209) SUPPORT
(201) (202)
(208)
VANE
RING
(210)
VANE
RING
(210)
VANE
(213)
ROTOR
(212)
FILTER
(232)
DECREASE
LINE
AIR
BLEED
SLIDE
(203)
VANE
RING
(210)
INTAKE
PUMP
ASM.
FILTER
BOTTOM
PAN
(SUMP)
ROTOR
(212)
PUMP
COVER
(215)
LINE
EX
PRESS
RELIEF
VALVE
SLIDE
(203)
ROTOR
GUIDE
(211)
STATOR
SHAFT
(214)
OIL PUMP ASSEMBLY
The oil pump assembly (4) contains a variable displacement

vane type pump located in the oil pump body (200). The oil
pump rotor (212) is keyed to the torque converter pump hub.
Therefore, when the engine is running the converter pump hub
drives the rotor at engine speed. As the oil pump rotor and the
oil pump vanes (213) rotate, the area between the vanes increases and fluid volume is positively displaced, thereby creating a vacuum at the pump intake port. The vacuum force allows
atmospheric pressure acting on the fluid in the bottom pan to
prime the pump and pressurize the hydraulic system.
Fluid from the transmission bottom pan is drawn through the oil
filter assembly (72) and into the oil pump intake fluid circuit.
This fluid is forced into the oil pump through the intake port and
rotates around the oil pump slide (203) to the pump outlet port.
As the fluid rotates around the slide, the volume between the
pump vanes decreases before reaching the outlet port. Decreasing the volume pressurizes the fluid and forces the fluid into the
line pressure fluid circuit. This fluid is directed to the pressure
regulator valve and becomes the main supply of fluid to the
various components and hydraulic circuits in the transmission.
Figure 25
27

COMPONENTS LOCATED IN THE OIL PUMP ASSEMBLY
Torque Converter Clutch Solenoid
Pressure Regulator Valve (216)
The Powertrain Control Module (PCM) controls the TCC solenoid to apply and release the converter clutch. The TCC solenoid is a normally open, ON/OFF solenoid that, when energized
(ON), initiates the converter clutch apply. Refer to the Electronic Component Section for a complete description of the
TCC solenoid.
Regulates line pressure in relation to vehicle operating conditions (see page 29 on Pressure Regulation). The pressure regulator valve is biased by torque signal fluid pressure, pressure
regulator spring (217) force, line pressure routed to the end of
the valve, and reverse input fluid pressure acting on the boost
valve in Reverse. Line pressure is routed through the valve and
into both the converter feed and decrease fluid circuits.
Torque Converter Clutch Apply Valve (224)
Controlled by the TCC solenoid state and converter clutch signal fluid pressure, it directs converter feed fluid pressure to
either the release or apply side of the converter clutch. The
TCC apply valve also directs fluid into the cooler fluid circuit.
The valve is held in the release position (as shown) by spring
force when the TCC solenoid is OFF. With the TCC solenoid
ON, converter clutch signal fluid pressure increases and moves
the valve into the apply position against spring force.
APPLY
OVERRUN CLUTCH
FWD CL FEED
AIR
BLEED
(240)
EX
EX
(238)
CC SIGNAL
224
PRESS REG
CONV FD
LINE
PUMP
ASSEMBLY
(4)
(237)
223
EX
REVERSE INPUT
REV INPUT
217
EX
216
LINE
INTAKE
COOLER
FILTER
(232)
DECREASE
RELEASE
225
EX
CONV FD
226
(239)
APPLY
OVERRUN CLUTCH
FWD CL FEED
PRESSURE
RELIEF
VALVE
232
218
EX
BOOST VALVE
RELEASE
228
231
229
Torque signal fluid pressure moves the boost valve against the
isolator spring (218). The isolator spring then exerts the force
from torque signal fluid pressure to the pressure regulator valve.
Therefore, line pressure increases as throttle position and engine
torque increase. Also, reverse input fluid pressure acting on the
boost valve increases the operating range of line pressure when
the transmission is in Reverse.
227
Boost Valve (219)
EX
(237)
219
TORQUE SIG
REV INPUT
220
EX
LINE
REVERSE INPUT
TCC
SOLENOID
(66)
N.O.
INTAKE
EX
222
OVERRUN CLUTCH
FWD CL FEED
EX
221
Pressure Relief Ball (228)
The pressure relief ball and spring (229) prevent line pressure
from exceeding approximately 2240 to 2520 kPa (320 to 360
psi). Above this pressure, line fluid pressure moves the ball
against spring force and exhausts until line pressure decreases
sufficiently.
Retainer and Checkball Assemblies (237)
These two assemblies are located in the reverse input and overrun clutch fluid circuits. Their function is to allow air to escape
from the fluid circuit when fluid pressure increases during clutch
apply. Also, when the clutch releases the ball unseats and
allows air into the circuit to displace the exhausting fluid.
Orifice Cup Plugs (238-240)
Various orifice cup plugs are located in the oil pump cover
(215) to provide fluid flow control in the transmissions hydraulic system.
28
Figure 26

PRESSURE REGULATION
PRESSURE REGULATION
Minimum Pressure Regulation
The main components that control line pressure are the pressure
control solenoid and pressure regulator valve. The fluid pressure required to apply the clutches and band varies in relation to
throttle position and engine torque. At the pressure regulator
valve, line pressure is regulated in response to the following:
When engine torque is a minimum, the PCS regulates torque

signal fluid pressure to a minimum. During these conditions,
line pressure acting on the end of the pressure regulator valve
moves the valve against spring force and torque signal fluid
pressure to a point where line pressure enters both the converter
feed and decrease fluid circuits. Decrease fluid pressure moves
the pump slide (203) against spring force and toward the center
of the pump body, causing the slide to partially cover the pump
intake port. This increases the concentricity between the pump
slide and rotor which decreases the vacuum affect on the fluid,
thereby decreasing line pressure.
- torque signal fluid pressure routed from the pressure control solenoid (PCS) (this fluid pressure is proportional to
engine torque - see page 40). Torque signal fluid pressure
moves the boost valve (219) against the pressure regulator
isolator spring (218) which acts against the pressure regulator valve.
- pressure regulator spring force.
- line pressure acting on the end of the pressure regulator
valve.
- reverse input fluid pressure acting on the boost valve in
Reverse.
The pressure regulator valve routes line pressure into both the
converter feed and decrease fluid circuits. Converter feed fluid
is routed to both the torque converter and cooler fluid circuits.
Decrease fluid pressure moves the oil pump slide against the
force of the pump slide springs (outer - 206, inner - 207).
Decrease fluid pressure and the position of the pump slide constantly vary in relation to torque signal fluid pressure and engine
torque as controlled by the pressure regulator valve.
PRESS
RELIEF
VALVE
Maximum Pressure Regulation
When engine torque is a maximum, the PCS regulates torque

signal fluid pressure to a maximum. Maximum torque signal
fluid pressure moves the boost valve against the isolator spring
to increase the force on the pressure regulator valve. This
moves the pressure regulator valve to block line pressure from
entering the decrease fluid circuit. With lower decrease fluid
pressure, pump slide spring force moves the slide against the
side of the pump body. This decreases the concentricity between the slide and rotor which increases the vacuum affect on
the fluid. In this position line pressure is a maximum. The
output of the oil pump continuously varies between these minimum and maximum points depending on vehicle operating conditions.
PRESS
RELIEF
VALVE
EX
EX
LINE (To Manual Valve)
10
EX
REV INPUT
PRESS REG
BOOST VALVE
REV INPUT
LINE
SLIDE
SPRING
(OUTER)
(206)
TORQUE SIG
MINIMUM PUMP OUTPUT
EX
PRESSURE
CONTROL
SOLENOID
TORQUE SIG
TORQUE SIG
AFL
PRESSURE
CONTROL
SOLENOID
EX
VANE
RING
(210)
PUMP
ASM.
FEED
FILTER (50)
TORQUE SIG
CONVERTER
SLIDE
SPRING
(INNER)
(207)
FILTER (50)
AFL
DECREASE
SLIDE
(203)
LINE
10
FILTER
(232)
EX
REV INPUT
INTAKE
REV INPUT
SLIDE
SPRING
(OUTER)
(206)
ROTOR
(212)
SLIDE
SPRING
(INNER)
(207)
VANE
RING
(210)
PUMP
ASM.
BOOST VALVE
SLIDE
(203)
PRESS REG
FEED
INTAKE
DECREASE
CONVERTER
ROTOR
(212)
FILTER
(232)
LINE
LINE
AIR
BLEED
AIR
BLEED
LINE (To Manual Valve)
MAXIMUM PUMP OUTPUT
Figure 27
29

COMPONENTS LOCATED IN THE VALVE BODY
3-4 Shift Valve (385)
Converter Clutch Signal Valve (380)
Biased by signal A fluid pressure from shift solenoid A,

spring force and D3 fluid pressure, the 3-4 shift valve controls
the routing of 3-4 signal fluid. To obtain Fourth gear, signal
A fluid pressure moves the valve against spring force and
directs 3-4 signal fluid into the 4th signal fluid circuit. However, in Manual Third, D3 fluid assists spring force and holds
the valve against signal A fluid pressure to prevent Fourth
gear under any conditions. In the downshifted position, the 4th
signal fluid circuit is open to an exhaust past the valve.
The CC signal valve controls the routing of line pressure into

the CC signal fluid circuit. 2nd clutch fluid pressure opens the
valve in Second, Third and Fourth gears to direct line pressure
into the CC signal fluid circuit.
Reverse Abuse Valve (387)
LINE
CC SIG
LINE
CC SIG
2ND CL
3-4 ACCUM
OVERRUN CL
SERVO FD
SERVO FD
2ND
4TH SIG
3-4 RELAY
4-3 SEQUENCE VALVE
D3
EX
4TH
4TH SIG
3-4 SIG
SIGNAL A
2ND
AFL
EX
3-4 SHIFT VALVE
EX
SIGNAL A
D3
SIGNAL A
D3
4TH SIG
3-4 SIG
2ND
REV ABUSE
EX
EX
3-2 DOWNSHIFT
2ND CL
3-4 CL
3-4 CL
3-2 SIG
3-2 SIG
Pressure Control Solenoid (377)
3-4 CL
3-4 CL
3-2 SIG
3-2 SIG
3-4 CL
3-2
CONT
SOL
N.C.
EX
3RD ACC
ACTUATOR FEED LIMIT
3-4 CL
P
REV INPUT
The AFL valve directs line pressure into the AFL fluid circuit.
Spring force acting on the valve limits AFL fluid pressure to a
maximum of approximately 795 kPa (115 psi). When line
pressure is above this value, orificed AFL fluid pressure moves
the valve against spring force to block line pressure, thereby
providing the limiting action. AFL fluid is routed to the shift
solenoids, pressure control solenoid, 3-2 control solenoid and
the 2-3 shift valve train.
3RD ACC
REVERSE
Actuator Feed Limit Valve (374)
Figure 28
EX
3-2 CONTROL
FILTERED AFL
ACTUATOR FD LIMIT
REVERSE
The manual valve is supplied line pressure from the pressure

regulator valve and is mechanically linked to the gear selector
lever. When a gear range is selected, the manual valve directs
line pressure into various circuits by opening and closing fluid
passages. The fluid circuits fed by the manual valve include
Reverse, PR, D4, D3, D2 and lo.
30
OVERRUN CL FD
3-4 SIG
Manual Valve (340)
Controlled by the PCM through a duty cycle operation, the

pressure control solenoid (PCS) regulates AFL fluid pressure
into the torque signal fluid circuit. Torque signal fluid pressure
is regulated in response to engine torque and other vehicle operating conditions. Torque signal fluid pressure is routed to the
boost valve to increase line pressure and to the accumulator
valve to help control shift feel.
EX
EX
OVERRUN CL FD
4TH
EX
2ND CL
SERVO FD
OVERRUN
EX
EX
3-2 Control Valve (391)
The 3-2 control valve regulates the exhaust of 3rd accumulator

fluid into the 3-4 clutch fluid circuit during a 3-2 downshift.
This regulation is controlled by 3-2 signal fluid pressure from
the 3-2 control solenoid. 3-2 signal fluid pressure moves the
valve against spring force to open exhausting 3rd accumulator
fluid to the 3-4 clutch fluid circuit. The amount the valve is
opened to exhaust 3rd accumulator fluid controls the 3-2 downshift timing.
EX
The 3-2 control solenoid is normally closed and controls the

timing between the 3-4 clutch release and the 2-4 band apply
during a 3-2 downshift. This is done through the use of pulse
width modulation (duty cycle operation). The solenoids duty
cycle is controlled by the PCM in relation to vehicle operating
conditions and regulates actuator feed limit (AFL) fluid into the
3-2 signal fluid circuit.
EX
EX
3-2 Control Solenoid (394)
ACTUATOR FEED LIMIT

EX
LINE
CC SIG
LINE
AFL
AFL
The reverse abuse valve provides a faster apply of the reverse

input clutch when throttle position is greater than idle. During
these conditions, reverse fluid pressure increases and moves the
valve against spring force. Reverse fluid can then quickly fill
the reverse input fluid circuit. This bypasses the control of the
reverse input orifice (#17) for a faster clutch apply.
FILTERED AFL
OVERRUN CL
3-4 ACCUM
SERVO FD
OVERRUN
D3
3-4 ACC
SERVO FD
The 3-2 downshift valve helps control the 2-4 band apply rate
during a 3-2 downshift. During the downshift, 3-4 clutch fluid
pressure holds the valve against spring force before exhausting.
This allows 2nd fluid to quickly fill the 2nd clutch fluid circuit
for a faster 2-4 band apply.
These valves are used mainly to control the 4-3 downshift timing. The valves direct various fluids into different fluid circuits
depending on the gear range. Spring force acting on the 4-3
sequence valve tends to keep the valves in the downshifted
position. In Fourth gear, 4th signal fluid pressure moves both
valves against spring force and into the upshifted position (see
Overdrive Range: 4-3 Downshift on page 58).
REV INPUT
3-2 Downshift Valve (389)
3-4 Relay Valve (384) and 4-3 Sequence Valve (383)
R N D
MANUAL VALVE
EX
REVERSE
PR

COMPONENTS LOCATED IN THE VALVE BODY
Accumulator Valve (371)
The accumulator valve is biased by torque signal fluid pressure,

spring force and orificed accumulator fluid pressure at the end
of the valve. The valve regulates D4 fluid into accumulator
fluid pressure in relation to engine torque, as determine by
torque signal fluid pressure. Accumulator fluid pressure is
used to control shift feel during the 1-2 and 3-4 shifts. During
the 1-2 and 3-4 upshifts, the valve regulates the exhaust of
accumulator fluid to help control shift feel.
Shift Solenoid B (367)
Located at the end of the 2-3 shuttle valve, shift solenoid B is

a normally open, ON/OFF type solenoid controlled by the PCM.
The solenoid is used to control solenoid signal fluid pressure at
the end of the 2-3 shuttle valve and the positioning of 2-3 shift
valve train. When de-energized, the solenoid is open and solenoid signal fluid exhausts through the solenoid. When energized, the solenoid is closed and blocks solenoid signal fluid
from exhausting, thereby creating solenoid signal fluid pressure
at the end of the 2-3 shuttle valve.
2-3 Shift Valve (368) and 2-3 Shuttle Valve (369)
TORQUE SIG
PRESSURE
CONTROL
SOLENOID
EX
OVERRUN
D3
3-4 ACC
SERVO FD
FILTERED AFL
The 2-3 shift valve train responds to AFL fluid pressure acting
on the 2-3 shift valve and solenoid signal fluid pressure from
shift solenoid B at the 2-3 shuttle valve. Also, in Manual
Second and Manual First gear ranges, D2 fluid pressure is routed
between the two valves. D2 fluid pressure keeps the 2-3 shift
valve in the downshifted position to prevent the transmission
from upshifting above Second gear regardless of shift solenoid
states. The valve train controls the routing and exhausting of
various fluids to obtain the appropriate gear range as determined
by the PCM or gear selector lever.
D4
Shift Solenoid A (367)
D4
ACCUMULATOR
ACCUM VALVE
D4-3-2
D2
3-4 ACC
SERVO FD
2ND
SOL B
N.O.
2-3 SHUTTLE
EX
3-4 SIG
EX
EX
EX
2-3 SHIFT VALVE
EX
D3
OVERRUN
EX
2ND
ACCUMULATOR
D2
D4-3-2
ACTUATOR FEED LIMIT
SIGNAL B
SIGNAL A
D4-3-2
LO
LO/1ST
D4
SIGNAL A
SIGNAL A
AFL
D4-3-2
ORIFICED EX
SIGNAL A
D4
EX
LO
LO/1ST
EX
O' EX
1-2 Shift Valve (366)
The 1-2 shift valve is biased by signal A fluid pressure, spring

force and D432 fluid pressure. The valve position depends on
the shift solenoid states. Shift solenoid A controls signal A
fluid pressure and shift solenoid B controls the 2-3 shuttle
valve position and D432 fluid pressure. The 1-2 shift valve
directs D4 fluid into the 2nd fluid circuit to upshift the transmission to Second gear. The valve also routes lo fluid into the lo/
1st fluid circuit in Manual First - First Gear. The exhaust past
the valve is an annulus exhaust in which exhausting fluid, either
2nd fluid or lo/1st fluid, flows around the valve land and through
the valve body.
Forward Abuse Valve (357)
SOL A
N.O.
1-2 SHIFT VALVE
D4-3-2
Located at the end of the 1-2 shift valve, shift solenoid A is a

normally open, ON/OFF type solenoid controlled by the PCM.
The solenoid is used to control signal A fluid pressure and the
positioning of both the 1-2 shift valve and the 3-4 shift valve.
When de-energized (OFF), the solenoid is open and signal A
fluid exhausts through the solenoid. When energized (ON), the
solenoid is closed and blocks signal A fluid from exhausting,
thereby creating signal A fluid pressure at the 1-2 and 3-4
shift valves.
2ND
ORIFICED EX
EX
ACTUATOR FD LIMIT
2ND
EX
ACTUATOR FEED LIMIT
The forward abuse valve provides a faster apply of the forward

clutch when throttle position is greater than idle. During these
conditions, D4 fluid pressure increases and moves the valve
against spring force. D4 fluid can then quickly fill the forward
clutch feed fluid circuit. This bypasses the control of the forward clutch accumulator orifice (#22) for a faster clutch apply.
Lo Overrun Valve (361)
LO/1ST
LINE
LO/REV
LO/1ST
LO/REV
PR
FWD CL FD
D2
LO
D3
EX
D4
LINE
EX
VALVE BODY (60)
PR
LO/REV
EX
D4
FWD CL FD
EX
LO OVERRUN
FORWARD ABUSE
FORWARD
CLUTCH
ACCUMULATOR
FORWARD CL FD
In Reverse, PR fluid moves the valve against spring force and

fills the lo/reverse fluid circuit. In Manual First, the lo overrun
valve regulates lo/1st fluid pressure into the lo/reverse fluid
circuit. This regulation is biased by spring force and orificed lo/
reverse fluid pressure acting on the valve.
Forward Clutch Accumulator
Forward clutch accumulator spring force absorbs the initial increase in forward clutch feed fluid pressure to cushion the forward clutch apply. Refer to page 32 for a complete description
of accumulator function.
Note: Refer to the Power Flow and Complete Hydraulic
Circuit sections for a detailed explanation of each components
operation in a specific gear range. Also, refer to the Electronic
Components section for a detailed description of each electronic component.
31

ACCUMULATORS
General Function
In the Hydra-matic 4L60-E transmission, accumulators are used

to control shift feel during the apply of the forward clutch, 2-4
band (in both Second and Fourth gears) and 3-4 clutch. An
accumulator is a spring loaded device that absorbs a certain
amount of apply fluid pressure to cushion the apply of a clutch
or band. Apply fluid pressure directed to an accumulator piston
opposes a spring force, and an accumulator fluid pressure (except in the forward clutch accumulator), to act like a shock
absorber.
During the apply of a clutch or band, apply fluid pressure builds

up rapidly when the friction element begins to hold. As the
fluid pressure increases, it also moves the accumulator piston
against spring force and accumulator fluid pressure. Without an
accumulator in the apply fluid circuit, the rapid buildup of fluid
pressure would cause the clutch or band to apply very quickly
and possibly create a harsh shift. However, accumulator spring
force and accumulator fluid pressure absorb some of the initial
apply fluid pressure to allow a more gradual apply of the clutch
or band.
353
FORWARD CLUTCH ACCUMULATOR
354
The forward clutch accumulator is located in the valve body

(350) and helps control the garage shift feel into a forward drive
range from Park, Reverse or Neutral. Forward clutch feed fluid
pressure that applies the forward clutch is also routed to the
forward clutch accumulator piston (354). Forward clutch feed
fluid pressure moves the accumulator piston against spring force
(356) as the clutch begins to apply. This action absorbs some of
the initial increase of clutch apply fluid pressure to cushion the
forward clutch apply.
355
356
363
MANUAL VALVE
D2
LO
FWD CL FD
(To Forward Clutch Piston)
D3
FWD CL FEED
D4
REVERSE
PR
D4
22
#12
43
D4
EX
ACCUM VALVE
46
During a 1-2 upshift (as shown in Example), 2nd clutch fluid is

routed to both the servo assembly and the 1-2 accumulator assembly. The rapid buildup of fluid pressure in the 2nd clutch
fluid circuit strokes the accumulator piston against spring force
and accumulator fluid pressure. This action absorbs some of the
initial buildup of 2nd clutch fluid pressure and provides a time
delay to cushion the 2-4 band apply.
18
ORF ACC
56
55
ACCUM
57
1-2 ACCUMULATOR
2ND CL
EXAMPLE: 1-2 UPSHIFT
32
#7
CHECKBALL
Upshift Control
3-4 ACCUMULATOR
EX 19
3-4 ACC
#1
2-4 SERVO ASSEMBLY
30
ACC
ACCUM
54
During a 2-3 upshift, the 2-4 band releases as the 3-4 clutch
applies. To accomplish this, 3-4 clutch fluid that applies the 3-4
clutch is also routed into the 3rd accumulator fluid circuit. 3rd
accumulator fluid pressure is used to release the band while 3-4
clutch fluid pressure is used to apply the 3-4 clutch. 3rd accumulator fluid pressure is routed to the 2-4 servo and moves the
2nd apply piston against spring force and 2nd clutch fluid pressure to release the band. This action functions as an accumulator for the 3-4 clutch by absorbing some of the initial increase in
3-4 clutch fluid pressure.
The 1-2 accumulator assembly is used to control the apply feel

of the 2-4 band in Second gear. The assembly is located between the spacer plate (48) and 1-2 accumulator cover (57) and
consists of a piston (56), spring (54) and apply pin.
31
45
When engine torque is a maximum, a greater apply pressure is

required to prevent the band from slipping during apply and
hold the band against the reverse input housing. When engine
torque is a minimum, the band requires less apply force and a
slower apply rate. The regulating action of the accumulator
valve compensates for these various operating conditions by
increasing accumulator fluid pressure as engine torque and torque
signal fluid pressure increase.
2-3 UPSHIFT ACCUMULATION (Figure 29A)
1-2 Accumulator Assembly
TORQUE SIG
44
The 1-2 and 3-4 accumulator assemblies help cushion the 2-4
band apply rate. These assemblies use an accumulator fluid
pressure to assist spring force. Accumulator fluid pressure is
regulated by the accumulator valve (371) in relation to torque
signal fluid pressure. The pressure control solenoid (PCS) is
controlled by the PCM and regulates torque signal fluid pressure
in relation to engine torque, throttle position and other vehicle
operating conditions.
2ND CL
(To Servo)
As 2nd clutch fluid pressure moves the accumulator piston,

some accumulator fluid is forced out of the 1-2 accumulator
assembly. This fluid pressure is routed back to the accumulator
valve. The increase in accumulator fluid pressure acting on the
end of the accumulator valve moves the valve against spring
force and torque signal fluid pressure. This blocks D4 fluid and
regulates the exhaust of the excess accumulator fluid pressure
past the accumulator valve and through an exhaust port. This
regulation provides additional control for the accumulation of
2nd clutch fluid and apply of the 2-4 band.
FORWARD CLUTCH
ACCUMULATOR
During a 4-3 downshift, accumulator fluid seats the #1 checkball

and is orificed into the orificed accumulator fluid circuit. This
orifice (#18) controls the increase of orificed accumulator fluid
pressure and the movement of the 3-4 accumulator piston against
exhausting 3-4 accumulator fluid.
EXHAUST
Figure 29
3-4 Accumulator Checkball (#1)
2ND
CLUTCH
The 3-4 accumulator assembly functions similar to the 1-2 accumulator assembly. During a 3-4 upshift the 3-4 accumulator
absorbs the initial increase of 3-4 accumulator fluid pressure to
control the 2-4 band apply.
The 3-4 accumulator assembly is located in the transmission

case and consists of a piston (44), piston spring (46) and piston
pin (43). The 3-4 accumulator assembly is the primary device
for controlling the apply feel of the 2-4 band in Fourth gear.
3-4 ACCUMULATOR ASSEMBLY
3RD
ACCUM
Figure 29A
2nd clutch fluid pressure exhausts from the 1-2 accumulator

assembly during a 2-1 downshift. As spring force and accumulator fluid pressure move the 1-2 accumulator piston against
exhausting 2nd clutch fluid, the accumulator valve regulates
more D4 fluid into the accumulator fluid circuit. This regulation controls the rate at which accumulator fluid fills the 1-2
accumulator and the rate at which 2nd clutch fluid exhausts
from the accumulator.
Downshift Control
LINE
1-2 and 3-4 ACCUMULATOR ASSEMBLIES

Accumulator Valve Function
ACCUMULATORS
4TH
CLUTCH
32A
CHECKBALL LOCATION AND FUNCTION
ORF ACC
ACC
20d
21a
20e
21
21
CASE (BOTTOM)
#10
3-4 CL
#2
28
29f
3RD ACCUM
REV INPUT
#7
#1
15c
17
16
16
#3
15b
12
29g 28
3-4 SIG
REV INPUT
SERVO
BORE
#4
#8
#4
VALVE BODY (60)
29
27b
35e
35c
#6
20
36
36
39
35b
#6 #5
35d
#5
3-4 CL
13
27c 29
OVERRUN CL FD
ORIFICED D2
EX
OVERRUN
#3
3RD ACC
#2
#12
#7
INPUT
HOUSING
(621)
#9
24m
16
D4
25
#10
PR
FWD CL FEED
Figure 30
#12
17a
17b
CASE
BOTTOM
22
18
#9
TURBINE
SHAFT
TCC RELEASE
2ND CL
2ND CL
18
25
#8
24k
2ND
3RD ACC
32B
18
CHECKBALL LOCATION AND FUNCTION
#3 REVERSE INPUT
Located in the valve body, the reverse input checkball controls the
reverse input clutch apply when engine speed is at idle. During these
conditions, all reverse fluid feeding the reverse input fluid circuit is
routed to the ball, seats the ball, and is forced through orifice #17.
This slows the flow of reverse fluid to cushion the reverse input clutch
apply. When the reverse input clutch releases, exhausting reverse
input fluid unseats the ball for a quick exhaust of fluid.
#4 3-4 CLUTCH EXHAUST
Located in the valve body, this checkball helps control the 3-2 downshift. Exhausting 3-4 clutch and 3rd accumulator fluids seat the ball
and are forced through orifice #13. This helps control the 3-4 clutch
release rate and 2-4 band apply. During a 3-4 upshift, 3-4 signal fluid
unseats the ball for a quick feed into the 3-4 clutch fluid circuit.
#5 OVERRUN CLUTCH FEED
Located in the valve body, it routes either overrun fluid or D2 fluid
into the overrun clutch feed fluid circuit while blocking the other fluid
circuit. Overrun clutch feed fluid feeds the overrun clutch fluid circuit in the Manual gear ranges to apply the overrun clutch.
#6 OVERRUN CLUTCH CONTROL
Located in the valve body, the #6 checkball helps control the overrun
clutch apply rate. Overrun clutch feed fluid pressure seats the ball and
is forced through orifice #20. This orifice slows the flow of overrun
fluid to cushion the overrun clutch apply. When the overrun clutch
releases, overrun clutch feed fluid unseats the ball for a quick exhaust.
#7 3RD ACCUMULATOR EXHAUST
Located in the transmission case, it unseats when 3rd accumulator
fluid exhausts from the 2-4 servo to prevent residual fluid pressure
from accumulating. Also, before 3rd accumulator fluid pressure seats
the ball during a 2-3 upshift, any air in the circuit exhausts past the
ball.
#8 1-2 UPSHIFT
Located in the valve body, the 1-2 upshift checkball helps control the
2-4 band apply during a 1-2 upshift. During the upshift, 2nd fluid
pressure seats the ball and is forced through the #16 orifice. This
orifice slows the flow of 2nd fluid to help cushion the band apply.
When the band releases during a 2-1 downshift, exhausting 2nd clutch
fluid unseats, and exhausts past, the 1-2 upshift checkball.
#9 TCC APPLY
Located in the end of the turbine shaft, the #9 checkball is a retainer
and ball assembly that helps control the converter clutch apply feel.
As the converter clutch applies, exhausting release fluid seats, and is
orifice around the checkball. This action slows the exhaust of release
fluid to control the converter clutch apply feel. When the converter
clutch is released, release fluid pressure unseats the checkball and
flows freely past the ball to keep the pressure plate disconnected from
the converter cover.
#10 LO/REVERSE CLUTCH APPLY
Located in the transmission case, the #10 checkball is a retainer and
ball assembly that helps control the lo and reverse clutch apply feel.
During the clutch apply, PR fluid pressure seats, and is orificed around
the checkball. This orifice slows the increase of PR fluid pressure at
the clutch piston to cushion the apply feel. When the clutch releases,
exhausting PR fluid unseats the checkball for a quick exhaust.
#12 FORWARD CLUTCH ACCUMULATOR
Located in the valve body, it helps controls the forward clutch apply
when engine speed is at idle. During these conditions, all D4 feeding
the forward clutch feed fluid circuit is routed to the ball, seats the ball,
and is forced through orifice #22. This slows the increase of forward
clutch feed fluid pressure to cushion the forward clutch apply. When
the forward clutch releases, exhausting forward clutch feed fluid unseats the ball for a quick exhaust of fluid.
#1
Note: Some models do not include orifice #12 in the spacer plate.
For these models, all exhausting 3rd accumulator fluid is routed
to the 3-2 control valve.
#1 3-4 ACCUMULATOR
Located in the transmission case, the 3-4 accumulator checkball helps
control the flow of accumulator fluid to the 3-4 accumulator. When
the ball is seated, accumulator fluid is forced through the #18 orifice.
This action helps control the 2-4 band release during a 4-3 downshift.
#2 3RD ACCUMULATOR
Located in the valve body, the 3rd accumulator checkball directs
exhausting 3rd accumulator fluid through orifice #12 and to the 3-2
control valve. This helps control the 2-4 band apply during a 3-2
downshift. During a 3-4 upshift, 3-4 clutch fluid unseats the ball for a
quick feed into the 3rd accumulator fluid circuit.
FWD CL FEED
33
ELECTRICAL COMPONENTS
The Hydra-matic 4L60-E transmission incorporates electronic controls that utilize a Powertrain Control Module (PCM). The PCM
gathers vehicle operating information from a variety of sensors
and control components located throughout the powertrain (engine
and transmission). The PCM processes this information for proper
control of the following:
transmission shift points - through the shift solenoids,
transmission shift feel - by adjusting line pressure with the pressure
control solenoid,
TCC apply and release timing - through the TCC solenoid, and
the 3-2 downshift - through the pulse width modulated 3-2 control
solenoid.
Electronic control of these transmission operating characteristics

provides for consistent and precise shift points and shift quality
based on the operating conditions of both the engine and transmission.
FAIL-SAFE MODE
Fail-safe mode is an operating condition when the transmission

will partially function if a portion of the electronic control system
becomes disabled. For example, if the wiring harness becomes
disabled, the PCM commands the fail-safe mode which causes the
electronic solenoids to default to OFF. The following changes
occur when the transmission is operating in the fail-safe mode.
the pressure control solenoid is OFF, increasing line pressure to a
maximum to prevent any clutch or band slippage,
the TCC solenoid is OFF, preventing converter clutch apply,
4
With both shift solenoids OFF, the transmission will operate in

Third gear when the selector lever is in the Overdrive position.
However, with the Hydra-matic 4L60-E transmission the driver
has some flexibility in gear selection during fail-safe mode. Changing gears during fail-safe mode is accomplished by moving the
gear selector lever as follows:
Gear Selector Lever Position
Transmission Gear Operation
Overdrive Range D
Third gear
Drive Range (D)
Third gear
Manual Second (2)
Second gear
Manual First (1)
Second gear
Reverse (R)
Reverse
Park, Neutral (P,N)
Park, Neutral
The downshift to First gear in Manual First is controlled electronically for safety and durability reasons. This means that the PCM
must electronically command both shift solenoids to be ON to
obtain First gear.
NOTE: This section of the book contains general information
about electrical components that provide input information to the
PCM. Since some of this input information varies between vehicle
application, it is important that the appropriate General Motors
Service Manual is used during repair of diagnosis of the transmission.
D1C
PCM
11
the 3-2 control solenoid is OFF, providing a faster 3-2 downshift, and
both shift solenoids are OFF.
L
D3
R
D2
INPUTS
34
10
OUTPUTS
INFORMATION SENSORS
ELECTRONIC CONTROLLERS
1. VEHICLE SPEED SENSOR

2. TRANSMISSION FLUID TEMPERATURE
SENSOR
3. FLUID PRESSURE SWITCH ASSEMBLY (PSA)
4. THROTTLE POSITION SENSOR (TPS)
5. ENGINE SPEED SENSOR
6. ENGINE COOLANT TEMPERATURE SENSOR
7. BRAKE SWITCH
8. 4 WHEEL DRIVE LOW SWITCH
9. AIR CONDITIONING REQUEST
10. CRUISE CONTROL INFORMATION
11. MANIFOLD ABSOLUTE PRESSURE SENSOR
ELECTRONICALLY CONTROLLED
TRANSMISSION COMPONENTS
POWERTRAIN CONTROL MODULE (PCM)
A. PRESSURE CONTROL SOLENOID

B. TORQUE CONVERTER CLUTCH SOLENOID
C. SHIFT SOLENOID "A" (12/34 SHIFT)

D. SHIFT SOLENOID "B" (23 SHIFT)
E. 32 CONTROL SOLENOID
Figure 31
PRESSURE SWITCH ASSEMBLY
D2
INDICATOR
SWITCH
D4
INDICATOR
SWITCH
FIVE PIN
CONNECTOR
The transmission fluid Pressure Switch Assembly

(PSA) is attached to the valve body and is used to
signal the manual valve position to the PCM. Various
fluids are routed to the PSA depending on the manual
valve position. These fluids open and close the fluid
pressure switches in the PSA to provide a signal to the
PCM indicating the gear range position of the manual
valve. The combination of opened and closed switches
determines the voltage measured at each of the three
pins in the PSA electrical connector. An open circuit
measures 12 volts while a grounded circuit measures
0 volts. The electrical schematic and chart below
show the PSA circuitry used to signal the manual valve
position.
TRANSMISSION
FLUID
PRESSURE
SWITCH
ASSEMBLY
(69)
D2
D4
R
P
N
R
Normally Open Fluid Pressure Switch
The D4, Lo, and Reverse fluid pressure switches are

normally open and electrical current is stopped at these
switches when no fluid pressure is present. Fluid pressure moves the diaphragm and contact element until
the contact element touches both the positive contact
(+) and the ground contact ( ). This creates a closed
circuit and allows current to flow from the positive
contact, through the switch and to ground.
D3
LO
INDICATOR
SWITCH
TEMPERATURE
SENSOR
D3
INDICATOR
SWITCH
REVERSE
INDICATOR
SWITCH
Normally Closed Fluid Pressure

Switch
Body
Fluid
Fluid
O-Ring
Diaphragm
Contact
Diaphragm
Contact
O-Ring
+
Contact
Contact
Element
Ground
Ground
Contact
Element
NORMALLY OPEN
LO
Example
The hydraulic and electrical schematics below are shown in the Drive
Range (Manual Third) position (D or
3). D4 fluid pressure closes the D4
fluid pressure switch and D3 fluid
pressure opens the D3 fluid pressure
switch. With the D2 switch normally
closed, pins N and P measure 0 volts
while pin R measures approximately
12 volts. This combination signals
the PCM that the manual valve is in
the Manual Third position.
NORMALLY CLOSED
TRANSMISSION CONNECTOR
PIN N
PIN R
PIN P
12
0
12
0
0
12
12
0
12
12
0
0
12
12
0
12
12
12
0
12
12
EXPECTED VOLTAGE READINGS
LINE
P
LINE
PRESSURE
TAP
OIL PRESSURE
RANGE
INDICATOR REV D4 D3 D2
PARK
REVERSE
NEUTRAL
D
D
2
1
OIL PRESSURE PRESENT
Contact
LINE
Body
The D2 and D3 fluid pressure switches

are normally closed and electrical current is free to flow from the positive
contact to the ground contact when no
fluid pressure is present. Fluid pressure moves the diaphragm to disconnect the positive and ground contacts.
This opens the switch and stops current from flowing through the switch.
MANUAL VALVE
REVERSE
(N/C)
(N/O)
D2
PRESSURE
SWITCH
ASSEMBLY
D2
D2
LO
D4
D4
LO
D4-N.O.
(N/C)
D2-N.C.
GROUND
SWITCH LOGIC
D3
D4
D3
D3
(N/O)
D4
(N/O)
D3
LO
REV
PR
REV-N.O.
(N/O) - NORMALLY OPEN
LO-N.O.
EXAMPLE: MANUAL THIRD (D)
REV INPUT
Figure 32
TEMP
SENSOR
D3-N.C.
35
VEHICLE SPEED SENSOR (VSS)
The vehicle speed sensor is a magnetic inductive pickup that

relays information relative to vehicle speed to the PCM. In
two wheel drive (2WD) applications, the VSS is located on
the transmission extension housing (31), opposite the speed
sensor rotor. The speed sensor rotor is attached to the
transmission output shaft and rotates with the output shaft at
transmission output speed. The speed sensor rotor has 40
serrations, or teeth, cut into its outside diameter.
ROTOR
MAGNETIC
PICKUP
O-RING
ELECTRICAL
CONNECTOR
OUTPUT VOLTS
VEHICLE SPEED SENSOR
HIGH SPEED
LOW SPEED
5.0
The VSS consists of a permanent magnet surrounded by a

coil of wire. As the output shaft and speed sensor rotor
rotate, an alternating current (AC) is induced in the coil of
wire from the teeth on the rotor passing by the magnetic
pickup on the VSS. Whenever the vehicle is moving the
VSS produces an AC voltage proportional to vehicle speed.
This AC signal is sent to the digital ratio adaptor converter
(DRAC) where it is converted to a direct current (DC) square
wave form. The DC signal is then sent to the PCM and
interpreted as vehicle speed. As vehicle speed increases and
more rotor teeth pass by the magnetic pickup on the VSS in
a given time frame, the frequency of the DC signal sent to
the PCM increases. The PCM interprets this increase in
frequency as an increase in vehicle speed (see Figure A).
Note: On four wheel drive (4WD) applications the VSS is
located on the transfer case.
TIME
FIGURE A: CONDITIONED SIGNAL

CONNECTOR
RESISTOR
TRANSMISSION FLUID TEMPERATURE SENSOR
TRANSMISSION
FLUID
PRESSURE
SWITCH
ASSEMBLY
(69)
The temperature sensor is a negative temperature coefficient

thermistor (temperature sensitive resistor) that provides
information to the PCM regarding transmission fluid
temperature. The temperature sensor is a part of the pressure
switch assembly (PSA) which is attached to the valve body
and submersed in fluid in the transmission bottom pan. The
internal electrical resistance of the sensor varies in relation
to the operating temperature of the transmission fluid (see
chart). The PCM sends a 5 volt reference signal to the
temperature sensor and measures the voltage drop in the
circuit. A lower fluid temperature creates a higher resistance
in the temperature sensor, thereby measuring a higher voltage
signal.
TEMPERATURE SENSOR
Sensor Resistance (K ohms)
SENSORRESISTANCE VS. TEMPERATURE

110
100
90
The PCM measures this voltage as another input to help

control TCC apply and line pressure. The PCM inhibits
TCC apply until transmission fluid temperature reaches
approximately 29C (84F). Also, when fluid temperatures
exceed 135C (275F), the PCM commands TCC apply at
all times in Fourth gear, as opposed to having a scheduled
apply. Applying the TCC reduces fluid temperatures created
by the fluid coupling in the converter.
80
70
60
50
40
30
20
10
0
-50
-30
-10
10
30
50
70
90
110
130
150
Temperature C
36
Figure 33
ELECTRICAL COMPONENTS EXTERNAL TO THE TRANSMISSION
THROTTLE POSITION SENSOR (TPS)
BRAKE SWITCH
The TPS is a potentiometer mounted to the throttle body that

provides the PCM with information relative to throttle angle
(accelerator pedal movement). The PCM provides a 5 volt
reference signal and a ground to the TPS and the sensor returns
a signal voltage that changes with throttle valve angle. This
signal varies from less than 1.0 volt at minimum throttle to
nearly 5.0 volts at wide-open throttle. The PCM uses this
information to modify fuel control, shift patterns, shift feel and
TCC apply and release timing. In general, with greater accelerator pedal travel and higher TPS voltage signal, the following conditions occur:
The brake switch is a normally closed switch when the brake

pedal is in the released position. When the brake pedal is depressed, the switch is open and the PCM commands TCC release.
The PCM delays upshifts or initiates a downshift

(through the shift solenoids) for increased acceleration.
The PCM increases line pressure (through the pressure
control solenoid) to increase the holding force on the
clutches and/or band.
The PCM keeps the TCC released during heavy acceleration.
The TCC is also released during minimum acceleration.
ENGINE COOLANT TEMPERATURE (ECT) SENSOR
The ECT sensor is a negative temperature coefficient resistor

(temperature sensitive resistor) mounted in the engine coolant
stream. Low coolant temperature produces high resistance in
the sensor while high coolant temperature produces low resistance. With respect to transmission operation, the PCM monitors the voltage signal from the sensor, which is high at low
coolant temperatures, to prevent TCC apply when coolant temperature is below approximately 20C (68F).
ENGINE SPEED SENSOR
The PCM monitors engine speed as RPM through the ignition

module for gasoline engines. For diesel engine applications, a
separate engine speed sensor is used to monitor engine speed
from the crankshaft. This information is used to help determine shift patterns and TCC apply and release timing.
AIR CONDITIONING (A/C) SWITCH SIGNAL
When the A/C cycling switch closes, the PCM is signaled that the
A/C compressor is ON. The PCM uses this information to adjust
transmission line pressure, shift timing and TCC apply timing.
CRUISE CONTROL INFORMATION
The PCM monitors input signals from the cruise control switch to
alter shift patterns when the cruise control is engaged. Depending
on application, the PCM alters the shift pattern to require a time
limit to be met between the 3-2/2-3 shifts and the 4-3/3-4 shifts.
This time limit prevents the transmission from upshifting to quickly
after downshifting when the cruise control is engaged.
FOUR WHEEL DRIVE (4WD) LOW SWITCH
With 4WD applications, the VSS is located on the transfer case.

The 4WD Low switch signals the PCM that the vehicle is operating in 4WD Low. The PCM then multiplies transfer case output
speed signal by the transfer case ratio in low range to determine
the transmission output shaft speed. The PCM uses this information to provide earlier upshifts and prevent an overspeed condition
when operating in 4WD low.
MANIFOLD ABSOLUTE PRESSURE (MAP) SENSOR
The MAP sensor measures changes relative to intake manifold

pressure which results from changes in engine load and speed.
These changes are converted to a voltage output which is monitored by the PCM in order to adjust line pressure and shift timing.
ASSEMBLY LINE DIAGNOSTIC LINK (ALDL)
The ALDL is a multi-terminal connector wired to the PCM that is

located under the vehicle dash. The ALDL can be used to diagnose conditions in the vehicles electrical system, PCM and the
transmissions electrical components. Refer to the appropriate
General Motors Service Manual for specific electrical diagnosis
information.
TORQUE CONVERTER CLUTCH SOLENOID
TCC apply is prevented until engine coolant temperature is above

approximately 20C (68F).
TCC apply is prevented until transmission fluid temperature is
above approximately 29C (84F).
CONVERTER
CLUTCH
SIGNAL
FLUID
EXHAUST
MOUNTING
FLANGE
STEEL
PLUNGER
VALVE
The TCC is released when the brake pedal is depressed.

The TCC is released under minimum and maximum throttle conditions.
Under normal operating conditions, the converter clutch only

applies in Fourth gear when in Overdrive range or Third gear
when in Manual Third gear range. However, at high speeds under
heavy throttle conditions, the PCM will command TCC apply in
Third gear when in Overdrive range. Also, when transmission
fluid temperature is above approximately 135C (275F), the TCC
is applied all of the time in Fourth gear to help reduce transmission
fluid temperatures. Other conditions that cause the PCM to change
the operating state of the TCC solenoid include:
When vehicle operating conditions are appropriate for TCC apply,

the PCM provides a ground for the TCC solenoid electrical circuit.
Electrical current flows through the coil assembly in the solenoid
which creates a magnetic field. The magnetic field moves the
plunger and valve to block the exhaust port and prevent CC signal
fluid from exhausting through the solenoid. CC signal fluid pressure
increases at the converter clutch apply valve and moves the valve
into the apply position against spring force.
The TCC solenoid is a normally open, ON/OFF solenoid that the

PCM controls to apply and release the converter clutch. When deenergized, converter clutch signal fluid pressure holds the valve
and plunger away from the exhaust port. This allows converter
clutch (CC) signal fluid to exhaust through the solenoid. Without
CC signal fluid pressure at the end of the converter clutch apply
valve, spring force holds the valve in the release position.
STEEL BAR
WRAPPED WITH
COPPER COIL
TORQUE CONVERTER CLUTCH SOLENOID (NORMALLY OPEN)
Figure 34
37
PLUNGER
SPRING METERING O-RING

BALL
COIL
ASSEMBLY
FRAME
SHIFT SOLENOIDS
The Hydra-matic 4L60-E transmission uses two identical, normally open,

electronic shift solenoids (A and B) to control upshifts and downshifts in all forward gear ranges. These shift solenoids work together in
a combination of ON and OFF sequences to control the positions of the
1-2 shift valve, 2-3 shift valve train and 3-4 shift valve. The PCM
monitors numerous inputs to determine the appropriate solenoid state
combination and transmission gear for the vehicle operating conditions.
The following table shows the solenoid state combination required to
obtain each gear:
CONNECTOR
SIGNAL
FLUID
EXHAUST
GEAR
Park, Reverse, Neutral
First
Second
Third
Fourth
SOLENOID A
ON
ON
OFF
OFF
ON
SOLENOID B
ON
ON
ON
OFF
OFF
Shift Solenoid De-energized (OFF)
The shift solenoids are OFF when the PCM opens the path to ground for
the solenoids electrical circuit. When OFF, solenoid signal fluid pressure (blue color) moves the metering ball and plunger against spring
force, away from the fluid inlet port. Solenoid signal fluid is then open
to an exhaust port located on the side of the solenoid.
SHIFT SOLENOID (OFF)
AFL
Shift Solenoid Energized (ON)
LO/1ST
FILTER
(49)
SIG A
LO
D4
SIG A
26
27
SOL A
N.O.
1-2 SHIFT VALVE

EX
EX
4TH SIG
3-4 SIG
2ND
D4-3-2
AFL
D2
SOL B
N.O.
ON
EX
EX
EX
2-3 SHUTTLE
3-4 SIG
3-4 ACC
SERVO FEED
EX
29
EX
2-3 SHIFT VALVE
28
AFL
EXAMPLE A: PARK/REVERSE/NEUTRAL/& FIRST GEAR
AFL
LO/1ST
FILTER
(49)
D4
SIG A
1-2 SHIFT VALVE

EX
EX
EX
4TH SIG
3-4 SIG
D2
2ND
EX
EX
EX
29
SOL B
N.O.
EXAMPLE B: THIRD GEAR
3-4 SIG
2-3 SHUTTLE
3-4 ACC
SERVO FEED
28
AFL
ORUN
D3
AFL
EX
D4-3-2
2-3 SHIFT VALVE
38
OFF
2ND
SOL A
N.O.
3-4 SHIFT VALVE
Shift Solenoid B
26
27
AFL
LO
SIG A
D3
25
EX
Shift Solenoid A
When shift solenoid A is de-energized in Second and Third gears

(Example "B"), signal A fluid exhausts through the solenoid. Spring
force holds the 1-2 shift valve in the upshifted position and the 3-4 shift
valve in the downshifted position.
AFL
To energize the shift solenoids, the PCM provides a path to ground for
the solenoids electrical circuit. Electrical current passing through the
coil assembly in the solenoid creates a magnetic field that magnetizes
the solenoid core. The magnetized core repels the plunger which seats
the metering ball against the fluid inlet port. With the ball seated,
solenoid signal fluid is blocked from exhausting, thereby creating fluid
pressure in the solenoid signal fluid circuit.
Located at the end of the 1-2 shift valve, shift solenoid A controls the
position of the 1-2 and 3-4 shift valves. The solenoid is fed solenoid
signal A fluid by the actuator feed limit fluid (AFL) circuit through
orifice #25. When energized (Example "A"), the solenoid blocks signal
A fluid from exhausting, thereby creating pressure in the signal A
fluid circuit. Signal A fluid pressure holds the 1-2 shift valve against
spring force (downshifted position) in Park, Reverse, Neutral and First
gears. In Fourth gear, D432 fluid pressure assists spring force to keep
the 1-2 shift valve in the upshifted position against signal A fluid
pressure. Also, signal A fluid pressure holds the 3-4 shift valve in the
upshifted position against spring force.
2ND
ORUN
D3
ON
EX
3-4 SHIFT VALVE
D3
AFL
25
AFL
Located at the end of the 2-3 shuttle valve, shift solenoid B controls
the position of the 2-3 shift valve train. The solenoid is fed solenoid
signal fluid by the AFL fluid circuit through orifice #29. When energized by the PCM (Example "A"), solenoid signal fluid pressure holds
the 2-3 shift valve train in the downshifted position against AFL fluid
pressure acting on the 2-3 shift valve.
When de-energized [Third and Fourth gears (Example "B")], solenoid
signal fluid exhausts through the solenoid. This allows AFL fluid pressure acting on the 2-3 shift valve to move the shift valve train into the
upshifted position. In Manual Second, D2 fluid pressure holds the 2-3
shift valve in the downshifted position against AFL fluid pressure regardless of shift solenoid B state.
OFF
Note: The feed orifices (#25 and #29) between the AFL and solenoid
signal fluid circuits are smaller than the exhaust ports through the
solenoids. This prevents fluid pressure buildup in the solenoid signal
fluid circuits at the end of the shift valves when the shift solenoids are
OFF.
Figure 35
3-2 DOWNSHIFT CONTROL SOLENOID
METERING O-RING
O-RING
BALL
FLUID
SCREEN
O-RING
CENTER
POLE
EXHAUST
COIL
ASSEMBLY
PRESSURE
SUPPLY
(AFL)
CONNECTOR
PRESSURE
CONTROL
(3-2 SIGNAL)
SPRING
3-2 DOWNSHIFT CONTROL SOLENOID
Solenoid De-energized
30%
When the solenoid is OFF, no current flows to the solenoid coil

(duty cycle = 0%). Spring force holds the plunger and metering
ball against the fluid inlet port to block AFL fluid from entering
the 3-2 signal fluid circuit. The 3-2 signal fluid circuit is open
to an exhaust through the solenoid. With the 3-2 signal fluid
circuit empty, spring force holds the 3-2 control valve open.
70%
12
VOLTS
(ON)
TIME
The 3-2 control solenoid operates on a negative duty cycle.

This means that the ground (negative or low) side of the solenoid circuit is controlled by the PCM. The solenoid is constantly fed 12 volts to the high (positive) side and the PCM
controls the length of time the path to ground for the electrical
circuit is closed (duty cycle). When the PCM closes the solenoid ground circuit, current flows through the solenoid and the
ground circuit is at a low voltage state (0 volts and solenoid
energized).
HOUSING
The PCM operates the 3-2 control solenoid at a frequency of 50

hz (cycles per second). This means that the solenoid is pulsed
with electrical current 50 times per second. The amount of time
the solenoid is energized during each cycle is referred to as the
solenoids duty cycle. Figure A shows an example of a 70%
duty cycle. A 70% duty cycle means that during each cycle (1/
50 of a second) the solenoid is energized 70% of the time (see
inset in Figure A).
At higher vehicle speeds, the solenoid duty cycle during the

shift is greater and 3-2 signal fluid pressure is increased. Under
these conditions, 3-2 signal fluid pressure closes the 3-2 control
valve further against spring force, thereby slowing the exhaust
of 3rd accumulator fluid into the 3-4 clutch fluid circuit. This
prevents the pressure backup in the 3-4 clutch fluid circuit and
allows the 3-4 clutch to release faster for proper shift timing.
The 3-2 downshift control solenoid is a normally closed, pulse

width modulated (PWM) solenoid used to control the 3-2 downshift. During a 3-2 downshift, the 2-4 band is applied as the 3-4
clutch releases. The timing between the 3-4 clutch release and
2-4 band apply must be varied depending on vehicle speed and
throttle position (see downshift timing below). The 3-2 control
solenoid regulates AFL fluid into the 3-2 signal fluid circuit. 32 signal fluid pressure controls the 3-2 control valve to provide
for these varying requirements and achieve a precise control of
the 3-2 downshift.
1 CYCLE = 1/50 SECOND
16
14
12
10
8
6
4
2
0
FREQUENCY: 50 HZ
TIME
1 SECOND
(50 CYCLES)
DUTY CYCLE = 70%
The position of the metering ball is controlled by the amount of

current flowing through the solenoid coil. Current flowing
through the solenoid coil, which is controlled by the solenoids
duty cycle, creates a magnetic field that magnetizes the solenoid
core. When the core is magnetized it attracts the metering ball,
moving the ball and plunger against spring force to block the
exhaust port. A higher duty cycle means more current flowing
through the coil and a greater magnetic field force. This greater
force seats the ball further against the exhaust port, thereby
increasing 3-2 signal fluid pressure.
VOLTS
Solenoid Energized
3-2 Downshift Timing
A lower solenoid duty cycle corresponds to lower 3-2 signal

fluid pressure which allows spring force to keep the 3-2 control
valve open farther. This provides a faster exhaust of 3rd accumulator fluid through the 3-2 control valve. However, this
exhausting fluid creates a pressure backup in the 3-4 clutch fluid
circuit due to the #4 checkball and #13 orifice. This delays the
3-4 clutch release at lower speeds for proper shift timing.
FIGURE A: 3-2 DOWNSHIFT CONTROL SOLENOID

NEGATIVE DUTY CYCLE
PERCENT DUTY CYCLE
The PCM operates the 3-2 control valve at approximately a 90%

duty cycle when the transmission is in Second, Third and Fourth
gears. In all other gear ranges, the solenoid is OFF and the duty
cycle is 0%. During a 3-2 downshift, the solenoid duty cycle is
decreased to control the exhaust of 3rd accumulator fluid through
the 3-2 control valve. The value of the duty cycle during the
downshift is related to vehicle speed - the lower the speed, the
lower the duty cycle (see Figure B).
100%
90
80
70
60
50
40
30
20
10
0
% D.C. DEPENDS ON
VEHICLE SPEED.
LOWER SPEED = LOWER D.C.
DURING THE SHIFT
GEAR
FIGURE B: 3-2 DOWNSHIFT TIMING
Figure 36
39
PRESSURE CONTROL SOLENOID

SPOOL
VALVE
SPOOL
VALVE
SLEEVE
FLUID
SCREENS
PUSH
ROD COIL
DAMPER
SPRING RESTRICTOR ASSEMBLY
FIGURE A: PRESSURE CONTROL SOLENOID
40%
12
60%
VOLTS
(ON)
TIME
40
SPOOL
VALVE
SPRING
At minimum throttle (idle), duty cycle is a maximum (approximately 40%) and current flow approaches 1.0 amp. This increases the magnetic field in the solenoid coil. The magnetic
field force moves the armature toward the push rod and against
the spring. In this position AFL fluid exhausts through the
variable bleed exhaust port between the armature and spool
valve sleeve. With AFL fluid exhausting, spool valve spring
force holds the spool valve in the closed position blocking AFL
fluid from feeding the torque signal fluid circuit. Also, torque
signal fluid is open to the exhaust port through the spool valve
sleeve. Therefore, torque signal fluid pressure is a minimum
and line pressure is a minimum. Remember that torque signal
fluid pressure controls line pressure at the pressure regulator
valve.
1 CYCLE = 1/292.5 SECOND

FIGURE B: PRESSURE CONTROL SOLENOID
POSITIVE DUTY CYCLE
100
90
CONTROL PRESSURE (PSI)
Under normal operating conditions between minimum and maximum throttle positions, the PCM varies the duty cycle between
approximately 40% and 0% respectively. The changes in duty
cycle varies the current flow to the PCS between approximately
1.0 and 0.0 amps. This varies the opening of the variable bleed
exhaust between the armature and spool valve sleeve to regulate
torque signal fluid pressure (see Figure C). If the electrical
Fluid Regulation
At maximum throttle, the solenoids duty cycle is a minimum

(approximately 0% - always de-energized) and current flow
approaches 0.0 amps. This decreases the magnetic field in the
solenoid coil and spring force acting on the armature moves the
armature against the spool valve sleeve, thereby closing the
variable bleed exhaust. With the variable bleed exhaust closed,
AFL fluid pressure acting on the spool valve increases and
moves the valve fully against the spool valve spring force. The
AFL fluid circuit is then completely open to feed the torque
signal fluid circuit and the torque signal fluid exhaust through
the spool valve sleeve is closed. This provides maximum torque
signal fluid pressure and maximum line pressure.
The PCM operates the PCS on a positive duty cycle. This

means that the high (positive) side of the PCS electrical circuit
at the PCM controls the PCS operation. The PCM always
provides a ground path for the circuit and continually adjusts the
PCS duty cycle depending on vehicle and transmission operating conditions. A positive duty cycle is measured as approximately 12 volts on the positive side of the PCS when it is
energized. Figure B shows an example of a 40% positive duty
cycle.
EXHAUST VARIABLE ARMATURE SPRING FRAME

BLEED
ORIFICE
ACTUATOR TORQUE
SIGNAL
FEED
LIMIT
FLUID
FLUID
The duty cycle and amount of current flow to the PCS are
mainly affected by throttle position. Duty cycle and current
flow are inversely proportional to throttle angle; as throttle angle
increases, the duty cycle is decreased by the PCM which decreases current flow to the PCS. Current flow to the PCS
creates a magnetic field force that moves the solenoid armature
toward the push rod and against spring force. Note that AFL
fluid flows through the restrictor to assist spring force in creating a dashpot for the armature to move against.
The amount of current directed to the PCS is controlled by the

solenoids duty cycle. Similar to the pulse width modulated 3-2
control solenoid, the duty cycle represents the percent time current is flowing through the solenoid coil during each cycle. As
duty cycle increases, the amperage in the coil increases. The
high frequency of the PCS acts to smooth the pulses created by
the duty cycle energizing and de-energizing the PCS.
The 4L60-E PCM programming also allows for adjustments in

line pressure based on the changing characteristics of the transmission components. This process is referred to as Adaptive
Learning and is used to assure consistent shift patterns and
increase transmission durability. As transmission apply components wear and shift overlap time (time required to apply a
clutch or band) increases, the PCM adjusts line pressure to
maintain the originally calibrated shift timing. This is done by
changing torque signal fluid pressure through the PCS control.
Note: Adaptive learning control is not used on all shifts and
varies depending on application.
Duty Cycle and Current Flow
system becomes disabled for any reason, current flow to the

solenoid is 0.0 amps and the PCS will regulate maximum torque
signal fluid pressure. This creates maximum line pressure to
prevent any apply components form slipping until the condition
can be corrected.
The Pressure Control Solenoid (PCS) is a precision electronic

pressure regulator controlled by the PCM at approximately 292.5
Hz (cycles per second). The PCS regulates actuator feed limit
(AFL) fluid into torque signal fluid pressure. The PCM controls
this regulation by varying the electrical current flowing to the
PCS.
80
70
60
50
40
30
20
10
0
0.0
0.1
0.2
0.3
0.4
0.5
0.6
0.7
0.8
0.9
1.0
1.1
INPUT CURRENT (AMP)
FIGURE C: PRESSURE CONTROL SOLENOID CURRENT FLOW
Figure 37
POWER FLOW
The purpose of this section is to describe how
torque generated by the engine is transferred
through the Hydra-matic 4L60-E transmission and
to the vehicle's drive shaft. The information that
follows describes the mechanical, electrical and
hydraulic operation of the transmission while in
each specific gear range. This section builds
upon previously covered information. Therefore,
if the operation of a certain component is unclear,
refer to the previous sections of this book for
individual component explanations.
The material in this section is presented in the
same order as the arrangement of the shift
quadrants - a progression from Park to Manual
First (P, R, N, D , D, 2, 1). The left hand, or
even numbered pages, contain drawings of the
mechanical components and power flow used in

a specific gear range. Facing this page is a half
page insert with a detailed explanation of the
mechanical operation for that gear range. At the
top of this insert is a range reference chart
showing a summary of which components are
applied in that gear range.
The right hand, or odd numbered pages, contain
a simplified version of the Complete Hydraulic
Circuit section (beginning on page 67). Facing
this page is a half page of text with a detailed
description of what is occurring hydraulically and
electronically in that gear range. A reference to
the corresponding Complete Hydraulic Circuit is
located at the bottom of the half page, should
more schematic information be desired.
Figure 38
41
PARK
PARK
Engine Running
Engine Running
POWER FROM
TORQUE
CONVERTER
(1)
NO POWER
TRANSMITTED TO
OUTPUT SHAFT
(687)
SHIFT
"A"
SOL
SHIFT
"B"
SOL
ON
ON
2-4
BAND
REVERSE
INPUT
CLUTCH
FORWARD
OVERRUN FORWARD
3-4
SPRAG CL.
CLUTCH
CLUTCH
CLUTCH
ASSEMBLY
LO-ROLLER
CLUTCH
LO-REV
CLUTCH
APPLIED
The Hydra-matic 4L60-E automatic transmission requires a constant supply of pressurized fluid to cool and lubricate the components throughout the unit. It also requires a holding force be
applied to the bands and clutches to obtain the various gear
ranges. The oil pump and valve body assemblies provide for
this pressurization and distribution of fluid.
The torque converter assembly (1) is connected to the engine
through the engine flywheel and rotates at engine speed.
The oil pump rotor (212) is keyed to the torque converter pump
hub and is also driven at engine speed.
The fluid circulating inside the converter creates a fluid coupling

that drives the converter turbine.
The turbine shaft, connected to the input housing (621), is driven
by the converter turbine.
The input housing contains three separate multiple disc clutches:
The overrun clutch, forward clutch and the 3-4 clutch. All three
clutches are released and power flow is terminated at the input
housing.
INPUT HOUSING
& SHAFT ASSEMBLY
(621)
TORQUE
CONVERTER
ASSEMBLY
(1)
TRANSMISSION
CASE
(8)
PUMP
ASSEMBLY
(4)
The lo and reverse clutch plates (682) are applied and hold the
reaction carrier (681) stationary to the transmission case (8).
However, with power flow terminated at the input housing the lo
and reverse clutch has no affect on transmission operation in
Park.
Parking Pawl Engaged
The manual shaft (84) and manual valve (340) are in the Park
position (P). The parking lock actuator assembly (85) engages
the parking brake pawl (81) with the lugs on the reaction internal
gear (684).
The reaction internal gear is splined to the output shaft (687) and
both components are held stationary by the parking pawl. With
the output shaft held, the vehicle is prevented from moving.
OIL
PUMP
ROTOR
(212)
REACTION
INTERNAL
GEAR
(684)
HELD
OUTPUT
SHAFT
(687)
HELD
SPEED SENSOR
ROTOR
(699)
Note: The transmission manual linkage must be adjusted correctly so the indicator quadrants in the vehicle correspond with
the inside detent lever in the transmission. Refer to the appropriate General Motors service manual for the proper manual
linkage adjustment procedure. Also, the vehicle should be completely stopped before selecting Park range or internal damage
to the transmission could occur.
PARKING PAWL
RETURN SPRING
(80)
MANUAL
SHAFT
(84)
INSIDE
DETENT
LEVER
(88)
42
PARKING BRAKE
PAWL (81)
ENGAGED
PARKING LOCK
ACTUATOR
ASSEMBLY
(85)
Figure 39
42A
PARK
PARK
Engine Running
ENGINE RUNNING
When the engine is running, the oil pump draws fluid from the
bottom pan, through the oil filter assembly and into the oil
pump. This fluid is pressurized by the oil pump and directed
into the line fluid circuit.
TORQUE
CONVERTER
ASSEMBLY
LO & REVERSE
CLUTCH ASSEMBLY
Pressure Regulation
#9
PR
COOLER
LINE
PRESSURE
TAP
FORWARD CLUTCH
ACCUMULATOR
PR
MANUAL VALVE
COOLER
LINE
EX
LINE
LINE
D2
LO
D3
D2-N.C.
TEMP
SENSOR
REV-N.O.
LO-N.O.
D3-N.C.
REV INPUT
REV INPUT
FILTER
(92)
PR
LO OVERRUN
TORQUE SIG
AFL
AFL
LINE
LO/1ST
FILTER
(49)
D4
EX
AFL
29
EX
EX
2-3 SHUTTLE
3-4 SIG
3-4 ACC
SERVO FEED
AFL (To 3-2 Solenoid)
D2
Figure 40
EX
2ND
ORUN
D3
28
2-3 SHIFT VALVE

EX
TORQUE SIG
SIG A
EX
4TH SIG
3-4 SIG
EX
SOL B
N.O.
ON
EX
EX
EX
EX
EX
AFL
3-4 SHIFT VALVE
D3
TORQUE SIG
EX
LO
ACTUATOR FEED LIMIT
D4-3-2
PRESSURE
CONTROL
SOLENOID
ON
2ND
FILTER (50)
SOL A
N.O.
1-2 SHIFT VALVE
AFL
AFL
26
27
AFL
25
SIG A
2ND CL
LINE
SIG A
32
EX
PR
LO/REV
23
OFF
EX
EX
TCC
SOLENOID
N.O.
CC SIG
FILTER
BOTTOM
PAN
(SUMP)
LO/REV
REVERSE
RELEASE
D4
D3
LO
D4-N.O.
BOOST VALVE
D4
PR
REV INPUT
D4
PRESSURE
SWITCH
ASSEMBLY
10
APPLY
LINE
CONV FD
FWD CL FEED
D2
EX
INTAKE
D3
PRESS REG
PUMP
ASM.
COOLER
PR
DECREASE
FILTER
(232)
EX
AIR
BLEED
LINE
EX
42B
EX
Line pressure is routed through the manual valve and into the PR
(Park/Reverse) fluid circuit.
COMPLETE HYDRAULIC CIRCUIT

Page 68
PR
PRESS
RELIEF
VALVE
Lo and Reverse Clutch Applies
PR fluid pressure seats the lo/reverse checkball (#10) and is

orificed to the outer area of the lo and reverse clutch piston.
PR fluid is also routed to the lo overrun valve. PR fluid pressure
moves the valve against spring force and enters the lo/reverse
fluid circuit.
Lo/reverse fluid is routed to the inner area of the lo and reverse
clutch piston. This fluid pressure, in addition to PR fluid pressure acting on the outer piston area, applies the lo and reverse
clutch.
All fluid circuits at the pressure switch assembly (PSA) are empty
and the PSA signals the PCM that the manual valve is in either
the Park or Neutral position.
LUBE
AIR
BLEED
Fluid exits the converter in the apply fluid circuit, flows through
the converter clutch apply valve and enters the cooler fluid circuit.
Cooler fluid flows through the transmission fluid cooler in the
radiator and into the lubrication circuits throughout the transmission. Refer to page 92 for a complete drawing of the lubrication
circuit.
Release fluid pressure unseats the TCC apply checkball (#9) in

the turbine shaft and is routed between the converter cover and
pressure plate. This fluid pressure keeps the converter clutch
released and fills the converter with fluid.
The normally open TCC solenoid is OFF.

Line pressure enters the converter feed fluid circuit at the pressure regulator valve and is routed to the converter clutch apply
valve.
Spring force holds the converter clutch apply valve in the release
position. Converter feed fluid is routed through the valve and
into the release fluid circuit.
LO/REV
Line pressure is blocked by the converter clutch signal valve and

the converter clutch signal fluid circuit is empty.
#10
COOLER
Note: Refer to Neutral range on page 47A for a description of

the shift solenoid and shift valve operation in Park, Reverse and
Neutral.
Converter Clutch Circuit
RELEASE
APPLY
Line pressure is routed through the AFL valve and into the AFL
fluid circuit. AFL fluid is routed to the shift solenoids, pressure
control solenoid, 3-2 control solenoid and the 2-3 shift valve
train.
The pressure control solenoid regulates AFL fluid into torque

signal fluid pressure. The PCM controls this regulation in relation to throttle position and other vehicle operating conditions.
In all gear ranges, torque signal fluid pressure from the pressure
control solenoid is directed to the boost valve and accumulator
valve.
Excess line pressure at the pressure regulator valve is fed into the
decrease fluid circuit. Decrease fluid is routed back to the oil
pump slide to help control pump output.
Line pressure is also directed to the pressure relief ball, line
pressure tap, manual valve, converter clutch signal valve and
actuator feed limit (AFL) valve.
Line pressure from the oil pump assembly is directed to the

pressure regulator valve where it is regulated in response to
torque signal fluid pressure, spring force and line pressure acting
on the end of the valve.
43
REVERSE
REVERSE
POWER FROM
TORQUE
CONVERTER
(1)
REVERSE INPUT
CLUTCH (605)
APPLIED
LO & REVERSE
CLUTCH
APPLIED
POWER TO
DIFFERENTIAL
ASSEMBLY
SHIFT
"B"
SOL
ON
ON
2-4
BAND
REVERSE
INPUT
CLUTCH
FORWARD
OVERRUN FORWARD
3-4
SPRAG CL.
CLUTCH
CLUTCH
CLUTCH
ASSEMBLY
APPLIED
LO-ROLLER
CLUTCH
LO-REV
CLUTCH
APPLIED
In Reverse (R), torque from the engine is transmitted to the

turbine shaft and input housing in the same manner as Park
range. The reverse input clutch is applied to transfer engine
torque to the reaction planetary gear set and obtain Reverse.
The manual shaft (84) and manual valve (340) are in the Reverse
(R) position. The parking pawl (81) is disengaged from the
reaction internal gear (684) and the output shaft (687) is free to
rotate.
SHIFT
"A"
SOL
All clutches in the input housing (621) are released, as in Park,

preventing power flow from reaching the input planetary gear
set.
Reverse Input Clutch Applied
The reverse input clutch plates (612) are applied and connect the
reverse input clutch housing (605) to the input housing. Engine
torque is transferred from the input housing, through the clutch
plates, and to the reverse input clutch housing.
The reverse input clutch housing is connected to the reaction sun
shell (670) and torque is transferred to the sun shell.
The reaction sun gear (673) is splined to the reaction sun shell
and is driven clockwise by the sun shell.
As in Park range, the lo and reverse clutch plates (682) are

applied and hold the reaction carrier (681) stationary to the transmission case. This also holds the reaction carrier shaft (666) and
input internal gear (664) stationary.
REACTION
SUN SHELL
(670)
INPUT HOUSING
& SHAFT ASSEMBLY
(621)
The reaction sun gear drives the reaction carrier pinion gears in a
counterclockwise direction.
REVERSE INPUT
CLUTCH (605)
APPLIED
The reaction carrier pinion gears drive the reaction internal gear
in a counterclockwise direction.
REACTION
SUN GEAR
(673)
The reaction internal gear is splined to and drives the output shaft
(687) counterclockwise to obtain Reverse and a gear reduction of
approximately 2.3:1.
The input carrier assembly (662), splined to the output shaft, also
rotates but has no affect in Reverse with all other clutches released.
Coast Conditions
TRANSMISSION
CASE
(8)
LO & REVERSE
CLUTCH PLATE
ASSEMBLY
(682)
APPLIED
REACTION
INTERNAL
GEAR
(684)
OUTPUT
SHAFT
(687)
SPEED SENSOR
ROTOR
(699)
When the throttle is released in Reverse, power from vehicle

speed is transferred back through the transmission gear train to
the engine. This action allows engine compression to slow the
vehicle.
REACTION
CARRIER
ASSEMBLY
(681)
HELD
44
Figure 41
44A
REVERSE
REVERSE
When the gear selector lever is moved to the Reverse (R) position the manual valve also moves and line pressure enters the
reverse fluid circuit, in addition to the PR fluid circuit.
REVERSE INPUT
CLUTCH ASSEMBLY
Lo and Reverse Clutch Remains Applied
LO & REVERSE
CLUTCH ASSEMBLY
PR and lo/reverse fluid pressures continue to act on the lo and

reverse clutch piston. This keeps the lo and reverse clutch applied in Reverse (see note below).
Reverse Input Clutch Applies
EX
#10
REV INPUT
Reverse input fluid pressure is directed to the reverse input clutch

piston to apply the reverse input clutch.
PR
LO/REV
Reverse fluid also acts on the reverse abuse valve. At engine

speeds above idle, reverse fluid pressure increases and moves the
valve against spring force. This allows reverse fluid to feed the
reverse input fluid circuit quickly, thereby bypassing the control
of orifice #17.
LINE
LINE
LINE
PRESSURE
TAP
FORWARD CLUTCH
ACCUMULATOR
EX
LINE (From Pump)
PR
LINE
Reverse input fluid closes the normally open reverse fluid pressure switch in the pressure switch assembly (PSA). The PSA
signals the PCM that the manual valve is in the Reverse position.
Reverse input fluid is routed through the boost valve and seats
the air exhaust checkball located in the oil pump.
Reverse fluid pressure seats the reverse input checkball (#3) and
is orificed into the reverse input fluid circuit. This orifice (#17)
controls the reverse input clutch apply when engine speed is
approximately at idle.
PR
Pressure Regulation
The pressure control solenoid continues to regulate actuator feed

limit (AFL) fluid into the torque signal fluid circuit in relation to
throttle position and other vehicle operating conditions.
MANUAL VALVE
EX
D2
LO
D4
PRESS REG
LO/REV
REVERSE
DECREASE
D4
PRESSURE
SWITCH
ASSEMBLY
FWD CL FEED
D2
D3
D3
D3
LO
D4-N.O.
Note: The hydraulic and electrical systems in Reverse operate

in the same manner as Park (P) range except as described
above. In each of the following gear ranges, most of the explanation is limited to what changes from the range on the previous page. If a component or circuit is not explained, it functions similar to the previous range. However, some explanations are repeated for clarity and continuity.
D4
CONV FD
PR
Torque signal fluid pressure continues to act on the boost valve

to control line pressure. Also, reverse input fluid pressures acts
on the boost valve to assist torque signal fluid pressure force and
increase the operating range of line pressure.
EX
PR
BOOST VALVE
TEMP
SENSOR
LO-N.O.
D3-N.C.
REV INPUT
10
REV INPUT
REV INPUT
LINE
D2-N.C.
REV-N.O.
PR
23
TORQUE SIG
EX
PR
LO/REV
LO OVERRUN
TORQUE SIG
SIG A
D4
LO
REV
SOL A
N.O.
ON
EX
2ND
EX
SIG A
REV INPUT
1-2 SHIFT VALVE
26
27
D3
AFL
25
EX
LO/1ST
FILTER
(49)
EX
AFL
EX
EX
PRESSURE
CONTROL
SOLENOID
TORQUE SIG
LINE
FILTER (50)
ACTUATOR FEED LIMIT
AFL
32
AFL
AFL
2ND
D2
29
SOL B
N.O.
EX
ON
EX
EX
3-4 SIG
Figure 42
AFL
2-3 SHUTTLE
EX
ORUN
D3
EX
2-3 SHIFT VALVE
EX
28
REV
44B

Page 70
REV ABUSE
REV
#3
AFL
3-4 ACC
SERVO FEED
EX
4TH SIG
3-4 SIG
17
REV INPUT
D4-3-2
3-4 SHIFT VALVE
45
NEUTRAL
NEUTRAL
Engine Running
Engine Running
POWER FROM
TORQUE
CONVERTER
(1)
NO POWER
TRANSMITTED TO
OUTPUT SHAFT
(687)
SHIFT
"A"
SOL
SHIFT
"B"
SOL
ON
ON
2-4
BAND
REVERSE
INPUT
CLUTCH
OVERRUN FORWARD FORWARD

3-4
SPRAG CL.
CLUTCH
CLUTCH
CLUTCH
ASSEMBLY
LO-ROLLER
CLUTCH
LO-REV
CLUTCH
Power flow in Neutral is the same as in Park range.

The turbine shaft and input housing assembly (621) are driven at
converter turbine speed.
All clutch packs in the input housing assembly are released and
power flow is terminated at the input housing.
Lo and Reverse Clutch Released
Unlike Park range, the lo and reverse clutch plates (682) are
released in Neutral. However, this does not affect the mechanical power flow.
Parking Lock Pawl Disengaged
The parking lock actuator (85) is disengaged from the parking

brake pawl (81).
The parking pawl return spring (80) moves the parking brake
pawl away from the lugs on the reaction internal gear (684).
The reaction internal gear and output shaft (687) are free to
rotate. This allows the vehicle to roll freely when the transmission is in Neutral.
Neutral range may be selected to start the engine when the vehicle is standing still or moving down the road.
INPUT HOUSING
& SHAFT ASSEMBLY
(621)
TORQUE
CONVERTER
ASSEMBLY
(1)
TRANSMISSION
CASE
(8)
PUMP
ASSEMBLY
(4)
REACTION
INTERNAL
GEAR
(684)
OUTPUT
SHAFT
(687)
SPEED SENSOR
ROTOR
(699)
PARKING PAWL
RETURN SPRING
(80)
MANUAL
SHAFT
(84)
INSIDE
DETENT
LEVER
(88)
46
PARKING BRAKE
PAWL (81)
DISENGAGED
PARKING LOCK
ACTUATOR
ASSEMBLY
(85)
Figure 43
46A
NEUTRAL
NEUTRAL
Engine Running
ENGINE RUNNING
When the gear selector lever is moved to the Neutral (N) position, the manual valve also moves and blocks line pressure from
entering any other fluid circuits. In this position, reverse and
PR fluids are open to an exhaust past the end of the valve.
REVERSE INPUT
CLUTCH ASSEMBLY
LO & REVERSE
CLUTCH ASSEMBLY
Reverse Input Clutch Releases
Reverse input fluid pressure, which was fed by reverse fluid,

exhausts from the reverse input clutch piston. This releases the
reverse input clutch plates.
Reverse input fluid also exhausts from the boost valve and pressure switch assembly (PSA). The PSA signals the PCM that the
manual valve is in either the Park or Neutral position.
EX
REV INPUT
LO/REV
PR
Lo and Reverse Clutch Releases
PR fluid exhausts from the outer area of the lo and reverse clutch
piston. Exhausting PR fluid unseats the lo and reverse clutch
checkball (#10) for a quick exhaust.
PR
PR fluid exhausts from the lo overrun valve and spring force

closes the valve. Lo/reverse fluid exhausts through the valve,
into the lo 1st fluid circuit, through the 1-2 shift valve, into the lo
fluid circuit and past the manual valve.
LINE
LINE
PRESSURE
TAP
D2
LO
D4
FWD CL FEED
D2
D4
D4
D3
PRESSURE
SWITCH
ASSEMBLY
LO
D4-N.O.
EX
PRESS REG
D3
REVERSE
DECREASE
D3
PR
PR
BOOST VALVE
D3-N.C.
REV INPUT
REV INPUT
In Park, Reverse and Neutral the normally closed 3-2 control

solenoid is de-energized and blocking AFL fluid.
REV INPUT
LO-N.O.
TEMP
SENSOR
REV-N.O.
LINE
D2-N.C.
Solenoid signal fluid holds the 2-3 shift valve train in the downshifted position against AFL fluid pressure acting on the 2-3 shift
valve.
Signal A fluid pressure holds the 1-2 shift valve in the downshifted position against spring force.
CONV FD
Both normally open shift solenoids are energized (ON). The

solenoids block solenoid signal fluid from exhausting, thereby
creating fluid pressure in these solenoid signal fluid circuits.
Shift Solenoid Operation in Park, Reverse and Neutral
MANUAL VALVE
EX
With both PR and lo/reverse fluids exhausted, the lo and reverse

clutch plates are released and the transmission is in Neutral.
PR
FORWARD CLUTCH
ACCUMULATOR
LO/REV
LINE
EX
LINE
LINE (From Pump)
#10
Reverse fluid also exhausts from the reverse abuse valve and
spring force closes the valve.
Exhausting reverse input fluid unseats the reverse input checkball

(#3) for a quick exhaust through the reverse fluid circuit.
LO
SIG A
REV
SOL A
N.O.
1-2 SHIFT VALVE
ON
EX
2ND
EX
SIG A
25
REV INPUT
AFL
26
27
D3
D4
LO
TORQUE SIG
EX
EX
LO/1ST
EX
EX
FILTER
(49)
LINE
TORQUE SIG
AFL
PRESSURE
CONTROL
SOLENOID
ACTUATOR FEED LIMIT
FILTER (50)
AFL
32
AFL
LO OVERRUN
AFL
23
EX
TORQUE SIG
PR
LO/REV
Note: With the manual valve blocking line pressure, the shift
solenoid states do not affect transmission operation in Park,
Reverse and Neutral. In Park, Reverse and Neutral the shift
solenoids are shown energized, as in First gear. This is the
normal operating state when the vehicle is stationary or at low
vehicle speeds.
PR
10
46B
2ND
AFL
29
SOL B
N.O.
EX
ON
EX
EX
EX
3-4 SIG
2-3 SHUTTLE
Figure 44
D2
ORUN
D3
EX
3-4 ACC
SERVO FEED

Page 72
EX
REV ABUSE
28
2-3 SHIFT VALVE
REV
EX
4TH SIG
3-4 SIG
AFL
REV
#3
17
REV INPUT
D4-3-2
3-4 SHIFT VALVE
47
OVERDRIVE RANGE - FIRST GEAR

POWER FROM
TORQUE
CONVERTER
(1)
FORWARD
CLUTCH
APPLIED
FORWARD SPRAG
ASSEMBLY
(642)
HOLDING
LO ROLLER
CLUTCH
ASSEMBLY
(678)
HOLDING
POWER TO
DIFFERENTIAL
ASSEMBLY
SHIFT
"A"
SOL
SHIFT
"B"
SOL
ON
ON
2-4
BAND
REVERSE
INPUT
CLUTCH
FORWARD
OVERRUN FORWARD
3-4
CLUTCH
CLUTCH SPRAG CL. CLUTCH
ASSEMBLY
APPLIED HOLDING
LO-ROLLER
CLUTCH
LO-REV
CLUTCH
HOLDING
In First gear, torque from the engine is multiplied through the

torque converter and transmission gear train to the vehicles
drive shaft. The planetary gears operate in reduction to achieve
a First gear starting ratio of approximately 3.06:1.
The manual shaft (84) and manual valve (340) are in the Overdrive position D .
Engine torque is transferred from the torque converter to the

input housing assembly (621) in the same manner as during Park,
Reverse and Neutral.
Forward Clutch Applied
The forward clutch is applied in all forward gear ranges. The

forward clutch plates (649) transfer engine torque from the input
housing to the forward clutch outer race (644).
Forward Sprag Clutch Driving
The sprag clutch (642), located between the forward clutch outer
race and the sprag retainer and race assembly (641), locks and
drives the sprag retainer and race assembly.
The sprag retainer and race assembly is splined to and drives the
input sun gear (658).
FORWARD
CLUTCH
APPLIED
FORWARD SPRAG
ASSEMBLY
(642)
HOLDING
INPUT CARRIER
ASSEMBLY
(662)
INPUT
INTERNAL
GEAR
(664)
HELD
INPUT
SUN GEAR
(658)
FORWARD CLUTCH
OUTER RACE
OVERRUN
(644)
CLUTCH HUB
(639)
LO & REVERSE
CLUTCH SUPPORT
ASSEMBLY
(679)
48
REACTION
INTERNAL
GEAR
LO & REVERSE
(684)
CLUTCH PLATE
ASSEMBLY
TRANSMISSION
(682)
CASE
(8)
TRANSMISSION
CASE
(8)
LO
ROLLER CLUTCH
RACE
(675)
HELD
Lo Roller Clutch Holding
The input carrier pinion gears attempt to drive the input internal
gear (664) and reaction carrier shaft (666) counterclockwise.
The reaction shaft then attempts to drive reaction carrier assembly (681) counterclockwise.
The lo roller clutch (678) is located between the lo and reverse
clutch support assembly (679) (which is splined to the case) and
the reaction carrier assembly. With the reaction carrier attempting to rotate counterclockwise, the roller clutch locks and prevents the reaction carrier, reaction carrier shaft and input internal
gear from rotating.
INPUT HOUSING
& SHAFT ASSEMBLY
(621)
LO
ROLLER CLUTCH
ASSEMBLY
(678)
HOLDING
REACTION
CARRIER
SHAFT
(666)
HELD
The input sun gear drives the input carrier pinion gears counterclockwise.
REACTION
CARRIER
ASSEMBLY
(681)
HELD
OUTPUT
SHAFT
(687)
SPEED SENSOR
ROTOR
(699)
The input carrier pinion gears, rotating counterclockwise on their

pins, walk clockwise around the stationary input internal gear.
This action drives the input carrier assembly (662) clockwise.
The input carrier assembly is splined to and drives the output
shaft (687) clockwise in a First gear reduction of approximately
3.06:1.
As a result of the output shaft rotating, the reaction internal gear
(684), reaction carrier pinion gears, reaction sun gear (673), reaction sun shell (670), and reverse input clutch housing (605) all
rotate but do not affect the transmissions mechanical power
flow.
Coast Conditions
When the throttle is released in Overdrive Range - First Gear and

engine RPM decreases, power from vehicle speed drives the
output shaft and input carrier (662) faster than engine torque is
driving the forward clutch outer race (644). This allows the input
carrier pinion gears to drive the input sun gear (658) clockwise
faster than the forward clutch outer race. This causes the sprag
race and retainer assembly to overrun the sprag clutch and allow
the vehicle to coast freely without engine compression slowing
the vehicle.
Also during coast conditions, the reaction internal gear drives the
reaction carrier pinion gears. This drives the reaction carrier
clockwise and overruns the lo roller clutch.
Figure 45
48A
When the gear selector lever and manual valve are moved to the
Overdrive position D , line pressure fills the D4 fluid circuit.
INPUT CLUTCH
HOUSING ASSEMBLY
D4 fluid pressure is routed to the pressure switch assembly (PSA)

where it closes the normally open D4 fluid pressure switch. With
the D4 switch closed, the PSA signals the PCM that the manual
valve is in the Overdrive position.
D4 fluid pressure seats the forward clutch accumulator checkball

(#12) and is orificed into the forward clutch feed fluid circuit.
This orifice (#22) helps control the forward clutch apply when
engine speed is approximately at idle.
FWD CL FEED
Forward Clutch Applies
REAR LUBE
Forward clutch feed fluid pressure acts on the forward clutch

piston to apply the forward clutch plates.
As the forward clutch applies, forward clutch feed fluid pressure
moves the forward clutch accumulator piston against spring force.
This action absorbs some of the initial increase of forward clutch
feed fluid pressure to cushion the forward clutch apply.
24
LINE
LINE
EX
DECREASE
FORWARD CLUTCH
ACCUMULATOR
EX
D2
LO
22
D3
D4
#12
LO
D4-N.O.
D2-N.C.
10
EX
EX
TORQUE SIG
EX
D4
FWD CL FEED
D4
AFL
AFL
FILTER
(49)
D4
SIG A
EX
SIG A
ON
D2
28
SOL B
N.O.
EX
ON
EX
EX
EX
Figure 46
29
2-3 SHUTTLE
3-4 SIG
3-4 ACC
SERVO FEED
EX
1-2 ACCUMULATOR
AFL
2ND CL
AFL
2ND
ORUN
D3
EX
4TH SIG
3-4 SIG
D4-3-2
SOL A
N.O.
2ND
ACCUM
26
1-2 SHIFT VALVE
2-3 SHIFT VALVE
48B
AFL
EX
D3
3-4 SHIFT VALVE
18
ORF ACC

Page74
25
3-4 ACCUMULATOR
EX 19
3-4 ACC
#1
27
D4
ACCUM
LO
LO/1ST
ACC
Accumulator fluid fills both the 1-2 and 3-4 accumulators in

preparation for the 1-2 and 3-4 upshifts respectively.
30
EX
ACCUM VALVE
31
D4 fluid is regulated into accumulator fluid pressure by the accumulator valve. This regulation is biased by spring force, torque
signal fluid pressure and orificed accumulator fluid.
Accumulator System
D4
D4
TORQUE SIG
Solenoid signal fluid pressure holds the 2-3 shift valve train in
the downshifted position against AFL fluid pressure acting on
the 2-3 shift valve. In this position the 2-3 shuttle valve blocks
AFL fluid from entering the D432 fluid circuit.
D4 fluid is also routed through an orifice cup plug (#24) and into
the lubrication circuit at the rear of the transmission.
EX
EX
The normally open shift solenoid B remains ON and blocks

solenoid signal fluid from exhausting.
PRESSURE
CONTROL
SOLENOID
ACTUATOR FEED LIMIT
FORWARD ABUSE
LINE
FILTER (50)
32
AFL
REV INPUT
AFL
TORQUE SIG
Shift Solenoid B and 2-3 Shift Valve Train
FWD CL FD
D3-N.C.
LO-N.O.
Signal A fluid pressure also holds the 3-4 shift valve in the
upshifted position against spring force.
AFL fluid continues to feed the solenoid signal fluid circuit
through orifice #29.
TEMP
SENSOR
REV-N.O.
Signal A fluid pressure holds the 1-2 shift valve in the downshifted position against spring force. In this position the valve
blocks D4 fluid in preparation for a 1-2 upshift.
REVERSE
D3
D4
PRESS REG
BOOST VALVE
PRESSURE
SWITCH
ASSEMBLY
REV INPUT
D4
LINE
D2
REV INPUT
FWD CL FEED
EX
D3
Actuator feed limit (AFL) fluid continues to feed the signal A

fluid circuit through orifice #25.
PR
MANUAL VALVE
CONV FD
Shift Solenoid A and 1-2 Shift Valve
The normally open shift solenoid A remains ON, as in Park,

Reverse and Neutral, and blocks signal A fluid from exhausting through the solenoid.
LINE
PRESSURE
TAP
FWD CL FD
LINE
LINE (From Pump)
D4 fluid pressure is also routed to the forward abuse valve. At

engine speeds above idle, D4 fluid pressure increases and moves
the abuse valve against spring force. This allows D4 fluid to fill
the forward clutch feed fluid circuit quickly and bypass the control of orifice #22 for applying the forward clutch.
FWD CL FEED
49
OVERDRIVE RANGE - SECOND GEAR

POWER FROM
TORQUE
CONVERTER
(1)
2-4 BAND
ASSEMBLY (602)
APPLIED
FORWARD
CLUTCH
APPLIED
FORWARD SPRAG
ASSEMBLY
(642)
HOLDING
POWER TO
DIFFERENTIAL
ASSEMBLY
SHIFT
"A"
SOL
SHIFT
"B"
SOL
2-4
BAND
OFF
ON
APPLIED
REVERSE
INPUT
CLUTCH
FORWARD
OVERRUN FORWARD
3-4
CLUTCH
ASSEMBLY
LO-ROLLER
CLUTCH
LO-REV
CLUTCH
APPLIED HOLDING
Input signals from the various engine and transmission information sensors are continually monitored by the Powertrain Control Module (PCM). As vehicle speed increases, the PCM processes this information to determine the precise moment to shift
the transmission into Second gear. In Second gear, the planetary gear sets operate in reduction at a gear ratio of approximately 1.63:1.
Forward Sprag Clutch Driving
The forward clutch (649) is applied and the forward sprag clutch
(642) is driving as in First gear to transfer engine torque to the
input sun gear (658) and input carrier pinion gears.
The input carrier assembly (662) is driven clockwise by the input

carrier pinion gears walking around the input internal gear (664)
as in First gear. This action drives the output shaft (687) and the
reaction internal gear (684).
2-4 Band Applied
The 2-4 band (602) is applied and holds the reverse input clutch
housing (605) stationary to the transmission case.
INPUT REACTION
INTERNAL CARRIER
INPUT CARRIER
GEAR
SHAFT
REVERSE INPUT
(664)
FORWARD SPRAG ASSEMBLY
(666)
(662)
CLUTCH HOUSING
ASSEMBLY
FORWARD
(605)
(642)
CLUTCH
INPUT HOUSING
HELD
HOLDING
& SHAFT ASSEMBLY APPLIED
(621)
2-4 BAND
ASSEMBLY (602)
APPLIED
SERVO
ASSEMBLY
APPLIED
INPUT
SUN GEAR
(658)
FORWARD CLUTCH
OUTER RACE
OVERRUN
(644)
CLUTCH HUB
(639)
REACTION
SUN SHELL
(670)
HELD
LO & REVERSE
CLUTCH PLATE
ASSEMBLY
TRANSMISSION
(682)
CASE
(8)
REACTION
SUN GEAR
(673)
HELD
50
REACTION
INTERNAL
GEAR
(684)
OUTPUT
SHAFT
(687)
The reverse input clutch housing and the reaction sun gear (673)
are splined to the reaction sun shell (670). With the 2-4 band
applied, the sun shell and reaction sun gear are also held stationary.
The reaction internal gear rotates with the output shaft and drives
the reaction carrier pinion gears in a clockwise direction.
The reaction carrier pinion gears walk clockwise around the stationary reaction sun gear and drive the reaction carrier assembly
(681).
The reaction carrier shaft (666) and input internal gear (664) are
driven clockwise by the reaction carrier assembly.
The input internal gear drives the input carrier pinions, input
carrier and output shaft in a second reduction to achieve the
Second gear ratio of approximately 1.63:1.
Coast Conditions
Similar to Overdrive Range - First Gear, the forward sprag clutch

is overrun when the throttle is released. This action allows the
vehicle to coast freely in Overdrive Range - Second Gear.
SPEED SENSOR
ROTOR
(699)
REACTION
CARRIER
ASSEMBLY
(681)
Figure 47
50A
The PCM continually receives input signals from the vehicle

speed sensor (VSS), throttle position sensor (TPS) and other
vehicle sensors. The PCM processes these inputs to determine
the precise moment to de-energize (turn OFF) shift solenoid
A and shift the transmission into Second gear.
INPUT CLUTCH
HOUSING ASSEMBLY
2-4 Band Applies
FWD CL FEED
Shift solenoid A is de-energized and signal A fluid exhausts

through the normally open solenoid. Spring force moves the 1-2
shift valve into the upshifted position.
REAR LUBE
AFL fluid continues to feed the signal A fluid circuit through

orifice #25. However, because the exhaust through the solenoid
is larger than orifice #25, fluid pressure does not increase in the
signal A fluid circuit.
24
D4 fluid flows through the upshifted 1-2 shift valve and fills the
2nd fluid circuit.
EX
LINE
D2
LO
D2
D3
D4-N.O.
EX
FORWARD ABUSE
D4
D4
FWD CL FEED
D4
TORQUE SIG
D4
EX
SIG A
2ND
EX
D2
EX
EX
OVERRUN CL FD
FILTER
(51)
EX
SERVO FD
OVERRUN CL
3-4 ACC
2ND
4TH SIG
ON
EX
EX
EX
EX
SOL B
N.O.
3-4 SIG
2ND
3-4 ACC
SERVO FD
EX
4TH SIG
3-4 SIG
29
2-3 SHUTTLE
EX
EX
4TH
EX
3-2
CONT
SOL
N.C.
14
3-2 CONTROL
EX
2ND & 4TH

SERVO
4TH
ACTUATOR FEED LIMIT
3-4 CL
3-2 SIG 15
ACCUM
1-2 ACCUMULATOR
2ND CL
EX
4-3 SEQUENCE VALVE
ORF ACC
3-4 RELAY
3RD ACC
11
18
2-3 SHIFT VALVE
28
3-4 ACCUMULATOR
EX 19
3-4 ACC
2ND
AFL
AFL
ORUN
D3
D4
D4
ACCUM
3-4 CL
2ND CL
OFF
ACC
30
3-2 DOWNSHIFT
EX
2ND
SOL A
N.O.
D4-3-2
3-4 SHIFT VALVE
16
26
1-2 SHIFT VALVE
2ND CL
SIG A
LO
LO/1ST
27
D3
2ND
AFL
ACCUM VALVE
EX
FILTER
(49)
25
PRESSURE
CONTROL
SOLENOID
EX
31
2ND CL
AFL
EX
EX
AFL
LINE
AFL
EX
REV INPUT
EX
D3-N.C.
OFF
TORQUE SIG
FWD CL FD
TEMP
SENSOR
LO-N.O.
EX
2ND CL
ACTUATOR FEED LIMIT
#8
2ND
#12
LO
32
D4
TCC
SOLENOID
N.O.
FILTER (50)
22
AFL
D4
D2-N.C.
FWD CL FEED
PRESSURE
SWITCH
ASSEMBLY
TORQUE SIG
D3
FILTER
(92)
#1
50B
D3
D4
REVERSE
PR
RELEASE
EX
2nd clutch fluid is also routed to the converter clutch (CC) signal
valve. 2nd clutch fluid pressure opens the valve and line pressure fills the CC signal fluid circuit. CC signal fluid is routed to
the TCC solenoid and converter clutch apply valve.

PAGE 76
FORWARD CLUTCH
ACCUMULATOR
MANUAL VALVE
APPLY
PRESS REG
LINE
PRESSURE
TAP
BOOST VALVE
COOLER
DECREASE
LINE
REV INPUT
3-2 signal fluid pressure closes the 3-2 control valve against
spring force.
The TCC solenoid is de-energized and CC signal fluid exhausts

through the normally open solenoid. Orifice #4 in the cup plug is
smaller than the exhaust through the TCC solenoid. This prevents fluid pressure from building up at the end of the TCC apply
valve and spring force keeps the valve in the release position.
EX
REV-N.O.
2nd fluid is also routed through the downshifted 2-3 shift valve
and into the servo feed fluid circuit. Servo feed fluid is blocked
by both the 3-4 relay valve and the 4-3 sequence valve.
Torque Converter Clutch
LINE
10
2nd fluid is blocked by the 3-4 relay valve in preparation for the
upshift to Fourth gear.
In Second gear the PCM operates the normally closed 3-2 control
solenoid at approximately a 90% duty cycle. This opens the
solenoid and AFL fluid fills the 3-2 signal fluid circuit.
Accumulator fluid orificed to the end of the accumulator valve

moves the valve against spring force and torque signal fluid
pressure. This action regulates the exhaust of excess accumulator fluid for additional control of the band apply.
Signal A fluid pressure also exhausts from the 3-4 shift valve
and spring force moves the valve into the downshifted position.
EX
CONV FD
REV INPUT
Some accumulator fluid is forced out of the 1-2 accumulator as

2nd clutch fluid pressure moves the accumulator piston. This
fluid is routed back to the accumulator valve.
2nd fluid and 2nd clutch fluid are both blocked by the 3-2 downshift valve which is held in the closed position by spring force.
1-2 Shift Accumulation
2nd clutch fluid pressure is also routed to the 1-2 accumulator

where it moves the 1-2 accumulator piston against spring force
and accumulator fluid pressure. This action absorbs initial 2nd
clutch fluid pressure to cushion the 2-4 band apply.
CONV FD
2nd clutch fluid pressure is routed to the 2-4 servo. This fluid
pressure moves the 2nd apply piston against servo cushion and
servo return spring forces to apply the 2-4 band and obtain Second gear.
LINE
LINE (From Pump)
2nd fluid pressure seats the 1-2 upshift checkball (#8) and is
routed through orifice #16 to fill the 2nd clutch fluid circuit.
This orifice helps control the apply rate of the 2-4 band during a
1-2 upshift.
FWD CL FD
FWD CL FEED
2ND CL
Figure 48
3RD ACC
51
OVERDRIVE RANGE - THIRD GEAR

POWER FROM
TORQUE
CONVERTER
(1)
FORWARD
CLUTCH
APPLIED
FORWARD SPRAG
ASSEMBLY
(642)
HOLDING
3-4
CLUTCH
APPLIED
POWER TO
DIFFERENTIAL
ASSEMBLY
SHIFT
"B"
SOL
OFF
OFF
2-4
BAND
REVERSE
INPUT
CLUTCH

3-4
CLUTCH
ASSEMBLY
LO-ROLLER
CLUTCH
LO-REV
CLUTCH
APPLIED HOLDING APPLIED
As vehicle speed increases further, the PCM monitors the various information sensors to determine the precise moment to
shift the transmission into Third gear. In Third gear, both
planetary gear sets, input and reaction, rotate at the same speed
and provide a 1:1 direct drive gear ratio between the converter
turbine and output shaft.
Engine torque is transmitted to the input sun gear (658) in the

same manner as First and Second gears. The forward clutch
(649) is applied and the forward sprag clutch (642) is driving the
input sun gear.
SHIFT
"A"
SOL
2-4 Band Released
The 2-4 band (602) is released and the reverse input clutch housing (605) is free to rotate. The reaction sun shell (670) and
reaction sun gear (673) are also free to rotate.
3-4 Clutch Applied
The 3-4 clutch plates (654) are applied and transfer engine torque
from the input housing (621) to the input internal gear (664).
Both the input internal gear and the input sun gear are driven at
the same speed. The input carrier pinion gears are splined to
these components and act as wedges to drive the input carrier
assembly (662).
FORWARD
CLUTCH
APPLIED
3-4
CLUTCH
APPLIED
INPUT CARRIER
ASSEMBLY
FORWARD SPRAG
(662)
ASSEMBLY
(642)
HOLDING
INPUT
INTERNAL
GEAR
(664)
INPUT HOUSING
& SHAFT ASSEMBLY
(621)
The input carrier drives the output shaft (687) at converter turbine speed to achieve direct drive in Third gear.
The reaction internal gear (684) is driven by the output shaft.
Also, the reaction carrier shaft (666) is driven by the input planetary gear set and drives the reaction carrier assembly (681).
With the reaction carrier and reaction internal gear rotating at the
same speed, the pinion gears act as wedges and drive the reaction
sun gear (673) at the same speed. As a result, the entire gear set
rotates as one unit at converter turbine speed.
Coast Conditions
INPUT
SUN GEAR
(658)
FORWARD CLUTCH
OUTER RACE
OVERRUN
(644)
CLUTCH HUB
(639)
REACTION
INTERNAL
GEAR
(684)
52
REACTION
CARRIER
SHAFT
(666)
OUTPUT
SHAFT
(687)
As in First and Second gears when the throttle is released, power

from vehicle speed drives the input sun gear (658) faster than
engine torque drives the forward clutch outer race (644). This
action causes the forward sprag clutch inner race (641) to overrun the sprag clutch (642) and allow the vehicle to coast freely.
SPEED SENSOR
ROTOR
(699)
Figure 49
52A
The PCM continues to monitor input signals from the VSS, TPS
and other vehicle sensors to determine the precise moment to
upshift the transmission into Third gear. This upshift is initiated
by de-energizing shift solenoid B.
INPUT CLUTCH
HOUSING ASSEMBLY
3-4 CL
Shift solenoid B is de-energized by the PCM and solenoid

signal fluid exhausts through the solenoid.
FWD CL FEED
2-4 Band Releases
22
D4
EX
D4
D4
D4
FWD CL FEED
REV INPUT
EX
D4
EX
TEMP
SENSOR
LO-N.O.
FORWARD ABUSE
2ND CL
D4
D3
D2-N.C.
REV-N.O.
#12
LO
D4-N.O.
3-4 clutch fluid is directed to the 3-4 clutch piston to apply the 34 clutch plates and obtain Third gear.
D4
FWD CL FD
3-4 CL
OFF
D2
LO
D3
D4
REVERSE
EX
FWD CL FEED
PRESSURE
SWITCH
ASSEMBLY
3-4 Clutch Applies
FWD CL FD
EX
D2
D3-N.C.
24
D3
FORWARD CLUTCH
ACCUMULATOR
PR
TCC
SOLENOID
N.O.
LINE
PRESSURE
TAP
TORQUE SIG
EX
MANUAL VALVE
FILTER
(92)
LINE
REAR LUBE
RELEASE
APPLY
BOOST VALVE
LINE
10
LINE
REV INPUT
3-4 signal fluid is also directed to the 3-4 shift valve where it is
blocked in preparation for the upshift to Fourth gear.
COOLER
PRESS REG
EX
CONV FD
REV INPUT
3rd accumulator fluid seats the 3rd accumulator exhaust checkball

(#7) and acts on the release side of the 2nd apply piston in the 24 servo. 3rd accumulator fluid pressure assists servo return
spring force to move the piston and apply pin against 2nd clutch
fluid pressure. This action releases the 2-4 band.
3-4 signal fluid unseats the 3-4 clutch exhaust checkball (#4) and
fills the 3-4 clutch fluid circuit. 3-4 clutch fluid unseats the 3rd
accumulator checkball (#2) and fills the 3rd accumulator fluid
circuit.
LINE (From Pump)
DECREASE
FWD CL FEED
EX
CONV FD
Orificed 2nd fluid is routed through the upshifted 2-3 shift valve
and into the 3-4 signal fluid circuit.
AFL fluid pressure acting on the 2-3 shift valve moves the 2-3
shift valve train into the upshifted position.
LINE
Actuator feed limit (AFL) fluid continues to feed solenoid B

through orifice #29. However, because orifice #29 is smaller
than the exhaust through the solenoid, fluid pressure does not
increase at the 2-3 shuttle valve.
EX
EX
D2
EX
EX
EX
EX
3-4 CL
2ND
EX
OVERRUN CL FD
EX
EX
4TH
11
15
14
3-2 CONTROL
EX
3RD ACC
#2
4TH
3-2
CONT
SOL
N.C.
3-2 SIG
EX
2ND & 4TH

SERVO
12
3-4 CL
#7
3-4 CL
ACTUATOR FEED LIMIT
ACCUM
#4
ORF ACC
3RD ACC
EX
4-3 SEQUENCE VALVE
13
FILTER
(51)
EX
3-4 RELAY
EX
SERVO FD
3-4 SIG
3-4 CL
4TH SIG
EX
LO
2ND
ORUN
D3
2ND
ACC
D4
EX
4TH SIG
3-4 SIG
3-4
OFF
SOL B
N.O.
29
EX
D4
LINE
EX
EX
EX
2-3 SHUTTLE
AFL
OVERRUN CL
EX
OFF
2ND CL
SOL A
N.O.
3-4 SIG
2ND
18
2ND CL
28
3-4 ACCUMULATOR
EX 19
3-4 ACC
3-4 ACC
AFL
ACCUM
AFL
2-3 SHIFT VALVE
3-2 DOWNSHIFT
2ND CL
2ND
D4-3-2
AFL
3-4 SHIFT VALVE

30
3-4 CL
SIG A
2ND
26
1-2 SHIFT VALVE
D3
#8
2ND
LO/1ST
27
D4
1-2 ACCUMULATOR
2ND CL
52B
SIG A
SIG A
ACCUM VALVE
#1
TORQUE SIG
16

PAGE 78
FILTER
(49)
25
PRESSURE
CONTROL
SOLENOID
ACC
The PCM will apply the converter clutch in Overdrive Range Third Gear only under heavy throttle at high speeds. Refer to
page 56B for an explanation of TCC apply.
31
AFL fluid is routed through the 2-3 shuttle valve and fills the
D432 fluid circuit. D432 fluid assists spring force at the 1-2 shift
valve.
AFL
With the 2-3 shift valve train in the upshifted position, servo feed
fluid exhausts through the 2-3 shift valve, into the 3-4 accumulator fluid circuit and through an orificed exhaust past the 3-4 relay
and 4-3 sequence valves.
ACTUATOR FEED LIMIT
3-4 clutch fluid and 3rd accumulator fluid are blocked by the
closed 3-2 control valve in preparation for a 3-2 downshift.
3-4 clutch fluid pressure is also routed to the 3-2 downshift valve
where it moves the valve against spring force. This opens the
valve in preparation for a 3-2 downshift.
AFL
32
The PCM continues to operate the 3-2 control solenoid at approximately a 90% duty cycle and 3-2 signal fluid pressure holds
the 3-2 control valve closed against spring force.
AFL
FILTER (50)
With 3-4 clutch fluid feeding the 3rd accumulator fluid circuit,
the movement of the 2nd apply piston in the 2-4 servo acts as an
accumulator for the 3-4 clutch apply.
3RD ACC
2ND CL
Figure 50
53
OVERDRIVE RANGE - FOURTH GEAR

POWER FROM
TORQUE
CONVERTER
(1)
2-4 BAND
ASSEMBLY (602)
APPLIED
FORWARD
CLUTCH
APPLIED
FORWARD SPRAG
ASSEMBLY
(642)
OVERRUNNING
3-4
CLUTCH
APPLIED
POWER TO
DIFFERENTIAL
ASSEMBLY
SHIFT
"B"
SOL
2-4
BAND
ON
OFF
APPLIED
REVERSE
INPUT
CLUTCH
FORWARD
OVERRUN FORWARD
3-4
CLUTCH
ASSEMBLY
APPLIED
LO-ROLLER
CLUTCH
LO-REV
CLUTCH
APPLIED
To maximize engine efficiency and fuel economy, an Overdrive

gear ratio of approximately .73:1 is used. This allows the vehicle to maintain a given road speed with less engine output
speed.
The 3-4 clutch plates (654) remain applied in Fourth gear to

transfer engine torque from the input housing (621) to the input
internal gear (664) and reaction carrier shaft (666).
2-4 Band Applied
The 2-4 band (602) is applied and holds the reverse input clutch
housing (605) stationary to the transmission case.
SHIFT
"A"
SOL
The reaction sun shell (670) is splined to the reverse input clutch
housing and the reaction sun gear (673) is splined to the sun
shell. Both the sun shell and reaction sun gear are held stationary
as a result of the 2-4 band being applied.
The reaction carrier shaft drives the reaction carrier assembly
(681) clockwise.
The reaction carrier pinion gears rotate clockwise on their pins as
they walk clockwise around the stationary reaction sun gear.
The reaction carrier pinion gears drive the reaction internal gear
(684) and output shaft (687) in an overdrive gear ratio of approximately .73:1.
FORWARD
REVERSE INPUT
CLUTCH
CLUTCH HOUSING
APPLIED
(605)
3-4
HELD
INPUT HOUSING
CLUTCH
& SHAFT ASSEMBLY
APPLIED
2-4 BAND
(621)
ASSEMBLY (602)
APPLIED
INPUT REACTION
INTERNAL CARRIER
GEAR
SHAFT
(664)
(666)
SERVO
ASSEMBLY
APPLIED
Forward Sprag Clutch Overrunning
The output shaft drives the input carrier assembly (662), input
pinion gears and input sun gear (658) faster than the forward
clutch is driving the forward clutch outer race (644). This allows
the forward clutch inner race to overrun the forward sprag clutch
(642). As a result, the forward clutch and forward sprag clutch
are ineffective in Fourth gear.
Converter Clutch Applied
When operating conditions are appropriate, the TCC is applied in

Fourth gear. With the TCC applied there is a mechanical link
between the engine and transmission and turbine speed equals
engine speed (see page 12).
Coast Conditions
REACTION
SUN SHELL
(670)
HELD
LO & REVERSE
CLUTCH PLATE
ASSEMBLY
TRANSMISSION
(682)
CASE
(8)
REACTION
SUN GEAR
(673)
HELD
54
REACTION
INTERNAL
GEAR
(684)
OUTPUT
SHAFT
(687)
SPEED SENSOR
ROTOR
(699)
In Fourth gear, neither the forward sprag clutch nor the lo roller
clutch are used to transfer engine torque during acceleration.
Therefore, there are no elements to overrun and allow the vehicle
to coast freely when the throttle is released. This causes engine
compression braking to slow the vehicle. However, because of
the Overdrive gear ratio, engine compression braking is not as
noticeable by the driver in Fourth gear as in the manual gear
ranges.
REACTION
CARRIER
ASSEMBLY
(681)
Figure 51
54A
When vehicle operating conditions are appropriate, the PCM

energizes shift solenoid A to initiate the shift from Third to
Fourth gear.
(TORQUE CONVERTER CLUTCH APPLIED)

INPUT CLUTCH
HOUSING ASSEMBLY
2-4 Band Applies

3-4 CL
FWD CL FEED
D432 fluid pressure from the 2-3 shuttle valve assists spring
force to hold the 1-2 shift valve in the upshifted position against
signal A fluid pressure.
Shift solenoid A is energized and blocks signal A fluid from

exhausting through the solenoid. This creates pressure in the
signal A fluid circuit.
EX
EX
D4
D2-N.C.
D4
AFL
FILTER
(49)
2ND
EX
3-4 RELAY
4-3 SEQUENCE VALVE
EX
EX
13
FILTER
(51)
4TH
EX
EX
EX
EX
3-4 SIG
SERVO FD
3-4 CL
OVERRUN CL FD
4TH SIG
EX
EX
3-4 CL
ORUN
D3
EX
D4
EX
D2
EX
4TH SIG
3-4 SIG
EX
2ND
EX
EX
LO
D4
EX
2ND CL
EX
EX
OFF
3-4 ACC
2ND
SOL B
N.O.
OVERRUN CL
29
2-3 SHUTTLE
4TH SIG
18
2ND
AFL
3-4 SIG
3-4 ACC
28
3-4 ACCUMULATOR
EX 19
3-4 ACC
ON
AFL
2-3 SHIFT VALVE
3-4 CL
ACCUM
2ND CL
SOL A
N.O.
AFL
3-2 DOWNSHIFT
16
SIG A
2ND
2ND
D4-3-2
#8
2ND
26
1-2 SHIFT VALVE
3-4 SHIFT VALVE

30
LO/1ST
27
ACCUM VALVE
AFL
D4
ACC
15
14
3-2 CONTROL
EX
3RD ACC
4TH
3-2 SIG
2ND CL
3-2
CONT
SOL
N.C.
#2
3-4 CL
12
EX
2ND & 4TH

SERVO
1-2 ACCUMULATOR
2ND CL
3-4 CL
#7
ACCUM
ACTUATOR FEED LIMIT
ORF ACC
#4
3RD ACC
11
2ND CL
D3
SIG A
SIG A
TORQUE SIG
31
#1
25
PRESSURE
CONTROL
SOLENOID
ACTUATOR FEED LIMIT
Refer to page 56B, Converter Clutch Applied, for a complete

description of converter clutch apply.
LINE
D4
AFL
When operating conditions are appropriate the PCM will energize the TCC solenoid to apply the converter clutch in Fourth
gear. Figure 52 shows the TCC solenoid ON and the converter
clutch applied.
FWD CL FEED
Accumulator fluid forced from the 3-4 accumulator unseats the

3-4 accumulator checkball and is exhausted back to the end of
the accumulator valve. This fluid pressure, in addition to spring
force and torque signal fluid pressure, regulates the exhaust of
excess accumulator fluid past the valve to help control the 2-4
band apply feel.
AFL
D4
EX
2ND CL
EX
EX
REV INPUT
32
FORWARD ABUSE
FILTER (50)
D4
EX
LO-N.O.
TEMP
SENSOR
REV-N.O.
3-4 accumulator fluid pressure moves the 3-4 accumulator piston

against spring force and orificed accumulator fluid. This action
absorbs initial band apply fluid pressure to cushion the band
apply. Some orificed accumulator fluid is forced out of the 3-4
accumulator.
#12
LO
D4-N.O.
D4
D3
FWD CL FD
3-4 CL
D4
3-4 accumulator fluid is blocked by the 3-4 relay and 4-3 sequence valves and is also routed to the 3-4 accumulator.
22
D3-N.C.
FWD CL FEED
REVERSE
D2
EX
ON
D3
PRESSURE
SWITCH
ASSEMBLY
TCC
SOLENOID
N.O.
D2
LO
D4
PR
TORQUE SIG
FWD CL FD
LINE
REAR LUBE
RELEASE
FORWARD CLUTCH
ACCUMULATOR
24
Servo feed fluid is also routed through the 2-3 shift valve and
into the 3-4 accumulator fluid circuit.
Figure 52
4TH
3RD ACC
54B
LINE
PRESSURE
TAP
MANUAL VALVE
FILTER
(92)
2-4 Band Accumulation
COMPLETE HYDRAULIC CIRCUITS

Page 80
D3
REV INPUT
10
4th fluid is routed through the center of the servo pin and acts on
the apply side of the 4th apply piston. 4th fluid pressure moves
the 4th apply piston against the apply pin spring force acting on
the release side of the 4th apply piston. This action moves the
apply pin to apply the 2-4 band and obtain Fourth gear.
BOOST VALVE
LINE
REV INPUT
Servo feed fluid is routed through the 4-3 sequence valve and
into the 4th fluid circuit.
CONV FD
APPLY
PRESS REG
EX
2nd fluid flows through the 3-4 relay valve and fills the servo
feed fluid circuit.
LINE
DECREASE
COOLER
FWD CL FEED
LINE (From Pump)
CONV FD
EX
4th signal fluid pressure moves the 3-4 relay and 4-3 sequence
valves against spring force and into the Fourth gear position.
3-4 signal fluid is routed through the 3-4 shift valve and fills the
4th signal fluid circuit.
LINE
Signal A fluid pressure moves the 3-4 shift valve against spring
force and into the upshifted position.
55
(Torque Converter Clutch Released)
(TORQUE CONVERTER CLUTCH RELEASED)
TORQUE
CONVERTER
ASSEMBLY
Under normal vehicle operating conditions the converter clutch

is released and the converter is multiplying torque in First,
Second and Third gears. In Fourth gear the converter may or
may not be applied depending on the various inputs to the
Powertrain Control Module (PCM). These inputs are both internal and external to the transmission and include the following:
RELEASE
APPLY
APPLY
RELEASE
#9
REV INPUT
BOOST VALVE
REV INPUT
Converter clutch (CC) signal fluid exhausts through the solenoid.

Orifice #4 is smaller than the exhaust through the solenoid, thereby
preventing a fluid pressure buildup at the end of the converter
clutch apply valve.
EX
TCC
SOLENOID
N.O.
OFF
9
EX
EX
Release fluid is routed between the turbine shaft and stator shaft
and through the center of the turbine shaft. This fluid unseats the
TCC apply checkball (#9) in the end of the turbine shaft and
flows between the converter cover and pressure plate. Release
fluid pressure keeps the converter clutch pressure plate released
from the converter cover and fills the converter with fluid.
2ND CL
3-2
CONT
SOL
N.C.
PRESSURE
CONTROL
SOLENOID
SOL A
N.O.
SOL B
N.O.
ON
OFF
Spring force holds the converter clutch apply valve in the release
position.
Converter feed fluid from the pressure regulator valve is routed
through the converter clutch apply valve and into the release
fluid circuit.
LINE
TORQUE SIG
When the converter clutch is released, as determined by the

PCM, the converter clutch hydraulic and electrical systems operate as follows:
The normally open converter clutch solenoid is de-energized and
open.
*Internal to the transmission
FILTER
(92)
Vehicle Speed Sensor (VSS)*

Transmission Fluid Temperature Sensor*
Pressure Switch Assembly (PSA)*
Throttle Position Sensor (TPS)
Engine Speed
Engine Coolant Temperature (ECT) Sensor
Brake Switch
4WD Low Switch
Air Conditioning (A/C) Request
Cruise Control Information
Manifold Absolute Pressure (MAP) Sensor
CC SIG
10
CONV FD
COOLER
EX
LINE (From Pump)
COOLER
PRESS REG
APPLY
DECREASE
LUBE
LINE
EX
CONV FD
COOLER
COOLER
COOLER
RELEASE
Fluid exits the converter from between the stator shaft and converter hub in the apply fluid circuit.
ON
Apply fluid is routed through the converter clutch apply valve

and into the cooler fluid circuit.
(90% DUTY CYCLE)
Cooler fluid flows through the transmission fluid cooler in the

radiator and into the lubrication fluid circuit. Refer to page 92
for a complete description of the lubrication fluid circuits throughout the transmission.
Note: Refer to the Electronic Components Section for a complete description of the electrical inputs to the PCM that control
the converter clutch apply and release.
PCM
TPS
ECT
BRAKE
SWITCH
ENGINE
SPEED
SENSOR
A/C
CRUISE
CONTROL
4WD
LOW
SWITCH
EXTERNAL TO TRANSMISSION
56
MAP
SENSOR
VSS
TEMP
SENSOR
PSA
INTERNAL TO TRANSMISSION
Figure 53
56A
(Torque Converter Clutch Applied)
(TORQUE CONVERTER CLUTCH APPLIED)
TORQUE
CONVERTER
ASSEMBLY
The Powertrain Control Module (PCM) continually monitors

and receives input signals from various electrical devices both
internal and external to the transmission. The PCM processes
these signals and determines the precise moment to apply the
converter clutch. These input signals include the following:
Vehicle Speed Sensor (VSS)*

Transmission Fluid Temperature Sensor*
Pressure Switch Assembly (PSA)*
Throttle Position Sensor (TPS)
Engine Speed
Engine Coolant Temperature (ECT) Sensor
Brake Switch
4WD Low Switch
Air Conditioning (A/C) Request
Cruise Control Information
Manifiold Absolute Pressure (MAP) Sensor
RELEASE
APPLY
RELEASE
#9
*Internal to the transmission
APPLY
BOOST VALVE
RELEASE
APPLY
COOLER
EX
TCC
SOLENOID
N.O.
ON
EX
EX
FILTER
(92)
LINE
As the pressure plate applies, release fluid exhausts from between the converter cover and pressure plate. This fluid seats the
TCC apply checkball (#9) and is orificed around the ball. Release fluid then flows through the turbine shaft, between the
stator shaft and turbine shaft, and past the converter clutch apply
valve. The #9 checkball and orifice controls the exhaust rate of
release fluid and the converter clutch apply rate.
CC SIG
REV INPUT
TORQUE SIG
CONV FD
10
LINE (From Pump)
REV INPUT
COOLER
EX
Apply fluid flows between the converter hub and stator shaft to
maintain fluid pressure in the converter. This fluid pressure
applies the pressure plate against the converter cover to obtain
TCC apply.
COOLER
PRESS REG
Converter feed fluid is routed through the converter clutch apply

valve and into the apply fluid circuit. At the same time, the
release fluid circuit is open to an exhaust port past the valve.
LUBE
DECREASE
EX
LINE
Converter clutch signal fluid pressure moves the converter clutch

apply valve against spring force and into the apply position.
CONV FD
COOLER
The normally open TCC solenoid closes and blocks converter

clutch signal fluid from exhausting through the solenoid.
COOLER
The PCM energizes the converter clutch solenoid when vehicle

operating conditions are appropriate for converter clutch apply.
This causes the following changes in the transmissions hydraulic system:
2ND CL
3-2
CONT
SOL
N.C.
With the converter clutch apply valve in the apply position, the
cooler fluid circuit is fed by converter feed fluid through an
orifice cup plug (orifice #3).
PRESSURE
CONTROL
SOLENOID
SOL A
N.O.
SOL B
N.O.
ON
OFF
ON
(90% DUTY CYCLE)
The following conditions either prevent TCC apply or cause

TCC release (refer to the Electronic Components Section for a
complete description):
- When engine coolant temperature is below approximately
20 C (68 F).
- When transmission fluid temperature is below approximately
29 C (84 F).
- When throttle position is at a minimum or maximum.
- When the brake pedal is depressed.
Note: When transmission fluid temperature is above approximately 135 C (275 F), the PCM will operate in hot mode
and command TCC apply at all times when the transmission is
in Fourth gear.

PAGE 80
56B
PCM
TPS
ECT
BRAKE
SWITCH
ENGINE
SPEED
SENSOR
A/C
CRUISE
CONTROL
4WD
LOW
SWITCH
MAP
SENSOR
EXTERNAL TO TRANSMISSION
VSS
TEMP
SENSOR
PSA
INTERNAL TO TRANSMISSION
Figure 54
57
OVERDRIVE RANGE - 4-3 DOWNSHIFT
SERVO FD

3-4 ACC
2ND
OVERRUN CL
A forced 4-3 downshift in Overdrive Range is achieved by

increasing the percentage of accelerator pedal travel (throttle
position) when the transmission is operating in Fourth gear. A
4-3 downshift can also occur when the vehicle is decelerating
during coast conditions (minimum throttle). Remember that
the PCM controls the pressure control solenoid to vary line
pressure in relation to throttle position and other vehicle operating conditions.
INPUT CLUTCH
HOUSING ASSEMBLY
OVERRUN CL FD
EX
EX
4-3 SEQUENCE VALVE
3-4 RELAY
FWD CL FEED
EX
3-4 CL
SERVO FD
4TH SIG
4TH
The PCM initiates a 4-3 downshift by de-energizing shift solenoid A, causing the following changes to occur in the
transmissions hydraulic system:
#5 ORIFICE CONTROLED EXHAUST
EX
Signal A fluid exhausts from the 3-4 shift valve and spring
force moves the valve into the downshifted position.
D2
LO
D4
#12
LO
D4-N.O.
D4
D3
D4
REVERSE
FWD CL FD
EX
D4
TEMP
SENSOR
LO-N.O.
FORWARD ABUSE
D4
LO
EX
EX
2ND
D2
EX
EX
OFF
Accumulator fluid seats the 3-4 accumulator checkball (#1) and

fills the orificed accumulator fluid circuit through orifice #18.
The rate at which accumulator fluid fills the 3-4 accumulator and
3-4 accumulator fluid exhausts from the accumulator helps control the 2-4 band release.
EX
2ND
EX
ORUN
D3
3-4 CL
EX
4TH SIG
3-4 SIG
OVERRUN CL
OVERRUN CL FD
EX
Converter Clutch Releases
4TH
11
15
14
The PCM releases the converter clutch before initiating a 4-3

downshift if it is applied in Fourth gear. Refer to TCC Released
on page 56A for a complete description of converter clutch release.
3-2 CONTROL
EX
3RD ACC
4TH
2ND CL
#2
3-2 SIG
EX
2ND & 4TH

SERVO
3-2
CONT
SOL
N.C.
#7
12
3-4 CL
1-2 ACCUMULATOR
2ND CL
3RD ACC
3-4 CL
ACTUATOR FEED LIMIT
ACCUM
#4
ORF ACC
3RD ACC
EX
The accumulator valve regulates D4 fluid into the accumulator

fluid circuit in response to spring force and torque signal fluid
pressure. This regulation also helps control the 2-4 band release.
13
EX
EX
4-3 SEQUENCE VALVE
3-4 RELAY
FILTER
(51)
EX
3-4 SIG
SERVO FD
3-4 CL
4TH SIG
EX
EX
3-4 ACC
2ND
Spring force and orificed accumulator fluid pressure move the 34 accumulator piston into the Third gear position.
SOL B
N.O.
29
EX
D4
EX
EX
3-4 accumulator fluid also exhausts from the 3-4 accumulator

piston.
2ND
3-4 SIG
AFL
2-3 SHUTTLE
3-4 ACC
2-3 SHIFT VALVE
4TH SIG
28
EX
Accumulator Circuit
AFL
D4
OFF
2ND
4th fluid exhausts from the 4th apply piston in the servo assembly. Apply pin spring force moves the 4th apply piston and apply
pin to release the band and shift the transmission into Third gear.
SOL A
N.O.
AFL
EX
3-4 CL
3-4 ACCUMULATOR
EX 19
3-4 ACC
18
26
D4-3-2
ACCUM
LO/1ST
27
3-2 DOWNSHIFT
2ND CL
2ND
SIG A
3-4 SHIFT VALVE

30
SIG A
D4
16
D3
#8
2ND
1-2 SHIFT VALVE
2ND CL
SIG A
AFL
TORQUE SIG
LINE
25
PRESSURE
CONTROL
SOLENOID
ACCUM VALVE
ACC
2ND CL
FILTER
(49)
31
58
AFL
ACTUATOR FEED LIMIT
#1
AFL
FILTER (50)
32
As shown in the inset, exhausting 3-4 accumulator fluid and

spring force acting on the 4-3 sequence valve regulates the exhaust of 4th fluid past the end of the valve. The release of the 24 band is initiated with 4th fluid exhausting.
When exhausting 3-4 accumulator fluid pressure decreases sufficiently, spring force will move the 4-3 sequence valve into the
Third gear position (as shown in Figure 55). This opens 3-4
accumulator fluid to a quick exhaust past the 4-3 sequence valve.
This also opens the 4th fluid circuit completely to exhaust past
the 4-3 sequence valve.
AFL
4th signal fluid exhausts from the 3-4 relay valve and 3-4 accumulator fluid moves the 3-4 relay into the Third gear position.
This blocks 2nd fluid from feeding the servo feed fluid circuit
and opens the 3-4 accumulator fluid circuit to an orificed exhaust
(#5). Because the exhaust is orificed, 3-4 accumulator fluid
pressure momentarily holds the 4-3 sequence valve against spring
force (see inset in Figure 55).
D4
D4
REV INPUT
FWD CL FEED
3-4 signal fluid is blocked by the downshifted 3-4 shift valve and
4th signal fluid exhausts past the valve.
D2-N.C.
REV-N.O.
D3-N.C.
FWD CL FD
LINE
3-4 CL
D4
EX
REAR LUBE
D3
EX
22
OFF
2ND CL
FWD CL FEED
2-4 Band Releases
D2
EX
24
D3
PRESSURE
SWITCH
ASSEMBLY
FORWARD CLUTCH
ACCUMULATOR
PR
TCC
SOLENOID
N.O.
TORQUE SIG
LINE
PRESSURE
TAP
EX
10
MANUAL VALVE
LINE
FILTER
(92)
BOOST VALVE
REV INPUT
REV INPUT
APPLY
PRESS REG
CONV FD
Shift solenoid A is OFF and signal A fluid exhausts through

the solenoid.
EX
LINE
COOLER
DECREASE
FWD CL FEED
EX
CONV FD
RELEASE
LINE (From Pump)
LINE

Page 82
Figure 55
4TH
58A
As with a 4-3 downshift, a forced 3-2 downshift occurs when

throttle position is increased or when the vehicle decelerates
during coast conditions. The PCM initiates a 3-2 downshift by
energizing shift solenoid B.
INPUT CLUTCH
HOUSING ASSEMBLY
3-4 Clutch Releases

3-4 CL
FWD CL FEED
Shift solenoid B is energized and blocks solenoid signal fluid

from exhausting. This creates solenoid signal fluid pressure
which moves the 2-3 shift valve train into the downshifted position against AFL fluid pressure acting on the 2-3 shift valve.
AFL fluid is blocked by the 2-3 shuttle valve and the D432 fluid
circuit is open to an exhaust past the valve.
EX
D2
LO
22
D4
FILTER
(49)
D2
FWD CL FD
EX
EX
EX
EX
14
15
3-2 CONTROL
EX
#2
3-4 CL
3-2 SIG
3-2
CONT
SOL
N.C.
4TH
3RD ACC
ACTUATOR FEED LIMIT
EX
12
EX
EX
EX
EX
2ND
ORUN
D3
EX
3-4 CL
2ND
2ND CL
EX
2ND & 4TH

SERVO
EX
EX
EX
3-4 CL
EX
D4
#7
ACCUM
4TH
#4
3RD ACC
13
EX
4TH SIG
3-4 SIG
FILTER
(51)
4-3 SEQUENCE VALVE
EX
LO
D4
3-4 RELAY
SERVO FD
LINE
EX
EX
11
EX
3-4 SIG
OVERRUN CL FD
2ND CL
3-4 CL
18
1-2 ACCUMULATOR
2ND CL
OVERRUN CL
4TH SIG
2ND
ON
3-4 ACC
SOL B
N.O.
29
2-3 SHUTTLE
2ND
AFL
3-4 SIG
3-4 ACCUMULATOR
EX 19
3-4 ACC
ORF ACC
2-3 SHIFT VALVE
3-4 CL
28
3-4 ACC
D4-3-2
ACCUM
OFF
AFL
3-4 SHIFT VALVE

30
SOL A
N.O.
2ND
AFL
3-2 DOWNSHIFT
2ND CL
26
1-2 SHIFT VALVE
SIG A
16
D3
2ND
LO/1ST
27
SIG A
ACC
AFL
D4
ACCUM VALVE
#1
25
PRESSURE
CONTROL
SOLENOID
31
D4
EX
AFL
D4
EX
FWD CL FEED
SIG A
ACTUATOR FEED LIMIT
#8
2ND
D4
EX
AFL
D4
TORQUE SIG
TEMP
SENSOR
LO-N.O.
FORWARD ABUSE
32
D4
D3
D2-N.C.
REV INPUT
AFL
#12
LO
D4-N.O.
REV-N.O.
FILTER (50)
D4
REVERSE
3-4 CL
FWD CL FEED
D2
EX
2ND CL
D3
PRESSURE
SWITCH
ASSEMBLY
OFF
D3
D4
PR
TCC
SOLENOID
N.O.
EX
24
FWD CL FD
LINE
FORWARD CLUTCH
ACCUMULATOR
MANUAL VALVE
TORQUE SIG
LINE
PRESSURE
TAP
REAR LUBE
RELEASE
APPLY
COOLER
PRESS REG
BOOST VALVE
LINE (From Pump)
LINE
D3-N.C.
58B
FILTER
(92)

Page 84
LINE
If the converter clutch is applied in Third gear it will release prior

to downshifting to Second gear. The PCM keeps the TCC solenoid de-energized and the converter clutch released In Second
gear.
REV INPUT
FWD CL FEED
10
Downshift Timing
At higher vehicle speeds, the solenoid duty cycle during the shift
is greater and 3-2 signal fluid pressure is increased. Under these
conditions, 3-2 signal fluid pressure closes the 3-2 control valve
further against spring force, thereby slowing the exhaust of 3rd
accumulator fluid into the 3-4 clutch fluid circuit. This decreases
the pressure backup in the 3-4 clutch fluid circuit and allows the
3-4 clutch to release faster for proper shift timing.
When 3rd accumulator fluid exhausts from the 2-4 servo, 2nd
clutch fluid pressure moves the 2nd apply piston and apply pin to
apply the 2-4 band.
A lower solenoid duty cycle corresponds to lower 3-2 signal fluid

pressure which allows spring force to keep the 3-2 control valve
open farther. This provides a faster exhaust of 3rd accumulator
fluid through the 3-2 control valve. However, this exhausting
fluid creates a pressure backup in the 3-4 clutch fluid circuit due
to the #4 checkball and #13 orifice. This delays the 3-4 clutch
release at lower speeds for proper shift timing. Refer to the page
39 on the 3-2 control solenoid for a complete description of the
solenoid operation.
EX
CONV FD
REV INPUT
Note: Orifice #12 opposite the #2 checkball is not found on all

models. For these models, all of the exhausting 3rd accumulator fluid is routed to the 3-2 control valve.
DECREASE
EX
3rd accumulator fluid, which was fed by 3-4 clutch fluid, exhausts from the 2nd apply piston in the 2-4 servo. Exhausting
3rd accumulator fluid seats the 3rd accumulator checkball (#2),
flows through orifice #12 and exhausts through the 3-4 clutch
and 3-4 signal fluid circuits. 3rd accumulator fluid also exhausts
through the 3-2 control valve (see downshift timing below).
The PCM varies the 3-2 control solenoids duty cycle to regulate
AFL fluid into the 3-2 signal fluid circuit. The lower the vehicle
speed, the lower the solenoid duty cycle during the shift.
CONV FD
2-4 Band Applies
3-4 clutch fluid exhausts from the 3-2 downshift valve and spring
force moves the valve into the Second gear position (as shown in
Figure 56). Before spring force overcomes exhausting 3-4 clutch
pressure, 2nd fluid feeds the 2nd clutch fluid circuit through the
valve. This increased supply of 2nd clutch fluid is needed at the
2-4 servo to apply the 2-4 band. Routing 2nd fluid through the 32 downshift valve bypasses the control of orifice #16 at the #8
checkball. Remember that this checkball and orifice are used to
help control the 2-4 band apply during a 1-2 upshift.
3-4 clutch fluid exhausts from the 3-4 clutch piston to release the
3-4 clutch plates. Exhausting 3-4 clutch fluid pressure seats the
3-4 clutch exhaust checkball (#4), flows through orifice #13 and
exhausts through the 3-4 signal fluid circuit. This orifice helps
control the release of the 3-4 clutch and the 2-4 band apply (see
downshift timing below).
LINE
2nd fluid fills the servo feed fluid circuit through the 2-3 shift
valve and the 3-4 signal fluid circuit is open to an exhaust past
the valve.
3RD ACC
2ND CL
Figure 56
59
MANUAL THIRD - THIRD GEAR

POWER FROM
TORQUE
CONVERTER
(1)
OVERRUN
CLUTCH
APPLIED
FORWARD
CLUTCH
APPLIED
FORWARD SPRAG
ASSEMBLY
(642)
HOLDING
3-4
CLUTCH
APPLIED
POWER TO
DIFFERENTIAL
ASSEMBLY
SHIFT
"B"
SOL
OFF
OFF
2-4
BAND
REVERSE
INPUT
CLUTCH
FORWARD
OVERRUN FORWARD
3-4
CLUTCH
ASSEMBLY
LO-ROLLER
CLUTCH
LO-REV
CLUTCH
APPLIED APPLIED HOLDING APPLIED
Manual Third (D or 3) is available to the driver when vehicle

operating conditions make it desirable to use only three gear
ratios. These conditions include towing a trailer or driving on
hilly terrain.
In Manual Third the transmission is prevented from upshifting

into Fourth gear. Otherwise, upshifts and downshifts between
First, Second and Third gears are the same as in Overdrive
range. If the transmission is in Fourth gear when Manual Third
is selected the transmission will immediately downshift into
Third gear.
SHIFT
"A"
SOL
Power Flow from the engine to the input housing assembly (621)
is the same as in all other gear ranges.
The overrun clutch plates (645) are applied and connect the input
housing with the overrun clutch hub (639).
The overrun clutch hub is connected to the forward clutch outer
race (644) and input sun gear (658).
The overrun clutch plates transfer engine torque to the input sun
gear. The forward sprag clutch (642) is holding as in Overdrive
Range - Third Gear to assist the overrun clutch in transferring
engine torque to the input sun gear.
FORWARD
CLUTCH
APPLIED
OVERRUN
CLUTCH
APPLIED
3-4
CLUTCH
APPLIED
INPUT CARRIER
ASSEMBLY
FORWARD SPRAG
(662)
ASSEMBLY
(642)
HOLDING
INPUT
INTERNAL
GEAR
(664)
INPUT HOUSING
& SHAFT ASSEMBLY
(621)
REACTION
CARRIER
SHAFT
(666)
Power Flow from the input sun gear to the output shaft (687) is
identical to Overdrive Range - Third Gear (refer to page 52A).
Coast Conditions
With the overrun clutch applied, power from vehicle speed is

prevented from overrunning the forward sprag clutch when the
throttle is released. This power is transferred back through the
overrun clutch and to the engine, thereby allowing engine compression to slow the vehicle when the throttle is released.
Manual Third - First and Second Gears
INPUT
SUN GEAR
(658)
FORWARD CLUTCH
OUTER RACE
OVERRUN
(644)
CLUTCH HUB
(639)
Transmission power flow in First and Second gears in Manual

Third is identical to the power flow in Overdrive Range. The
overrun clutch is released and the forward sprag clutch overruns
when the throttle is released during coast conditions, allowing
the vehicle to coast freely.
When driving conditions are such that only two gear ratios are
desired, or if increased engine compression braking is needed,
the Manual Second gear selector position should be selected.
Note: The power flow arrows in the top half of Figure 57 are
shown during acceleration. During deceleration the power is
transferred from the output shaft to the engine.
REACTION
INTERNAL
GEAR
(684)
60
OUTPUT
SHAFT
(687)
SPEED SENSOR
ROTOR
(699)
Figure 57
60A
(from Overdrive Range - Fourth Gear)
(FROM OVERDRIVE RANGE - FOURTH GEAR)
Transmission operation in Manual Third is similar to the operation in Overdrive Range. The transmission upshifts and downshifts normally between First, Second and Third gears. However, in Manual Third the transmission is prevented, both electronically and hydraulically, from operating in Fourth gear. Also,
the overrun clutch is applied in Manual Third - Third Gear to
provide engine compression braking. The following information explains the unique changes in Manual Third. Refer to
page 58A, Overdrive Range: 4-3 Downshift, for a complete
description of a 4-3 downshift.
INPUT CLUTCH
HOUSING ASSEMBLY
EX
FWD CL FD
LINE
REAR LUBE
RELEASE
D3
D2
LO
D4
D4
D4
#12
LO
D3
EX
D4
TEMP
SENSOR
LO-N.O.
D3-N.C.
FWD CL FD
D4-N.O.
REVERSE
OVERRUN CL
D3
APPLY
COOLER
D4
D4
FWD CL FEED
D4
REV INPUT
PRESS REG
BOOST VALVE
3-4 CL
D4
D2-N.C.
FORWARD ABUSE
EX
22
FWD CL FEED
PRESSURE
SWITCH
ASSEMBLY
EX
D2
REV-N.O.
2ND CL
24
EX
D3
FORWARD CLUTCH
ACCUMULATOR
PR
OFF
LINE
PRESSURE
TAP
EX
TCC
SOLENOID
N.O.
TORQUE SIG
MANUAL VALVE
FILTER
(92)
LINE (From Pump)
LINE
10
LINE
REV INPUT
EX
D3 fluid is routed through the 2-3 shift valve and fills the overrun
fluid circuit.
FILTER
(49)
LO
EX
D3
EX
D2
EX
EX
EX
EX
2ND
EX
OVERRUN CL FD
3-4 CL
ORUN
D3
EX
EX
D2
4-3 SEQUENCE VALVE
EX
EX
13
EX
EX
FILTER
(51)
3-4 RELAY
EX
3-4 SIG
SERVO FD
4TH SIG
3-4 CL
4TH
11
Figure 58
4TH
15
14
3-2 CONTROL
EX
3RD ACC
4TH
2ND CL
#2
3-2
CONT
SOL
N.C.
3-2 SIG
EX
2ND & 4TH

SERVO
12
3-4 CL
1-2 ACCUMULATOR
2ND CL
3-4 CL
#7
ACTUATOR FEED LIMIT
ACCUM
3RD ACC
ORF ACC
#4
3-4 ACCUMULATOR
EX 19
3-4 ACC
4TH SIG
EX
EX
OVERRUN CL
OVERRUN CL
EX
4TH SIG
3-4 SIG
D4
OFF
3-4 ACC
2ND
SOL B
N.O.
29
AFL
2-3 SHUTTLE
#6
EX
OVERRUN CL FD
AFL
D4
OFF
21
D4-3-2
EX
28
2ND
3-4 SIG
3-4 ACC
SOL A
N.O.
#5
2ND CL
20
AFL
2ND CL
18
2ND
3-4 CL
ACCUM
26
2-3 SHIFT VALVE
OVERRUN CL
1-2 SHIFT VALVE
3-2 DOWNSHIFT
SIG A
LO/1ST
ACC
16
SIG A
30
3-4 SHIFT VALVE
2ND
27
D3
#8
2ND
D4
SIG A
AFL
TORQUE SIG
LINE
25
PRESSURE
CONTROL
SOLENOID
ACCUM VALVE
31
2ND CL
AFL
ACTUATOR FEED LIMIT
#1
AFL
FILTER (50)
32
AFL
Overrun clutch feed fluid pressure assists spring force and moves
the 3-4 relay and 4-3 sequence valves into the Third gear position
against the exhausting 4th signal fluid. Overrun clutch feed fluid
flows through the 4-3 sequence valve and fills the overrun clutch
fluid circuit.
60B
REV INPUT
Overrun Clutch Applies

Page 86
CONV FD
With the PSA signalling Manual Third, the PCM de-energizes

shift solenoid A and signal A fluid exhausts through the
solenoid. This electronically prevents Fourth gear.
Shift solenoid B is energized in First and Second gears and the

2-3 shift valve train is in the downshifted position. In this position, the 2-3 shift valve blocks D3 fluid from feeding the overrun
fluid circuit and overrun fluid exhausts past the valve. This
prevents overrun clutch apply and engine compression braking in
Manual Third - First and Second Gears.
EX
O'RUN CL
DECREASE
FWD CL FEED
EX
D3 fluid is also routed to the pressure switch assembly (PSA)

and opens the normally closed D3 fluid pressure switch. The
PSA signals the PCM that the manual valve is in the Manual
Third position.
Manual Third - First & Second Gears (Overrun Clutch

Released)
CONV FD
3-4 signal fluid is blocked by the 3-4 shift valve and 4th signal
fluid exhausts past the valve. This releases the 2-4 band and
hydraulically prevents Fourth gear.
The PCM de-energizes the converter clutch solenoid and the

TCC releases before downshifting from Fourth to Third gear.
The PCM will re-apply the TCC in Manual Third - Third Gear at
approximately the same vehicle speeds as in Overdrive Range Fourth Gear. However, since Fourth gear is prevented, the converter clutch applies with the transmission operating in Third
gear in Manual Third.
LINE
D3 fluid pressure is routed to the 3-4 shift valve to assist spring

force and hold the 3-4 shift valve in the downshifted position.
Fourth Gear Prevented
Overrun clutch fluid is routed to the overrun clutch piston to

apply the overrun clutch plates.
Line pressure is routed through the manual valve and fills the D3
fluid circuit.
Note: Overrun clutch feed fluid pressure immediately closes the

4-3 sequence valve against exhausting 3-4 accumulator fluid.
This provides a quick exhaust of 4th fluid past the 4-3 sequence
valve, unlike a forced 4-3 downshift where the initial exhaust of
4th fluid is regulated by the 4-3 sequence valve (see inset on
page 58).
The gear selector lever, selector shaft and manual valve are moved
to the Manual Third (D) position.
Overrun fluid pressure seats the overrun clutch feed checkball

(#5) against the empty D2 fluid circuit, seats the overrun clutch
control checkball (#6), and is orificed (#20) into the overrun
clutch feed fluid circuit.
FWD CL FEED
3-4 CL
3RD ACC
61
MANUAL SECOND - SECOND GEAR

POWER FROM
TORQUE
CONVERTER
(1)
2-4 BAND
OVERRUN
ASSEMBLY (602) CLUTCH
APPLIED
APPLIED
FORWARD
CLUTCH
APPLIED
FORWARD SPRAG
ASSEMBLY
(642)
HOLDING
POWER TO
DIFFERENTIAL
ASSEMBLY
2-4
BAND
OFF
ON
APPLIED
REVERSE
INPUT
CLUTCH
FORWARD
OVERRUN FORWARD
3-4
SPRAG CL.
CLUTCH
CLUTCH
CLUTCH
ASSEMBLY
LO-ROLLER
CLUTCH
LO-REV
CLUTCH
APPLIED APPLIED HOLDING
Power flow from the engine to the input housing (621) is the
same as in all other gear ranges.
SHIFT
"B"
SOL
Manual Second gear range is available to the driver when vehicle operating conditions make it desirable to use only two gear
ratios. These conditions include descending a steep grade when
increased engine compression braking is needed, or to retain
Second gear when ascending a steep grade for additional engine
performance. The transmission immediately shifts into Second
gear when Manual Second is selected regardless of vehicle speed
(see Note below).
SHIFT
"A"
SOL
The overrun clutch plates (645) are applied, as in Manual Third Third Gear, and connect the input housing with the overrun
clutch hub (639).
The overrun clutch hub is connected to the forward clutch outer
race (644) and input sun gear (658).
The overrun clutch plates transfer engine torque to the input sun
gear. The forward sprag clutch (642) is holding as in Overdrive
Range to assist the overrun clutch in transferring engine torque to
the input sun gear.
INPUT REACTION
INTERNAL CARRIER
INPUT CARRIER
GEAR
SHAFT
REVERSE INPUT
(664)
(666)
OVERRUN
(662)
CLUTCH HOUSING
ASSEMBLY
CLUTCH
(605)
(642)
APPLIED FORWARD
HELD
HOLDING
CLUTCH
INPUT HOUSING
APPLIED
& SHAFT ASSEMBLY
2-4 BAND
(621)
ASSEMBLY (602)
APPLIED
SERVO
ASSEMBLY
APPLIED
LO & REVERSE
CLUTCH PLATE
ASSEMBLY
TRANSMISSION
(682)
CASE
(8)
REACTION
SUN GEAR
(673)
HELD
62
Coast Conditions
Similar to Manual Third - Third Gear, the overrun clutch plates

hold the overrun clutch hub and input sun gear to prevent the
sprag clutch from overrunning when the throttle is release. This
allows engine compression to slow the vehicle during coast conditions.
Manual Second - First Gear
INPUT
SUN GEAR
(658)
FORWARD CLUTCH
OUTER RACE
OVERRUN
(644)
CLUTCH HUB
(639)
REACTION
SUN SHELL
(670)
HELD
Power Flow from the input sun gear to the output shaft is identical to Overdrive Range - Second Gear (refer to page 50A).
REACTION
INTERNAL
GEAR
(684)
OUTPUT
SHAFT
(687)
Note: First gear in the Manual Second gear selector position is

only available on some models at low speeds and under heavy
throttle.
The overrun clutch remains applied in Manual Second - First
Gear to provide engine compression braking.
The power flow arrows in Figure 59 are shown during acceleration. During coast conditions, when engine compression braking
slows the vehicle, power flow is transferred from the output shaft
to the engine.
SPEED SENSOR
ROTOR
(699)
REACTION
CARRIER
ASSEMBLY
(681)
Figure 59
62A
MANUAL SECOND
(from Manual Third - Third Gear)
(FROM MANUAL THIRD - THIRD GEAR)
When Manual Second (2) is selected, the transmission only

operates in Second gear and is prevented from operating in
First, Third and Fourth gears (see note below). The transmission will immediately shift to Second gear when Manual Second is selected. This allows the transmission to begin moving
the vehicle in Second gear to reduce the torque to the drive axle
and reduce tire slippage on ice and snow. Figure 60 and the
following information explain what is unique to the Manual
Second gear range. Refer to page 58B, Overdrive Range: 3-2
Downshift, for a complete description of the downshift from
Third to Second gear.
INPUT CLUTCH
HOUSING ASSEMBLY
EX
FWD CL FD
LINE
REAR LUBE
RELEASE
D2
LO
D4
D3
D4
D3
REVERSE
D2
D3
FWD CL FD
EX
D4
COOLER
APPLY
LINE (From Pump)
D4
FWD CL FEED
D4
PRESS REG
OVERRUN CL
3-4 CL
D3-N.C.
TEMP
SENSOR
AFL
FILTER
(49)
LO
EX
EX
14
15
3-2 CONTROL
EX
#2
3-2
CONT
SOL
N.C.
4TH
12
3-4 CL
3-2 SIG
EX
3RD ACC
2ND & 4TH

SERVO
EX
EX
3-4 CL
ACTUATOR FEED LIMIT
#7
EX
4TH
#4
EX
4-3 SEQUENCE VALVE
3RD ACC
13
FILTER
(51)
SERVO FD
EX
EX
3-4 RELAY
ACCUM
1-2 ACCUMULATOR
2ND CL
EX
EX
3-4 SIG
11
EX
EX
D2
ORUN
D3
3-4 CL
D2
EX
2ND
EX
OVERRUN CL
CL
EX
D3
D4
3-4
4TH SIG
ORF ACC
2ND
OVERRUN CL FD
EX
EX
LINE
D4
OVERRUN CL
18
ON
3-4 ACCUMULATOR
EX 19
3-4 ACC
SOL B
N.O.
ACCUM
2-3 SHUTTLE
3-4 ACC
2ND CL
#1
2ND
29
EX
4TH SIG
3-4 SIG
AFL
EX
AFL
D4-3-2
OVERRUN CL FD
#6
3-4 CL
28
OFF
20
3-4 SIG
OVERRUN CL
21
#5
2ND CL
2-3 SHIFT VALVE
SOL A
N.O.
2ND
AFL
3-4 ACC
3-2 DOWNSHIFT
AFL
1-2 SHIFT VALVE
2ND
16
ACC
#8
2ND
SIG A
3-4 SHIFT VALVE

30
26
ACCUM VALVE
LO/1ST
27
D3
31
SIG A
D4
SIG A
TORQUE SIG
25
PRESSURE
CONTROL
SOLENOID
ACTUATOR FEED LIMIT
AFL
AFL
32
2ND CL
#12
LO
D4-N.O.
D4
BOOST VALVE
LO-N.O.
EX
22
D4
EX
REV INPUT
D4
FWD CL FEED
REV-N.O.
FILTER (50)
D3 fluid is blocked by the downshifted 2-3 shift valve and overrun fluid exhausts past the valve.
62B
PRESSURE
SWITCH
ASSEMBLY
FORWARD ABUSE
Overrun Clutch Remains Applied

Page 88
24
D2-N.C.
2ND CL
D2
EX
D3
FORWARD CLUTCH
ACCUMULATOR
PR
OFF
LINE
PRESSURE
TAP
EX
LINE
TCC
SOLENOID
N.O.
TORQUE SIG
MANUAL VALVE
FILTER
(92)
10
REV INPUT
CONV FD
LINE
FWD CL FEED
EX
O'RUN CL
EX
D2 fluid pressure is also routed between the 2-3 shuttle and 2-3
shift valves. D2 fluid pressure keeps the 2-3 shift valve downshifted against AFL fluid pressure regardless of shift solenoid
B state. This hydraulically prevents Third and Fourth gears.
Note: A 2-1 downshift is available on some applications during

heavy throttle conditions at lower speeds.
The PCM immediately changes the shift solenoid states to a

Second gear operation. Shift solenoid A is OFF and shift
solenoid B is ON. This electronically prevents First, Third and
Fourth gears (see note below).
EX
DECREASE
REV INPUT
The PCM output signal to the pressure control solenoid increases

the operating range of torque signal fluid pressure in Manual
Second. This provides increased line pressure for the additional
torque requirements during engine compression braking and increased engine loads.
D2 fluid is routed to the pressure switch assembly (PSA) and

opens the normally closed D2 fluid pressure switch. The PSA
signals the PCM that the manual valve is in the Manual Second
position.
Pressure Regulation
CONV FD
Third and Fourth Gears Prevented
The prevention of First gear is controlled electronically by the

PCM through shift solenoid A. The PCM keeps shift solenoid
A de-energized regardless of vehicle operating conditions when
the PSA signals Manual Second gear range. This keeps signal
A fluid exhausted and spring force holds the 1-2 shift valve in
the upshifted position.
LINE
Line pressure is routed through the manual valve and fills the D2
fluid circuit.
First Gear Prevented (see note below)
Before overrun fluid exhausts, D2 fluid seats the overrun clutch

feed checkball (#5) against the overrun fluid circuit and feeds the
overrun clutch feed fluid circuit. This provides a continuous
supply of fluid to the overrun clutch fluid circuit to keep the
overrun clutch applied in both Second and First gears in Manual
Second (see note below).
FWD CL FEED
The gear selector lever, selector shaft and manual valve are moved
to the Manual Second (2) position.
Solenoid signal fluid pressure from shift solenoid B keeps the

2-3 shuttle valve downshifted against D2 fluid pressure. This
blocks AFL fluid and opens the D432 fluid circuit to an exhaust
past the valve.
3-4 CL
3RD ACC
2ND CL
Figure 60
63
MANUAL FIRST - FIRST GEAR

OVERRUN
CLUTCH
APPLIED
FORWARD
CLUTCH
APPLIED
FORWARD SPRAG
ASSEMBLY
(642)
HOLDING
LO & REVERSE
CLUTCH
APPLIED
LO ROLLER POWER FROM

CLUTCH
DIFFERENTIAL
ASSEMBLY
ASSEMBLY
(678)
HOLDING
SHIFT
"B"
SOL
ON
ON
2-4
BAND
REVERSE
INPUT
CLUTCH

3-4
SPRAG CL.
CLUTCH
CLUTCH
CLUTCH
ASSEMBLY
LO-ROLLER
CLUTCH
APPLIED APPLIED HOLDING
HOLDING APPLIED
LO-REV
CLUTCH
Manual First is available to the driver when vehicle operating

conditions require maximum engine compression to slow the
vehicle, or maintain maximum transfer of engine torque to the
vehicle drive shaft.
Under normal operating conditions in Manual First the transmission is prevented from upshifting past First gear. When
Manual First is selected while operating in either Second, Third,
or Fourth gears, the transmission may not immediately downshift into First gear. Vehicle speed must be below approximately 52 km/h (33 mph) before the transmission will downshift into First gear. Above this speed, the transmission will
operate in a Manual First - Second Gear condition until vehicle
speed decreases sufficiently.
POWER TO
TORQUE
CONVERTER
(1)
SHIFT
"A"
SOL
The transfer of engine torque through the transmission during

acceleration is similar to Overdrive Range - First Gear. Refer to
Page 48A for a complete description of mechanical power flow
during acceleration. When decelerating with the throttle released, engine compression braking is accomplished by applying the lo and reverse clutch.
FORWARD
CLUTCH
APPLIED
OVERRUN
CLUTCH
APPLIED
FORWARD SPRAG
ASSEMBLY
(642)
HOLDING
INPUT CARRIER
ASSEMBLY
(662)
INPUT
INTERNAL
GEAR
(664)
HELD
REACTION
CARRIER
SHAFT
(666)
HELD
Note: Figure 61 shows the transfer of engine torque during

deceleration with the throttle released, and engine compression
braking slowing the vehicle. Power is transferred from the
vehicles drive shaft, through the transmission components and
to the engine.
The overrun clutch plates (645) are applied and prevent the
forward sprag clutch (642) from overrunning when the
throttle is released.

INPUT HOUSING
& SHAFT ASSEMBLY
(621)
INPUT
SUN GEAR
(658)
FORWARD CLUTCH
OUTER RACE
OVERRUN
(644)
CLUTCH HUB
(639)
LO
ROLLER CLUTCH
ASSEMBLY
(678)
HOLDING
LO & REVERSE
CLUTCH SUPPORT
ASSEMBLY
(679)
64
TRANSMISSION
CASE
(8)
TRANSMISSION
CASE
(8)
LO
ROLLER CLUTCH
RACE
(675)
HELD
REACTION
INTERNAL
LO & REVERSE
GEAR
CLUTCH PLATE
(684)
ASSEMBLY
(682)
APPLIED
OUTPUT
SHAFT
(687)
The lo and reverse clutch plates (682) are applied in Manual

First - First Gear. The lo and reverse clutch holds the
reaction carrier assembly (681) stationary to the transmission case.
With the reaction carrier held stationary, the lo roller clutch

(678) is prevented from being overrun when the throttle is
released. Without an element to overrun during coast conditions, (either the sprag clutch or roller clutch), engine
compression slows the vehicle when the throttle is released.
SPEED SENSOR
ROTOR
(699)
REACTION
CARRIER
ASSEMBLY
(681)
HELD
Figure 61
64A
(from Manual Second - Second Gear)
(FROM MANUAL SECOND - SECOND GEAR)
The downshift to First gear is controlled electronically by the

PCM. The PCM will not energize shift solenoid A to initiate
the 2-1 downshift until vehicle speed is below approximately 48
to 56 km/h (30 to 35 mph). Above this speed, the transmission
will operate in a Manual First - Second Gear condition until
vehicle speed slows sufficiently. In Manual First, as in Manual
Second, the transmission is electronically and hydraulically prevented from operating in Third or Fourth gears. Figure 62 and
the following text describes the downshift from Manual Second
- Second Gear to Manual First - First Gear.
LO & REVERSE
CLUTCH ASSEMBLY
INPUT CLUTCH
HOUSING ASSEMBLY
3-4 CL
FWD CL FEED
The selector lever, selector shaft and manual valve are in the
Manual First position.
Line pressure is routed through the manual valve and fills the lo
fluid circuit.
CONV FD
D2
LO
FWD CL FEED
D4
22
D4
LO
D4-N.O.
#12
D3
D3
PRESSURE
SWITCH
ASSEMBLY
LO/REV
D4
REVERSE
D2
OVERRUN CL
D3
PRESS REG
PR
BOOST VALVE
REV INPUT
EX
EX
LINE
REV INPUT
MANUAL VALVE
Signal A fluid pressure moves the 1-2 shift valve against spring
force and into the downshifted position. This opens 2nd fluid to
an orificed annulus exhaust through the 1-2 shift valve. This
orifice (#26) helps control the 2-4 band release rate.
OVERRUN CL
EX
DECREASE
FORWARD CLUTCH
ACCUMULATOR
EX
LINE
PRESSURE
TAP
FWD CL FD
LINE
LINE (From Pump)
When vehicle speed is below approximately 48 to 56 km/h (30 to

35 mph), the PCM energizes shift solenoid A. This closes the
solenoid and blocks signal A fluid from exhausting.
LINE
2-4 Band Releases
LINE
Lo fluid is routed to the pressure switch assembly (PSA) and

closes the normally open lo fluid pressure switch. The PSA
signals the PCM that the manual valve is in the Manual First
position.
LO/REV
#10
FWD CL FEED
10
D3
LO
OVERRUN CL
LO
D2
EX
2ND
ORUN
D3
EX

29
ON
EX
EX
EX
4TH
4-3 SEQUENCE VALVE

EX
4TH
2ND CL
SERVO FD
3-4 RELAY
EX
1-2 ACCUMULATOR
2ND CL
2ND & 4TH

SERVO
4TH SIG
ACCUM
3-4 ACC
3RD ACC
2ND
11
ORF ACC
OVERRUN CL FD
EX
OVERRUN CL
3-4 ACC
3-4 ACCUMULATOR
EX 19
3-4 ACC
OVERRUN CL
ACCUM
3-4 SIG
#1
2ND CL
EX
EX
EX
2-3 SHUTTLE
SOL B
N.O.
2-3 SHIFT VALVE

3-4 CL
D2
D4-3-2
AFL
EX
28
OVERRUN CL FD
#6
21
#5
20
AFL
D4
EX
EX
EX
EX
D4
EX
EX
FWD CL FD
D3
D2
PR
EX
4TH SIG
3-4 SIG
2ND
EX
ON
EX
2ND
LINE
SOL A
N.O.
26
2ND CL (From CC Signal Valve)
LO
LO/1ST
27
2ND CL
AFL
1-2 SHIFT VALVE
SIG A
2ND
23
25
LO/REV
SIG A
3-2 DOWNSHIFT
FILTER
(49)
16
#8
2ND
AFL
LO OVERRUN
SIG A
D4
3-4 SHIFT VALVE

30
D4
D3
18
As in Manual Second, the PCM output signal to the pressure

control solenoid increases the operating range of torque signal
fluid pressure in Manual First. This provides increased line
pressure for the additional torque requirements during engine
compression braking and increased engine loads.
D4
ACC
Pressure Regulation
64B
D4
ACCUM VALVE
Lo/reverse fluid is routed to the lo and reverse clutch piston.

This fluid pressure applies the lo and reverse clutch and, in
addition to the overrun clutch, provides engine compression braking in Manual First - First Gear.
TEMP
SENSOR
LO-N.O.
D3-N.C.
FWD CL FEED
PRESSURE
CONTROL
SOLENOID
TORQUE SIG
Spring force holds the lo overrun valve open and lo/1st fluid is
routed through the valve to fill the lo/reverse fluid circuit.

Page 90
D4
31
Lo fluid is orificed through the 1-2 shift valve and fills the lo/1st
fluid circuit. This orifice (#27) helps control the lo and reverse
clutch apply rate.
REV-N.O.
REV INPUT
Lo and Reverse Clutch Applies
ACTUATOR FEED LIMIT
D2 fluid continues to feed the overrun clutch feed fluid circuit at

the overrun clutch feed checkball (#5). This maintains overrun
clutch apply in Manual First - First Gear.
AFL
32
FILTER (50)
AFL
2nd fluid exhausts from the 3-4 relay valve and servo feed fluid
exhausts from the 4-3 sequence valve. Exhausting servo feed
fluid is routed through the downshifted 2-3 shift valve and into
the 2nd fluid circuit.
FORWARD ABUSE
2nd clutch fluid also exhausts from the 3-2 downshift and converter clutch signal valves. Exhausting 2nd clutch fluid unseats
the 1-2 upshift checkball (#8) for a quick exhaust into the 2nd
fluid circuit.
D2-N.C.
LINE (To Conv Cl Signal Valve)
2nd clutch fluid exhausts from the 1-2 accumulator piston. Spring
force and accumulator fluid pressure move the accumulator piston into the First gear position.
TORQUE SIG
2nd clutch fluid exhausts from the 2nd apply piston in the 2-4
servo. Servo return and servo cushion spring forces move the
apply piston and apply pin to release the 2-4 band.
Figure 62
65
COMPLETE HYDRAULIC CIRCUITS

The hydraulic circuitry of the Hydra-matic
4L60-E transmission is better understood when
fluid flow can be related to the specific
components in which the fluid travels. In the
Power Flow section, a simplified hydraulic
schematic was given to show what hydraulically
occurs in a specific gear range. The purpose was
to isolate the hydraulics used in each gear range
in order to provide the user with a basic
understanding of the hydraulic system.
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 for the given gear range
along with the relative location of valves,
PASSAGE
PASSAGE
PASSAGE
PASSAGE
PASSAGE
checkballs and orifices within specific

components. A broken line is also used to separate
components such as the pump, valve body and
case to assist the user when following the
hydraulic circuits as they pass between them.
Also, the numbers shown in the circuits at the
broken lines reference specific holes and orifices
in the spacer plate on the right hand foldout. The
half page of information facing this foldout
identifies the components involved in this gear
range and a description of how they function.
The right side foldout shows a two-dimensional
line drawing of the fluid passages within each
component. The active fluid passages for each
gear range are appropriately colored to correspond
with the hydraulic schematic used for that range.
The half page of information facing this foldout
identifies the various fluid circuits with numbers
that correspond to the circuit numbers used on
the foldout page.
A IS LOCATED IN THE PUMP BODY (LIGHT GREY AREA)

B IS LOCATED IN THE VALVE BODY (LIGHT GREY AREA)
C IS LOCATED ON THE SPACER PLATE (DASHED LINE)
D IS LOCATED IN CASE (WHITE AREA)
E IS LOCATED IN THE ACCUMULATOR HOUSING (LIGHT GREY AREA)
Figure 63
FOLDOUT 67
PARK
Engine Running
REVERSE INPUT
CLUTCH ASSEMBLY
2ND & 4TH

SERVO
EX
3-4 CLUTCH
FORWARD CLUTCH FEED
LUBE
3RD ACC
OVERRUN CLUTCH
REAR LUBE
2ND CL
ORF ACC
20e
ORIFICED D2
CASE (8)
ACCUM
PR
FILTERED AFL
D2
PR
LO/1ST
2ND
LO
PR
PR
38e
34a
21
D4
ORIFICED D2
2ND
D4
D2
D3
34b
41d
LO
41c
18a
12a
VALVE BODY (60)

GASKET (52)
SPACER PLATE (48)
GASKET (47)
LO
D4
12c
FWD CL FEED
D2
D4-N.O.
12d
12b
FWD CL FEED
REV INPUT
D4
D2
LO
EX
PR
LO/REV
EX
LO
D3-N.C.
PR
TEMP
SENSOR
41b
D2-N.C.
D4
D2
2ND CL
D4-3-2
D4
EX
O' EX
EX
D2
LO
D3
D4
D3
REV-N.O.
17a
17b
22
18
17c
17
18b
15c
15b
16
LO-N.O.
#12
16
25h
25c
25e
25d
25
16
25b
24m
#3
18
2ND
24k
2ND CL
25a
25
24f
24g
#8
12e
D2
D3
41a
D4
PRESSURE
SWITCH
ASSEMBLY
3-4 ACCUM
D4
20d
EX
EX
AFL
D4
D4-3-2
EX
EX
LO
D4
LINE
2ND CL
2ND
2ND
OVERRUN CL FD
35e
36a
20
36
39
21
TORQUE SIG
EX
D2
EX
EX
EX
35c
35d
#6
36
35b
ACCUM
20c
9f
17f
11a
17g
9d
10
33a
D3
3-4 ACC
SERVO FD
2ND
EX
AFL
REVERSE
REV INPUT
EX
EX
D3
31a
EX
EX
EX
EX
EX
3-4 CL
OVERRUN
3-4 CL
LINE
2ND CL
OVERRUN
3RD ACC
35a
31b
9c
AFL
EX
EX
D3
2ND CL
33c
37a
9e
9b
9a
31c
AFL
34f
25f
34e
34d
D3
BOOST VALVE
3-4 SIG
PRESS REG
CONV FD
LINE
OVERRUN CLUTCH
CC SIGNAL
EX
INTAKE
REVERSE INPUT
CONV FD
34c
29e
TORQUE SIG
3RD ACC
OVERRUN
REVERSE INPUT
4TH
2ND CL
DECREASE
APPLY
OVERRUN CLUTCH
FWD CL FEED
RELEASE
CC SIGNAL
LUBE
COOLER
EX
CASE (8)
LUBE
2ND CL
14b
38c
FORWARD
CLUTCH
ACCUMULATOR
INTAKE
EX
REV INPUT
2ND
Figure 64
38b
14a
38a
LO/REV
23
14c
LO/1ST
FWD CL FD
27
REVERSE
43c
26
42b
LO OVERRUN
CASE (8)
D3
#5
OVERRUN
68
PR
18c
BOTTOM
PAN
(SUMP)
(75)
LINE
REV INPUT
FILTER
(72)
SUCTION
CONVERTER & LUBE
MAINLINE
SOLENOID SIGNAL
ACCUMULATOR
ACTUATOR FEED LIMIT
TORQUE SIGNAL
FWD CL FEED
EX
REVERSE
28a
15a
3c
24a
44a
44
MANUAL VALVE
12
29g 28
3a
R N D
#2
3b
LINE
24c
24b
2ND
ACTUATOR FEED LIMIT
22 10c
25
24e
24d
ON
REVERSE
REV INPUT
28
SOL A
N.O.
ORIFICED EX
EX
CC SIGNAL
29f
D4-3-2
17d
FLUID PRESSURES
24f
42a
SIGNAL A
FORWARD ABUSE
FILTER
(51)
15d
9n
16a
LINE
10
OVERRUN CLUTCH
LO/1ST
EX
3RD ACC
ACTUATOR FEED LIMIT
AFL
2ND
13b
1-2 SHIFT VALVE
FILTERED
10d
9k
28
SIGNAL A
ORIFICED EX
3-2 CONTROL
10
10a
D4-3-2
3-4 CL
3-2
CONT
SOL
N.C.
ON
FILTER
(49)
29a
29b
EX
TCC
SOLENOID
(66)
N.O.
3-2 SIG
29c
3-4 SIG
29
23 10b
9g
SOL B
N.O.
REV INPUT
2-3 SHUTTLE
3-2 SIG
40b
40a
14
13a
3-4 CL
15
38d
3-4 CL
30
20b
2ND CL
33b
TORQUE SIG
REV ABUSE
3-2 DOWNSHIFT
13
27c 29
#4
3-4 CL
9m
9h
17e
ACTUATOR FEED LIMIT

SIGNAL B
27b
AFL
20a
D4
2ND
ACCUMULATOR
D2
4TH SIG
3-4 SIG
2ND
25g
SIGNAL A
29
18
VALVE BODY (60)

3-4 ACCUM
30a
27d
22a
29d
EX
OFF
SIGNAL A
3-4 SHIFT VALVE
#1
1-2 ACCUMULATOR
2-3 SHIFT VALVE
EX
(237)
D3
PUMP
ASSEMBLY
(4)
4TH
3-4 SIG
3-4 ACCUM
D4
EX
OVERRUN CL FD
19
2ND CL
ACCUM VALVE
4-3 SEQUENCE VALVE
EX
22b
EX
3-4 RELAY
EX
ACCUMULATOR
EX
ORF EX
27a
(237)
FILTER
(92)
44
32a
LINE
LINE
PRESSURE
TAP
(39)
(238)
43b
(239)
OIL
COOLER
PIPE
CONNECTOR
(10)
2ND
4TH SIG
30b
2ND CL
3-4 ACCUM
OVERRUN CL
SERVO FD
SERVO FD
PRESSURE
CONTROL
SOLENOID
ACTUATOR FEED LIMIT
43a
COOLER
FILTER
(232)
11b
10
11c
PRESSURE
RELIEF
VALVE
EX
26b
31
3-4 ACCUMULATOR
3-4 ACCUM
FILTERED AFL
EX
LINE
CC SIG
LINE
CC SIG
EX
26a
AIR
BLEED
(240)
D3
FILTER
(50)
PR
LO/REV
32
LUBE
AFL
AFL
TORQUE SIGNAL
SERVO FEED
ORIFICED ACCUM
3-4 CL
OVERRUN CLUTCH
FORWARD CLUTCH FEED
COOLER
#10
2ND CL
OVERRUN
24
OVERRUN CLUTCH
21a
LUBE
39
21
REV INPUT
4TH
2ND CL
EX
APPLY
RELEASE
#9
#7
11
LO & REVERSE
CLUTCH ASSEMBLY
EX
INPUT CLUTCH
HOUSING ASSEMBLY
TORQUE
CONVERTER
ASSEMBLY
PARK
Engine Running
2
PRESSURE RELIEF
VALVE BORE
(240)
47
47
26
37
46
(237)
16
37
16
(237)
47
29
3
29
16
16
40
11
15
29
29
47
18
18
22
27
47
24
14
34f
31
37
36
33
33
43
17
36
26
32
28
28
32
24f 24e
31a
33b
13a
28a
10b23
17f
20a
32a
25d
9a
47
#4
3b
10
38
12
SERVO BORE
29 29
16
40 28 29 29 16
(50)
15
#3
16
18
41
10
22
27
30
24 24
31
31
31
12
12
42
14
18
17
34
41
47
47
41
38
43
FORWARD
CLUTCH
ACCUMULATOR
BORE
33
37
26
36
17
25
26
36
26
25
33
32
47
35
17
10
43
20
20
CASE (8)
(Servo Bore)
17
9
25
9
11
25
20
21
21
21
3
9
25
23
11
21
25
10
24
35/39
28
25
20
33
37
44
25
31
33
43
11
24
25
14
13
24
38
34
31
20
3
9
35
32
25
24
24
24
42
22
27
24
24
14
22
24
(11)
12
43
41
34
29
34
31
18
34 13
22
25
11
12
17
42
44
17
38 41
27
30
10
25
25
18
44
28
#7/(40)
14
17
12
29
11
20
20
32
28
25
14
10
35
36
33
33
#12
41
18
17
16
29
15
29
10
24
39
39
43
43
13
24
40
15
22
24
24
12
34
29
30
34
24
10
27
24
15
34
38
12
44
41
13
35
25 25
25
42
34
27
30
- EXHAUST FLUID NOT SHOWN
14
38
41
3
28
40
42
44
18
34
14
12
17
17
38
15
38
29
14
18
12
11
25
47
VALVE BODY (60)

(Case Side)
12
17
18
18
29
15
29
22
17
17
12
9d/10
43
42
34
9b
24
42
38
41
34
29
29
10
26
43
34
12
38
40
40
25
13
40
38
29
16
34
41
18
47
21a
47
17
24
34
47
23
47
41
- NON- FUNCTIONAL HOLES

HAVE BEEN REMOVED FROM
COMPONENT DRAWINGS TO
TO SIMPLIFY TRACING FLUID
FLOW.
34
SPACER PLATE (48)

(Case/Valve Body)
NOTE:
13
38
15
29
20e/21
20d/21
24
24
3
#2
CASE (8)
(Valve Body Side)
INDICATES BOLT HOLES
35
25
44
(38)
43
10
27
31
15
20c
25g
25e
25
47
11
22
24
47
35
33
17
30 27
47
47
20
32
24
47
11a
9e
25
#5
20
31
20b
9c
11b
17 17
33
31
47
(49)
9f
#6
11
47
37
34
9k/10
25f
3c
21
24
17g
25h
#1
#8
30
9g
43 43
10a
24c
38e/39
47
3 26
25
28
36
10c/22
35b
35c/39
35e/36
35d/36
33a
36a
26a
26
47
47
25
11
14b
24a
27a 24d
11
25
25c
11
47
47
47
34c
37a
20
47
47
31b
43b/44
25
13b
34e
33c
43a
25b
34d
24b
43
42b
12e
22a
16 3
47 9
47
47
12d 14a
9h
11 29
25
9
14c
17e
18c
24k/25
26b
33
25
11
25
TO
LO/REVERSE
CLUTCH
33
25
9
31c
47
33
37
47
24h
35
15d
35a
22b
24g
25a
37
24m/25
47
39
47
26
27d
30a
24
25
27c/29
27b/29
30b
13
35
34
#10
47
10
(51)
11c
41a
18a
17b/18
17d
18b
12c
42a
44a
38d
17c
41c
41d
43c/44
9n/10
12
22
13
34
(92)
22
16a
9m
29e
47
14
18
10
47
47
17a/18
34b
29c
15a
29d
9
9
34a
12b
29b
29g/28
29a
12
24
34
27
30
44
37
CASE (8)
(Pump Cover Side)
41b
38c
40b
40a
10d
11
18
29f/28
15c/16
19
17
42
42
41
10
11
47
12
17
38
REAR
LUBE
14
12
29
10
29
17
16
3a
12a
15b/16
18
26
38a
38b
41
34
34
38
16
29 11 18
PUMP COVER (215)

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

(Pump Body Side)
37
PUMP BODY (200)

(Pump Cover Side)
16
18 11 29
37
(237)
26
47
16
26
46
37
37
38
(10)
11
43
43
12
7
3
(237)
47
29
47
29
11
16
43
16
16
26
47
46
5
37
18
43
(238)
26
43
16
5 8
37 29
18
16
(239)
(39)
43
43
2
7/6
43
45
8
43
3
4
4
3
2
43
43
4
(10)
43
47
(232)
(232)
45
(240)
45
45
(240)
25
25
9
10
25
20
GASKET (47)
(Case/Spacer plate)
GASKET (52)
(Spacer plate/Valve Body)
Figure 65
FOLDOUT 69
REVERSE
REVERSE INPUT
CLUTCH ASSEMBLY
2ND & 4TH

SERVO
EX
3-4 CLUTCH
FORWARD CLUTCH FEED
LUBE
3RD ACC
REAR LUBE
2ND CL
ORF ACC
20e
PR
CASE (8)
ACCUM
FILTERED AFL
D2
PR
LO/1ST
2ND
PR
38e
21
D4
ORIFICED D2
2ND
D4
D2
D3
34a
34b
41d
LO
VALVE BODY (60)

GASKET (52)
SPACER PLATE (48)
GASKET (47)
LO
41c
18a
ORIFICED D2
12c
FWD CL FEED
D2
D4-N.O.
12a
12d
12b
FWD CL FEED
PR
TEMP
SENSOR
41b
D4
D2
D4
D4
D2
LO
LO
D2
LO
D3
D4
D3
LO
D3-N.C.
12e
D2
D3
41a
D4
REV-N.O.
D2-N.C.
PR
LO/REV
EX
LINE
EX
REV INPUT
D4-3-2
D4
EX
EX
D4
EX
14b
38c
FORWARD
CLUTCH
ACCUMULATOR
LO-N.O.
17a
17b
18b
22
18
17
17c
15c
15b
16
PRESSURE
SWITCH
ASSEMBLY
#12
16
25h
25c
25e
25d
25b
24m
25
16
PR
EX
EX
AFL
D4
D4-3-2
EX
LO
O' EX
EX
38b
3-4 ACCUM
D4
20d
21
TORQUE SIG
EX
D2
EX
EX
2ND CL
2ND
24k
2ND CL
25a
25
24g
24f
36
#3
18
OVERRUN CL FD
35e
35d
35c
39
36a
36
35b
ACCUM
20c
9f
17f
11a
17g
9d
10
33a
D3
3-4 ACC
SERVO FD
2ND
EX
AFL
REVERSE
EX
REV INPUT
EX
EX
D3
2ND
2ND
20
#8
2ND CL
31a
EX
EX
EX
EX
EX
3-4 CL
OVERRUN
3-4 CL
LINE
2ND CL
OVERRUN
3RD ACC
35a
31b
9c
AFL
EX
EX
D3
2ND CL
33c
37a
9e
AFL
31c
9b
9a
34f
25f
34e
34d
D3
BOOST VALVE
3-4 SIG
PRESS REG
CONV FD
LINE
OVERRUN CLUTCH
CC SIGNAL
EX
INTAKE
REVERSE INPUT
CONV FD
34c
29e
TORQUE SIG
3RD ACC
OVERRUN
2ND CL
4TH
DECREASE
APPLY
OVERRUN CLUTCH
FWD CL FEED
RELEASE
REVERSE INPUT
LUBE
CASE (8)
LUBE
COOLER
EX
14a
38a
LO/1ST
INTAKE
#6
2ND
Figure 66
23
14c
CC SIGNAL
LO/REV
FWD CL FD
27
REV INPUT
43c
26
42b
LO OVERRUN
REVERSE
2ND CL
OVERRUN
70
D3
#5
24a
44a
44
BOTTOM
PAN
(SUMP)
(75)
CASE (8)
PR
REV INPUT
FILTER
(72)
18c
SUCTION
CONVERTER & LUBE
MAINLINE
SOLENOID SIGNAL
ACCUMULATOR
ACTUATOR FEED LIMIT
TORQUE SIGNAL
FWD CL FEED
15a
2ND
LINE
3a
24c
24b
ORIFICED EX
EX
R N D
EX
REVERSE
22 10c
25
24e
24d
ON
ACTUATOR FEED LIMIT
3c
D4-3-2
LINE
SOL A
N.O.
12
29g 28
24f
17d
MANUAL VALVE
28a
FLUID PRESSURES
#2
3b
28
9k
42a
EX
CC SIGNAL
16a
29f
REVERSE
REV INPUT
2ND
SIGNAL A
10
13b
1-2 SHIFT VALVE
FILTER
(51)
28
9n
15d
LINE
TCC
SOLENOID
(66)
N.O.
10
OVERRUN CLUTCH
FILTER
(49)
10a
LO/1ST
FORWARD ABUSE
3RD ACC
ACTUATOR FEED LIMIT
AFL
OFF
FILTERED
10d
ON
SIGNAL A
ORIFICED EX
3-2 CONTROL
29b
EX
3-2
CONT
SOL
N.C.
9g
SOL B
N.O.
29a
3-4 CL
29
23 10b
EX
29c
2-3 SHUTTLE
D4-3-2
REV INPUT
3-2 SIG
14
3-2 SIG
40b
40a
13a
3-4 SIG
3-4 CL
15
38d
3-4 CL
29d
TORQUE SIG
REV ABUSE
3-2 DOWNSHIFT
30
20b
2ND CL
33b
13
27c 29
#4
3-4 CL
27b
9m
9h
17e
ACTUATOR FEED LIMIT

SIGNAL B
4TH SIG
3-4 SIG
2ND
AFL
20a
D4
2ND
ACCUMULATOR
D2
SIGNAL A
29
25g
3-4 SHIFT VALVE
EX
(237)
30a
27d
22a
PUMP
ASSEMBLY
(4)
SIGNAL A
18
VALVE BODY (60)

3-4 ACCUM
2-3 SHIFT VALVE
3-4 SIG
D3
#1
1-2 ACCUMULATOR
4TH
3-4 ACCUM
D4
EX
OVERRUN CL FD
19
2ND CL
ACCUM VALVE
4-3 SEQUENCE VALVE
EX
22b
EX
3-4 RELAY
EX
ACCUMULATOR
EX
ORF EX
27a
(237)
FILTER
(92)
44
32a
LINE
LINE
PRESSURE
TAP
(39)
(238)
43b
(239)
OIL
COOLER
PIPE
CONNECTOR
(10)
2ND
4TH SIG
30b
2ND CL
3-4 ACCUM
OVERRUN CL
SERVO FD
SERVO FD
PRESSURE
CONTROL
SOLENOID
ACTUATOR FEED LIMIT
43a
COOLER
11b
10
11c
EX
FILTER
(232)
PRESSURE
RELIEF
VALVE
26b
31
3-4 ACCUMULATOR
3-4 ACCUM
FILTERED AFL
EX
LINE
CC SIG
LINE
CC SIG
EX
26a
AIR
BLEED
(240)
D3
FILTER
(50)
PR
LO/REV
32
LUBE
AFL
AFL
TORQUE SIGNAL
SERVO FEED
ORIFICED ACCUM
3-4 CL
OVERRUN CLUTCH
FORWARD CLUTCH FEED
COOLER
#10
2ND CL
OVERRUN
24
OVERRUN CLUTCH
21a
LUBE
39
21
REV INPUT
OVERRUN CLUTCH
2ND CL
4TH
APPLY
RELEASE
EX
#9
#7
11
LO & REVERSE
CLUTCH ASSEMBLY
EX
INPUT CLUTCH
HOUSING ASSEMBLY
TORQUE
CONVERTER
ASSEMBLY
REVERSE
2
(240)
(237)
16
16
47
29
3
3
29
3
16
16
40
11
15
29
29
47
18
18
22
27
47
24
14
34f
31
37
36
33
33
43
17
36
26
32
28
28
32
24f 24e
31a
33b
13a
28a
10b23
17f
20a
32a
25d
9a
47
#4
3b
10
38
12
SERVO BORE
29 29
16
40 28 29 29 16
(50)
15
#3
16
18
41
10
22
27
30
24 24
31
31
31
12
12
42
14
18
17
34
41
47
47
41
38
43
FORWARD
CLUTCH
ACCUMULATOR
BORE
33
37
26
36
17
25
26
36
26
25
33
32
47
35
17
10
43
20
20
CASE (8)
(Servo Bore)
17
9
25
9
11
25
20
21
21
21
3
9
25
23
11
21
25
10
24
35/39
28
25
20
33
37
44
25
31
33
43
11
24
25
14
13
24
38
34
31
20
3
9
35
32
25
24
24
24
42
22
27
24
24
14
22
24
(11)
12
43
41
34
29
34
31
18
34 13
22
25
11
12
17
42
44
17
38 41
27
30
10
25
25
18
44
28
#7/(40)
14
17
12
29
11
20
20
32
28
25
14
10
35
36
33
33
#12
41
18
17
16
29
15
29
10
24
39
39
43
43
13
24
40
15
22
24
24
12
34
29
30
34
24
10
27
24
15
34
38
12
44
41
13
35
25 25
25
42
34
27
30
14
38
41
3
28
40
42
44
18
34
14
12
17
17
38
15
38
29
14
18
12
11
25
47
VALVE BODY (60)

(Case Side)
12
17
18
18
29
15
29
22
17
17
12
9d/10
43
42
34
9b
24
42
38
41
34
29
29
10
26
43
34
12
38
40
40
25
13
40
38
29
16
34
41
18
47
21a
47
17
24
34
47
23
47
41

FLOW.
34
SPACER PLATE (48)

(Case/Valve Body)
NOTE:
13
38
15
29
20e/21
20d/21
24
24
3
#2
CASE (8)
(Valve Body Side)
35
25
44
(38)
43
10
27
31
15
20c
25g
25e
25
47
11
22
24
47
35
33
17
30 27
47
47
20
32
24
47
11a
9e
25
#5
20
31
20b
9c
11b
17 17
33
31
47
(49)
9f
#6
11
47
37
34
9k/10
25f
3c
21
24
17g
25h
#1
#8
30
9g
43 43
10a
24c
38e/39
47
3 26
25
28
36
10c/22
35b
35c/39
35e/36
35d/36
33a
36a
26a
26
47
47
25
11
14b
24a
27a 24d
11
25
25c
11
47
47
47
34c
37a
20
47
47
31b
43b/44
25
13b
34e
33c
43a
25b
34d
24b
43
42b
12e
22a
16 3
47 9
47
47
12d 14a
9h
11 29
25
9
14c
17e
18c
24k/25
26b
33
25
11
25
TO
LO/REVERSE
CLUTCH
33
25
9
31c
47
33
37
47
24h
35
15d
35a
22b
24g
25a
37
24m/25
47
39
47
26
27d
30a
24
25
27c/29
27b/29
30b
13
35
34
#10
47
10
(51)
11c
41a
18a
17b/18
17d
18b
12c
42a
44a
38d
17c
41c
41d
43c/44
9n/10
12
22
13
34
(92)
22
16a
9m
29e
47
14
18
10
47
47
17a/18
34b
29c
15a
29d
9
9
34a
12b
29b
29g/28
29a
12
24
34
27
30
44
37
CASE (8)
(Pump Cover Side)
41b
38c
40b
40a
10d
11
18
29f/28
15c/16
19
17
42
42
41
10
11
47
12
17
38
REAR
LUBE
14
12
29
10
29
17
16
3a
12a
15b/16
18
26
38a
38b
41
34
34
38
16
29 11 18
PUMP COVER (215)

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

(Pump Body Side)
37
PUMP BODY (200)

(Pump Cover Side)
37
16
18 11 29
37
(237)
47
16
47
26
(237)
29
26
46
43
37
37
(10)
(237)
11
43
7
3
46
5
37
18
8
29
47
37
11
43
(39)
37
16
26
47
46
43
(238)
26
43
26
16
5 8
37 29
18
16
(239)
43
2
16
7/6
43
5
7
43
16
45
8
43
3
4
(10)
43
2
43
43
4
47
(232)
(232)
4
8
47
47
4
45
(240)
45
45
(240)
PRESSURE RELIEF
VALVE BORE
25
25
9
10
25
20
GASKET (47)
(Case/Spacer plate)
GASKET (52)
Figure 67
FOLDOUT 71
NEUTRAL
Engine Running
REVERSE INPUT
CLUTCH ASSEMBLY
2ND & 4TH

SERVO
EX
3-4 CLUTCH
FORWARD CLUTCH FEED
LUBE
3RD ACC
ORIFICED D2
CASE (8)
ACCUM
14b
PR
PR
12d
12c
12b
FILTERED AFL
D2
D4
D2
D4
ORIFICED D2
2ND
PR
D3
34a
21
34b
VALVE BODY (60)

GASKET (52)
SPACER PLATE (48)
GASKET (47)
LO
D4
12e
FWD CL FEED
D2
PR
PR
LO/1ST
2ND
LO
38a
LO
41c
41b
38c
EX
14a
23
14c
42b
D2
27
EX
PR
LO/REV
41d
D3
D4
LINE
D4-3-2
LO
EX
O' EX
EX
3-4 ACCUM
D4
20d
21
AFL
EX
EX
EX
D4
D4
38b
D2
LO
41a
18
18a
D3
12a
17a
17b
18b
18
15c
17c
15b
25h
16
25c
25e
25d
25b
24m
25
16
D4
2ND
Figure 68
D4
D4-3-2
EX
EX
LO
D4
2ND
24k
2ND CL
25a
25
24g
24f
ACCUM
20c
9f
TORQUE SIG
EX
D3
D2
EX
3-4 ACC
SERVO FD
2ND
OVERRUN
AFL
REV INPUT
REVERSE
17f
11a
10
EX
EX
EX
EX
EX
EX
OVERRUN CL FD
36a
36
17g
9d
33a
AFL
EX
2ND
35e
35d
35c
39
31a
35a
31b
33c
9c
9b
37a
9e
AFL
EX
D3
2ND CL
EX
3-4 SIG
BOOST VALVE
EX
OVERRUN CLUTCH
CC SIGNAL
CONV FD
LINE
PRESS REG
EX
REVERSE INPUT
2ND CL
INTAKE
9a
34f
25f
34e
34d
D3
EX
EX
2ND CL
4TH
DECREASE
34c
3RD ACC
OVERRUN
REVERSE INPUT
31c
OVERRUN
D3
LUBE
29e
2ND
2ND CL
3-4 CL
RELEASE
36
LUBE
35b
APPLY
OVERRUN CLUTCH
FWD CL FEED
LINE
CONV FD
2ND CL
CASE (8)
TORQUE SIG
3-4 CL
3RD ACC
INTAKE
CC SIGNAL
INPUT
CASE (8)
COOLER
D4-N.O.
D4
D2
FWD CL FEED
REV
43c
26
24c
LO
D3-N.C.
24d
24a
44a
22 10c
25
24e
D2-N.C.
D2
D3
17d
EX
42a
FORWARD
CLUTCH
ACCUMULATOR
LO/REV
REV-N.O.
TEMP
SENSOR
LO-N.O.
LO/1ST
44
22
24b
17
PRESSURE
SWITCH
ASSEMBLY
#12
LO OVERRUN
24f
13b
SOL A
N.O.
SIGNAL A
16
#3
#8
REV INPUT
2ND CL
OVERRUN
72
FWD CL FD
20
#6
BOTTOM
PAN
(SUMP)
(75)
9k
28
#5
REV INPUT
FILTER
(72)
ACTUATOR FEED LIMIT
18c
SUCTION
CONVERTER & LUBE
MAINLINE
SOLENOID SIGNAL
ACCUMULATOR
ACTUATOR FEED LIMIT
TORQUE SIGNAL
FWD CL FEED
REVERSE
PR
D3
15a
FLUID PRESSURES
10
2ND
ORIFICED EX
EX
28a
LINE
3a
REVERSE
10a
FILTER
(49)
2ND
MANUAL VALVE
EX
3c
D4-3-2
29
23 10b
9g
ON
12
29g 28
30
#2
33b
SOL B
N.O.
1-2 SHIFT VALVE
R N D
9m
9h
38d
28
REVERSE
REV INPUT
16a
29f
AFL
20b
ON
D4-3-2
15d
FILTER
(51)
25g
17e
ACTUATOR FEED LIMIT

SIGNAL B
LO/1ST
9n
D4
2ND
ACCUMULATOR
D2
SIGNAL A
ORIFICED EX
10
3RD ACC
ACTUATOR FEED LIMIT
AFL
18
20a
FORWARD ABUSE
FILTERED
10d
#1
VALVE BODY (60)

3-4 ACCUM
2-3 SHUTTLE
3-4 SIG
3-2 CONTROL
LINE
3-2
CONT
SOL
N.C.
3-4 ACCUM
1-2 ACCUMULATOR
EX
29a
3-4 CL
19
29c
3-2 SIG
3-2 SIG
14
PR
LO/REV
13a
3-4 CL
3b
3-4 CL
29b
CC SIGNAL
2ND CL
REV INPUT
REV ABUSE
3-2 DOWNSHIFT
40a
LINE
#4
3-4 CL
40b
TCC
SOLENOID
(66)
N.O.
29
13
27c 29
2ND
15
EX
OVERRUN CLUTCH
4TH SIG
3-4 SIG
SIGNAL A
27b
TORQUE SIG
SIGNAL A
3-4 SHIFT VALVE
29d
EX
OFF
D3
EX
EX
(237)
30a
27d
22a
EX
3-4 ACCUMULATOR
D4
2-3 SHIFT VALVE
3-4 SIG
PUMP
ASSEMBLY
(4)
EX
EX
4TH
2ND CL
ACCUM VALVE
OVERRUN CL FD
22b
ACCUMULATOR
4-3 SEQUENCE VALVE
EX
27a
3-4 RELAY
32a
(237)
FILTER
(92)
(238)
ORF EX
43a
LINE
PRESSURE
TAP
(39)
LINE
(239)
OIL
COOLER
PIPE
CONNECTOR
(10)
30b
44
2ND CL
3-4 ACCUM
OVERRUN CL
SERVO FD
2ND
4TH SIG
PRESSURE
CONTROL
SOLENOID
43b
31
3-4 ACCUM
FILTERED AFL
ACTUATOR FEED LIMIT
SERVO FD
COOLER
FILTER
(232)
11b
10
11c
PRESSURE
RELIEF
VALVE
EX
26b
LINE
CC SIG
LINE
CC SIG
EX
26a
EX
D3
AIR
BLEED
(240)
32
FILTER
(50)
LUBE
AFL
COOLER
TORQUE SIGNAL
SERVO FEED
3-4 CL
OVERRUN CLUTCH
AFL
ORIFICED ACCUM
2ND CL
ORF ACC
APPLY
2ND CL
OVERRUN
FORWARD CLUTCH FEED
REAR LUBE
24
#10
20e
OVERRUN CLUTCH
21
LUBE
38e
OVERRUN CLUTCH
4TH
2ND CL
REV INPUT
RELEASE
EX
#9
21a
#7
39
11
LO & REVERSE
CLUTCH ASSEMBLY
EX
INPUT CLUTCH
HOUSING ASSEMBLY
TORQUE
CONVERTER
ASSEMBLY
NEUTRAL
Engine Running
2
PRESSURE RELIEF
VALVE BORE
(240)
47
47
26
37
46
(237)
16
37
16
(237)
47
29
3
29
16
16
40
11
15
29
29
47
18
18
22
27
47
24
14
34f
31
37
36
33
33
43
17
36
26
32
28
28
32
24f 24e
31a
33b
13a
28a
10b23
17f
20a
32a
25d
9a
47
#4
3b
10
38
12
SERVO BORE
29 29
16
40 28 29 29 16
(50)
15
#3
16
18
41
10
22
27
30
24 24
31
31
31
12
12
42
14
18
17
34
41
47
47
41
38
43
FORWARD
CLUTCH
ACCUMULATOR
BORE
33
37
26
36
17
25
26
36
26
25
33
32
47
35
17
10
43
20
20
CASE (8)
(Servo Bore)
17
9
25
9
11
25
20
21
21
21
3
9
25
23
11
21
25
10
24
35/39
28
25
20
33
37
44
25
31
33
43
11
24
25
14
13
24
38
34
31
20
3
9
35
32
25
24
24
24
42
22
27
24
24
14
22
24
(11)
12
43
41
34
29
34
31
18
34 13
22
25
11
12
17
42
44
17
38 41
27
30
10
25
25
18
44
28
#7/(40)
14
17
12
29
11
20
20
32
28
25
14
10
35
36
33
33
#12
41
18
17
16
29
15
29
10
24
39
39
43
43
13
24
40
15
22
24
24
12
34
29
30
34
24
10
27
24
15
34
38
12
44
41
13
35
25 25
25
42
34
27
30
14
38
41
3
28
40
42
44
18
34
14
12
17
17
38
15
38
29
14
18
12
11
25
47
VALVE BODY (60)

(Case Side)
12
17
18
18
29
15
29
22
17
17
12
9d/10
43
42
34
9b
24
42
38
41
34
29
29
10
26
43
34
12
38
40
40
25
13
40
38
29
16
34
41
18
47
21a
47
17
24
34
47
23
47
41

FLOW.
34
SPACER PLATE (48)

(Case/Valve Body)
NOTE:
13
38
15
29
20e/21
20d/21
24
24
3
#2
CASE (8)
(Valve Body Side)
35
25
44
(38)
43
10
27
31
15
20c
25g
25e
25
47
11
22
24
47
35
33
17
30 27
47
47
20
32
24
47
11a
9e
25
#5
20
31
20b
9c
11b
17 17
33
31
47
(49)
9f
#6
11
47
37
34
9k/10
25f
3c
21
24
17g
25h
#1
#8
30
9g
43 43
10a
24c
38e/39
47
3 26
25
28
36
10c/22
35b
35c/39
35e/36
35d/36
33a
36a
26a
26
47
47
25
11
14b
24a
27a 24d
11
25
25c
11
47
47
47
34c
37a
20
47
47
31b
43b/44
25
13b
34e
33c
43a
25b
34d
24b
43
42b
12e
22a
16 3
47 9
47
47
12d 14a
9h
11 29
25
9
14c
17e
18c
24k/25
26b
33
25
11
25
TO
LO/REVERSE
CLUTCH
33
25
9
31c
47
33
37
47
24h
35
15d
35a
22b
24g
25a
37
24m/25
47
39
47
26
27d
30a
24
25
27c/29
27b/29
30b
13
35
34
#10
47
10
(51)
11c
41a
18a
17b/18
17d
18b
12c
42a
44a
38d
17c
41c
41d
43c/44
9n/10
12
22
13
34
(92)
22
16a
9m
29e
47
14
18
10
47
47
17a/18
34b
29c
15a
29d
9
9
34a
12b
29b
29g/28
29a
12
24
34
27
30
44
37
CASE (8)
(Pump Cover Side)
41b
38c
40b
40a
10d
11
18
29f/28
15c/16
19
17
42
42
41
10
11
47
12
17
38
REAR
LUBE
14
12
29
10
29
17
16
3a
12a
15b/16
18
26
38a
38b
41
34
34
38
16
29 11 18
PUMP COVER (215)

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

(Pump Body Side)
37
PUMP BODY (200)

(Pump Cover Side)
16
18 11 29
37
(237)
26
47
16
26
46
37
37
38
(10)
11
43
43
12
7
3
(237)
47
29
47
29
11
16
43
16
16
26
47
46
5
37
18
43
(238)
26
43
16
5 8
37 29
18
16
(239)
(39)
43
43
2
7/6
43
45
8
43
3
4
4
3
2
43
43
4
(10)
43
47
(232)
(232)
45
(240)
45
45
(240)
25
25
9
10
25
20
GASKET (47)
(Case/Spacer plate)
GASKET (52)
Figure 69
FOLDOUT 73

REVERSE INPUT
CLUTCH ASSEMBLY
2ND & 4TH

SERVO
EX
11
#7
OVERRUN CLUTCH
OVERRUN CLUTCH
ORF ACC
3-4 ACCUM
D4
21a
20e
21
20c
20d
ACCUM
TORQUE SIG
ACCUM
CASE (8)
PR
EX
3-4 ACC
SERVO FD
2ND
D4-3-2
AFL
D4
43c
26
LO OVERRUN
D2
D4
27
42b
EX
PR
LO/REV
PR
EX
LO
D2
D4
EX
FILTERED AFL
EX
LO
O' EX
EX
24a
44a
44
LO/1ST
EX
EX
EX
EX
D4-3-2
D2
D3
OVERRUN
EX
REVERSE
ORIFICED ACCUM
9f
17f
11a
17g
9d
EX
EX
AFL
D4
D3
REV INPUT
23
14c
LO/REV
LO/1ST
14a
EX
38a
D2
LO
D3
FWD CL FEED
D2
PR
38e
39
21
PR
REV INPUT
D3
LO
VALVE BODY (60)

GASKET (52)
SPACER PLATE (48)
GASKET (47)
LO
41c
41b
FWD CL FEED
D2
2ND CL
18a
18
22
12a
17a
17b
18b
#12
18
17c
15b
15c
17
16
25h
9
16
25c
25d
25
16
25b
24m
#3
D4-N.O.
41a
D4
D2
D4
ORIFICED D2
D4
ORIFICED D2
2ND
D4
12b
34a
LO
D3-N.C.
34b
D2-N.C.
12c
41d
REV-N.O.
TEMP
SENSOR
12d
D4
LO-N.O.
PR
D2
D3
2ND
24k
2ND CL
25a
24f
24g
25
OVERRUN CL FD
35e
36a
36
20
PRESSURE
SWITCH
ASSEMBLY
12e
FORWARD
CLUTCH
ACCUMULATOR
D3
D4
EX
2ND
LO
LINE
2ND CL
2ND
2ND
38b
#8
38c
36
PR
35d
35c
10
33a
AFL
EX
EX
EX
EX
REV INPUT
#6
39
24c
2ND
Figure 70
17d
22 10c
25
24e
24d
2ND
FWD CL FD
35b
31a
35a
31b
33c
9b
9c
EX
EX
EX
R N D
25e
3-4 CL
3RD ACC
2ND CL
INTAKE
37a
9e
AFL
31c
EX
D3
2ND CL
3-4 CL
LINE
2ND CL
OVERRUN
9a
34f
25f
34e
34d
D3
BOOST VALVE
3-4 SIG
PRESS REG
CONV FD
LINE
OVERRUN CLUTCH
CC SIGNAL
EX
REVERSE INPUT
INTAKE
CONV FD
34c
29e
TORQUE SIG
3RD ACC
OVERRUN
REVERSE INPUT
2ND CL
4TH
DECREASE
APPLY
OVERRUN CLUTCH
FWD CL FEED
RELEASE
CC SIGNAL
EX
LUBE
CASE (8)
LUBE
COOLER
OVERRUN
74
CASE (8)
REVERSE
18c
BOTTOM
PAN
(SUMP)
(75)
24f
24b
D3
15a
#5
LINE
REV INPUT
FILTER
(72)
SOL A
N.O.
ON
ACTUATOR FEED LIMIT
9k
42a
SIGNAL A
FWD CL FEED
SUCTION
CONVERTER & LUBE
MAINLINE
SOLENOID SIGNAL
ACCUMULATOR
ACTUATOR FEED LIMIT
TORQUE SIGNAL
10
13b
ORIFICED EX
EX
EX
REVERSE
28a
3c
3a
2ND
LO/1ST
D4-3-2
28
LINE
FILTER
(49)
10a
1-2 SHIFT VALVE
MANUAL VALVE
12
29g 28
3b
#2
28
29
23 10b
14b
REVERSE
REV INPUT
16a
29f
ON
SIGNAL A
FORWARD ABUSE
FILTER
(51)
9n
38d
9g
SOL B
N.O.
EX
3RD ACC
ACTUATOR FEED LIMIT
AFL
D4-3-2
10
15d
CC SIGNAL
FLUID PRESSURES
OVERRUN CLUTCH
2-3 SHUTTLE
ORIFICED EX
3-2 CONTROL
FILTERED
10d
ACTUATOR FEED LIMIT

SIGNAL B
29a
3-2
CONT
SOL
N.C.
20b
13a
3-4 SIG
3-4 CL
EX
LINE
29c
REV INPUT
3-2 SIG
14
3-2 SIG
40b
40a
29b
TCC
SOLENOID
(66)
N.O.
3-4 CL
15
30
3-4 CL
17e
TORQUE SIG
REV ABUSE
3-2 DOWNSHIFT
2ND CL
#4
3-4 CL
33b
20a
13
27c 29
2ND
9m
9h
4TH SIG
3-4 SIG
D4
2ND
ACCUMULATOR
D2
AFL
27b
SIGNAL A
29
VALVE BODY (60)

3-4 ACCUM
30a
27d
22a
25g
3-4 SHIFT VALVE
29d
EX
OFF
SIGNAL A
EX
(237)
D3
1-2 ACCUMULATOR
EX
18
ACCUMULATOR
2-3 SHIFT VALVE
3-4 SIG
PUMP
ASSEMBLY
(4)
4TH
EX
OVERRUN CL FD
#1
2ND CL
ACCUM VALVE
4-3 SEQUENCE VALVE
EX
22b
EX
3-4 RELAY
27a
ORF EX
32a
(237)
FILTER
(92)
44
LINE
LINE
PRESSURE
TAP
(39)
(238)
43b
43a
(239)
OIL
COOLER
PIPE
CONNECTOR
(10)
30b
5
D4
2ND CL
3-4 ACCUM
OVERRUN CL
SERVO FD
2ND
4TH SIG
SERVO FD
COOLER
FILTER
(232)
PRESSURE
CONTROL
SOLENOID
ACTUATOR FEED LIMIT
EX
11b
10
11c
PRESSURE
RELIEF
VALVE
26b
3-4 ACCUM
FILTERED AFL
EX
LINE
CC SIG
LINE
CC SIG
EX
26a
AIR
BLEED
(240)
D3
31
3-4 ACCUM
32
19
EX
LUBE
FILTER
(50)
3-4 ACCUMULATOR
COOLER
AFL
AFL
TORQUE SIGNAL
SERVO FEED
3-4 CL
OVERRUN CLUTCH
FORWARD CLUTCH FEED
PR
LO/REV
2ND CL
24
#10
2ND CL
OVERRUN
REAR LUBE
LUBE
21
2ND CL
4TH
RELEASE
APPLY
REV INPUT
EX
#9
3-4 CLUTCH
FORWARD CLUTCH FEED
LUBE
3RD ACC
LO & REVERSE
CLUTCH ASSEMBLY
EX
INPUT CLUTCH
HOUSING ASSEMBLY
TORQUE
CONVERTER
ASSEMBLY

2
PRESSURE RELIEF
VALVE BORE
(240)
47
47
16
(237)
47
(237)
29
3
29
3
16
16
40
11
18
15
29
29
47
18
30
22
27
34
14
34f
31
37
36
33
33
17
36
26
32
28
28
32
24f 24e
31a
33b
13a
28a
10b23
17f
20a
32a
9e
25d
9a
47
#4
3b
10
38
12
SERVO BORE
29 29
16
40 28 29 29 16
(50)
15
#3
16
18
41
10
22
27
30
24 24
31
31
31
12
47
14
34
41
42
12
18
17
47
41
38
43
FORWARD
CLUTCH
ACCUMULATOR
BORE
33
37
26
36
17
26
36
25
25
32
47
35
17
10
43
20
20
CASE (8)
(Servo Bore)
17
9
25
9
11
25
20
21
21
21
3
9
25
33
11
21
23
35/39
28
25
25
33
37
44
26
20
10
24
25
25
25
9
31
33
43
11
24
25
14
13
24
38
34
31
20
3
9
35
32
25
24
24
24
42
22
27
24
24
14
22
24
(11)
12
43
41
34
29
34
31
18
34 13
22
25
11
12
17
42
44
17
38 41
27
30
10
25
25
18
44
28
#7/(40)
14
17
12
29
11
20
20
32
28
25
14
10
35
36
33
33
#12
41
18
17
16
29
15
29
10
24
39
39
43
43
13
24
40
15
22
24
24
12
34
29
30
34
24
10
27
24
15
34
38
12
44
41
13
35
25 25
25
42
34
27
30
14
38
41
3
28
40
42
44
18
34
14
12
17
17
38
15
38
29
14
18
12
11
25
47
VALVE BODY (60)

(Case Side)
12
17
18
18
29
15
29
22
17
17
12
9d/10
43
42
34
9b
24
42
38
41
34
29
29
10
26
43
34
12
38
40
40
25
13
40
38
29
16
34
41
18
47
21a
47
17
24
34
47
23
47
41

FLOW.
34
SPACER PLATE (48)

(Case/Valve Body)
NOTE:
13
38
15
29
20e/21
20d/21
24
24
3
#2
CASE (8)
(Valve Body Side)
35
25
44
(38)
43
10
27
31
15
20c
25g
25e
25
47
11
22
24
47
35
33
17
30 27
47
47
20
32
24
47
11a
11b
25
#5
20
31
20b
9c
3c
17 17
33
31
47
(49)
9f
#6
11
47
37
34
9k/10
25f
21
24
17g
25h
#1
#8
30
9g
43 43
10a
24c
38e/39
47
3 26
25
28
36
10c/22
35b
35c/39
35e/36
35d/36
33a
36a
26a
26
47
47
25
11
14b
24a
27a 24d
11
25
25c
11
47
47
47
34c
37a
20
47
47
31b
43b/44
25
13b
34e
33c
43a
25b
34d
24b
43
42b
12e
22a
16 3
47 9
47
47
12d 14a
9h
11 29
25
9
14c
17e
18c
24k/25
26b
33
25
11
25
TO
LO/REVERSE
CLUTCH
33
25
9
31c
47
33
37
47
24h
35
15d
35a
22b
24g
25a
43
26
27d
24m/25
47
39
37
27c/29
27b/29
30a
24
25
(51)
41a
18a
17b/18
17d
18b
12c
42a
44a
38d
17c
41c
41d
43c/44
9n/10
#10
47
24
16a
9m
29e
30b
13
18
10
47
47
17a/18
34b
29c
15a
29d
11c
47
10
35
34
19
12
22
47
(92)
22
13
40a
10d
34a
12b
29b
29g/28
29a
40b
41b
38c
15c/16
47
14
24
34
27
29f/28
12
11
18
44
17
42
42
41
10
11
47
12
17
38
REAR
LUBE
14
12
29
10
29
17
16
3a
12a
15b/16
18
37
CASE (8)
(Pump Cover Side)
38a
38b
41
34
34
38
16
26
PUMP COVER (215)

(Case Side)
38
41
29 11 18
38
16
PUMP COVER (215)

(Pump Body Side)
37
PUMP BODY (200)

(Pump Cover Side)
37
16
18 11 29
37
(237)
47
16
26
37
37
26
46
(237)
16
11
43
43
12
(10)
46
37
29
47
7
3
37
47
11
29
16
16
16
43
26
47
46
5
37
18
43
(238)
26
43
16
5 8
37 29
18
26
16
(239)
(39)
43
43
2
7/6
43
45
8
43
3
4
4
3
2
43
43
4
(10)
43
47
(232)
(232)
45
(240)
45
45
(240)
10
25
20
GASKET (47)
(Case/Spacer plate)
GASKET (52)
Figure 71
FOLDOUT 75

REVERSE INPUT
CLUTCH ASSEMBLY
2ND & 4TH

SERVO
EX
11
#7
OVERRUN CLUTCH
ORF ACC
20e
ACCUM
CASE (8)
PR
D4-3-2
AFL
EX
FILTERED AFL
EX
EX
PR
LO/REV
PR
LO/1ST
27
23
14c
LO/REV
14a
EX
ORIFICED D2
D2
38e
PR
D3
34a
39
21
PR
D4
REV INPUT
34b
LO
VALVE BODY (60)

GASKET (52)
SPACER PLATE (48)
GASKET (47)
LO
41c
41b
FWD CL FEED
FWD CL FEED
D2
41a
18a
22
12a
17a
#12
D4-N.O.
D4
12b
D4
D2
12d
12c
41d
LO
D3-N.C.
PR
D2
D3
D3
D2-N.C.
TEMP
SENSOR
D4
17b
18b
17c
15b
25h
15c
16
16
25c
25e
17
25d
25b
24m
25
18
2ND
18
24k
2ND CL
25a
25
2ND CL
REV-N.O.
#3
16
LO-N.O.
12e
FORWARD
CLUTCH
ACCUMULATOR
24g
PRESSURE
SWITCH
ASSEMBLY
2ND
LO
EX
D2
LO
D4
LINE
2ND CL
38a
D3
2ND
2ND
OVERRUN CL FD
35e
36a
35d
36
24f
38b
20
#8
38c
2ND
D4
ORIFICED D2
2ND
D2
D2
D4
EX
D4
EX
O' EX
EX
D4
EX
3-4 ACCUM
D4
21a
21
21
20c
20d
ACCUM
D4
D4-3-2
EX
LO
REV INPUT
REVERSE
TORQUE SIG
EX
D2
EX
EX
AFL
EX
ORIFICED ACCUM
9f
17f
11a
17g
9d
D3
3-4 ACC
SERVO FD
2ND
EX
OVERRUN
EX
EX
EX
10
33a
EX
EX
EX
EX
EX
EX
2ND CL
D3
31a
35a
31b
AFL
D3
3-4 CL
3-4 SIG
33c
37a
9b
9c
9e
AFL
31c
2ND CL
D3
9a
34f
25f
34e
34d
34c
29e
LINE
OVERRUN CLUTCH
CC SIGNAL
D3
LUBE
TORQUE SIG
3RD ACC
OVERRUN
REVERSE INPUT
2ND CL
43c
26
42b
LO/1ST
DECREASE
3-4 CL
44
LO OVERRUN
35c
REV INPUT
#6
39
PR
36
MANUAL VALVE
35b
R N D
4TH
OVERRUN
24a
44a
3RD ACC
CASE (8)
24b
FWD CL FD
PRESS REG
LO
2ND CL
2ND
CONV FD
LINE
2ND CL
4TH
RELEASE
BOOST VALVE
REVERSE INPUT
EX
INTAKE
24d
INTAKE
17d
24c
OFF
42a
22 10c
25
24e
13b
APPLY
OVERRUN CLUTCH
FWD CL FEED
CONV FD
RELEASE
CC SIGNAL
SOL A
N.O.
24f
2ND
CASE (8)
9k
10
FILTER
(49)
LUBE
COOLER
SIGNAL A
Figure 72
REVERSE
18c
OVERRUN
76
15a
REV INPUT
BOTTOM
PAN
(SUMP)
(75)
LO/1ST
ACTUATOR FEED LIMIT
EX
REVERSE
LINE
#5
FWD CL FEED
29
23 10b
3c
3a
38d
28
12
29g 28
#2
20b
14b
REVERSE
REV INPUT
28
30
ORIFICED EX
EX
17e
10a
29f
SIGNAL A
FORWARD ABUSE
FILTER
(51)
33b
9g
ON
EX
3RD ACC
ACTUATOR FEED LIMIT
9n
D4-3-2
3-2 CONTROL
AFL
10
FILTERED
LINE
9m
9h
20a
SOL B
N.O.
1-2 SHIFT VALVE
3-4 CL
10d
3-2
CONT
SOL
N.C.
AFL
29a
3-2 SIG
29c
D4
2ND
ACCUMULATOR
D2
14
40a
3-2 SIG
25g
ACTUATOR FEED LIMIT

SIGNAL B
2-3 SHUTTLE
ORIFICED EX
3-4 CL
2ND CL
13a
REV ABUSE
18
VALVE BODY (60)

3-4 ACCUM
2ND CL
15d
FILTER
(72)
#1
D4-3-2
REV INPUT
2ND
3-2 DOWNSHIFT
28a
3-4 CL
40b
1-2 ACCUMULATOR
3-4 SIG
3-4 ACCUM
19
EX
ACCUMULATOR
#4
3-4 CL
3b
SUCTION
CONVERTER & LUBE
MAINLINE
SOLENOID SIGNAL
ACCUMULATOR
ACTUATOR FEED LIMIT
TORQUE SIGNAL
15
FLUID PRESSURES
13
27c 29
27b
SIGNAL A
29
4TH SIG
3-4 SIG
29d
OVERRUN CLUTCH
CC SIGNAL
30a
27d
22a
16a
LINE
3-4 ACCUMULATOR
D4
2-3 SHIFT VALVE
3-4 SHIFT VALVE
29b
TCC
SOLENOID
(66)
N.O.
SIGNAL A
TORQUE SIG
D3
PRESSURE
CONTROL
SOLENOID
4TH
22b
3-4 ACCUM
FILTERED AFL
OVERRUN CL FD
3-4 SIG
31
ACCUM VALVE
4-3 SEQUENCE VALVE
EX
3-4 RELAY
27a
FILTER
(50)
EX
(237)
FILTER
(92)
ORF EX
EX
EX
OFF
43a
EX
EX
44
(237)
PUMP
ASSEMBLY
(4)
LINE
PRESSURE
TAP
(39)
EX
2ND
4TH SIG
32a
43b
SERVO FD
30b
LINE
(238)
(239)
OIL
COOLER
PIPE
CONNECTOR
(10)
2ND CL
3-4 ACCUM
OVERRUN CL
SERVO FD
FILTER
(232)
COOLER
11b
10
11c
PRESSURE
RELIEF
VALVE
ACTUATOR FEED LIMIT
D3
EX
26b
EX
LINE
CC SIG
LINE
CC SIG
AIR
BLEED
(240)
26a
32
AFL
PR
LO/REV
LUBE
AFL
TORQUE SIGNAL
SERVO FEED
EX
3-4 CL
OVERRUN CLUTCH
FORWARD CLUTCH FEED
2ND CL
2ND CL
OVERRUN
24
#10
APPLY
OVERRUN CLUTCH
COOLER
REAR LUBE
LUBE
REV INPUT
EX
#9
3-4 CLUTCH
FORWARD CLUTCH FEED
LUBE
3RD ACC
LO & REVERSE
CLUTCH ASSEMBLY
EX
INPUT CLUTCH
HOUSING ASSEMBLY
TORQUE
CONVERTER
ASSEMBLY

2
PRESSURE RELIEF
VALVE BORE
(240)
47
47
16
47
(237)
29
29
16
16
40
11
18
15
29
29
47
18
30
22
27
34
14
34f
31
37
36
33
33
17
36
26
32
28
28
32
28a
33b
10b23
17f
20a
32a
9a
47
10
40 28 29 29 16
15
38
12
SERVO BORE
29 29
16
41
10
24 24
31
31
31
33
37
26
36
17
34
41
47
47
41
38
43
FORWARD
CLUTCH
ACCUMULATOR
BORE
31
33
36
26
25
33
32
47
35
17
10
43
20
20
CASE (8)
(Servo Bore)
17
9
25
9
11
25
20
21
21
21
3
9
25
23
11
21
10
24
35/39
28
25
20
33
37
44
25
25
24
25
26
13
24
38
34
31
43
11
24
24
24
25
25
25
9
35
14
22
24
32
25
22
27
24
24
14
42
34
29
20
18
34 13
34
25
11
(11)
#7/(40)
12
43
41
44
28
12
17
42
44
17
38 41
22
31
18
27
30
10
25
#12
14
17
12
29
11
20
20
32
28
25
14
10
35
36
33
33
25
41
18
17
16
29
15
29
10
24
39
39
43
43
13
24
40
15
22
24
24
12
34
29
30
34
24
10
27
24
15
34
38
12
44
41
13
35
25 25
25
42
34
27
22
27
30
25
17
12
14
38
41
3
28
40
42
44
18
34
14
12
17
17
38
15
11
30
18
12
29
14
29
15
38
29
17
18
18
16
18
12
41
34
29
29
10
12
42
34
12
38
40
40
26
14
VALVE BODY (60)

(Case Side)
38
29
16
25
47
18
38
#3
22
17
17
12
9d/10
43
34
(50)
24
42
42
40
9b
47
47
41

FLOW.
13
43
18
SPACER PLATE (48)

(Case/Valve Body)
34
41
47
21a
23
17
24
34
#2
CASE (8)
(Valve Body Side)
34
15
47
44
(38)
NOTE:
13
38
9
29
#4
24
24
3
15
25
47
27
31
35
22
24
20e/21
20d/21
3b
25e
25d
11
20c
11a
9e
10
17
30 27
47
35
33
32
24
47
25g
20
20
31
20b
9c
11b
25
#5
47
17 17
33
31
47
(49)
9f
#6
11
47
37
34
9k/10
25f
21
24
30
9g
35b
35c/39
35e/36
35d/36
33a
3c
#1
#8
10a
24c
38e/39
36
10c/22
13a
47
3 26
25
28
43 43
17g
25h
25
47
43
24f 24e
31a
36a
26a
26
47
47
25
11
14b
24a
27a 24d
11
25
25c
11
47
47
47
34c
37a
20
47
47
31b
43b/44
25
13b
34e
33c
43a
25b
34d
24b
43
42b
12e
22a
16 3
47 9
47
47
12d 14a
9h
11 29
25
9
14c
17e
18c
24k/25
26b
33
25
11
25
TO
LO/REVERSE
CLUTCH
33
25
9
31c
47
33
37
47
24h
35
15d
35a
22b
24g
25a
43
26
27d
24m/25
47
39
37
27c/29
27b/29
30a
24
25
(51)
41a
18a
17b/18
17d
18b
12c
42a
44a
38d
17c
41c
41d
43c/44
9n/10
#10
47
24
16a
9m
29e
30b
13
18
10
47
47
17a/18
34b
29c
15a
29d
11c
47
10
35
34
19
12
22
47
(92)
22
13
40a
10d
34a
12b
29b
29g/28
29a
40b
41b
38c
15c/16
47
14
24
34
27
29f/28
12
11
18
44
17
42
42
41
10
11
47
12
17
38
REAR
LUBE
14
12
29
10
29
17
16
3a
12a
15b/16
18
37
CASE (8)
(Pump Cover Side)
38a
38b
41
34
34
38
16
3
3
26
PUMP COVER (215)

(Case Side)
38
41
29 11 18
38
37
16
PUMP COVER (215)

(Pump Body Side)
PUMP BODY (200)

(Pump Cover Side)
37
16
18 11 29
37
(237)
47
16
26
46
37
37
26
(237)
(237)
16
11
43
43
12
(10)
46
37
29
47
7
3
37
47
11
29
16
16
16
43
26
47
46
5
37
18
43
(238)
26
43
16
5 8
37 29
18
26
16
(239)
(39)
43
43
2
7/6
43
45
8
43
3
4
4
3
2
43
43
4
(10)
43
47
(232)
(232)
45
(240)
45
45
(240)
10
25
20
GASKET (47)
(Case/Spacer plate)
GASKET (52)
Figure 73
FOLDOUT 77

REVERSE INPUT
CLUTCH ASSEMBLY
ORF ACC
20e
AFL
ACCUM
CASE (8)
PR
FILTERED AFL
EX
PR
LO/1ST
38c
EX
38b
38a
D4
D2
38e
PR
D3
34a
21
39
34b
41d
LO
VALVE BODY (60)

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

SIGNAL B
AFL
REVERSE
18c
25g
2-3 SHUTTLE
D4-3-2
15a
Figure 74
D4
2ND
ACCUMULATOR
D2
EX
3RD ACC
ACTUATOR FEED LIMIT
LINE
#5
2ND CL
14b
3c
3a
18
3b
#2
VALVE BODY (60)

3-4 ACCUM
1-2 SHIFT VALVE
REVERSE
REV INPUT
28
#1
ORIFICED EX
3-2 CONTROL
AFL
3-4 CL
BOTTOM
PAN
(SUMP)
(75)
29f
12
29g 28
FILTERED
FILTER
(51)
OVERRUN
78
9n
3-4 ACCUM
1-2 ACCUMULATOR
FWD CL FEED
10
3-2
CONT
SOL
N.C.
3-2 SIG
3-4 CL
3-2 SIG
REV INPUT
FILTER
(72)
10d
19
3-4 SIG
EX
ACCUMULATOR
2-3 SHIFT VALVE
REV ABUSE
3-4 CL
29c
29a
3-4 ACCUMULATOR
2ND CL
14
LINE
2ND
40a
PRESSURE
CONTROL
SOLENOID
D4
PR
LO/REV
SIGNAL A
3-2 DOWNSHIFT
28a
SUCTION
CONVERTER & LUBE
MAINLINE
SOLENOID SIGNAL
ACCUMULATOR
ACTUATOR FEED LIMIT
TORQUE SIGNAL
40b
4TH SIG
3-4 SIG
15d
13
27c 29
#4
3-4 CL
15
REV INPUT
31
3-4 ACCUM
FILTERED AFL
3-4 SHIFT VALVE
TORQUE SIG
FLUID PRESSURES
SIGNAL A
29d
OVERRUN CLUTCH
CC SIGNAL
EX
FILTER
(50)
ACCUM VALVE
SIGNAL A
D3
16a
LINE
2ND CL
3-4 ACCUM
OVERRUN CL
SERVO FD
4-3 SEQUENCE VALVE
3-4 SIG
29
27b
30a
27d
22a
EX
TCC
SOLENOID
(66)
N.O.
OVERRUN CL FD
29b
OFF
EX
(237)
4TH
22b
EX
EX
FILTER
(92)
43a
3-4 RELAY
LINE
PRESSURE
TAP
(39)
EX
PUMP
ASSEMBLY
(4)
(237)
EX
EX
27a
44 ORF
43b
SERVO FD
2ND
4TH SIG
30b
5
32a
AFL
ACTUATOR FEED LIMIT
(238)
11b
10
11c
(239)
OIL
COOLER
PIPE
CONNECTOR
(10)
LINE
FILTER
(232)
26b
PRESSURE
RELIEF
VALVE
EX
LINE
CC SIG
LINE
CC SIG
D3
EX
AIR
BLEED
(240)
EX
COOLER
26a
32
AFL
TORQUE SIGNAL
SERVO FEED
LUBE
3-4 CL
OVERRUN CLUTCH
FORWARD CLUTCH FEED
2ND CL
2ND CL
OVERRUN
24
#10
APPLY
OVERRUN CLUTCH
COOLER
REAR LUBE
LUBE
REV INPUT
EX
#7
#9
3-4 CLUTCH
FORWARD CLUTCH FEED
LUBE
3RD ACC
11
LO & REVERSE
CLUTCH ASSEMBLY
EX
EX
INPUT CLUTCH
HOUSING ASSEMBLY
2ND & 4TH

SERVO
TORQUE
CONVERTER
ASSEMBLY

2
PRESSURE RELIEF
VALVE BORE
(240)
47
47
29
11
40
18
29
29
47
17
38
18
30
22
27
34
47
24
35
34
14
34f
24m/25
47
31
37
36
33
33
17
36
26
32
28
28
32
17f
20a
47
11
3b
10
12
15
#3
38
12
SERVO BORE
29 29
16
41
10
24 24
31
31
31
33
37
26
36
17
34
41
47
14
47
41
38
43
FORWARD
CLUTCH
ACCUMULATOR
BORE
31
33
36
26
25
33
32
47
35
17
10
43
20
20
CASE (8)
(Servo Bore)
17
9
25
9
11
25
20
21
21
21
3
9
25
23
11
21
10
24
35/39
28
25
20
33
37
44
25
25
24
25
26
13
24
38
34
31
43
11
24
24
24
25
25
25
9
35
14
22
24
32
25
22
27
24
24
14
42
34
29
20
18
34 13
34
25
11
(11)
#7/(40)
12
43
41
44
28
12
17
42
44
17
38 41
22
31
18
27
30
10
25
#12
14
17
12
29
11
20
20
32
28
25
14
10
35
36
33
33
25
41
18
17
16
29
15
29
10
24
39
39
43
43
13
24
40
15
22
24
24
12
34
29
30
34
24
10
27
24
15
34
38
12
44
41
13
35
25 25
25
42
34
27
22
27
30
25
12
17
12
42
38
41
3
28
40
42
44
18
34
14
12
17
17
38
15
11
30
18
12
29
14
29
15
38
29
17
18
18
16
18
12
41
34
29
29
10
14
34
12
38
40
40
26
17
VALVE BODY (60)

(Case Side)
38
29
16
25
47
47
41

FLOW.
22
18
38
(50)
17
34
9d/10
47
43
42
40
9b
24
42
40 28 29 29 16
SPACER PLATE (48)

(Case/Valve Body)
34
13
43
#2
CASE (8)
(Valve Body Side)
NOTE:
41
18
47
21a
23
17
24
34
47
44
(38)
34
15
29
#4
13
38
20c
20e/21
20d/21
24
24
3
15
25
47
27
31
35
22
24
25g
25e
25d
9a
10
17
30 27
47
35
33
32
24
47
11a
9e
25
47
(49)
9f
20
20
31
33
31
#5
47
17 17
20b
9c
11b
32a
3c
21
25
47
43
33b
#6
11
47
37
34
9k/10
25f
25h
#1
24
10b23
9g
25c
11
47
#8
30
24c
36
10a
35b
35c/39
35e/36
35d/36
33a
47
3 26
25
28
43 43
17g
28a
26a
26
47
47
25
11
14b
10c/22
13a
38e/39
11
25
24a
27a 24d
24f 24e
31a
36a
20
47
47
34c
37a
25
31b
43b/44
25b
47
47
34e
33c
43a
24b
43
42b
22a
13b
24k/25
26b
33
25
11
25
TO
LO/REVERSE
CLUTCH
33
25
9
31c
47
33
37
47
24h
35
34d
35a
22b
24g
25a
43
26
27d
30a
39
37
27c/29
27b/29
47 9
47
47
12e
9h
16 3
25
9
14c
12d 14a
18c
#10
24
25
(51)
30b
13
15d
18a
17b/18
17d
18b
12c
42a
44a
38d
17c
41c
41d
43c/44
9n/10
11c
47
10
16a
9m
29e
41a
17e
11 29
10
47
47
17a/18
34b
29c
15a
29d
12
22
47
(92)
22
13
19
47
14
24
34
27
40a
10d
40b
34a
12b
29b
29g/28
29a
15c/16
41b
38c
12
11
18
44
17
42
42
41
10
47
12
12
29
15
11
14
16
10
REAR
LUBE
18
CASE (8)
(Pump Cover Side)
16
17
37
16
29f/28
15b/16
18
3a
12a
34
34
38
29
26
38a
38b
41
3
16
29 11 18
PUMP COVER (215)

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

(Pump Body Side)
PUMP BODY (200)

(Pump Cover Side)
37
16
18 11 29
37
(237)
47
16
47
26
(237)
1
26
46
29
(10)
16
(237)
37
37
38
11
43
43
12
(237)
16
46
37
29
47
29
37
47
11
16
43
16
16
5
37
18
43
(39)
26
47
46
16
(238)
26
43
5 8
37 29
18
26
16
(239)
43
43
2
7/6
43
45
8
43
3
4
4
3
2
43
43
4
(10)
43
47
(232)
(232)
45
(240)
45
45
(240)
10
25
20
GASKET (47)
(Case/Spacer plate)
GASKET (52)
Figure 75
FOLDOUT 79

REVERSE INPUT
CLUTCH ASSEMBLY
2ND & 4TH

SERVO
TORQUE
CONVERTER
ASSEMBLY
INPUT CLUTCH
HOUSING ASSEMBLY
LO & REVERSE
CLUTCH ASSEMBLY
ORF ACC
20e
CASE (8)
PR
D4-3-2
AFL
D4
D2
EX
PR
14a
38c
EX
38b
38a
D2
LO
D4
D2
38e
PR
D3
34a
21
39
34b
41d
LO
VALVE BODY (60)

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

SIGNAL B
Figure 76
2ND CL
2-3 SHUTTLE
FORWARD ABUSE
LINE
#5
3a
OVERRUN
80
3b
18
14b
BOTTOM
PAN
(SUMP)
(75)
REV INPUT
FILTER
(72)
#2
3c
EX
3RD ACC
ACTUATOR FEED LIMIT
REVERSE
REV INPUT
28
12
29g 28
FWD CL FEED
29f
D4-3-2
FILTER
(51)
SUCTION
CONVERTER & LUBE
MAINLINE
SOLENOID SIGNAL
ACCUMULATOR
ACTUATOR FEED LIMIT
TORQUE SIGNAL
LINE
9n
15d
AFL
10
28a
FLUID PRESSURES
FILTERED
D4
2ND
ACCUMULATOR
D2
1-2 SHIFT VALVE
3-2 CONTROL
10d
#1
VALVE BODY (60)

3-4 ACCUM
ORIFICED EX
3-4 CL
3-4 ACCUM
1-2 ACCUMULATOR
3-2 SIG
3-2
CONT
SOL
N.C.
29c
14
3-4 CL
3-2 SIG
19
3-4 SIG
EX
ACCUMULATOR
CC SIGNAL
29a
3-4 CL
40a
REV ABUSE
3-2 DOWNSHIFT
PR
LO/REV
2ND CL
D4
3-4 ACCUMULATOR
40b
13
27c 29
#4
3-4 CL
2ND
REV INPUT
SIGNAL A
4TH SIG
3-4 SIG
16a
LINE
D3
29
27b
EX
TCC
SOLENOID
(66)
N.O.
SIGNAL A
PRESSURE
CONTROL
SOLENOID
2-3 SHIFT VALVE
3-4 SHIFT VALVE
15
OVERRUN CLUTCH
30a
27d
22a
29b
ON
TORQUE SIG
3-4 SIG
29d
EX
3-4 ACCUM
FILTERED AFL
4TH
OVERRUN CL FD
31
ACCUM VALVE
4-3 SEQUENCE VALVE
EX
EX
(237)
EX
EX
2ND CL
3-4 ACCUM
OVERRUN CL
SERVO FD
3-4 RELAY
PUMP
ASSEMBLY
(4)
FILTER
(92)
ORF EX
22b
LINE
PRESSURE
TAP
(39)
EX
SERVO FD
2ND
4TH SIG
27a
(237)
44
43a
43b
30b
32a
ACTUATOR FEED LIMIT
(238)
LINE
(239)
OIL
COOLER
PIPE
CONNECTOR
(10)
COOLER
26b
11b
10
11c
LINE
CC SIG
LINE
CC SIG
FILTER
(232)
AFL
FILTER
(50)
26a
PRESSURE
RELIEF
VALVE
D3
EX
AIR
BLEED
(240)
EX
32
AFL
TORQUE SIGNAL
SERVO FEED
2ND CL
LUBE
3-4 CL
OVERRUN CLUTCH
EX
2ND CL
FORWARD CLUTCH FEED
24
#10
OVERRUN
OVERRUN CLUTCH
COOLER
REAR LUBE
LUBE
APPLY
REV INPUT
EX
OVERRUN CLUTCH
#9
#7
3-4 CLUTCH
FORWARD CLUTCH FEED
LUBE
3RD ACC
11
EX
EX

2
PRESSURE RELIEF
VALVE BORE
(240)
47
47
(238)
16
40
18
15
29
29
47
17
38
18
30
22
27
34
13
47
24
35
34
14
34f
24m/25
47
31
37
36
33
33
17
36
26
32
28
28
32
#1
32a
20a
9a
47
25
11
#4
3b
38
12
SERVO BORE
10
40 28 29 29 16
12
15
#3
29 29
16
16
18
10
34
22
27
30
24 24
31
31
31
34
41
47
47
41
38
43
FORWARD
CLUTCH
ACCUMULATOR
BORE
33
37
26
36
17
26
36
26
25
25
33
32
47
35
17
10
43
20
20
CASE (8)
(Servo Bore)
17
9
25
9
11
25
20
21
21
21
3
9
25
23
11
21
25
10
24
35/39
28
25
20
33
37
44
25
25
25
9
31
33
43
11
24
25
14
13
24
38
34
31
20
3
9
35
32
25
24
24
24
42
22
27
24
24
14
22
24
(11)
12
43
41
34
29
34
31
18
34 13
22
25
11
12
17
42
44
17
38 41
27
30
10
25
25
18
44
28
#7/(40)
14
17
12
29
11
20
20
32
28
25
14
10
35
36
33
33
#12
41
18
17
16
29
15
29
10
24
39
39
43
43
13
24
40
15
22
24
24
12
34
29
30
34
24
10
27
24
15
34
38
12
44
41
13
35
25 25
25
42
34
27
30
17
12
14
38
41
3
28
40
42
44
18
11
14
12
17
17
41
38
29
14
18
12
38
15
12
17
18
18
29
15
29
25
12
42
VALVE BODY (60)

(Case Side)
41
34
29
29
10
14
34
12
38
40
40
26
47
18
38
(50)
22
17
17
34
9d/10
43
42
40
9b
24
42
18
47
21a
38
29
16
25
43
SPACER PLATE (48)

(Case/Valve Body)
34
41
13
15
29
47
47
17
24
34
25
23
47
41

FLOW.
34
15
20c
20e/21
20d/21
13
38
20b
9f
24
24
3
#2
CASE (8)
(Valve Body Side)
NOTE:
10
27
31
35
22
24
47
35
33
17
30 27
47
47
20
32
24
47
#5
20
31
44
(38)
17 17
33
31
34
25g
25e
25d
17f
#6
11
47
37
47
(49)
11a
9e
24
9k/10
9c
11b
25
47
33b
3c
21
#8
10b23
9g
36
30
24c
35b
35c/39
35e/36
35d/36
33a
47
3 26
25
28
43 43
10a
25f
25h
26
47
47
25
11
14b
10c/22
25c
11
47
43
9h
17g
28a
20
47
47
25
13a
38e/39
11
42b
24a
27a 24d
24f 24e
31a
36a
25
34c
37a
26a
24b
43
47
47
31b
43b/44
47 9
47
47
12e
22a
13b
34e
33c
43a
25b
34d
24k/25
26b
33
25
11
25
TO
LO/REVERSE
CLUTCH
33
25
9
31c
47
33
37
47
24h
35
25
9
14c
12d 14a
18c
35a
22b
24g
25a
43
26
27d
30a
39
37
27c/29
27b/29
30b
24
25
(51)
#10
47
10
15d
18a
17b/18
17d
18b
12c
42a
44a
38d
17c
41c
41d
43c/44
9n/10
11c
41a
17e
16 3
10
47
47
17a/18
16a
9m
29e
34b
29c
15a
29d
12
22
47
(92)
22
13
40b
40a
19
47
14
24
34
27
29g/28
29a
15c/16
10d
12b
29b
38c
12
11
18
44
17
42
42
41
10
11
47
12
12
29
29f/28
41b
34a
11 29
29
11
14
16
10
REAR
LUBE
18
16
17
16
3a
12a
15b/16
18
37
CASE (8)
(Pump Cover Side)
38a
38b
41
34
34
38
26
29
3
16
29 11 18
PUMP COVER (215)

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

(Pump Body Side)
37
PUMP BODY (200)

(Pump Cover Side)
37
16
16
18 11 29
37
(237)
47
1
47
(237)
26
46
29
26
(237)
(237)
16
37
37
38
(10)
11
43
43
12
7
3
37
29
47
29
46
47
11
37
16
16
43
16
26
47
46
43
26
5
37
18
43
26
16
16
5 8
37 29
18
(39)
(239)
43
43
43
2
7/6
43
45
3
4
4
3
2
43
43
4
(10)
43
47
(232)
(232)
45
(240)
45
45
(240)
10
25
20
GASKET (47)
(Case/Spacer plate)
GASKET (52)
Figure 77
FOLDOUT 81

REVERSE INPUT
CLUTCH ASSEMBLY
ORF ACC
20e
21a
20d
21
21
ACCUM
20c
AFL
CASE (8)
PR
FILTERED AFL
38c
EX
38b
38a
D4
D2
34a
38e
PR
D3
21
39
34b
LO
VALVE BODY (60)

GASKET (52)
SPACER PLATE (48)
GASKET (47)
LO
41c
41b
FWD CL FEED
FWD CL FEED
D2
41a
18a
12c
D4-N.O.
12a
17a
18
22
12d
12b
D4
D2
PR
41d
LO
D3-N.C.
12e
D2
D3
D3
D2-N.C.
TEMP
SENSOR
2ND
LO
D2
LO
D3
D4
LINE
EX
PR
D4
2ND
D4
ORIFICED D2
2ND
D2
D4
PR
LO/1ST
14a
D4
17b
17c
18b
17
16
25h
15c
15b
16
25c
25e
25d
25b
24m
LO-N.O.
#12
18
2ND
#3
25
24k
2ND CL
25a
25
ACCUM
D2
EX
PR
LO/REV
LO/REV
FORWARD
CLUTCH
ACCUMULATOR
24g
LO
EX
27
23
14c
LO/1ST
2ND CL
2ND
2ND
OVERRUN CL FD
35e
24f
36a
36
43c
26
42b
REV-N.O.
REV INPUT
D4-3-2
D4
EX
D4
EX
O' EX
EX
D4
35d
3-4 ACCUM
D4
EX
LO
EX
17g
D2
EX
REV INPUT
REVERSE
9f
17f
11a
EX
ACC
SERVO FD
2ND
3-4
D3
EX
AFL
EX
TORQUE SIG
EX
EX
OVERRUN
EX
EX
EX
EX
D3
35c
39
36
35b
ORIFICED ACCUM
9d
10
EX
EX
31a
33a
31b
AFL
EX
EX
EX
2ND CL
D4-3-2
D3
33c
9b
37a
9e
AFL
31c
9c
9a
2ND CL
D3
REVERSE INPUT
35a
34f
25f
34e
34d
34c
29e
3-4 CL
LUBE
LINE
3-4 SIG
4TH
2ND CL
3-4 CL
LO OVERRUN
PRESSURE
SWITCH
ASSEMBLY
TORQUE SIG
DECREASE
3RD ACC
OVERRUN
OVERRUN CLUTCH
CC SIGNAL
PRESS REG
CONV FD
LINE
CASE (8)
OVERRUN CLUTCH
4TH
2ND CL
RELEASE
OVERRUN
44
3RD ACC
2ND CL
BOOST VALVE
REVERSE INPUT
EX
INTAKE
24a
44a
INTAKE
APPLY
OVERRUN CLUTCH
FWD CL FEED
CONV FD
RELEASE
CC SIGNAL
24d
24c
17d
22 10c
25
24e
CASE (8)
LUBE
COOLER
24f
24b
ORIFICED D2
9k
42a
PR
2ND CL
EX
REVERSE
MANUAL VALVE
16
10
2ND
FWD CL FD
D3
REV INPUT
20
R N D
#8
29
23 10b
13b
OFF
#6
13a
2ND
REVERSE
18c
SOL A
N.O.
Figure 78
15a
#5
LINE
38d
14b
3c
3a
ORIFICED EX
EX
3b
SIGNAL A
#2
FILTER
(49)
REVERSE
REV INPUT
28
20b
ACTUATOR FEED LIMIT
28
FILTER
(51)
FORWARD ABUSE
3RD ACC
ACTUATOR FEED LIMIT
30
AFL
17e
10a
FILTERED
3-2 CONTROL
33b
9g
OFF
EX
9m
9h
3-4 CL
AFL
SOL B
N.O.
1-2 SHIFT VALVE
D4-3-2
25g
20a
LO/1ST
ORIFICED EX
12
29g 28
29f
3-2
CONT
SOL
N.C.
3-2 SIG
3-4 CL
3-2 SIG
REV ABUSE
18
ACTUATOR FEED LIMIT

SIGNAL B
D4-3-2
3-4 CL
9n
2ND CL
SIGNAL A
2ND CL
10
2ND
D4
2ND
ACCUMULATOR
D2
3-2 DOWNSHIFT
29c
10d
2-3 SHUTTLE
14
29a
4TH SIG
3-4 SIG
VALVE BODY (60)

3-4 ACCUM
#1
1-2 ACCUMULATOR
3-4 SIG
ACCUM
ACCUMULATOR
2-3 SHIFT VALVE
3-4
19
4TH
EX
3-4 ACCUMULATOR
PRESSURE
CONTROL
SOLENOID
D4
PR
LO/REV
40b
OVERRUN
82
SIGNAL A
3-4 ACCUM
FILTERED AFL
BOTTOM
PAN
(SUMP)
(75)
REV INPUT
FILTER
(72)
40a
FWD CL FEED
#4
3-4 CL
28a
13
27c 29
31
ACCUM VALVE
LINE
3-4 SIG
27b
CC SIGNAL
D3
15d
SUCTION
CONVERTER & LUBE
MAINLINE
SOLENOID SIGNAL
ACCUMULATOR
ACTUATOR FEED LIMIT
TORQUE SIGNAL
16a
LINE
FLUID PRESSURES
29
15
OVERRUN CLUTCH
3-4 SHIFT VALVE
30a
27d
22a SIGNAL A
29d
REV INPUT
EX
FILTER
(50)
TORQUE SIG
4-3 SEQUENCE VALVE
EX
TCC
SOLENOID
(66)
N.O.
EX
(237)
2ND
4TH SIG
OVERRUN CL FD
22b
SERVO FD
32a
EX
27a
2ND CL
3-4 ACCUM
OVERRUN CL
SERVO FD
3-4 RELAY
43a
29b
OFF
FILTER
(92)
EX
EX
EX
44 ORF
43b
30b
EX
ACTUATOR FEED LIMIT
LINE
PRESSURE
TAP
(39)
(237)
PUMP
ASSEMBLY
(4)
26b
11b
10
11c
LINE
CC SIG
LINE
CC SIG
FILTER
(232)
LINE
(238)
(239)
OIL
COOLER
PIPE
CONNECTOR
(10)
PRESSURE
RELIEF
VALVE
COOLER
D3
EX
26a
32
EX
AFL
AIR
BLEED
(240)
AFL
TORQUE SIGNAL
SERVO FEED
3-4 CL
OVERRUN CLUTCH
LUBE
EX
FORWARD CLUTCH FEED
2ND CL
2ND CL
OVERRUN
24
#10
APPLY
OVERRUN CLUTCH
COOLER
REAR LUBE
LUBE
REV INPUT
EX
#9
#7
3-4 CLUTCH
FORWARD CLUTCH FEED
LUBE
3RD ACC
11
LO & REVERSE
CLUTCH ASSEMBLY
EX
EX
INPUT CLUTCH
HOUSING ASSEMBLY
2ND & 4TH

SERVO
TORQUE
CONVERTER
ASSEMBLY

2
PRESSURE RELIEF
VALVE BORE
(240)
47
47
29
11
40
18
29
29
47
17
38
18
30
22
27
34
47
24
35
34
14
34f
24m/25
47
31
37
36
33
33
17
36
26
32
28
28
32
17f
20a
47
11
3b
10
12
15
#3
38
12
SERVO BORE
29 29
16
41
10
24 24
31
31
31
33
37
26
36
17
34
41
47
14
47
41
38
43
FORWARD
CLUTCH
ACCUMULATOR
BORE
31
33
36
26
25
33
32
47
35
17
10
43
20
20
CASE (8)
(Servo Bore)
17
9
25
9
11
25
20
21
21
21
3
9
25
23
11
21
10
24
35/39
28
25
20
33
37
44
25
25
24
25
26
13
24
38
34
31
43
11
24
24
24
25
25
25
9
35
14
22
24
32
25
22
27
24
24
14
42
34
29
20
18
34 13
34
25
11
(11)
#7/(40)
12
43
41
44
28
12
17
42
44
17
38 41
22
31
18
27
30
10
25
#12
14
17
12
29
11
20
20
32
28
25
14
10
35
36
33
33
25
41
18
17
16
29
15
29
10
24
39
39
43
43
13
24
40
15
22
24
24
12
34
29
30
34
24
10
27
24
15
34
38
12
44
41
13
35
25 25
25
42
34
27
22
27
30
25
12
17
12
42
38
41
3
28
40
42
44
18
34
14
12
17
17
38
15
11
30
18
12
29
14
29
15
38
29
17
18
18
16
18
12
41
34
29
29
10
14
34
12
38
40
40
26
17
VALVE BODY (60)

(Case Side)
38
29
16
25
47
47
41

FLOW.
22
18
38
(50)
17
34
9d/10
47
43
42
40
9b
24
42
40 28 29 29 16
SPACER PLATE (48)

(Case/Valve Body)
34
13
43
#2
CASE (8)
(Valve Body Side)
NOTE:
41
18
47
21a
23
17
24
34
47
44
(38)
34
15
29
#4
13
38
20c
20e/21
20d/21
24
24
3
15
25
47
27
31
35
22
24
25g
25e
25d
9a
10
17
30 27
47
35
33
32
24
47
11a
9e
25
47
(49)
9f
20
20
31
33
31
#5
47
17 17
20b
9c
11b
32a
3c
21
25
47
43
33b
#6
11
47
37
34
9k/10
25f
25h
#1
24
10b23
9g
25c
11
47
#8
30
24c
36
10a
35b
35c/39
35e/36
35d/36
33a
47
3 26
25
28
43 43
17g
28a
26a
26
47
47
25
11
14b
10c/22
13a
38e/39
11
25
24a
27a 24d
24f 24e
31a
36a
20
47
47
34c
37a
25
31b
43b/44
25b
47
47
34e
33c
43a
24b
43
42b
22a
13b
24k/25
26b
33
25
11
25
TO
LO/REVERSE
CLUTCH
33
25
9
31c
47
33
37
47
24h
35
34d
35a
22b
24g
25a
43
26
27d
30a
39
37
27c/29
27b/29
47 9
47
47
12e
9h
16 3
25
9
14c
12d 14a
18c
#10
24
25
(51)
30b
13
15d
18a
17b/18
17d
18b
12c
42a
44a
38d
17c
41c
41d
43c/44
9n/10
11c
47
10
16a
9m
29e
41a
17e
11 29
10
47
47
17a/18
34b
29c
15a
29d
12
22
47
(92)
22
13
19
47
14
24
34
27
40a
10d
40b
34a
12b
29b
29g/28
29a
15c/16
41b
38c
12
11
18
44
17
42
42
41
10
47
12
12
29
15
11
14
16
10
REAR
LUBE
18
CASE (8)
(Pump Cover Side)
16
17
37
16
29f/28
15b/16
18
3a
12a
34
34
38
29
26
38a
38b
41
3
16
29 11 18
PUMP COVER (215)

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

(Pump Body Side)
PUMP BODY (200)

(Pump Cover Side)
37
16
18 11 29
37
(237)
47
16
47
26
(237)
1
26
46
29
(10)
16
(237)
37
37
38
11
43
43
12
(237)
16
46
37
29
47
29
37
47
11
16
43
16
16
5
37
18
43
(39)
26
47
46
16
(238)
26
43
5 8
37 29
18
26
16
(239)
43
43
2
7/6
43
45
8
43
3
4
4
3
2
43
43
4
(10)
43
47
(232)
(232)
45
(240)
45
45
(240)
10
25
20
GASKET (47)
(Case/Spacer plate)
GASKET (52)
Figure 79
FOLDOUT 83

REVERSE INPUT
CLUTCH ASSEMBLY
OVERRUN CLUTCH
ORF ACC
20e
ACCUM
CASE (8)
PR
D4-3-2
FILTERED AFL
EX
PR
27
42b
EX
PR
LO/REV
EX
LO/1ST
43c
26
23
14c
LO/REV
LO/1ST
14a
38c
EX
38b
38a
D2
LO
D4
D2
38e
PR
D3
34a
21
39
34b
LO
VALVE BODY (60)

GASKET (52)
SPACER PLATE (48)
GASKET (47)
LO
41c
41a
FWD CL FEED
FWD CL FEED
D2
41b
18a
22
D4-N.O.
12a
17a
#12
12c
D4
D2
12d
12b
41d
LO
D3-N.C.
PR
D2
D3
D3
D2-N.C.
TEMP
SENSOR
12e
D3
FORWARD
CLUTCH
ACCUMULATOR
LO-N.O.
2ND
LO
D4
LINE
EX
PR
D4
2ND
D4
ORIFICED D2
2ND
D2
D4
D2
LO
D4
EX
O' EX
LO
3-4 ACCUM
D4
21a
21
21
20c
20d
ACCUM
EX
EX
EX
AFL
D4-3-2
D2
EX
D4
FWD CL FD
D4
17b
18b
17c
15b
15c
16
25h
16
25c
25e
25b
24m
25d
17
18
2ND
18
24k
2ND CL
25a
25
EX
3-4 ACC
SERVO FD
2ND
D3
AFL
REVERSE
EX
EX
24g
ORIFICED ACCUM
9f
17f
11a
EX
OVERRUN
EX
EX
D4
EX
EX
EX
EX
EX
EX
EX
TORQUE SIG
AFL
EX
2ND CL
2ND
OVERRUN CL FD
24f
35e
36a
36
2ND
17g
9d
10
33a
31a
35a
31b
33c
37a
9b
AFL
9e
31c
9c
9a
34f
25f
34e
2ND CL
LO OVERRUN
REV-N.O.
#3
25
2ND CL
4TH
34d
D3
REVERSE INPUT
2ND CL
LUBE
TORQUE SIG
CASE (8)
34c
PRESSURE
SWITCH
ASSEMBLY
DECREASE
D3
D3
LUBE
29e
35d
24a
44a
44
3-4 CL
LINE
PRESS REG
OVERRUN CLUTCH
CC SIGNAL
SIG
COOLER
3RD ACC
OVERRUN
3-4
REV INPUT
4TH
2ND CL
CONV FD
LINE
35c
39
36
35b
24b
RELEASE
APPLY
2ND
3-4 CL
24d
24c
OFF
OVERRUN
3RD ACC
2ND CL
MANUAL VALVE
BOOST VALVE
REVERSE INPUT
EX
INTAKE
17d
22 10c
25
24e
INTAKE
R N D
EX
REVERSE
13b
APPLY
OVERRUN CLUTCH
FWD CL FEED
CONV FD
RELEASE
CC SIGNAL
CASE (8)
24f
14b
REV INPUT
9k
10
SOL A
N.O.
ACTUATOR FEED LIMIT
FILTER
(49)
42a
ORIFICED D2
29
23 10b
ORIFICED EX
EX
13a
2ND CL
SIGNAL A
D4-3-2
1-2 SHIFT VALVE
PR
38d
28
LO/1ST
FORWARD ABUSE
16
20b
D4-3-2
30
2ND
17e
10a
EX
3RD ACC
ACTUATOR FEED LIMIT
P
20
33b
20a
D3
#8
ON
Figure 80
ORIFICED EX
REV INPUT
#6
9m
9h
9g
SOL B
N.O.
AFL
REVERSE
18c
D4
2ND
ACCUMULATOR
D2
25g
3-4
SIG
2ND CL
ACTUATOR FEED LIMIT

SIGNAL B
2-3 SHUTTLE
15a
OVERRUN
84
3-4 CL
#5
28a
LINE
AFL
3-4 CL
3-2 CONTROL
#2
REV ABUSE
FILTERED
VALVE BODY (60)

3-4 ACCUM
2-3 SHIFT VALVE
18
SIGNAL A
28
BOTTOM
PAN
(SUMP)
(75)
REVERSE
REV INPUT
REV INPUT
FILTER
(72)
3-2 SIG
3-2
CONT
SOL
N.C.
12
29g 28
3-4 CL
3-2 SIG
FWD CL FEED
2ND CL
16a
29f
#1
1-2 ACCUMULATOR
FILTER
(51)
3a
2ND
9n
4TH SIG
3-4 SIG
10
SIGNAL A
10d
D3
29b
3b
3-4 SIG
3-2 DOWNSHIFT
3c
29a
29c
3-4 ACCUM
ACCUMULATOR
19
D4
4TH
14
40a
LINE
29d
OVERRUN CL FD
EX
ACCUM VALVE
4-3 SEQUENCE VALVE
EX
15d
SUCTION
CONVERTER & LUBE
MAINLINE
SOLENOID SIGNAL
ACCUMULATOR
ACTUATOR FEED LIMIT
TORQUE SIGNAL
REV INPUT
13
27c 29
#4
3-4 CL
2ND CL
3-4 ACCUM
OVERRUN CL
SERVO FD
3-4 RELAY
PRESSURE
CONTROL
SOLENOID
3-4 SHIFT VALVE
SIGNAL A
29
40b
OVERRUN CLUTCH
CC SIGNAL
15
LINE
30a
27d
22a
27b
OFF
FLUID PRESSURES
SERVO FD
2ND
4TH SIG
22b
TORQUE SIG
27a
EX
(237)
EX
TCC
SOLENOID
(66)
N.O.
EX
EX
FILTER
(92)
PUMP
ASSEMBLY
(4)
(237)
EX
43a
EX
LINE
PRESSURE
TAP
(39)
ORF EX
44
32a
43b
31
3-4 ACCUM
FILTERED AFL
ACTUATOR FEED LIMIT
30b
D3
(238)
LINE
(239)
OIL
COOLER
PIPE
CONNECTOR
(10)
COOLER
11b
10
11c
FILTER
(232)
26b
PRESSURE
RELIEF
VALVE
EX
LINE
CC SIG
LINE
CC SIG
26a
EX
EX
AIR
BLEED
(240)
32
FILTER
(50)
3-4 ACCUMULATOR
LUBE
COOLER
AFL
3-4 CL
OVERRUN CLUTCH
AFL
TORQUE SIGNAL
SERVO FEED
PR
LO/REV
FORWARD CLUTCH FEED
2ND CL
2ND CL
24
#10
OVERRUN CLUTCH
OVERRUN
REAR LUBE
LUBE
REV INPUT
EX
EX
#9
LO & REVERSE
CLUTCH ASSEMBLY
#7
3-4 CLUTCH
FORWARD CLUTCH FEED
LUBE
ACC
3RD
11
EX
INPUT CLUTCH
HOUSING ASSEMBLY
2ND & 4TH

SERVO
TORQUE
CONVERTER
ASSEMBLY

2
PRESSURE RELIEF
VALVE BORE
(240)
47
47
16
47
(237)
29
29
16
16
40
11
18
15
29
29
47
18
30
22
27
34
14
34f
31
37
36
33
33
17
36
26
32
28
28
32
28a
33b
10b23
17f
20a
32a
9a
47
10
40 28 29 29 16
15
38
12
SERVO BORE
29 29
16
41
10
24 24
31
31
31
33
37
26
36
17
34
41
47
47
41
38
43
FORWARD
CLUTCH
ACCUMULATOR
BORE
31
33
36
26
25
33
32
47
35
17
10
43
20
20
CASE (8)
(Servo Bore)
17
9
25
9
11
25
20
21
21
21
3
9
25
23
11
21
10
24
35/39
28
25
20
33
37
44
25
25
24
25
26
13
24
38
34
31
43
11
24
24
24
25
25
25
9
35
14
22
24
32
25
22
27
24
24
14
42
34
29
20
18
34 13
34
25
11
(11)
#7/(40)
12
43
41
44
28
12
17
42
44
17
38 41
22
31
18
27
30
10
25
#12
14
17
12
29
11
20
20
32
28
25
14
10
35
36
33
33
25
41
18
17
16
29
15
29
10
24
39
39
43
43
13
24
40
15
22
24
24
12
34
29
30
34
24
10
27
24
15
34
38
12
44
41
13
35
25 25
25
42
34
27
22
27
30
25
17
12
14
38
41
3
28
40
42
44
18
34
14
12
17
17
38
15
11
30
18
12
29
14
29
15
38
29
17
18
18
16
18
12
41
34
29
29
10
12
42
34
12
38
40
40
26
14
VALVE BODY (60)

(Case Side)
38
29
16
25
47
18
38
#3
22
17
17
12
9d/10
43
34
(50)
24
42
42
40
9b
47
47
41

FLOW.
13
43
18
SPACER PLATE (48)

(Case/Valve Body)
34
41
47
21a
23
17
24
34
#2
CASE (8)
(Valve Body Side)
34
15
47
44
(38)
NOTE:
13
38
9
29
#4
24
24
3
15
25
47
27
31
35
22
24
20e/21
20d/21
3b
25e
25d
11
20c
11a
9e
10
17
30 27
47
35
33
32
24
47
25g
20
20
31
20b
9c
11b
25
#5
47
17 17
33
31
47
(49)
9f
#6
11
47
37
34
9k/10
25f
21
24
30
9g
35b
35c/39
35e/36
35d/36
33a
3c
#1
#8
10a
24c
38e/39
36
10c/22
13a
47
3 26
25
28
43 43
17g
25h
25
47
43
24f 24e
31a
36a
26a
26
47
47
25
11
14b
24a
27a 24d
11
25
25c
11
47
47
47
34c
37a
20
47
47
31b
43b/44
25
13b
34e
33c
43a
25b
34d
24b
43
42b
12e
22a
16 3
47 9
47
47
12d 14a
9h
11 29
25
9
14c
17e
18c
24k/25
26b
33
25
11
25
TO
LO/REVERSE
CLUTCH
33
25
9
31c
47
33
37
47
24h
35
15d
35a
22b
24g
25a
43
26
27d
24m/25
47
39
37
27c/29
27b/29
30a
24
25
(51)
41a
18a
17b/18
17d
18b
12c
42a
44a
38d
17c
41c
41d
43c/44
9n/10
#10
47
24
16a
9m
29e
30b
13
18
10
47
47
17a/18
34b
29c
15a
29d
11c
47
10
35
34
19
12
22
47
(92)
22
13
40a
10d
34a
12b
29b
29g/28
29a
40b
41b
38c
15c/16
47
14
24
34
27
29f/28
12
11
18
44
17
42
42
41
10
11
47
12
17
38
REAR
LUBE
14
12
29
10
29
17
16
3a
12a
15b/16
18
37
CASE (8)
(Pump Cover Side)
38a
38b
41
34
34
38
16
3
3
26
PUMP COVER (215)

(Case Side)
38
41
29 11 18
38
37
16
PUMP COVER (215)

(Pump Body Side)
PUMP BODY (200)

(Pump Cover Side)
37
16
18 11 29
37
(237)
47
16
26
46
37
37
26
(237)
(237)
16
11
43
43
12
(10)
46
37
29
47
7
3
37
47
11
29
16
16
16
43
26
47
46
5
37
18
43
(238)
26
43
16
5 8
37 29
18
26
16
(239)
(39)
43
43
2
7/6
43
45
8
43
3
4
4
3
2
43
43
4
(10)
43
47
(232)
(232)
45
(240)
45
45
(240)
10
25
20
GASKET (47)
(Case/Spacer plate)
GASKET (52)
Figure 81
FOLDOUT 85
(from Overdrive Range - Fourth Gear)

REVERSE INPUT
CLUTCH ASSEMBLY
ORF ACC
20e
21a
20d
21
21
ACCUM
20c
CASE (8)
PR
D4-3-2
EX
EX
FILTERED AFL
PR
LO/1ST
12d
12c
D4
D2
PR
38e
34a
21
39
D3
34b
FWD CL FEED
D2
VALVE BODY (60)
GASKET (52)
SPACER PLATE (48)
GASKET (47)
LO
41c
41b
12b
FWD CL FEED
41a
18a
LO
D4-N.O.
12a
PR
D2
D3
D4
D2
12e
41d
TEMP
SENSOR
2ND
LO
FORWARD
CLUTCH
ACCUMULATOR
D3
D2
LO
D4
EX
PR
D4
2ND
D4
ORIFICED D2
2ND
D2
D4
D2
LO
EX
PR
LO/REV
EX
D4
LINE
D3
LO
D3-N.C.
17a
18
22
38a
D4
17b
17c
18b
16
25h
15c
15b
16
25e
25d
24m
25b
17
18
2ND
25
24k
2ND CL
25a
25
D2-N.C.
24f
24g
LO-N.O.
REV-N.O.
#12
REV INPUT
ACCUM
D4
EX
O' EX
AFL
D4
EX
EX
EX
LO
2ND CL
2ND
2ND
OVERRUN CL FD
35e
36a
36
D2
EX
35d
3-4 ACCUM
D4
EX
ACC
SERVO FD
2ND
3-4
EX
AFL
REV INPUT
EX
9f
17f
11a
17g
10
EX
D3
EX
TORQUE SIG
EX
EX
ORIFICED ACCUM
9d
EX
EX
EX
EX
2ND CL
D3
REVERSE
3-4 CL
D4-3-2
EX
EX
EX
31a
33a
35a
31b
33c
9b
9c
AFL
D3
37a
9e
AFL
31c
9a
34f
25f
34e
2ND CL
D3
OVERRUN CLUTCH
34d
34c
LINE
OVERRUN
29e
TORQUE SIG
OVERRUN
3-4 CL
2ND CL
3-4 SIG
LUBE
3RD ACC
OVERRUN
36
35c
PRESSURE
SWITCH
ASSEMBLY
CASE (8)
REVERSE INPUT
39
38b
4TH
35b
38c
14a
DECREASE
3RD ACC
LO/REV
LO/1ST
25c
2ND CL
4TH
OVERRUN CLUTCH
CC SIGNAL
23
14c
RELEASE
PRESS REG
CONV FD
LINE
APPLY
27
42b
2ND CL
BOOST VALVE
REVERSE INPUT
EX
INTAKE
43c
26
INTAKE
44
APPLY
OVERRUN CLUTCH
FWD CL FEED
CONV FD
RELEASE
CC SIGNAL
24a
44a
24d
24c
CASE (8)
LUBE
17d
22 10c
25
24e
ORIFICED D2
COOLER
2ND CL
#3
16
42a
REV INPUT
24f
LO OVERRUN
D3
PR
20
9k
13b
#8
EX
REVERSE
10
#6
FWD CL FD
29
23 10b
13a
24b
REVERSE
18c
Figure 82
2ND
ACTUATOR FEED LIMIT
R N D
15a
OVERRUN
2ND
OFF
ORIFICED EX
EX
MANUAL VALVE
LINE
#5
SOL A
N.O.
3c
3a
SIGNAL A
REVERSE
REV INPUT
3b
38d
14b
#2
FILTER
(49)
28
FILTER
(51)
20b
28
FORWARD ABUSE
3RD ACC
ACTUATOR FEED LIMIT
10a
EX
3-2 CONTROL
AFL
D4-3-2
3-4 CL
30
9g
OFF
1-2 SHIFT VALVE
17e
LO/1ST
ORIFICED EX
FILTERED
16a
12
29g 28
3-2
CONT
SOL
N.C.
3-2 SIG
3-4 CL
3-2 SIG
29f
REV ABUSE
3-4 CL
9n
2ND CL
29c
10
14
29a
2ND
10d
33b
20a
SOL B
N.O.
D4-3-2
9m
9h
ACTUATOR FEED LIMIT

SIGNAL B
AFL
40b
4TH SIG
3-4 SIG
25g
2ND CL
18
SIGNAL A
2-3 SHUTTLE
#1
VALVE BODY (60)

3-4 ACCUM
D4
2ND
ACCUMULATOR
D2
3-4 SIG
1-2 ACCUMULATOR
ACCUMULATOR
2-3 SHIFT VALVE
ACCUM
3-4
4TH
19
D4
EX
SIGNAL A
PRESSURE
CONTROL
SOLENOID
ACCUM VALVE
D3
3-4 ACCUM
FILTERED AFL
3-4 ACCUMULATOR
3-4 SIG
OVERRUN CL FD
3-2 DOWNSHIFT
86
#4
3-4 CL
40a
BOTTOM
PAN
(SUMP)
(75)
EX
31
REV INPUT
FILTER
(72)
2ND CL
3-4 ACCUM
OVERRUN CL
SERVO FD
4-3 SEQUENCE VALVE
13
27c 29
FWD CL FEED
FILTER
(50)
SUCTION
CONVERTER & LUBE
MAINLINE
SOLENOID SIGNAL
ACCUMULATOR
ACTUATOR FEED LIMIT
TORQUE SIGNAL
27b
3-4 SHIFT VALVE
28a
FLUID PRESSURES
29
LINE
15d
SERVO FD
2ND
4TH SIG
15
22b
29d
CC SIGNAL
30a
27d
22a SIGNAL A
LINE
REV INPUT
EX
TCC
SOLENOID
(66)
N.O.
AFL
ACTUATOR FEED LIMIT
3-4 RELAY
TORQUE SIG
OVERRUN CLUTCH
32a
27a
EX
(237)
29b
OFF
FILTER
(92)
43a
EX
EX
EX
ORF EX
44
30b
43b
(237)
PUMP
ASSEMBLY
(4)
EX
D3
LINE
PRESSURE
TAP
(39)
(238)
LINE
26b
11b
10
11c
(239)
OIL
COOLER
PIPE
CONNECTOR
(10)
FILTER
(232)
LINE
CC SIG
LINE
CC SIG
EX
PRESSURE
RELIEF
VALVE
EX
AIR
BLEED
(240)
COOLER
26a
32
EX
LUBE
3-4 CL
CLUTCH
OVERRUN
AFL
TORQUE SIGNAL
SERVO FEED
COOLER
PR
LO/REV
FORWARD CLUTCH FEED
2ND CL
2ND CL
OVERRUN
#10
24
OVERRUN CLUTCH
REAR LUBE
LUBE
REV INPUT
EX
EX
#9
#7
3-4 CLUTCH
FORWARD CLUTCH FEED
LUBE
3RD ACC
11
LO & REVERSE
CLUTCH ASSEMBLY
EX
INPUT CLUTCH
HOUSING ASSEMBLY
2ND & 4TH

SERVO
TORQUE
CONVERTER
ASSEMBLY

2
PRESSURE RELIEF
VALVE BORE
(240)
47
47
47
18
30
22
27
47
24
35
34
14
34f
31
32
28
28
32
17f
20a
32a
9a
47
11
3b
24
13
24
34
41
13
43
10
40 28 29 29 16
12
9d/10
(50)
15
#3
47
14
34
41
47
14
17
12
42
12
18
38
9b
22
17
17
34
40
43
42
47
21a
24
42
18
15
47
47
17
24
34
25
23
38
15
29
#4
27
31
35
22
47
41
38
43
FORWARD
CLUTCH
ACCUMULATOR
BORE
47
44
(38)
#2
#12
10
24
20c
20e/21
20d/21
35
33
32
20b
47
47
20
17
30 27
47
#5
20
31
24
25g
25e
25d
25
47
11a
9e
17 17
33
31
47
(49)
9f
#6
11
47
37
34
9k/10
9c
11b
21
25
47
CASE (8)
(Valve Body Side)
SPACER PLATE (48)

(Case/Valve Body)
38
12
38
29
16
29 29
16
10
41

FLOW.
34
26
33
36
17
25
26
26
11
25
25
33
32
47
35
17
10
43
20
20
CASE (8)
(Servo Bore)
17
9
25
9
11
25
20
21
21
21
3
9
25
23
11
21
25
10
24
35/39
28
25
20
33
37
36
25
25
25
9
31
33
44
20
24
9
43
14
13
24
38
34
31
25
11
35
32
25
24
24
24
42
22
27
24
24
14
22
24
(11)
12
43
41
34
29
34
25
31
18
34 13
22
10
25
25
12
17
42
44
17
38 41
27
30
20
20
18
44
28
#7/(40)
14
17
12
29
11
10
24
39
32
28
25
14
10
41
18
17
16
29
15
29
35
36
33
33
37
24
39
43
43
13
31
31
31
25
26
24 24
40
15
22
24
24
12
34
29
30
34
24
10
27
24
15
34
38
12
44
41
13
35
25 25
25
42
34
27
22
38
41
3
28
40
42
44
18
34
14
12
17
17
38
15
10
27
30
18
12
11
30
14
29
15
29
NOTE:
16
18
38
29
17
18
18
34
29
29
41
12
38
40
40
12
34
41
SERVO BORE
VALVE BODY (60)

(Case Side)
43
33b
3c
#1
24
10b23
9g
25c
11
47
#8
30
24c
43 43
10a
35b
35c/39
35e/36
35d/36
33a
47
3 26
25
28
36
10c/22
25f
25h
26
47
47
25
11
14b
17g
28a
26a
9h
13a
38e/39
11
25
24a
27a 24d
24f 24e
31a
36a
20
47
47
34c
37a
25
31b
43b/44
25b
47
47
34e
33c
43a
24b
43
42b
12e
22a
13b
24k/25
26b
33
25
11
25
TO
LO/REVERSE
CLUTCH
33
25
9
31c
47
17
36
26
47
24h
35
33
37
26
36
33
33
43
34d
35a
22b
24g
25a
37
24m/25
47
39
37
27d
30a
24
25
27c/29
27b/29
47 9
47
47
12d 14a
18c
#10
30b
13
47
(51)
11c
47
10
15d
18a
17b/18
17d
18b
12c
42a
44a
38d
17c
41c
41d
43c/44
9n/10
12
22
13
34
(92)
22
16a
9m
29e
25
9
14c
17e
16 3
10
47
47
41a
34b
29c
15a
29d
47
14
24
34
27
40a
19
12
11
18
44
41
10
29g/28
29a
40b
9
9
17a/18
38c
15c/16
10d
12b
29b
11 29
29
17
42
42
18
29
17
38
18
15
11
12
12
29
47
37
CASE (8)
(Pump Cover Side)
41b
34a
29
11
14
40
10
REAR
LUBE
16
29f/28
15b/16
16
3a
12a
17
26
38a
38b
41
18
29 11 18
PUMP COVER (215)

(Case Side)
34
34
38
16
3
37
16
38
41
3
29
37
PUMP COVER (215)

(Pump Body Side)
38
12
16
16
16
18 11 29
37
(237)
47
3
3
26
47
26
46
29
47
16
(237)
(237)
PUMP BODY (200)

(Pump Cover Side)
(10)
(237)
16
37
43
29
11
43
37
29
46
47
37
16
43
37
5
37
18
43
11
16
(39)
16
16
8
29
26
47
46
43
18
(238)
26
37
26
16
(239)
43
43
2
7/6
43
45
8
43
3
4
4
3
2
43
43
4
(10)
43
47
(232)
(232)
45
(240)
45
45
(240)
10
25
20
GASKET (47)
(Case/Spacer plate)
GASKET (52)
Figure 83
FOLDOUT 87
(from Manual Third - Third Gear)

REVERSE INPUT
CLUTCH ASSEMBLY
OVERRUN CLUTCH
ORF ACC
20e
CASE (8)
PR
EX
EX
FWD CL FEED
2ND
D4
D2
PR
38e
39
21
PR
D4
2ND
D2
PR
LO/1ST
41c
VALVE BODY (60)

GASKET (52)
SPACER PLATE (48)
GASKET (47)
LO
D3
LO
FWD CL FEED
D2
41b
18a
18
12a
17a
D4-N.O.
12b
34a
D2
LO
LO
D3
D4
D2
12c
34b
D3
LO
D3-N.C.
12d
D2
D3
41a
D4
TEMP
SENSOR
PR
41d
D4
LINE
D2-N.C.
12e
FORWARD
CLUTCH
ACCUMULATOR
D4
ORIFICED D2
2ND
FILTERED AFL
D4
D2
EX
PR
LO/REV
EX
D4
D4-3-2
AFL
LO
D4
EX
O' EX
ACCUM
LO
3-4 ACCUM
D4
21a
21
20d
21
ACCUM
20c
D4-3-2
EX
EX
EX
D4
EX
D2
D3
EX
AFL
REV INPUT
REVERSE
EX
EX
17b
18b
17c
15b
15c
25h
25e
25c
22
18
25d
25b
24m
25
9f
17f
11a
17g
10
TORQUE SIG
33a
31a
EX
OVERRUN
EX
EX
EX
2ND CL
2ND
EX
EX
EX
EX
EX
EX
24k
2ND CL
25a
17
ORIFICED ACCUM
9d
35a
31b
AFL
EX
D3
33c
37a
9b
9c
AFL
9e
31c
2ND CL
SIG
3-4
9a
34f
25f
34e
2ND CL
D3
D3
2ND
2ND
25
34d
34c
3RD ACC
OVERRUN
TORQUE SIG
LUBE
29e
3-4 CL
24g
REV-N.O.
EX
LO-N.O.
38c
38b
38a
#12
OVERRUN CLUTCH
CC SIGNAL
CASE (8)
REVERSE INPUT
2ND CL
4TH
OVERRUN CL FD
35e
24f
36a
36
36
14a
DECREASE
35c
35d
LO/REV
LO/1ST
LINE
39
27
23
14c
PRESSURE
SWITCH
ASSEMBLY
PRESS REG
35b
LUBE
16
3-4 ACC
SERVO FD
2ND
EX
4TH
2ND CL
COOLER
CONV FD
LINE
43c
26
42b
16
3-4 CL
OVERRUN
LO OVERRUN
3RD ACC
44
24a
44a
2ND CL
24d
24c
24b
BOOST VALVE
REVERSE INPUT
EX
INTAKE
OFF
INTAKE
17d
22 10c
25
24e
APPLY
OVERRUN CLUTCH
FWD CL FEED
RELEASE
CONV FD
13b
CC SIGNAL
SOL A
N.O.
CASE (8)
24f
SIGNAL A
2ND
FWD CL FD
9k
10a
42a
Figure 84
10
REV INPUT
R N D
ORIFICED D2
OVERRUN
#3
2ND CL
FILTER
(49)
ORIFICED EX
EX
EX
REVERSE
13a
29
23 10b
LO/1ST
38d
28
ACTUATOR FEED LIMIT
PR
16
20b
MANUAL VALVE
ON
1-2 SHIFT VALVE
D4-3-2
30
9g
SOL B
N.O.
D4-3-2
17e
20
ORIFICED EX
REV INPUT
#8
33b
20a
2ND
FORWARD ABUSE
#6
9m
9h
14b
D3
AFL
ACTUATOR FEED LIMIT

SIGNAL B
25g
D4
2ND
ACCUMULATOR
D2
EX
3RD ACC
ACTUATOR FEED LIMIT
REVERSE
18c
3-4 CL
15a
2ND CL
REVERSE
REV INPUT
3-4 CL
3-2 CONTROL
AFL
REV ABUSE
FILTERED
VALVE BODY (60)

3-4 ACCUM
2-3 SHUTTLE
SIG
18
3-4
#1
SIGNAL A
2-3 SHIFT VALVE
3-4 ACCUM
19
EX
ACCUMULATOR
3-4 ACCUMULATOR
1-2 ACCUMULATOR
ACCUM VALVE
3-2 SIG
88
3-4 CL
3-2 SIG
3-2
CONT
SOL
N.C.
LINE
#5
D4
PR
LO/REV
2ND CL
4TH SIG
3-4 SIG
#2
28
SIGNAL A
FILTER
(51)
2ND
12
29g 28
28a
D3
16a
29f
9n
BOTTOM
PAN
(SUMP)
(75)
REV INPUT
FILTER
(72)
3-4 SIG
10
3b
3c
10d
3a
OVERRUN CL FD
29b
FWD CL FEED
29a
29c
4-3 SEQUENCE VALVE
EX
PRESSURE
CONTROL
SOLENOID
LINE
14
2ND CL
3-4 ACCUM
OVERRUN CL
SERVO FD
3-2 DOWNSHIFT
40a
31
3-4 ACCUM
FILTERED AFL
3-4 SHIFT VALVE
15
4TH
FILTER
(50)
#4
3-4 CL
3-4 RELAY
15d
29d
CC SIGNAL
SERVO FD
2ND
4TH SIG
SIGNAL A
29
13
27c 29
OVERRUN CLUTCH
SUCTION
CONVERTER & LUBE
MAINLINE
SOLENOID SIGNAL
ACCUMULATOR
ACTUATOR FEED LIMIT
TORQUE SIGNAL
REV INPUT
FLUID PRESSURES
LINE
30a
27d
22a
27b
TCC
SOLENOID
(66)
N.O.
40b
TORQUE SIG
EX
OFF
27a
AFL
ACTUATOR FEED LIMIT
22b
EX
(237)
EX
EX
FILTER
(92)
43a
PUMP
ASSEMBLY
(4)
(237)
EX
EX
LINE
PRESSURE
TAP
(39)
ORF EX
44
32a
43b
D3
30b
(238)
(239)
OIL
COOLER
PIPE
CONNECTOR
(10)
LINE
11b
10
11c
COOLER
FILTER
(232)
26b
PRESSURE
RELIEF
VALVE
EX
EX
EX
LINE
CC SIG
LINE
CC SIG
32
26a
AFL
AIR
BLEED
(240)
TORQUE SIGNAL
SERVO FEED
LUBE
2ND CL
3-4 CL
OVERRUN CLUTCH
2ND CL
FORWARD CLUTCH FEED
OVERRUN
#10
24
OVERRUN CLUTCH
REAR LUBE
LUBE
APPLY
RELEASE
REV INPUT
COOLER
EX
#9
LO & REVERSE
CLUTCH ASSEMBLY
#7
3-4 CLUTCH
FORWARD CLUTCH FEED
LUBE
ACC
3RD
11
EX
INPUT CLUTCH
HOUSING ASSEMBLY
2ND & 4TH

SERVO
TORQUE
CONVERTER
ASSEMBLY

2
PRESSURE RELIEF
VALVE BORE
(240)
47
47
11
18
15
29
29
47
12
17
38
18
30
22
27
34
47
24
14
34f
24m/25
47
31
37
36
33
33
17
36
26
32
28
28
32
28a
33b
10b23
17f
20a
32a
9a
47
#4
3b
10
38
12
SERVO BORE
29 29
16
40 28 29 29 16
(50)
15
#3
16
18
41
10
14
12
18
34
41
47
14
17
12
42
47
41
38
43
FORWARD
CLUTCH
ACCUMULATOR
BORE
22
27
30
24 24
31
31
31
33
26
36
17
26
11
33
32
47
35
17
10
43
20
20
CASE (8)
(Servo Bore)
17
9
25
9
11
25
20
21
21
21
3
9
25
23
11
21
25
10
24
35/39
28
25
25
25
25
9
36
25
20
33
37
26
25
3
9
31
33
44
20
24
9
43
14
13
24
38
34
31
25
11
35
32
25
24
24
24
42
22
27
24
24
25
14
22
24
(11)
12
43
41
34
29
34
10
25
25
25
18
34 13
22
31
32
28
12
17
42
44
17
38 41
27
30
20
20
18
44
28
#7/(40)
14
17
12
29
11
35
36
33
33
37
14
10
41
18
17
16
29
15
29
10
24
39
39
43
43
13
24
40
15
22
24
24
12
34
29
30
34
24
10
27
24
15
34
38
12
44
41
13
35
25 25
25
42
34
27
30
#12
38
41
3
28
40
42
44
18
34
14
12
17
17
38
15
38
29
14
18
12
11
47
VALVE BODY (60)

(Case Side)
12
17
18
18
29
15
29
25
22
17
17
12
9d/10
43
42
34
9b
24
42
38
41
34
29
29
10
43
34
12
38
40
40
26
13
40
38
29
16
25
41
18
47
21a
47
17
24
34
47
23
47
41

FLOW.
34
SPACER PLATE (48)

(Case/Valve Body)
34
13
38
15
29
20e/21
20d/21
24
24
3
#2
CASE (8)
(Valve Body Side)
35
25
44
(38)
NOTE:
10
27
31
15
20c
25g
25e
25d
11
22
24
47
35
33
17
30 27
47
47
20
32
24
47
11a
9e
25
#5
20
31
20b
9c
11b
17 17
33
31
47
(49)
9f
#6
11
47
37
34
9k/10
25f
21
24
30
9g
35b
35c/39
35e/36
35d/36
33a
3c
#1
#8
10a
24c
38e/39
36
10c/22
13a
47
3 26
25
28
43 43
17g
25h
25
47
43
24f 24e
31a
36a
26a
26
47
47
25
11
14b
24a
27a 24d
11
25
25c
11
47
47
47
34c
37a
20
47
47
31b
43b/44
25
13b
34e
33c
43a
25b
34d
24b
43
42b
12e
22a
16 3
47 9
47
47
12d 14a
9h
11 29
25
9
14c
17e
18c
24k/25
26b
33
25
11
25
TO
LO/REVERSE
CLUTCH
33
25
9
31c
47
33
37
47
24h
35
15d
35a
22b
24g
25a
43
26
27d
30a
39
37
27c/29
27b/29
30b
13
35
34
#10
24
25
(51)
41a
18a
17b/18
17d
18b
12c
42a
44a
38d
17c
41c
41d
43c/44
9n/10
11c
47
10
18
10
47
47
17a/18
16a
9m
29e
9
9
34b
29c
15a
29d
12
22
47
(92)
22
13
40b
40a
19
47
14
24
34
27
29g/28
29a
15c/16
10d
12b
29b
38c
12
11
18
44
17
42
42
41
10
11
47
29
14
12
29
REAR
LUBE
37
CASE (8)
(Pump Cover Side)
41b
34a
40
10
29f/28
15b/16
16
3a
12a
17
26
38a
38b
41
18
29 11 18
PUMP COVER (215)

(Case Side)
34
34
38
29
37
16
38
41
38
12
37
16
18 11 29
37
(237)
29
PUMP COVER (215)

(Pump Body Side)
16
16
26
47
16
26
46
47
3
3
16
(237)
(237)
16
16
47
(10)
(237)
PUMP BODY (200)

(Pump Cover Side)
7
3
37
43
29
11
43
37
29
46
47
37
16
43
16
11
37
5
37
18
43
16
16
8
29
26
47
46
43
18
(238)
26
37
(39)
26
16
(239)
43
43
2
7/6
43
45
8
43
3
4
4
3
2
43
43
4
(10)
43
47
(232)
(232)
45
(240)
45
45
(240)
10
25
20
GASKET (47)
(Case/Spacer plate)
GASKET (52)
Figure 85
FOLDOUT 89
(from Manual Second - Second Gear)

REVERSE INPUT
CLUTCH ASSEMBLY
ORF ACC
ACCUM
CASE (8)
D4
PR
LO
12c
D2
D4
PR
38e
34a
39
D3
34b
21
41d
LO
41b
VALVE BODY (60)

GASKET (52)
SPACER PLATE (48)
GASKET (47)
LO
41c
FWD CL FEED
D2
PR
2ND
D4
ORIFICED D2
2ND
FILTERED AFL
D2
LO/1ST
EX
2ND
D2
LO
18a
41a
EX
EX
D3
D4
D2
AFL
D4-3-2
EX
D4
PR
LO/REV
D3
12d
12b
D4-N.O.
PR
D2
D3
12a
17a
18
PR
O' EX
LO
EX
EX
D4
LINE
D4
TEMP
SENSOR
LO
FWD CL FEED
3-4 ACCUM
D4
20e
21a
21
20d
21
ACCUM
20c
9f
EX
D4-3-2
D2
EX
LO
EX
17b
18b
18
15c
17c
16
25h
15b
16
25c
25e
25d
25b
24m
2ND
25
24k
3-4 ACC
SERVO FD
2ND
D3
AFL
REV INPUT
REVERSE
EX
EX
EX
EX
EX
D4
EX
17f
11a
17g
10
TORQUE SIG
EX
EX
EX
CL
2ND CL
25
25a
12e
9d
33a
31a
31b
AFL
EX
EX
EX
EX
2ND
24g
FORWARD
CLUTCH
ACCUMULATOR
33c
37a
9b
9c
9a
9e
AFL
31c
EX
CL
2ND
2ND
2ND
24f
OVERRUN CL FD
35e
36a
36
ORIFICED ACCUM
D3
D3
35d
35c
39
EX
36
D4
D2
35b
D3-N.C.
38a
3-4 CL
OVERRUN
3-4 CL
34f
CL
2ND
D3
LINE
3-4 SIG
3RD ACC
PRESS REG
CONV FD
LINE
EX
OVERRUN CLUTCH
CC SIGNAL
OVERRUN
25f
34e
34c
34d
29e
TORQUE SIG
3RD ACC
OVERRUN
REVERSE INPUT
2ND CL
4TH
DECREASE
APPLY
OVERRUN CLUTCH
FWD CL FEED
35a
CASE (8)
LUBE
LUBE
OVERRUN CLUTCH
2ND CL
4TH
RELEASE
38b
D2-N.C.
38c
REV-N.O.
14b
14a
23
14c
CL
LO/REV
42b
2ND
BOOST VALVE
24a
44a
44 43c
26
REVERSE INPUT
INTAKE
INTAKE
24c
17d
22 10c
25
24e
24d
42a
LO-N.O.
27
LO/1ST
#12
D4
CONV FD
RELEASE
LO OVERRUN
CC SIGNAL
28
24f
CASE (8)
COOLER
2ND
EX
FWD CL FD
PRESSURE
SWITCH
ASSEMBLY
22
10a
17
9k
10
24b
2ND
ORIFICED
EX
9g
FILTER
(49)
13a
29
23 10b
38d
SOL A
N.O.
Figure 86
30
2ND CL
20b
ON
#3
33b
9m
9h
13b
16
AFL
17e
ON
ACTUATOR FEED LIMIT
#8
SOL B
N.O.
SIGNAL A
25g
20a
ACTUATOR FEED LIMIT

SIGNAL B
REV INPUT
ORIFICED D2
EX
REV INPUT
LO/1ST
R N D
ORIFICED EX
2ND CL
D4-3-2
PR
D3
18
D4
2ND
ACCUMULATOR
D2
SIGNAL A
VALVE BODY (60)

3-4 ACCUM
1-2 SHIFT VALVE
EX
REVERSE
20
2-3 SHUTTLE
#1
1-2 ACCUMULATOR
FORWARD ABUSE
REVERSE
REV INPUT
3RD ACC
ACTUATOR FEED LIMIT
AFL
3-4 CL
3-2 CONTROL
3-4 ACCUM
MANUAL
VALVE
3-2 SIG
3-2 SIG
3-2
CONT
SOL
N.C.
3-4 CL
#6
OVERRUN
90
3-4 CL
BOTTOM
PAN
(SUMP)
(75)
18c
REVERSE
#5
REV ABUSE
19
D4-3-2
REV INPUT
FILTER
(72)
15a
2ND CL
FILTERED
LINE
28a
2ND
3-2 DOWNSHIFT
FWD CL FEED
SUCTION
CONVERTER & LUBE
MAINLINE
SOLENOID SIGNAL
ACCUMULATOR
ACTUATOR FEED LIMIT
TORQUE SIGNAL
PR
LO/REV
3-4 SIG
3c
#2
3a
EX
28
12
29g 28
FILTER
(51)
16a
29f
SIGNAL A
4TH SIG
3-4 SIG
D3
ACCUMULATOR
2-3 SHIFT VALVE
3-4 SHIFT VALVE
OVERRUN CL FD
3-4 ACCUMULATOR
D4
ACCUM VALVE
4TH
PRESSURE
CONTROL
SOLENOID
LINE
29b
9n
4-3 SEQUENCE VALVE
EX
3-4 ACCUM
FILTERED AFL
29a
3b
FLUID PRESSURES
3-4 RELAY
31
CL
29c
10
CL
3-4 ACCUM
OVERRUN CL
SERVO FD
SERVO FD
FILTER
(50)
14
10d
2ND
40b
#4
3-4 CL
13
27c 29
AFL
2ND
CC SIGNAL
ACTUATOR FEED LIMIT
AFL
29
27b
SIGNAL A
15d
30a
27d
22a
40a
LINE
SIG
LINE
CC SIG
CC
3-4 SIG
22b
29d
LINE
27a
OVERRUN CLUTCH
D3
4TH SIG
32a
43a
REV INPUT
OFF
ORF EX
44
15
EX
TCC
SOLENOID
(66)
N.O.
30b
5
EX
TORQUE SIG
EX
11b
10
11c
43b
FILTER
(92)
26b
32
PUMP
ASSEMBLY
(4)
EX
(237)
EX
EX
LINE
PRESSURE
TAP
(39)
(237)
(238)
LINE
(239)
FILTER
(232)
PRESSURE
RELIEF
VALVE
EX
26a
EX
TORQUE SIGNAL
SERVO FEED
AIR
BLEED
(240)
EX
COOLER
LUBE
3-4 CL
CLUTCH
OVERRUN
2ND CL
24
#10
FORWARD CLUTCH FEED
2ND
OVERRUN
COOLER
REAR LUBE
OVERRUN CLUTCH
LUBE
APPLY
REV INPUT
EX
OIL
COOLER
PIPE
CONNECTOR
(10)
EX
#7
#9
3-4 CLUTCH
FORWARD CLUTCH FEED
LUBE
3RD ACC
11
LO & REVERSE
CLUTCH ASSEMBLY
EX
INPUT CLUTCH
HOUSING ASSEMBLY
2ND & 4TH

SERVO
TORQUE
CONVERTER
ASSEMBLY

2
PRESSURE RELIEF
VALVE BORE
(240)
47
47
29
11
18
15
29
29
47
30
22
27
34
35
34
#10
47
24
14
34f
24m/25
47
31
37
36
33
33
17
36
26
32
28
28
32
24f 24e
31a
33b
13a
28a
10b23
17f
20a
32a
9e
25d
9a
47
#4
3b
10
38
12
SERVO BORE
29 29
16
40 28 29 29 16
(50)
15
#3
16
18
41
10
22
27
30
24 24
31
31
31
12
18
12
34
41
47
42
14
17
47
41
38
43
FORWARD
CLUTCH
ACCUMULATOR
BORE
33
37
26
36
17
26
36
25
25
32
47
35
17
10
43
20
20
CASE (8)
(Servo Bore)
17
9
25
9
11
25
20
21
21
21
3
9
25
33
11
21
23
35/39
28
25
25
33
37
44
26
20
10
24
25
25
25
9
31
33
43
11
24
25
14
13
24
38
34
31
20
3
9
35
32
25
24
24
24
42
22
27
24
24
14
22
24
(11)
12
43
41
34
29
34
31
18
34 13
22
25
11
12
17
42
44
17
38 41
27
30
10
25
25
18
44
28
#7/(40)
14
17
12
29
11
20
20
32
28
25
14
10
35
36
33
33
#12
41
18
17
16
29
15
29
10
24
39
39
43
43
13
24
40
15
22
24
24
12
34
29
30
34
24
10
27
24
15
34
38
12
44
41
13
35
25 25
25
42
34
27
30
14
38
41
3
28
40
42
44
18
34
14
12
17
17
38
15
38
29
14
18
12
11
25
47
VALVE BODY (60)

(Case Side)
12
17
18
18
29
15
29
22
17
17
12
9d/10
43
42
34
9b
24
42
38
41
34
29
29
10
26
43
34
12
38
40
40
25
13
40
38
29
16
34
41
18
47
21a
47
17
24
34
47
23
47
41

FLOW.
34
SPACER PLATE (48)

(Case/Valve Body)
NOTE:
13
38
15
29
20e/21
20d/21
24
24
3
#2
CASE (8)
(Valve Body Side)
35
25
44
(38)
43
10
27
31
15
20c
25g
25e
25
47
11
22
24
47
35
33
17
30 27
47
47
20
32
24
47
11a
11b
25
#5
20
31
20b
9c
3c
17 17
33
31
47
(49)
9f
#6
11
47
37
34
9k/10
25f
21
24
17g
25h
#1
#8
30
9g
43 43
10a
24c
38e/39
47
3 26
25
28
36
10c/22
35b
35c/39
35e/36
35d/36
33a
36a
26a
26
47
47
25
11
14b
24a
27a 24d
11
25
25c
11
47
47
47
34c
37a
20
47
47
31b
43b/44
25
13b
34e
33c
43a
25b
34d
24b
43
42b
12e
22a
16 3
47 9
47
47
12d 14a
9h
11 29
25
9
14c
17e
18c
24k/25
26b
33
25
11
25
TO
LO/REVERSE
CLUTCH
33
25
9
31c
47
33
37
47
24h
35
15d
35a
22b
24g
25a
43
26
27d
30a
39
37
27c/29
27b/29
30b
24
25
(51)
41a
18a
17b/18
17d
18b
12c
42a
44a
38d
17c
41c
41d
43c/44
9n/10
13
16a
9m
29e
11c
47
10
18
10
47
47
17a/18
34b
29c
15a
29d
12
22
47
(92)
22
13
19
9
9
34a
12b
29b
29g/28
29a
40b
40a
10d
37
CASE (8)
(Pump Cover Side)
41b
38c
15c/16
47
14
24
34
27
29f/28
12
11
18
44
17
42
42
41
18
47
12
17
38
10
11
14
12
29
REAR
LUBE
40
10
29
17
16
3a
12a
15b/16
18
26
38a
38b
41
34
34
38
1
29 11 18
29
37
PUMP COVER (215)

(Case Side)
38
41
38
12
37
16
16
18 11 29
37
(237)
PUMP COVER (215)

(Pump Body Side)
16
16
26
47
16
26
46
47
3
3
16
(237)
(237)
16
16
47
(237)
PUMP BODY (200)

(Pump Cover Side)
(10)
37
43
29
11
43
37
29
46
47
37
16
43
16
11
37
5
37
18
43
16
16
8
29
26
47
46
43
18
(238)
26
37
26
16
(239)
(39)
43
43
2
7/6
43
45
8
43
3
4
4
3
2
43
43
4
(10)
43
47
(232)
(232)
45
(240)
45
45
(240)
10
25
20
GASKET (47)
(Case/Spacer plate)
GASKET (52)
Figure 87
FOLDOUT 91
LUBRICATION POINTS
COOLER AND LUBRICATION CIRCUITS
LUBE
FROM COOLER
The rear of the transmission is lubricated by D4

fluid feeding the rear lube fluid circuit through an
orifice cup plug (#24). Rear lube fluid is routed
into the transmission case extension housing (31)
to cool and lubricate the bushings and components
in the housing.
To maintain proper transmission fluid temperature,

the fluid is routed to the transmission fluid cooler
located in the vehicle radiator. After the fluid is
cooled it is routed back to the transmission and
into the lubrication fluid circuit. Lube fluid is
routed through the oil pump assembly, into the
turbine shaft and down the center axis of the
transmission. This fluid is routed into the various
clutch packs and onto the planetary gear sets to
cool and lubricate the various components.
REAR
LUBE
FLUID
ORIFICED
CUP
PLUG
D4
FLUID
92
Figure 88
XX
XX
XX
242
603
241
601
7
33
234
241
242
601
603
606
615
616
637
615
616
234
637
606
663
BUSHING, CASE
BUSHING, CASE EXTENSION
BUSHING, STATOR SHAFT (FRONT)
BUSHING, STATOR SHAFT (REAR)
BUSHING, OIL PUMP BODY
WASHER, THRUST (PUMP TO DRUM)
BUSHING, REVERSE INPUT CL. (FRONT)
BUSHING, REVERSE INPUT CLUTCH (REAR)
BEARING ASSEMBLY, STATOR SHAFT/ SELECTIVE
WASHER
WASHER, THRUST (SELECTIVE)
BEARING ASSEMBLY, INPUT SUN GEAR
665
657 659
669
657
659
663
665
667
669
672
674
683
692
672
674
667
683
692
33
BUSHING, INPUT SUN GEAR (FRONT)

BUSHING, INPUT SUN GEAR (REAR)
BEARING ASSEMBLY, THRUST (INPUT CARRIER TO
REACTION SHAFT)
BUSHING, REACTION CARRIER SHAFT (FRONT)
BUSHING, REACTION CARRIER SHAFT (REAR)
WASHER, THRUST (REACTION SHAFT/SHELL)
BUSHING, REACTION SUN
WASHER, THRUST (RACE/REACTION SHELL)
BEARING ASSEMBLY, THRUST (REACTION CARRIER/
SUPPORT)
BEARING., REACTION GEAR SUPPORT TO CASE
RH0212-4L60-E
Figure 89
93
XX
XX
XX
608
696
629
696
608
629
622
30
696
26
21
27
618
619
19
37
18
636
230
243
691
SOME
MODELS
631
624
624
34
631
3
5
18
19
21
26
27
30
34
37
230
243
608
O-RING, PUMP TO CASE BOLT

SEAL, OIL (PUMP TO CASE)
RING, OIL SEAL (2ND APPLY PISTON - OUTER)
RING, OIL SEAL (2ND APPLY PISTON - INNER)
SEAL, O-RING
RING, OIL SEAL (4TH APPLY PISTON - OUTER)
SEAL, O-RING (2-4 SERVO COVER)
SEAL, CASE EXTENSION TO CASE
SEAL ASSEMBLY, CASE EXTENSION OIL
SEAL, O-RING (ITSS TO CASE EXTENSION)
RING, OIL SEAL (STATOR SHAFT)
SEAL ASSEMBLY, OIL
SEALS, REVERSE INPUT CLUTCH (INNER AND
618
619
622
624
629
631
636
691
696
OUTER)
SEAL, O-RING (TURBINE SHAFT/ SELECTIVE
WASHER)
RING, OIL SEAL (SOLID)
SEAL, O-RING INPUT TO FORWARD HSG.
SEAL, 3RD AND 4TH CL. (INNER AND OUTER)
SEAL, FORWARD CLUTCH (INNER AND OUTER)
SEAL, OVERRUN CLUTCH (INNER AND OUTER)
SEAL, INPUT HOUSING TO OUTPUT SHAFT
SEAL, OUTPUT SHAFT
SEAL, TRANSMISSION (LO AND REVERSE
CLUTCH OUTER, CENTER, INNER)
RH0211-4L60-E
94
Figure 90
XX
XX
XX
ILLUSTRATED PARTS LIST
95
XX
XX
XX
29
28
27
26
25
24
23 22
19
18
21
17
20
16
15
33
12
32
14
13
34
31
30
11
10
9
4
1
37
79
78
36
35
80 81
39 38
43
6
7
2
92
42
40 41
91
82
83
44
45
46
84
85
87
90
86
47 89
88
49
50
48
52
54
51
55
56
61
60
57
62
58
63
64
65
66
68
69
70
67
53
59
77
D3
R
D2
71
72
74
73
75
76
96
Figure 91
XX
XX
XX
ILL.
NO.
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
30
31
32
33
34
35
36
37
38
39
40
41
42
43
44
45
46
47
DESCRIPTION
TORQUE CONVERTER ASSEMBLY
BOLT, PUMP TO CASE
O-RING, PUMP TO CASE BOLT
PUMP ASSEMBLY, OIL
SEAL, OIL (PUMP TO CASE)
GASKET, PUMP COVER TO CASE
BUSHING, CASE
CASE, TRANSMISSION
VENT ASSEMBLY, TRANSMISSION
CONNECTOR, OIL COOLER PIPE
PLUG, CASE SERVO
SPRING, SERVO RETURN
PIN, 2ND APPLY PISTON
RING, RETAINER (2ND APPLY PISTON)
RETAINER, SERVO CUSHION SPRING
SPRING, SERVO CUSHION
PISTON, 2ND APPLY
RING, OIL SEAL (2ND APPLY PISTON - OUTER)
RING, OIL SEAL (2ND APPLY PISTON - INNER)
HOUSING, SERVO PISTON (INNER)
SEAL, O-RING
SPRING, SERVO APPLY PIN
WASHER, SERVO APPLY PIN
RING, RETAINER (APPLY PIN)
PISTON, 4TH APPLY
RING, OIL SEAL (4TH APPLY PISTON - OUTER)
SEAL, O-RING (2-4 SERVO COVER)
COVER, 2-4 SERVO
RING, SERVO COVER RETAINING
SEAL, CASE EXTENSION TO CASE
EXTENSION, CASE
BOLT, CASE EXTENSION TO CASE
BUSHING, CASE EXTENSION
SEAL ASSEMBLY, CASE EXTENSION OIL
BOLT, SPEED SENSOR RETAINING
SPEED SENSOR, INTERNAL TRANSMISSION
SEAL, O-RING (ITSS TO CASE EXTENSION)
PLUG, TRANSMISSION CASE (ACCUM. BLEED)
PLUG, PRESSURE
RETAINER AND BALL ASSEMBLY, 3RD ACCUM.
PIN, BAND ANCHOR
RETAINER AND BALL ASM. (DOUBLE ORIFICE)
PIN, ACCUMULATOR PISTON
PISTON, 3-4 ACCUMULATOR
RING, OIL SEAL (3-4 ACCUMULATOR PISTON)
SPRING, 3-4 ACCUMULATOR
GASKET, SPACER PLATE TO CASE
ILL.
NO.
48
49
50
51
52
53
54
55
56
57
58
59
60
61
62
63
64
65
66
67
68
69
70
71
72
73
74
75
76
77
78
79
80
81
82
83
84
85
86
87
88
89
90
91
92
DESCRIPTION
PLATE, VALVE BODY SPACER
SCREEN, SHIFT SOLENOIDS
SCREEN, PRESSURE CONTROL SOLENOID
SCREEN, 3-2 CONTROL SOLENOID
GASKET, SPACER PLATE TO VALVE BODY
PLATE, SPACER PLATE SUPPORT
SPRING, 1-2 ACCUMULATOR
RING, OIL SEAL (1-2 ACCUMULATOR)
PISTON, 1-2 ACCUMULATOR
COVER AND PIN ASSEMBLY, 1-2 ACCUMULATOR
BOLT, ACCUMULATOR COVER
BOLT, ACCUMULATOR COVER
VALVE ASSEMBLY, CONTROL BODY
CHECKBALL
BOLT, VALVE BODY
SPRING ASSEMBLY, MANUAL DETENT
BOLT, MANUAL DETENT SPRING
SEAL, WIRING HARNESS PASS-THRU CONNECTOR
O-RING
SOLENOID ASSEMBLY, WIRING HARNESS
SEAL, O-RING (SOLENOID)
BOLT, HEX WASHER HEAD (SOLENOID)
SWITCH ASSEMBLY, TRANSMISSION PRESSURE
BOLT, PRESSURE SWITCH ASSEMBLY
SEAL, FILTER
FILTER ASSEMBLY, TRANSMISSION OIL
GASKET, TRANSMISSION OIL PAN
MAGNET, CHIP COLLECTOR
PAN, TRANSMISSION OIL
SCREW, TRANSMISSION OIL PAN
BOLT, SPACER PLATE SUPPORT
PLUG, STEEL CUP
SHAFT, PARKING BRAKE PAWL
SPRING, PARKING PAWL RETURN
PAWL, PARKING BRAKE
SEAL, MANUAL SHAFT
RETAINER, MANUAL SHAFT
SHAFT, MANUAL
ACTUATOR ASSEMBLY, PARKING LOCK
BRACKET, PARKING LOCK
BOLT, PARKING LOCK BRACKET
LEVER, INSIDE DETENT
LINK, MANUAL VALVE
NUT, HEX HEAD
NO. 10 CHECKBALL
SCREEN, TCC
Figure 92
97
XX
XX
XX
602
601 603
617
698
605
621
606
600
608
622 623
607
609
624
625
610
611
626 627 628
612A
630
612B
613 614
633 632 631
629
615 616
634 635
618
301
619
645A
645B 636
638 639
637
643
652
653
654C
642
654A
643
644
641 301
654B
655
646
656
658
657
668
669
670
671 672
673
674
675
648
676
649A
661 662
663 664
682D
690
691 692 693 694
682B
695
682A
683
684
685
677
678
679
677
686
687
696
SOME
MODELS
98
665
651
666
667
659
680
682C
650
649B
Figure 93
681
697
XX
XX
XX
ILL.
NO.
600
601
602
603
605
606
607
608
609
610
611
612A
612B
613
614
615
616
617
618
619
620
621
622
623
624
625
626
627
628
629
630
631
632
633
634
635
636
637
638
639
641
642
643
644
645A
645B
646
648
649A
649B
650
651
652
653
ILL.
NO.
DESCRIPTION
SPRING ASM., 3-4 CLUTCH BOOST (5)
WASHER, THRUST (PUMP TO DRUM)
BAND ASSEMBLY, 2-4
BUSHING, REVERSE INPUT CL. (FRONT)
HOUSING AND DRUM ASSEMBLY, REVERSE INPUT
CLUTCH
BUSHING, REVERSE INPUT CLUTCH (REAR)
PISTON ASM., REVERSE INPUT CLUTCH
SEALS, REVERSE INPUT CLUTCH
(INNER AND OUTER)
SPRING ASM., REVERSE INPUT CLUTCH
RING, REVERSE INPUT CLUTCH SPRING RETAINER
PLATE, REVERSE INPUT CLUTCH (BELLEVILLE)
PLATE ASM., REVERSE INPUT CLUTCH (STEEL)
PLATE, REVERSE INPUT CLUTCH (FIBER)
PLATE, REVERSE INPUT CLUTCH BACKING
(SELECTIVE)
RING, REVERSE INPUT CL. RETAINING
BEARING ASSEMBLY, STATOR SHAFT/ SELECTIVE
WASHER
WASHER, THRUST (SELECTIVE)
RETAINER AND BALL ASM., CHECK VALVE
SEAL, O-RING (TURBINE SHAFT/ SELECTIVE WASHER)
RING, OIL SEAL (SOLID)
RETAINER AND CHECKBALL ASSEMBLY
HOUSING AND SHAFT ASSEMBLY, INPUT
SEAL, O-RING INPUT TO FORWARD HSG.
PISTON, 3RD AND 4TH CLUTCH
SEAL, 3RD AND 4TH CL. (INNER AND OUTER)
RING, 3RD AND 4TH CLUTCH (APPLY)
SPRING ASSEMBLY, 3RD AND 4TH CLUTCH
RETAINER AND BALL ASSEMBLY, FORWARD CLUTCH
HOUSING
HOUSING, FORWARD CLUTCH
SEAL, FORWARD CLUTCH (INNER AND OUTER)
PISTON, FORWARD CLUTCH
SEAL, OVERRUN CLUTCH (INNER AND OUTER)
PISTON, OVERRUN CLUTCH
BALL, OVERRUN CLUTCH
SPRING ASSEMBLY, OVERRUN CLUTCH
SNAP RING, OVERRUN CLUTCH SPRING RETAINER
SEAL, INPUT HOUSING TO OUTPUT SHAFT
BEARING ASSEMBLY, INPUT SUN GEAR
SNAP RING, OVERRUN CL. HUB RETAINING
HUB, OVERRUN CLUTCH
RETAINER AND RACE ASSEMBLY, SPRAG
RETAINER RINGS, SPRAG ASSEMBLY
RACE, FORWARD CLUTCH (OUTER)
PLATE ASSEMBLY, OVERRUN CLUTCH (STEEL)
PLATE, OVERRUN CLUTCH (FIBER)
PLATE, FORWARD CLUTCH (APPLY)
PLATE, FORWARD CLUTCH (WAVED)
PLATE ASSEMBLY, FORWARD CLUTCH (STEEL)
PLATE, FORWARD CLUTCH (FIBER)
PLATE, FORWARD CLUTCH BACKING (SEL.)
RING, FORWARD CLUTCH BACKING PLATE RETAINER
PLATE, 3-4 CLUTCH RING RETAINER
PLATE, 3-4 CLUTCH APPLY (STEPPED)
654A
654B
654C
655
656
657
658
659
661
662
663
664
665
666
667
668
669
670
671
672
673
674
675
676
677
678
679
680
681
682A
682B
682C
682D
683
684
685
686
687
690
691
692
693
694
695
696
697
698
699
DESCRIPTION
PLATE ASSEMBLY, 3RD AND 4TH CLUTCH (FIBER)
PLATE, 3-4 CLUTCH (STEEL)
PLATE, 3-4 CLUTCH (STEEL)
PLATE, 3-4 CLUTCH BACKING (SEL.)
RING, 3-4 CLUTCH BACKING PLATE RETAINER
BUSHING, INPUT SUN GEAR (FRONT)
GEAR, INPUT SUN
BUSHING, INPUT SUN GEAR (REAR)
RET., OUTPUT SHAFT TO INPUT CARRIER
CARRIER ASSEMBLY, INPUT (COMPLETE)
BEARING ASSEMBLY, THRUST (INPUT CARRIER TO
REACTION SHAFT)
GEAR, INPUT INTERNAL
BUSHING, REACTION CARRIER SHAFT (FRONT)
SHAFT, REACTION CARRIER
BUSHING, REACTION CARRIER SHAFT (REAR)
RING, REACTION SHAFT/INTERNAL GEAR RETAINER
WASHER, THRUST (REACTION SHAFT/SHELL)
SHELL, REACTION SUN
RING, REACTION SUN GEAR RETAINER
BUSHING, REACTION SUN
GEAR, REACTION SUN
WASHER, THRUST (RACE/REACTION SHELL)
RACE, LO ROLLER CLUTCH
RING, LO AND REVERSE SUPPORT TO CASE RETAINER
RING, LO AND REVERSE RETAINER (ROLLER
ASSEMBLY/CAM)
CLUTCH ASSEMBLY, LO ROLLER
SUPPORT ASM., LO AND REVERSE CLUTCH
SPRING, TRANSMISSION (LO AND REVERSE CLUTCH
SUPPORT RETAINER)
CARRIER ASSEMBLY, REACTION
PLATE, LO AND REVERSE CLUTCH (WAVED)
PLATE, SPACER LO AND REVERSE CLUTCH
(SELECTIVE)
PLATE ASSEMBLY, LO AND REVERSE CLUTCH (FIBER)
PLATE, LO AND REVERSE CLUTCH (STEEL)
BEARING ASSEMBLY, THRUST (REACTION CARRIER/
SUPPORT)
GEAR, INTERNAL REACTION
SUPPORT, INTERNAL REACTION GEAR
RING, REACTION GEAR/SUPPORT RETAINER
SHAFT, OUTPUT
SLEEVE, OUTPUT SHAFT
SEAL, OUTPUT SHAFT
BRG., REACTION GEAR SUPPORT TO CASE
RING, LO AND REVERSE CLUTCH RETAINER
SPRING ASSEMBLY, LO AND REVERSE CLUTCH
PISTON, LO AND REVERSE CLUTCH
SEAL, TRANSMISSION (LO AND REVERSE CLUTCH
OUTER, CENTER, INNER)
DEFLECTOR, OIL (HIGH OUTPUT MODELS ONLY)
PLUG, ORIFICED CUP
ROTOR, INTERNAL TRANSMISSION SPEED SENSOR
Figure 94
99
XX
XX
XX
350
353
354
355
357
356
358
360
359
365
361
370
368
362
366
363
374
371
367
369
375
372
367
376
373
364
360
395
379
379
377
378
364
350
380
381
382
385
383
395
386
381
384
360
381
395
387
392
389
395
391
388
359
390
393
340
381
381
395
395
394
379
100
Figure 95
XX
XX
XX
340
350
353
354
355
356
357
358
359
360
361
362
363
364
365
366
367A
367B
368
369
370
371
372
373
374
375
376
377
378
379
380
381
382
383
384
385
386
387
388
389
390
391
392
393
394
395
VALVE, MANUAL
VALVE ASSEMBLY, CONTROL BODY
SEAL, FORWARD ACCUMULATOR OIL
PISTON, FORWARD ACCUMULATOR
PIN, FORWARD ACCUMULATOR
SPRING, FORWARD ACCUMULATOR
VALVE, FORWARD ABUSE
SPRING, FORWARD ABUSE VALVE
PLUG, BORE
PIN, COILED SPRING
VALVE, LOW OVERRUN
SPRING, LOW OVERRUN VALVE
COVER, FORWARD ACCUMULATOR
BOLT, FORWARD ACCUMULATOR COVER
SPRING, 1-2 SHIFT VALVE
VALVE, 1-2 SHIFT
SHIFT SOLENOID A (1-2/3-4)
SHIFT SOLENOID B (2-3)
VALVE, 2-3 SHIFT
VALVE, 2-3 SHUTTLE
SPRING, ACCUMULATOR VALVE
VALVE, ACCUMULATOR
SLEEVE, ACCUMULATOR VALVE
PLUG, BORE
VALVE, ACTUATOR FEED LIMIT
SPRING, ACTUATOR FEED LIMIT VALVE
PLUG, BORE
PRESSURE CONTROL SOLENOID
RETAINER, PRESSURE CONTROL SOLENOID
RETAINER, SOLENOID
VALVE, CONVERTER CLUTCH SIGNAL
PLUG, BORE
SPRING, 4-3 SEQUENCE VALVE
VALVE, 4-3 SEQUENCE
VALVE, 3-4 RELAY
VALVE, 3-4 SHIFT
SPRING, 3-4 SHIFT VALVE
VALVE, REVERSE ABUSE
SPRING, REVERSE ABUSE VALVE
VALVE, 3-2 DOWNSHIFT
SPRING, 3-2 DOWNSHIFT VALVE
VALVE, 3-2 CONTROL
SPRING, 3-2 CONTROL VALVE
SPRING, BORE PLUG
3-2 CONTROL SOLENOID
RETAINER, BORE PLUG
Figure 96
101
XX
XX
XX
ILL.
NO.
241
230
233
227
236
229
228
231
232
236
236
240
236
239
236
238
215
237
214
236
216
237
226
234
235
210
225
212
217
213
224
218
211
219
223
210
220
221
206
205
204
207
222
203
208
209
202
201
200
201
202
203
204
205
206
207
208
209
210
211
212
213
214
215
216
217
218
219
220
221
222
223
224
225
226
227
228
229
230
231
232
233
234
235
236
237
238
239
240
241
242
243
244
200
DESCRIPTION
BODY, PUMP
RING, OIL SEAL (SLIDE TO WEAR PLATE)
SEAL, O-RING (SLIDE SEAL BACK-UP)
SLIDE, PUMP
SPRING, PIVOT PIN
PIN, PIVOT SLIDE
SPRING, PUMP SLIDE (OUTER)
SPRING, PUMP SLIDE (INNER)
SUPPORT, PUMP SLIDE SEAL
SEAL, PUMP SLIDE
RING, PUMP VANE
GUIDE, ROTOR
ROTOR, OIL PUMP
VANE, PUMP
SHAFT, STATOR
COVER, PUMP
VALVE, PRESSURE REGULATOR
SPRING, PRESSURE REGULATOR VALVE
SPRING, PRESSURE REGULATOR ISOLATOR
VALVE, REVERSE BOOST
SLEEVE, REVERSE BOOST VALVE
RING, OIL PUMP REVERSE BOOST VALVE
RETAINING
RING, OIL PUMP CONVERTER CLUTCH VALVE
RETAINING
VALVE, STOP
VALVE, CONVERTER CLUTCH
SPRING, CONVERTER CLUTCH VALVE (INNER)
SPRING, CONVERTER CLUTCH VALVE (OUTER)
RIVET, PRESSURE RELIEF BOLT
BALL, PRESSURE RELIEF
SPRING PRESSURE RELIEF
RING, OIL SEAL (STATOR SHAFT)
SEAL, OIL PUMP COVER SCREEN
SCREEN, OIL PUMP COVER
BOLT, M8 X 1.25 X 40 (COVER TO BODY)
BUSHING, STATOR SHAFT (FRONT)
PLUG, OIL PUMP COVER (FWD CLUTCH FEED)
PLUG, OIL PUMP COVER
RETAINER AND BALL ASSEMBLY, CHECK VALVE
ORIFICE, CONVERTER CLUTCH SIGNAL
(CUP PLUG)
ORIFICE, OIL COOLER (CUP PLUG)
PLUG, CUP ORIFICE
BUSHING, STATOR SHAFT (REAR)
BUSHING, PUMP BODY
SEAL ASSEMBLY, OIL
RETAINER, FRONT HELIX
242
243
244
102
Figure 97
BASIC SPECIFICATIONS
Transmission Type
4L60-E = 4: Four Speed
L: Longitudinal Mount
60: Product Series
E: Electronically Controlled
Automatic Overdrive with a Torque
Converter Clutch Assembly
Curent Engine Range
2.5L to 5.7L Gasoline
6.2L Diesel
Converter Stall Torque Ratio Range

For 245 mm Converter 1.63 to 2.70
For 298 mm Converter 1.84 to 2.34
Converter K Factor Range
For 245 mm Converter 122 to 240
For 298 mm Converter 100 to 140
Not all K Factors are applicable across the range of Converter Stall
Torque Ratios.
Transmission Drive
Rear Wheel Drive
4-Wheel Drive
All Wheel Drive
Transmission Fluid Capacities (Approximate)

245 mm Converter
298 mm Converter
Dry: 7.9L (8.4 QTS)
Dry: 10.6L (11.2 QTS)
Control Systems
Shift Pattern Solenoid Control
Shift Quality Variable Bleed Solenoid
Pulse Width Modulated Solenoid
(For 3-2 Downshifts Only)
Torque Converter Clutch Solenoid Control
Additional transmission and engine sensors are provided depending on
transmission/powertrain application.
Gear Ratios
1st:
2nd:
3rd:
4th:
Rev:
Converter Bolt Circle Diameters

For 245 mm Converter 247.65 mm (Reference)
For 298 mm Converter 273.05 mm (Reference)
3.059
1.625
1.000
0.696
2.294
Maximum Engine Torque

475 Nm (350 LB-FT)
Maximum Gearbox Torque
910 Nm (670 LB-FT)
The maximum torque limits are only to be used as a guide and may not be
applicable under certain conditions.
Transmission Weight
245 mm Converter
Dry: 65.4 Kg (144.30 LB)
Wet: 72.4 Kg (159.55 LB)
298 mm Converter
Dry: 70.5 Kg (155.70 LB)
Wet: 80.5 Kg (176.16 LB)
Transmission Packaging Information**

Engine Mounting Face to Rear of Case
593.50 mm (Reference - Less Extension)
Overall Length
Current Minimum: 756.20 mm (Reference)
Current Maximum: 778.30 mm (Reference)
Case Extension Lengths
Determined by Customer Requirements
Current Minimum: 162.70 mm (Reference)
Current Maximum: 184.80 mm (Reference)
Current Converter Housings Available
245 mm (Small Style Bell)
298 mm (Large Style Bell)
Two-Piece Case Assembly
Bell Housing with Main Body
Case Extension
Maximum Shift Speed

1-2
6,000 RPM
2-3
6,000 RPM
3-4
4,600 RPM
7 Position Quadrant
(P, R, N, D , D, 2, 1) / (P, R, N, D , 3, 2, 1)
The maximum shift speed allowed in each engine application must be

calculated.
Pressure Taps Available

Line Pressure
Maximum Gross Vehicle Weight

3,900 Kg (8,600 LB)
Manufacturing Location
Toledo, Ohio
Transmission Fluid Type

Dexron IIE
* All dimensions shown are nominal.
Converter Sizes Available

245 mm and 298 mm (Reference)
Information may vary with application. All information, illustrations

and specifications contained in this brochure are based on the latest
product information available at the time of publication approval. The
right is reserved to make changes at any time without notice.
103
HYDRA-MATIC PRODUCT DESIGNATION SYSTEM

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

(i.e. 60), that designate the transaxle or transmission Series number. This number signifies the relative torque
capacity of the unit.
The fifth character designates the major features incorporated
into this unit. For example, the letter E designates that the
unit has electronic controls.
By using this method of classification, the HYDRA-MATIC
4L60-E is a 4-speed, longitudinally mounted, 60 series unit.
HYDRA-MATIC 4L60-E
HYDRA-MATIC
60
Number of
Speeds:
3
4
5
V (CVT)
Type:
T - Transverse
L - Longitudinal
M - Manual
Series:
Based on
Relative
Torque
Capacity
Major Features:
E - Electronic Controls
A - All Wheel Drive
HD - Heavy Duty
104
GLOSSARY OF TECHNICAL TERMS

Accumulator: A component of the transmission that
absorbs hydraulic pressure during the apply of clutch
or band. Accumulators are designed to control the
quality of a shift from one gear range to another.
Control Valve Body: A machined metal casting that

contains valve trains and other hydraulically controlled
components that shift the transmission.
Adaptive Learning: Programming within the PCM

that automatically adjusts hydraulic pressures in order
to compensate for changes in the transmission (i.e.
component wear).
Coupling Speed: The speed at which a vehicle is

traveling and no longer requires torque multiplication
through the torque converter. At this point the stator
free wheels to allow fluid leaving the turbine to flow
directly to the pump. (See torque converter)
Applied: An apply component that is holding another

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

flows to an electronically controlled device making it
electrically inoperable.
Apply Components: Hydraulically operated clutches,

servos, bands, and mechanical one-way roller or sprag
clutches that drive or hold members of a planetary gear
set.
Direct Drive: A condition in a gear set where the

input speed and input torque equals the output speed
and output torque. The gear ratio through the gear set
is 1:1.
Apply Plate: A steel clutch plate in a clutch pack

located next to the (apply) piston.
Downshift: A change in a gear ratio where input

speed and torque increases.
Backing Plate: A steel plate in a clutch pack that is

usually the last plate in that clutch assembly (farthest
from the clutch piston).
Duty Cycle: In reference to an electronically controlled solenoid, it is the amount of time (expressed as
a percentage) that current flows through the solenoid
coil.
Band: An apply component that consists of a flexible

strip of steel and friction material that wraps around a
drum. When applied, it tightens around the drum and
prevents the drum from rotating.
Brake Switch: An electrical device that provides signals to the Powertrain Control Module (PCM) based
on the position of the brake pedal. The PCM uses this
information to apply or release the torque converter
clutch (TCC).
Centrifugal Force: A force that is imparted on an
object (due to rotation) that increases as that object
moves further away from a center/point of rotation.
Checkball: A spherical hydraulically controlled component (usually made of steel) that either seals or opens
fluid circuits. It is also referred to as a check valve.
Clutch Pack: An assembly of components generally
consisting of clutch plates, an apply plate and a backing plate.
Clutch Plate: A hydraulically activated component
that has two basic designs: (1) all steel, or (2) a steel
core with friction material bonded to one or two sides
of the plate.
Energize(d): To supply a current to an electronically

controlled device enabling it to perform its designed
function.
Engine Compression Braking: A condition where
compression from the engine is used with the transmission to decrease vehicle speed.
Exhaust: The release of fluid pressure from a hydraulic circuit. (The words exhausts and exhausting are
also used and have the same intended meaning.)
Fail-Safe Mode: A condition whereby a component
(i.e. engine or transmission) will partially function even
if its electrical system is disabled.
Fluid: In this publication fluid refers primarily to
transmission fluid.
Fluid Pressure: A pressure that is consistent throughout a given fluid circuit.
Force: A measurable effort that is exerted on an object
(component).
Freewheeling: A condition where power is lost through
a driving or holding device (i.e. roller or sprag clutches).
Friction Material: A heat and wear resistant fibrous
material bonded to clutch plates and bands.
105
GLOSSARY OF TECHNICAL TERMS

Gear: A round, toothed device that is used fortransmitting
torque through other components.
Gear Range: A specific speed to torque ratio at which
the transmission is operating (i.e. 1st gear, 2nd gear etc.).
Gear Ratio: Revolutions of an input gear as compared
to the revolutions of an output gear. It can also be expressed as the number of teeth on a gear as compared to
the number of teeth on a gear that it is in mesh with.
Hydraulic Circuit: A fluid passage which often includes the mechanical components in that circuit designed
to perform a specific function.
Input: A starting point for torque, revolutions or energy
into another component of the transmission.
Internal Gear: The outermost member of a gear set that
has gear teeth in constant mesh with planetary pinion
gears of the gear set.
Land (Valve Land): The larger diameters of a spool
valve that contact the valve bore or bushing.
Line Pressure: The main fluid pressure in a hydraulic
system created by the pump and pressure regulator valve.
Pressure: A measurable force that is exerted on an area

and expressed as kilopascals (kPa) or pounds per square
inch (psi).
Pulse Width Modulated (PWM): An electronic signal
that continuously cycles the ON and OFF time of a device (such as a solenoid) while varying the amount of ON
time.
Race (Inner or Outer): A highly polished steel surface
that contacts bearings or sprag or roller elements.
Reduction (Gear Reduction): An operating condition
in the gear set allowing output speed to be lower than
input speed and output torque to be higher than input
torque.
Residual Fluid Pressure: Excess pressure contained
within an area after the supply pressure has been terminated.
Roller Clutch: A mechanical clutch (holding device)
consisting of roller bearings assembled between inner
and outer races.
Servo: A spring loaded device consisting of a piston in a
bore that is operated (stroked) by hydraulic pressure to
apply or release a band.
Manual Valve: A spool valve that distributes fluid to

various hydraulic circuits and is mechanically linked to
the gear selector lever.
Spool Valve: A round hydraulic control valve often containing a variety of land and valley diameters.
Orifice: A restricting device (usually a hole in the spacer

plate) for controlling pressure build up into another circuit.
Sprag Clutch: A mechanical clutch (holding device)

consisting of figure eight like elements assembled between inner and outer races.
Overdrive: An operating condition in the gear set allowing output speed to be higher than input speed and output
torque to be lower than input torque.
Throttle Position: The travel of the throttle plate that is

expressed in percentages and measured by the throttle
position sensor (TPS).
Overrunning: The function of a one-way mechanical

clutch that allows the clutch to freewheel during certain
operating conditions of the transmission.
Torque: A measurable twisting force expressed in terms

of Newton- meters (N.m), pounds feet (lbs. ft.) or pounds
inches (lbs. in.).
Pinion Gears: Pinion gears (housed in a carrier) that are

in constant mesh with a circumferential internal gear and
centralized sun gear.
Torque Converter: A component of an automatic transmission, (attached to the engine flywheel) that transfers
torque from the engine to the transmission through a fluid
coupling.
Planetary Gear Set: An assembly of gears that consists

of an internal gear, planet pinion gears with a carrier, and
a sun gear.
Powertrain Control Module (PCM): An electronic device that manages most of the electrical systems throughout the vehicle.
Variable Capacity Pump: The device that provides

fluid for operating the hydraulic circuits in the transmission. The amount of fluid supplied varies depending on
vehicle operating conditions.
106
ABBREVIATIONS
AC - Alternating Current
A/C - Air Conditioning
ACC or ACCUM - Accumulator
AFL - Actuator Feed Limit
ALDL - Assembly Line Diagnostic Link
AMP - Amperage
ASM - Assembly
C - Degrees Celsius
CC - Converter Clutch
CL - Clutch
CONT - Control
CONV - Converter
DC - Direct Current
D.C. - Duty Cycle
DRAC - Digital Ratio Adaptor Converter
D2 - Drive 2 (circuit)
ECM - Electronic Control Module
ECT - Engine Coolant Temperature
EX - Exhaust
F - Degrees Fahrenheit
FD - Feed
FWD - Forward
NC - Normally Closed
N.m - Newton Meters
NO - Normally Open
ORF - Orificed
ORUN - Overrun
PCM - Powertrain Control Module
PCS - Pressure Control Solenoid
PR - Park Reverse (circuit)
PSA - Pressure Switch Assembly
PRESS REG - Pressure Regulator
PSI - Pounds per Square Inch
REV - Reverse
RPM - Revolutions per Minute
SEL - Selective
SIG - Signal
SOL - Solenoid
TCC - Torque Converter Clutch
TPS - Throttle Position Sensor
TRANS - Transmission or Transaxle
V - Volts
VSS - Vehicle Speed Sensor
2WD - 2 Wheel Drive
4WD - 4 Wheel Drive
Hz - Hertz
KM/H - Kilometers per Hour
kPa - KiloPascals
MAP - Manifold Absolute Pressure
MPH - Miles per Hour
107
INDEX
O
A
Abbreviations, 109
Accumulators, 32
Apply Components, 15-23
Oil Pump Assembly, 27

Overrun Clutch, 18
P
B
Band Assembly (2-4), 16
Basic Specifications, 103
Bushing, Bearing and Washer Locations, 93
C
Checkballs, 32B
Clutch (3-4), 20
Color Legend, 10A
Complete Hydraulic Circuits, 67-91
Planetary Gears, 24-25

Power Flow, 41-65
Pressure Control Solenoid, 40
Pressure Regulation, 29
Pressure Switch Assembly, 35
Principles of Operation, 9A
R
Range Reference Chart, 11
Reverse Input Clutch, 17
Roller Clutch, 22
D
S
Downshift Control Solenoid (3-2), 39
E
Electrical Components, 34-40
Seal Locations, 94
Servo Assembly, 16
Shift Solenoids, 38
Sprag Clutch, 21
Stator Assembly, 13
F
T
Forward Clutch, 19
Forward Sprag Clutch, 21
G
General Description, 9
Glossary, 105
Temperature Sensor (transmission fluid), 36

TCC Solenoid, 37
Torque Converter, 12-13
U
Understanding the Graphics, 6-7A
H
V
How To Use This Book, 4-5
Hydra-matic Product Designation System, 104
Hydraulic Control Components, 27-33
Vehicle Speed Sensor, 36
I
Illustrated Parts List, 95-102
L
Lo and Reverse Clutch, 23
Lo Roller Clutch, 22
Lubrication Points, 92
109

Manual 4l60e PDF

Enviado por

Dados do documento

Descrição original:

Título original

Direitos autorais

Compartilhar este documento

Compartilhar ou incorporar documento

Opções de compartilhamento

Você considera este documento útil?

Este conteúdo é inapropriado?

Direitos autorais:

Manual 4l60e PDF

Enviado por

Direitos autorais:

HYDRA-MATIC

COPYRIGHT 1992 POWERTRAIN DIVISION

through the transmission is graphically displayed on

HOW TO USE THIS BOOK

Read the following section, Understanding the

The Principles of Operation section (beginning on

The Power Flow section (beginning on page 41)

specific fluid circuits that enable the mechanical

The Complete Hydraulic Circuits section

Finally, the Appendix section contains a schematic

HOW TO USE THIS BOOK

UNDERSTANDING THE GRAPHICS

The flow of transmission fluid starts in the bottom

A three dimensional line drawing of the

A two dimensional line drawing of the component

A graphic schematic representation that displays

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

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

UNDERSTANDING THE GRAPHICS

CONVERTER CLUTCH VALVE

PUMP COVER (215)

PUMP BODY (200)

OIL PUMP ASSEMBLY (4)

GRAPHIC SCHEMATIC REPRESENTATION

1-2 SHIFT VALVE

VALVE BODY (60)

2-3 SHIFT VALVE

3-4 SHIFT VALVE

4-3 SEQUENCE VALVE

ACTUATOR FEED LIMIT

CONV CL SIGNAL VALVE

CONTROL VALVE BODY ASSEMBLY (60)

GRAPHIC SCHEMATIC REPRESENTATION

1-2 ACCUMULATOR COVER (57)

GRAPHIC SCHEMATIC REPRESENTATION

VALVE BODY SIDE

GRAPHIC SCHEMATIC REPRESENTATION

By using electronics, the PCM controls shift points,

EXPLANATION OF GEAR RANGES

The transmission can be operated in any one of the

higher gear ratio is accomplished by depressing the

MAJOR MECHANICAL COMPONENTS

LOCKS TOGETHER WITH

LOCKS TOGETHER WITH

RANGE REFERENCE CHART

MAJOR MECHANICAL COMPONENTS

The color legend below provides the general guidelines that

Included as part of this chart is the same color reference to each

Components that are stationary. Examples: Case (8),

Components such as the Overrun Clutch Hub (639)

All bearings, bushings, gaskets and spacer plates.

to provide a mechanical link, or direct drive, from

The torque converter assembly consists of the

a converter pump assembly (I) which is the driving member.

CONVERTER PUMP ASSEMBLY AND

When the engine is running the converter pump

To reduce torsional shock during the apply of the pressure plate

The stator assembly is located between the

At low vehicle speeds, when greater torque is

As vehicle speed increases, centrifugal force

The Apply Components section is designed to

The sequence in which the components in this

The servo assembly and 2-4

2-4 Band Applied - Second Gear

In Third gear, 3rd accumulator fluid is