SPECIFICATIONS
| DESCRIPTION | SPECIFICATION |
|---|---|
| Output Shaft Gear Drag Torque | 3 to 8 in. lbs. |
| Low/Reverse Clutch Pack Clearance | 0.89 -1.47 mm (0.035 -0.058 in.) |
| Reverse Clutch (Select Snap Ring) | 0.76 - 1.245 mm 0.030 - 0.049 in. |
| Overdrive Clutch (No Selection) | 0.491 - 2.345 mm 0.019 -.092 in. |
| Underdrive Clutch (Select Pressure Plate) | 0.91 - 1.47 mm 0.036 - 0.058 in. |
| 2/4 Clutch Clearance | 0.76 - 2.64 mm (0.030 - 0.104 in.) |
| Input Shaft End Play | 0.005 to 0.025 inch |
| Final Drive Remote Pinion Drag Torque | 2 to 8 in-lbs (drag) |
| Differential Turning Torque | 10 to 20 in-lbs (drag) |
| Low Clutch Clearance | 0.48 - 0.76 mm (.019 -.030 in.) |
| Direct Clutch Pack Clearance | 0.95 - 1.41 (0.037 - 0.056 in) |
SPECIFICATIONS
| Description | Metric | Standard |
|---|---|---|
| Front Sun Gear Bushings | 29.55 - 29.60 mm | 1.163 -1.165 in. |
| Rear Carrier Bushing | 29.75 - 30.00 mm | 1.171 - 1.181 in. |
| Overdrive Hub / Shaft Bushing | 21.52 - 21.58 mm | 0.847 - 0.850 in. |
| Oil Pump Reaction Support Sleeve | 45.27 - 45.31 mm | 1.782 - 1.784 in. |
| Oil Pump Outer Gear to Pump Pocket | 0.089-0.202 mm | 0.0035-0.0079 in. |
| Oil Pump Outer Gear to Crescent | 0.060-0.298 mm | 0.0023 - 0.0117 in. |
| Oil Pump Inner Gear to Crescent | 0.093 - 0.385 mm | 0.0036 - 0.0151 in. |
| Oil Pump Between Both Gear end Faces and the Reaction Shaft Support | 0.020-0.046 mm | 0.0008-0.0018 in. |
| Front / Rear Carrier Pinion end Play | 0.15 - 0.61 mm | 0.006 - 0.024 in. |
| Torque Converter Hub Bushing | 38.019 - 38.11 | 1.499 - 1.501 in. |
| Output Carrier Pinion End Play | 0.15 - 0.76 | 0.006 - 0.030 |
| Direct Clutch Retainer Bushing | 39.71 - 39.75 | 1.563 - 1.565 |
| Low Clutch Retainer Bushing (Steel) | 28.22 - 28.26 | 1.111 - 1.113 |
| Low Clutch Retainer Bushing (Brass) | 30.01 - 30.03 | 1.181 - 1.182 |
GEAR TRAIN MEASUREMENTS
| DESCRIPTION | N.m | Ft. Lbs. | In. Lbs. |
|---|---|---|---|
| Bolt, Output Transfer Gear | 271 | 200 | |
| Screws, Low/reverse Piston Retainer-to-Case | 5 | 45 | |
| Bolts, Oil Pump-to-Case | 30 | 265 | |
| Bolts, Reaction Shaft-to-Pump Housing | 27 | 20 | |
| Bolts, Stirrup Strap | 23 | 200 | |
| Bolts, Differential Cover | 61 | 45 | |
| Bolts, Differential Output Bearing Cover | 12 | 105 | |
| Bolts, Remote Pinion Cover | 12 | 105 | |
| Bolts, Compounder Bearing Retainer | 12 | 105 | |
| Nut, Transfer Gear (underdrive compounder side) | 271 | 200 | |
| Bolts, Transfer Gear Cover-to-Case | 12 | 105 | |
| Pipe Plug, Park Pawl | 27 | 20 | |
| Set Screw, Park Pawl Shaft | 1 | 10 | |
| Set Screw, Manual Lever | 1 | 10 | |
| Bolts, Valve Body | 7 | 50 | |
| Bolt, Detente Spring | 7 | 50 | |
| Bolts, Valve Body Oil Pan | 6 | 53 | |
| Plug, Pressure Tap | 9 | 45 | |
| Nuts, Fluid Filter Mounting | 5 | 40 | |
| Bolts, Fluid Filter Oil Pan | 6 | 50 | |
| Bolts, Speed Sensors | 12 | 105 | |
| Bolts, Transaxle-to-Engine | 70 | 52 | |
| Bolts, Torque Converter-to-Driveplate | 60 | 44 | |
| Bolt, Torque Converter Dust Shield | 10 | 88 | |
| Bolts, Exhaust Stand Off Bracket | 95 | 70 | |
| Bolts, Engine Front Mount/Bracket | 67 | 50 | |
| Fitting, Power Steering Hoses to Steering Gear | 31 | 23 | |
| Bolts, Torque Strut | 54 | 40 | |
| Nuts, Link-to-Strut | 88 | 65 | |
| Bolt, Crankshaft Position Sensor | 12 | 105 | |
| Bolts, Valve Body Transfer Plate | 6 | 50 | |
| Bolt, Line Pressure Solenoid (VSF) | 6 | 50 | |
| Bolt, Line Pressure Solenoid | 6 | 50 | |
| Bolts, Line Pressure Sensor | 6 | 50 | |
| Bolts, Clamp Plate | 6 | 50 | |
| Bolts, Ring Gear-to-Case | 95 | 70 | |
| Bolts, Cradle-to-body | 162 | 120 | |
| Nuts, Rear Mount-to-Cradle | 54 | 40 | |
| Bolt, Ground cable | 10 | 90 | |
| Bolt, Power Steering Line | 10 | 90 |
TORQUE SPECIFICATIONS
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TORQUE CONVERTER CLUTCH (TCC)
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 to the front cover's friction material, 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 engagement and disengagement of the TCC are automatic and controlled by the Powertrain Control Module (PCM). The engagement cannot be activated in the lower gears because it eliminates the torque multiplication effect of the torque converter necessary for acceleration. Inputs that determine clutch engagement are: coolant temperature, vehicle speed and throttle position. The torque converter clutch is engaged by the clutch solenoid on the valve body. The clutch will engage at approximately 56 km/h (35 mph) with light throttle, after the shift to third gear.