ALL PRESSURE SPECIFICATIONS ARE PSI (on hoist, with wheels free to turn)
| Gear Selector Position | Actual Gear | PRESSURE TAPS | ||||||
|---|---|---|---|---|---|---|---|---|
| Underdrive Clutch | Overdrive Clutch | Reverse Clutch | Torque Converter Clutch Off | Torque Converter Clutch On | 2/4 Clutch | Low/ Reverse Clutch | ||
| PARK - 0 mph (1) | PARK | 0-2 | 0-5 | 0-2 | 60--110 | 45--100 | 0-2 | 115--145 |
| REVERSE - 0 mph (1) | REVERSE | 0-2 | 0-7 | 165--235 | 50--100 | 35--85 | 0--2 | 165--235 |
| NEUTRAL - 0 mph (1) | NEUTRAL | 0-2 | 0--5 | 0--2 | 60--110 | 45--100 | 0--2 | 115--145 |
| Low - 20 mph (2) | FIRST | 110--145 | 0--5 | 0--2 | 60--110 | 45--100 | 0--2 | 115--145 |
| Third - 30 mph (2) | SECOND | 110--145 | 0--5 | 0--2 | 60--110 | 45--100 | 115--145 | 0--2 |
| Third, - 45 mph (2) | DIRECT | 75--95 | 75--95 | 0--2 | 60--90 | 45--80 | 0--2 | 0--2 |
| OD - 30 mph (2) | OVERDRIVE | 0--2 | 75--95 | 0--2 | 60--90 | 45--80 | 75--95 | 0--2 |
| OD - 50 mph (2) | OVERDRIVE WITH TCC | 0--2 | 75--95 | 0--2 | 0--5 | 60--95 | 75--95 | 0--2 |
| (1) Engine Speed at 1500 rpm CAUTION: (2) Both wheels must be turning at same speed. | ||||||||
| (1) | Engine Speed at 1500 rpm |
| CAUTION |
|---|
| (2) Both wheels must be turning at same speed. |
| (2) | Both wheels must be turning at same speed. |
PRESSURE SPECIFICATIONS ARE PSI (ON HOIST, WITH WHEELS FREE TO TURN)
FLUID LEAKAGE - TORQUE CONVERTER HOUSING AREA
When diagnosing converter housing fluid leaks, three actions must be taken before repair
- Verify proper transmission fluid level.
- Verify that the leak originates from the converter housing area and is transmission fluid.
- Determine the true source of the leak.
Fluid leakage at or around the torque converter area may originate from an engine oil leak. The area should be examined closely. Factory fill fluid is red and, therefore, can be distinguished from engine oil.
Some suspected converter housing fluid leaks may not be leaks at all. They may only be the result of residual fluid in the converter housing, or excess fluid spilled during factory fill, or fill after repair. Converter housing leaks have several potential sources. Through careful observation, a leak source can be identified before removing the transmission for repair.
Scheme 670
Pump seal leaks tend to move along the drive hub and onto the rear of the converter. Pump o-ring or pump body leaks follow the same path as a seal leak. Pump attaching bolt leaks are generally deposited on the inside of the converter housing and not on the converter itself. Pump seal or gasket leaks usually travel down the inside of the converter housing.
TORQUE CONVERTER LEAKAGE
Possible sources of torque converter leakage are
Scheme 671
- Torque converter weld leaks at the outside diameter weld.
- Torque converter hub weld.
GENERAL SPECIFICATIONS
| Transmission Type | Four-Speed Automatic, Electronically Controlled, Fully Adaptive, Electronically Modulated Torque Converter |
|---|---|
| Lubrication Method | Pump (internal - external gear-type) |
| Cooling Method | Water Heat Exchanger and/or Air-to-Oil Heat Exchanger |
SPECIFICATIONS AUTOMATIC TRANSMISSION
BEARING PRELOAD (Drag Torque)
| Description | Metric | Standard |
|---|---|---|
| Output Shaft | 0.22-0.903 N.m | 1-8 in. lbs. |
BEARING PRELOAD (DRAG TORQUE)
TORQUE SPECIFICATIONS
| Description | N.m | Ft. Lbs. | In. Lbs. |
|---|---|---|---|
| Bolt, Converter-to-Driveplate | 88 | 65 | |
| Bolt, Fluid Filter-to-Valve Body | 5 | 45 | |
| Bolt, L/R Clutch Retainer-to-Case | 5 | 45 | |
| Bolt, Adapter/Extension Housing | 54 | 40 | |
| Bolt, Manual Valve Lever-to-Manual Valve | 5 | 45 | |
| Bolt, Oil Pan-to-Case | 20 | 14.5 | |
| Bolt, Oil Pump-to-Case | 30 | 265 | |
| Bolt, Park Sprag Retainer | 4.5 | 40 | |
| Bolt, Reaction Shaft Support Halves | 28 | 250 | |
| Bolt, Solenoid/Pressure Switch Assy-to-Valve Body | 5.5 | 50 | |
| Bolt, Valve Body-to-Case | 12 | 105 | |
| Bolt, Valve Body-to-Transfer Plate | 5 | 45 | |
| Fitting, Cooler Line | 47.5 | 35 | |
| Nut, Output Shaft | 271 | 200 | |
| Plug, Pressure Tap | 5 | 45 | |
| Bolt, Input Speed-to-Case Sensor | 9 | 80 | |
| Bolt, Output Speed-to-Case Sensor | 9 | 80 |
TORQUE SPECIFICATIONS
Scheme 672
Scheme 673
Scheme 674
Scheme 675
Scheme 676
Scheme 677
Scheme 678
Scheme 679
Scheme 680
Scheme 681
Scheme 682
Scheme 683
Scheme 684
Scheme 685
Scheme 686
Scheme 687
Scheme 688
Scheme 689
Scheme 690
Scheme 691
Scheme 692
Scheme 693
Scheme 694
Scheme 695
Scheme 696
Scheme 697
Scheme 698
Scheme 699
TORQUE CONVERTER CLUTCH (TCC)
The TCC was installed to improve the efficiency of the torque converter that is lost to the slippage of the fluid coupling. Although the fluid coupling provides smooth, shock-free power transfer, it is natural for all fluid couplings to slip. If the impeller (3) and turbine (5) were mechanically locked together, a zero slippage condition could be obtained. A hydraulic piston (6) with friction material (7) was added to the - turbine assembly (5) to provide this mechanical lock-up.
In order to reduce heat build-up in the transmission and buffer the powertrain against torsional vibrations, the TCM can duty cycle the L/R-CC Solenoid to achieve a smooth application of the torque converter clutch. This function, referred to as Electronically Modulated Converter Clutch (EMCC) can occur at various times depending on the following variables
Scheme 700
- Shift lever position
- Current gear range
- Transmission fluid temperature
- Engine coolant temperature
- Input speed.
- Throttle angle
- Engine speed
Scheme 701
The converter impeller (driving member), which is integral to the converter housing and bolted to the engine drive plate, rotates at engine speed. The converter turbine (driven member), which reacts from fluid pressure generated by the impeller, rotates and turns the transmission input shaft.
In a standard torque converter, the impeller and turbine are rotating at about the same speed and the stator is freewheeling, providing no torque multiplication. By applying the turbine's piston and friction material to the front cover, a total converter engagement can be obtained. The result of this engagement is a direct 1:1 mechanical link between the engine and the transmission.
The clutch can be engaged in second, third, and fourth gear ranges depending on overdrive control switch position. the overdrive control switch is in the normal ON position, the clutch will engage after the shift to fourth gear. If the control switch is in the OFF position, the clutch will engage after the shift to third gear.
The TCM controls the torque converter by way of internal logic software. The programming of the software provides the TCM with control over the L/R-CC Solenoid. There are four output logic states that can be applied as follows
- No EMCC
- Partial EMCC
- Full EMCC
- Gradual-to-no EMCC