INTRODUCTION TO

AUTOMATIC TRANSMISSIONS

Name _______________________

Dealership____________________

A1701.40ME
 Introduction to Automatic Transmissions

Contents
Preface ................................................................................. 3
Introduction ......................................................................... 4
Transmission and Application and Identification ............ 6
Transmission Identification ............................................. 6
Key Transmission Identifiers........................................ 7
Transmission Identification by Model ............................ 8
4L60/65-E Identification and Applications................. 10
4L60/65-E General Motors Applications .................... 12
4L80/85-E Identification and Applications................. 15
5L40-E Identification and Application........................ 16
4T-40/45-E Identification and Applications ............... 17
4T-60/65-E Identification and Applications ............... 19
4T-60/65-E Identification and Applications (cont) .... 20
Automatic Transmission Components ........................... 22
Typical Automatic Transmission Components ........ 23
Typical Automatic Transaxle Components ............... 23
The Torque Converter....................................................... 24
Inside a Torque Converter ............................................. 25
Power flow of a torque converter ............................... 26
The Pump side of a Torque Converter....................... 28
The Turbine Side of a Torque Converter ................... 29

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 Introduction to Automatic Transmissions

The Stator ..................................................................... 30

Planetary Gearsets ...................................................... 33
PLANETARY GEARSET .............................................. 34
Apply Devices.................................................................... 38
Multiple-Disc Clutches ................................................... 39
Applying of Clutches and Holding Components ...... 40
Applying of Clutches and Holding Components ...... 43
Friction Bands and Servos ............................................ 44
Transmission Servo’s .................................................... 45
Holding Devices - Roller Clutches ................................ 46
Sprag Clutches ............................................................... 47
Hydraulic Valves ............................................................. 49
Electrical Components ..................................................... 52
Typical Electrical Components ..................................... 54
4L60-E Planetary Gearsets ............................................ 58
4L60/65-E Power flow ....................................................... 61
Notes .................................................................................. 64

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 Introduction to Automatic Transmissions

Preface

The Introduction to Transmission Guide is intended for automotive

technicians that are familiar with the operation of automotive
equipment. This technician’s guide is for your use while you are at
the School and, after the program has been completed. Enter your
name and Dealership on the cover so that it may be forwarded to you
in the event that it is mislaid or lost.

Many of the items and points discussed in class will not necessarily
be easy to remember when you return to your shop. Use the space
provided in this guide to make notes during the program.

While this booklet will serve as an excellent review of the extensive

program presented in the training centre session, it is not intended to
substitute for the various service manuals normally used on the job.
The range of specification and variations in procedures between
carlines and models requires that the appropriate service publications
be referred to, as necessary, when performing these operations.

All information contained in this booklet 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. This booklet, or any portion thereof, may not be
reproduced without the written consent of the Product Service
Training Department, General Motors of Canada Limited,
Oshawa.

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 Introduction to Automatic Transmissions

Introduction
The purpose of an automobile transmission is to provide neutral,
reverse, and forward driving ranges that increase the torque or
twisting force from the engine to the driving wheels as required for
greater pulling power and performance.

The automobile transmission is basically, a form of leverage that

enables the engine to move heavy loads with less effort. As the
heavy load or vehicle begins to move, less leverage or ratio is
required to maintain movement.

By providing a suitable number of levers or torque multiplying

ratios, improved performance and economy are achieved over the
entire driving range. Changing the ratio automatically relieves the
driver of the responsibility of selecting the best possible ratio for each
condition and makes driving more comfortable.

Regardless of the type of automatic transmission, the basic

function and operation of each of their components is the same.

¾ Torque converter principles and operation are always the same

whether in a transaxle, front wheel drive, or a rear wheel drive
automobile.

¾ Planetary gears operate on the same principles regardless of

the transmission design or vehicle make.

¾ Hydraulic systems and valving use the same principles to

achieve the desired results in every make and model of
automatic transmission.

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 Introduction to Automatic Transmissions

Once these principles have been mastered, they are easily applied
to any make or model of transmission. Understanding changes in
design then becomes relatively simple. These same principles apply
equally well to domestic and foreign import vehicles.

Over the period of this course we will be using the Hydramatic 4L60-
E transmission as a model.

We will examine:

¾ Basic automatic transmission applications and identification.

¾ Automatic transmission components and their function.

¾ Automatic transmission electrical components and their

function.

¾ Power flow of a 4L60-E transmission and its components.

¾ Electronic controls of the 4L60-E and their functions.

¾ Hydraulic components/flow and their function in the 4L60-E

¾ Diagnosis and road testing

¾ Complete overhaul of the 4L60-E

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 Introduction to Automatic Transmissions

Transmission and Application and

Identification

Transmission Identification

Most Hydra-matic products are easily identified from the

customer’s point of view by the shape and design of the transmission
oil pan. Engine size, emission controls, availability and design
concerns all play a part in assigning different transmission models to
vehicle models.

The transmission tag or stamped identification identifies such

information as the transmission type, model year, serial number,
Julian date, build location, shift build and shipping date.

NOTE: Anytime technical or factory assistance is needed

concerning a transmission condition, the technician should have the
following information available before calling:

¾ Type of transmission

¾ Model year

¾ Serial Number

¾ Julian date

¾ Build location

*Julian date and build location may not be necessary as vehicle

serial number allows access to this information.

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 Introduction to Automatic Transmissions

Key Transmission Identifiers

Model Year: Year the transmission was built

Model: Model of transmission

Julian Date: Day of the year the transmission was built.

January 1st – 001, Dec 31st -365.

****Note that a transmission with a Julian date of 001

Was built on January 1st which is in the middle of a production
year. Most initial transmissions are built at the beginning of
August and have a Julian date of 213-225.

The Julian cycle of a transmission is approximately 213-

365, then 001-212

Serial Number: Records the sequence in which the transmission

was built. This ensures quality control and correctly matching
the vehicle to the transmission.

Shift Build: Record of the shift and technicians when transmission

was built.

Build Location: Plant where transmission was built or assembled.

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 Introduction to Automatic Transmissions

Transmission Identification by Model

All Hydra-matic transmissions/transaxles used in General Motors

cars and trucks are identified by a model number which gives us a
great deal of information about that transmission/transaxle.

HYDRA-MATIC 4 L 60 E

# of speeds Type Series Features

3 L-Longitudinal Based on E - Electronic

4 T-Transverse relative A–All Wheel Dr

5 M-Manual torque HD- Heavy duty

6 capacity

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 Introduction to Automatic Transmissions

Examples

3T40-E – is a 3 speed, transversely mounted, 40 series, electronically

controlled transaxle.

4T40-E – is a 4 speed, transversely mounted, 40 series, electronically

controlled transaxle.

4T45-E – is a 4 speed, transversely mounted, 45 series, electronically

controlled transaxle.

4T60-E – is a 4 speed, transversely mounted, 60 series, electronically

controlled transaxle.

4T65-E – is a 4 speed, transversely mounted, 65 series, electronically

controlled transaxle.

4T80-E – is a 4 speed, transversely mounted, 80 series, electronically

controlled transaxle.

4L60/65-E – is a 4 speed, longitudinally mounted, 60/65 series,

electronically controlled transmission.

4L80-E – is a 4 speed, longitudinally mounted, 80 series,

electronically controlled transmission.

5L40-E – is a 5 speed, longitudinally mounted, 40 series,

electronically controlled transmission.
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 Introduction to Automatic Transmissions

4L60/65-E Identification and Applications

4L60/65-E (Toledo & Romulus Build)

(1) 2 = 2002

(2) Model

(3) Hydra-Matic 4L60-E

(4) Julian Date or Day of the Year

(5) Shift Built, See Shift Build Chart

(6) Serial Number

(7) Case/Pan Frame Rail Location

(7) Case/Pan Frame Rail Location

Optional Transmission ID Location, Tag Is Used as a Back-Up If Unable To Etch

(8)
Case/Pan Area and To Bar Code Scan

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 Introduction to Automatic Transmissions

4L60/65-E (Ramos Arizpe, Mexico)

(1) 2 = 2002

(2) Model

(3) Hydra-Matic 4L60-E

(4) Plant of Manufacture, 4 is Ramos

(5) Julian Date or Day of the Year

(6) Shift Built, See Shift Build Chart

(7) Transmission Serial Number

Optional Transmission ID Tag Location, Tag Is Used as a Back-Up If Unable To Etch

(8)
Case/Pan Area and To Bar Code Scan

(9) Case/Pan Frame Rail Area

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 Introduction to Automatic Transmissions

4L60/65-E General Motors Applications

Body Car/Truck Line - Engine Fuel Engine Engine Transmission Transmission

Type Division Size System VIN RPO Used RPO
Code
F Camaro - 3.8L SFI K L36 4L60E M30
Chevrolet V6
F Camaro - 5.7L SFI G LS1 4L60E M30
Chevrolet V8
F Firebird - Pontiac 3.8L SFI K L36 4L60E M30
V6
F Firebird - Pontiac 5.7L SFI G LS1 4L60E M30
V8
Y Corvette - 5.7L SFI G LS1 4L60E M30
Chevrolet V8
M Chevrolet / GMC 4.3L MFI X LU3 4L60E M30
2WD Astro / V6
Safari Mid Size
Van
L Chevrolet / GMC 4.3L MFI X LU3 4L60E M30
4WD Astro / V6
Safari Mid Size
Van
Chevrolet / GMC 4.3L SFI W L35 4L60E M30
Express / Savana V6
G1500 1/2 TON Full Size 5.0L SFI M L30 4L60E M30
Van V8
5.7L SFI R L31 4L60E M30
V8
Chevrolet / GMC
Express / Savana
G2500 3/4 TON Full Size 4.3L SFI W L35 4L60E M30
Van V6
Chevrolet / GMC 4.3L SFI / W/X L35 / 4L60E M30
Silverado/Sierra V6 MFI LU3
C1500 Pick-Up Reg. And 4.8L SFI V LR4 4L60E M30 / MG5
Extended Cab V8
2WD - 1/2 TON 5.3L SFI / T/Z LM7 / 4L60E M30
V8 MFI L59

Chevrolet / GMC
Silverado/Sierra
C2500 Pick-Up Reg. And 6.0L SFI U LQ4 4L65E / M32 / MT1/
Extended Cab V8 4L80E
2WD - 3/4 ton
Chevrolet / GMC 4.3L SFI / W/X L35 / 4L60E M30

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 Introduction to Automatic Transmissions

K1500 Silverado/Sierra V6 MFI LU3

Pick-Up Reg. And 4.8L SFI V LR4 4L60E M30
Extended Cab V8
4WD - 1/2 TON 5.3L SFI / T/Z LM7 / 4L60E M30
V8 MFI L59
Chevrolet / GMC
Silverado/Sierra
K2500 Pick-Up Reg. And 6.0L SFI U LQ4 4L65E / M32 / MT1
Extended Cab V8 4L80E
4WD - 3/4 TON
C1500 Chevrolet / GMC 5.3L SFI / T/Z LM7 / 4L60E M30
Suburban / V8 MFI L59
Yukon XL 2WD -
1/2 TON
C2500 Chevrolet / GMC 6.0L SFI / U/N LQ4 / 4L65E / M32 / MT1
Suburban / V8 MFI LQ9 4L80E
Yukon XL 2WD -
3/4 TON
C1500 Chevrolet / GMC 4.8L SFI V LR4 4L60E M30
Tahoe / Yukon V8
Denali 2WD - 1/2 5.3L SFI / T/Z LM7 / 4L60E M30
TON V8 MFI L59
K1500 Chevrolet / GMC 5.3L SFI / T/Z LM7 / 4L60E M30
Suburban / V8 MFI L59
Yukon XL 4WD -
1/2 TON
K2500 Chevrolet / GMC 6.0L SFI / U/N LQ4 / 4L65E M32
Suburban / V8 MFI LQ9
Yukon XL 4WD -
3/4 TON
K1500 Chevrolet / GMC 4.8L SFI V LR4 4L60E M30
Tahoe / Yukon V8
4WD - 1/2 TON 5.3L SFI / T/Z LM7 / 4L60E M30
V8 MFI L59
K1500 GMC / Cadillac / 6.0L MFI N LQ9 4L65E M32
Denali / Escalade V8
4DR, 4WD - 1/2
TON
Chevrolet GMC
2WD S- Pickups/
S 2.2L FLEX 5 L43 4L60E M30
Sonoma L4

Chevrolet / GMC
2WD S - Pick-Up /
Sonoma Pick-Up
S And Extended 4.3L SFI W L35 4L60E M30
Cab V6

Chevrolet / GMC
4WD S - Pick-Up /

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 Introduction to Automatic Transmissions

T Sonoma Pick-Up 4.3L SFI W L35 4L60E M30

And Extended V6
Cab
T Chevrolet / GMC 4.3L SFI W L35 4L60E M30
4WD Blazer / V6
Jimmy
S/T Chevrolet / GMC 4.2L SFI S LL8 4L60E M30
Trailblazer, L6
Envoy, Bravada

4L60/65-E Holden Applications

Engine
Truck Line & Engine Fuel VIN Engine Transmission Transmission
Body Type Truck Type Size System Code RPO Used RPO
Lumina/Lumina 3.8L
SFI K L36 4L60E M30
LTZ V6
MY03 Lumina
5.7L
Lumina GTZ SFI G LS1 4L60E M30
V8
3.8L
Caprice SFI K L36 4L60E M30
V6
MY03 Caprice
5.7L
Caprice LTZ SFI G LS1 4L60E M30
V8

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 Introduction to Automatic Transmissions

4L80/85-E Identification and Applications

(1) Calendar Year

(2) Julian Date of the Year

(3) Shift and Line Number

(4) Plant

(5) Model

(6) Location on Transmission

Engine
Body Truck Line & Truck Engine Fuel VIN Engine Transmission Transmission
Type Type Size System Code RPO Used RPO
4.8L V8 SFI V LR4 4L80E MT1
Chevrolet / GMC
G
Express / Savana 6.0L V8 SFI U LQ4 4L80E MT1

Chevrolet / GMC 6.0L V8 SFI N LQ9 4L80E MT1

Silverado/Sierra
C/K
Pick-Up Reg. And
Extended Cab 8.1L V8 SFI G L18 4L85E MN8

Chevrolet / GMC 6.0L V8 MFI N LQ9 4L80E MT1

C/K Suburban / Yukon XL
/ Denali 8.1L V8 SFI G L18 4L85E MN8
8.1L V8 SFI G L18 4L85E MN8
Chevrolet / GMC
C/K
Crew Cab 6.0L V8 SFI U LQ4 4L80E MT1

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 Introduction to Automatic Transmissions

5L40-E Identification and Application

(1) Production or Service New

(2) Transmission Family

(3) Model Year

(4) Alpha Code

(5) Part Number

(6) Serial Number

(7) Empty

(8) Calibration Code

(9) I.D. Tag Location

(10) Remanufactured

(11) Remanufactured Date - Week

(12) Remanufactured Date - Year

(13) R = Remanufactured

Body Car Line Engine Fuel Engine VIN Engine Transmission Transmission
Type Division Size System Code RPO Used RPO
CTS -
D 3.2L V6 SFI N LA3 5L40E/M5 M82/M35
Cadillac

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 Introduction to Automatic Transmissions

4T-40/45-E Identification and Applications

All 4T-40/45E automatic transmissions

have a metal identification (ID)
nameplate (1) attached to the case
exterior.

(1) Transaxle

(1) Transaxle

(2) Calendar Year

(2) Calendar Year

(3) Julian Date or Day of the Year

(3) Julian Date or Day of the Year

(4) Shift and Line Number

(5) Model Year

(5) Model Year

(6) Model

(6) Model

(7) Part Number

(8) Serial Number in Base Code 34

(9) Plant

(10) Broadcast Code

(11) Control Number

(12) Serial Number

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 Introduction to Automatic Transmissions

Body Car Line - Engine Fuel Engine VIN Engine Transmission Transmission
Type Division Size System Code RPO Used RPO
Cavalier -
J 2.2L L4 MFI F L61 4T40E / M5 MN4 / M94
Chevrolet
Sunfire -
J 2.2L L4 MFI F L61 4T40E / M5 MN4 / M94
Pontiac
Malibu -
N 3.1L V6 SFI J LG8 4T40E MN4
Chevrolet
Alero -
N 2.2L L4 MFI F L61 4T40E / M5 MN4 / M86
Oldsmobile
Alero -
N 3.4L V6 SFI E LA1 4T45E MN5
Oldsmobile
Grand Am -
N 2.2L L4 MFI F L61 4T40E / M5 MN4 / M86
Pontiac
Grand Am -
N 3.4L V6 SFI E LA1 4T45E MN5
Pontiac

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 Introduction to Automatic Transmissions

4T-60/65-E Identification and Applications

(1) SRTA Tag Location

(2) Transmission ID Location

(3) Hydra-Matic 4T65-E ID Tag

(4) Transmission

(5) Julian Date

(6) Shift Built A = First Shift; B = Second Shift; C = Third Shift

(7) Update Level

(8) Model

(9) Serial Number in Base Code 31

(10) W = Warren Plant

(11) Hydra-Matic 4T65-E

(12) Model

(13) Model Year 3 = 2003

(14) Line Built 1 = Line 1; 2 = Line 2; 3 = Line 3; 4 = Line 4

(15) Serial Number

(16) Julian Date

(17) Calendar Year 3 = 2003

(18) Model

(19) Model Year 3 = 2003

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 Introduction to Automatic Transmissions

4T-60/65-E Identification and Applications (cont)

Engine
Body Car Line - Engine Fuel VIN Engine Transmission Transmission
Type Division Size System Code RPO Used RPO
Venture -
U 3.4L V6 SFI E LA1 4T65E M15/M76
Chevrolet
Montana -
U 3.4L V6 SFI E LA1 4T65E M15/M76
Pontiac
Silhouette -
U 3.4L V6 SFI E LA1 4T65E M15/M76
Oldsmobile
Grand Prix -
W 3.1L V6 SFI J LG8 4T65E M15
Pontiac
Grand Prix - SFI / SFI L36 / 4T65E / 4T65E-
W 3.8L V6 K/1 M15 / MN7
Pontiac - SC L67 HD
W Century - Buick 3.1L V6 SFI J LG8 4T65E M15
SFI / SFI L36 / 4T65E / 4T65E-
W Regal - Buick 3.8L V6 K/1 MN3 / MN7
- SC L67 HD
Monte Carlo /
W Impala - 3.4L V6 SFI E LA1 4T65E M15
Chevrolet
Monte Carlo /
W Impala - 3.8L V6 SFI K L36 4T65E M15
Chevrolet
Park Avenue / SFI / SFI L36 / 4T65E / 4T65E-
C 3.8L V6 K/1 MN3 / MN7
Ultra - Buick - SC L67 HD
Bonneville /
SFI / SFI L36 / 4T65E / 4T65E-
H SSE / SSEi - 3.8L V6 K/1 MN3 / MN7
- SC L67 HD
Pontiac
Le Sabre -
H 3.8L V6 SFI K L36 4T65E MN3
Buick

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 Introduction to Automatic Transmissions

4T-80/85-E Identification and Applications

(1) Calendar Year - 3 = 2003

(2) Julian Date of the Year

(3) Shift and Line Number

(4) Calendar Year

(5) Model

(6) Serial Number in Base Code 31

(7) Plant

(8) Broadcast Date

(9) Transaxle

(10) Transaxle I.D. Tag Location

(11) Transaxle Partial VIN Location

Body Engine Fuel Engine Engine Transmission Transmission

Type Car Line - Division Size System VIN Code RPO Used RPO
G Aurora - Oldsmobile 4.0L V8 SFI C L47 4T80E MH1
Eldorado / Eldorado
LD8 /
E Touring Coupe - 4.6L V8 SFI Y/9 4T80E MH1
L37
Cadillac
Seville SLS / Seville LD8 /
K 4.6L V8 SFI Y/9 4T80E MH1
STS - Cadillac L37
DeVille / DeVille LD8/
K-sp 4.6L V8 SFI Y/9 4T80E MH1
Concours - Cadillac L37

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 Introduction to Automatic Transmissions

Automatic Transmission
Components

The automatic transmission is an engineering marvel. Although

there are a number of companies that manufacture transmissions, the
basic principles remain the same and can be applied to almost any
make.

In order to understand the operation of an automatic transmission

it is necessary to have an excellent working knowledge of the major
components and the function that they perform. Once a solid
foundation of their operation is realized it is possible to apply this
knowledge to almost any make/model of automatic transmission.

The automatic transmission is made of several major components.

These components consist of:

¾ Torque converter

¾ Planetary Gearset(s)

¾ Clutches

¾ Band(s) and Servo(s)

¾ Sprags and Roller Clutches

¾ Hydraulic Valves

¾ Electrical Components

Each component performs a similar function in almost all

automatic transmissions. We will examine the operation and the role
of these components as they apply to the Hydra-matic 4L60-E
automatic transmission.

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 Introduction to Automatic Transmissions

Typical Automatic Transmission Components

Typical Automatic Transaxle Components

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 Introduction to Automatic Transmissions

The Torque Converter

The torque converter is the link between the engine and the
transmission. It is connected to the engine flywheel which is called a
flexplate in a vehicle with an automatic transmission. Because the
torque converter is bolted to the flexplate, which is in turn bolted to
the crankshaft, it turns at engine speed. The torque converter is
responsible for the transfer of power from the engine to the
transmission.

A torque converter is a type of fluid coupling, which allows the

engine to spin somewhat independently of the transmission. The
torque may not look very interesting, but a lot goes on inside. If the
engine is turning slowly, such as when the car is idling at a stoplight,
the amount of torque that is passed through the torque converter is
very small, so keeping the car still requires only a light pressure on
the brake pedal.

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 Introduction to Automatic Transmissions

If you were to step on the gas pedal while the car is stopped, you
would have to press harder on the brake to keep the car from moving.
This is because when you step on the gas, the engine rotates faster
forcing more fluid through the torque converter, causing more torque
to be transmitted to the wheels.

Inside a Torque Converter

As shown in the figure below, there are three components inside the
very strong housing of the torque converter:

• Pump
• Turbine
• Stator

Pump Turbine

Stator

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 Introduction to Automatic Transmissions

Perhaps the simplest way to demonstrate the operation of a torque

converter is with the use of two
fans. By placing two fans
facing one another and only
turning one on we would find
that the second fan seems to
spin on its own. In actual fact
the moving air from the
plugged in fan now passes
over the blades of the second
fan and forces them to rotate.
There is now a successful
transfer of power from on fan to the other. This example uses only air
current. Hydra-matic transmissions use fluid flow instead of air flow
to accomplish the same effect. Fluid weight and the inability to
compress it make fluid a much more efficient power transfer than air.
The principles however are identical.

Power flow of a torque converter

One of the key areas we must focus on in order to understand

the workings of an automatic transmission is the flow of power. Our
interest in having an engine and a transmission is to transfer power
from the engine to the wheels eventually. If the power originates at
the engine it must flow through a path in order for it to arrive at the
wheels. If we were to take a cross-sectional view of the torque
converter we would be able to trace flow of power or torque.

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 Introduction to Automatic Transmissions

Power originates at the engine then flows

from:
1. engine to flywheel
2. flywheel to torque converter housing
3. housing to pump in the converter
4. pump to the turbine in the converter
5. turbine to the input shaft of the
transmission
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 Introduction to Automatic Transmissions

The Pump side of a Torque Converter

The torque converter pump is welded to the cover (body) of the

torque converter to provide a mechanical coupling between the
engine and the pump itself. This connection is the first and primary
link in the transfer of power to the drive wheels from the engine. The
pump section of the converter initiates the transmission fluid flow.

The pump inside a torque converter is a type of centrifugal pump.

As it spins, fluid is flung to the outside, much as the spin cycle of a
washing machine flings water and clothes to the outside of the wash
tub. As fluid is flung to the outside, a vacuum is created that draws
more fluid in at the center.

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 Introduction to Automatic Transmissions

The Turbine Side of a Torque Converter

The turbine is the secondary link in the power flow from the engine
to the drive wheels. The turbine receives transmission fluid from the
pump. The force of the arriving fluid acting on the blades of the
turbine, cause it to spin. The rotating turbine which is connected to
the transmission input shaft, causes the transmission to spin, which
basically moves your car. You can see in the graphic below that the
blades of the turbine are curved. This means that the fluid, which
enters the turbine from the outside, has to change direction before it
exits the center of the turbine. It is this directional change that causes
the turbine to spin.

In order to change the direction of a moving object, you must apply

a force to that object -- it doesn't matter if the object is a car or a drop
of fluid. And whatever applies the force that causes the object to turn
must also feel that force, but in the opposite direction. So as the
turbine causes the fluid to change direction, the fluid causes the
turbine to spin.

The fluid exits the turbine at the center, moving in a different

direction than when it entered. If you look at the arrows in the figure
above, you can see that the fluid exits the turbine moving opposite

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 Introduction to Automatic Transmissions

the direction that the pump (and engine) is turning. If the fluid were
allowed to hit the pump, it would slow the engine down, wasting
power. This is why a torque converter has a stator.

The Stator

The stator resides in

the very center of the
torque converter. Its
function is to redirect the
fluid returning from the
turbine before it hits the
pump again. This
increases the efficiency
of the torque converter.

The stator’s very

aggressive blade design almost completely reverses the direction
of the fluid. A one-way clutch (which we will examine later) connects
the stator to a fixed shaft in the transmission. Because of this design,
the stator is not able to spin with the fluid, it can spin only in the
reverse direction, thereby forcing the fluid to change its direction as it
hits the stator blades.

Even though the turbine changes the direction of the fluid and
flings it out the back, the fluid still moves in the direction that the
turbine is spinning because the turbine is rotating faster in one
direction than the fluid is being pumped. For example, if you were
standing in the back of a vehicle traveling at 60 mph, and you threw a
rock out the back of that pickup at 40 mph, the rock would still be
going forward at 20 mph. This is similar to what happens in the
turbine: The fluid is being flung out the back in one direction, but not
as fast as it was going to start with in the other direction.

When this happens, the fluid actually strikes the back sides of
the stator blades, resulting in the stator freewheeling on its one-way
clutch so it doesn't stop the fluid moving through it.

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 Introduction to Automatic Transmissions

In summary the roller clutch allows the stator to hold or rotate free.
When directing fluid flow for increased torque, it is necessary for
the roller clutch to hold the stator to the stator shaft. When
increased torque is no longer required (the vehicle is moving), the
rollers release and the stator rotates freely.

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 Introduction to Automatic Transmissions

The Stator (con’t)

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 Introduction to Automatic Transmissions

Planetary Gearsets
All General Motors’ (and nearly all other manufacturers)
automatic transmissions use planetary gearsets in order to control
specific gear ratios. Gears transfer torque and power and allow for
changes in speed and direction.

Planetary gearsets are used as the basic means of transferring or

multiplying torque from the engine. They are named planetary
gearsets because of their physical arrangement. The planetary
gearset contains a centre or sun gear, a planet carrier which supports
the smaller pinion gears, and an internal gear on the outside.

One of the biggest advantages of a planetary gearset is that they

distribute the torque over many teeth for more strength and durability.
The gears are always in mesh and do not move in and out when
shifted. Examples of how gear ratios are used are shown below.

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 Introduction to Automatic Transmissions

PLANETARY GEARSET

The planetary gear train will make the gear shift transition without
having to disengage the engine from the drive wheel, like that of a
clutch in a manual transmission. How does a planetary gearset
operate? Let's see if we can translate this into some layman
terminology:

When the ring gear is held and the sun gear is rotated, the planet
gears will walk around the sun gear, and then rotate the planet carrier
in the same direction as the sun gear but at a much slower speed
than the sun gear due to a major gear reduction. When the sun gear
is held and the ring gear is rotated, the planet gears will walk around
the sun gear at a somewhat slower speed than the ring gear. This is
called minor gear reduction. By holding the planet carrier and driving
the sun gear, the ring gear is turned in the opposite direction (reverse
and gear reduction). Direct drive can be achieved by locking any two
elements of the planetary gearset together.

In summary a planetary gearset has three main components:

• The Sun gear

• The Planet gears and the planet gears' Carrier(Carrier
Assembly)
• The Internal Gear (ring gear)

Each of these three components can be the input, the output or can
be held stationary. Choosing which piece plays which role determines
the gear ratio for the gearset. The next page shows the breakdown of
a planetary gearset and its components as we see them.

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 Introduction to Automatic Transmissions

Planetary Gearsets (con’t

The sun gear is the center gear of the

planetary gearset and the other gears
rotate around it like our solar system.
Therefore, it is called the sun gear.

The pinion gears are mounted in a

carrier that rotates around the sun
gear much like the way the planets
rotate around our sun. Therefore the
pinion gears are referred to as the
planet pinions and the carrier is the
planet carrier. The pinion gears and
the carrier act as one unit.

The last member of the

planetary gearset is the
internal gear. It is the
outer most member and
receives its name
because its teeth are cut
on the inside of its

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Introduction to Automatic Transmissions

In a planetary gearset the

teeth of each gear are in
constant mesh with the
teeth of another gear at all
times. Therefore
whenever one of the gears
is driven the other gears

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Introduction to Automatic Transmissions

Direct Drive

By turning any two gear members

at the same time, the third gear will
turn at the same speed in the same
direction for direct drive or high
gear

Reduction

By turning the sun gear and

holding the internal gear, the planet
pinion carrier will turn slower in the
same direction for reduction or low
gear.

Overdrive

By turning the planet carrier and

holding the internal gear, the sun
gear turns at a faster speed in the
same direction for overdrive.

Reverse

By holding the carrier it will allow

the other gears to rotate in the
opposite direction.

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 Introduction to Automatic Transmissions

Apply Devices

As discussed previously with planetary gears, it was established

that different gear ratios were achieved by driving and/or holding
different members of the gearset. The method of selectively turning
or holding different members of the planetary gearset is achieved
through the use of apply devices. In an automatic transmission these
members consist of:

¾ Multiple-disc clutches
• Friction Plates
• Steel Plates

¾ One-way clutches
• Sprags
• Roller clutches

¾ Bands
• Friction Bands
• Servos and Apply Pins

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 Introduction to Automatic Transmissions

Multiple-Disc Clutches

Multiple disc clutches consist of two types of clutch discs, friction

discs and steel discs. The discs are then stacked alternately (friction-
steel-friction-steel…). Each stack of clutches is referred to as a
clutch pack assembly.

*Note: the steel discs are splined on the opposite side to the
friction discs. This allows the steel discs to spin with the component
they are splined to and the friction discs will not hold their component
until they are applied through hydraulic pressure as we will see in the
next section.

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 Introduction to Automatic Transmissions

Applying of Clutches and Holding Components

A multiple disc clutch system can be used as a driving member by

splining one set of the discs (friction or steel) to an input component
and the other alternating set to the component that is to be driven.

In the above example, notice that the steel plates are splined to the
clutch housing and the friction plates which are splined on the inside
of themselves are splined to the front internal gear. Therefore we
have a clutch housing which is turning, in turn it rotates the steel
plates which are splined on their outside. The friction plates are not
rotating, therefore the front internal gear is also not rotating. Once
hydraulic pressure is applied and the steel plates contact the friction
plates, then the front internal gear will spin and we drive the desired
component. The above example is assembled in order to drive the
front internal gear when the clutch plates are applied. The clutch
housing is therefore the driving component and the front internal
gear is the driven component

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 Introduction to Automatic Transmissions

In the example below the clutch pack is designed to hold a

component. Notice that as hydraulic pressure is applied to the clutch
pack the friction plates which are splined to the clutch hub will hold
the clutch hub and prevent it from turning to achieve the desired
result. The clutch hub will be held until hydraulic pressure is
released.

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 Introduction to Automatic Transmissions

Clutch apply
plate (646).

Clutch waved
plate (648).

Clutch steel
plates (649A) and
alternate with the fiber
plate
assemblies (649B).

Clutch selective backing

plate (650).

Clutch backing plate

retainer ring (651).

Note the design in the above example of a clutch pack assembly.

Other than steel and friction plates we also have 2 other types of
clutch plates.

Waved Plate (648) A wave plate is used in order to assist

with the cushioning of a shift so as not to make the shifting seem to
harsh to the driver. In other words the waved plate absorbs some of
the shock of the shift and makes it feel smoother. This component
therefore affects shift feel.

Selective Backing Plate (650): The selective backing plate

is used in order to achieve both a shift feel pleasing to the driver as
well as a shift timing that is desired by the manufacturer. The
selective backing plate controls to gap the clutches have to move in
order to apply or release. If the gap is too great the clutches will take
too long to apply. This will result in excess heat which reduces the
life of the friction material. If the gap is too small the clutches will
drag and wear out.

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 Introduction to Automatic Transmissions

Applying of Clutches and Holding Components

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 Introduction to Automatic Transmissions

Friction Bands and Servos

The bands in a transmission are, literally, steel bands with friction
material on the inside diameter that wrap around drums and housings
of the gear train and are applied in order to hold a component.
They are actuated by hydraulic servos inside the transmission on
their movable side and usually held stationary with a pivot on the
opposite side.

Please remember that a band is a holding device only. It is never

used to drive any member of a planetary gearset. The bank is
anchored at one end to the case and a force is applied against the
other end of the band. As force is applied to the band, it contracts to
apply pressure or clamp against the drum. A band is generally made
of steel and has a special friction lining to grab and hold a drum from
rotating.

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 Introduction to Automatic Transmissions

Transmission Servo’s

A servo is a bore in the case in which an apply piston travels. The

apply rod connects the piston to the band. The fluid to apply these
servos and bands is controlled by the control valve assembly. A
servo is actually a miniature jack used to apply force. When applied,
a piston moves in a cylinder providing enough pressure to apply a
band to stop and hold rotating parts

Servos apply certain mechanical functions. For instance, if first gear

is actuated by the application of a band, the servo is what applies that
band. The servo is nothing more than a piston that is connected to a
mechanical linkage, moved by hydraulic pressure. When the need for
a certain application arises, oil pressure moves the servo and the
servo makes the application.

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 Introduction to Automatic Transmissions

Holding Devices - Roller Clutches

A roller clutch is a type of one-way clutch that locks one-way when

the inner race is held or rotated depending on design. This will
prevent the opposite race from spinning or allow it to freewheel,
depending on how the race is situated in the transmission.

In the above example the inner race will be locked if it is spun in a

clockwise direction thereby holding the component that the inner race
is splined to. This is because the rollers will be forced to the area that
is ramped with less
clearance than the
diameter of the rollers. If
the inner race is rotated in
a counter clockwise
direction it will be able to
rotate freely as the
clearance between the
rollers and the inner/outer
races will be larger than
the diameters of the rollers, as in the example at the side.

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 Introduction to Automatic Transmissions

Sprag Clutches

Springs between sprags, keep

constant pressure on sprags

A sprag clutch works and operates in a similar fashion as a roller

clutch. Just as a roller clutch uses ramps and steel rollers to hold a
component, a sprag uses figure 8 shaped mechanisms called
“sprags” (fig A & B) to hold their respective race (inner/outer). The
“sprags” are longer on one side and therefore heavier on the longer
side so they are weighted to lean/fall in one direction (in the above
case to the left side). In the above illustration the distance A is
greater than the distance B. This causes the “sprag” to fall to the left
naturally, so when the outer race is rotated clockwise the sprags
wedge themselves against the inner race and lock. One way clutches
allow parts to rotate in one direction only. These components have
an advantage over other types of apply devices because they do not
need hydraulic force to make them work. Both sprags and roller
clutches perform the same function and accomplish this in a similar
way.

1.00cm .80cm

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 Introduction to Automatic Transmissions

Roller clutches and sprags are used to:

¾ Drive parts/components in one direction only

¾ Prevent any backward rotation of parts/components

¾ Below are disassembled views of both a roller clutch and a

sprag, notice the similarities between the two components.

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 Introduction to Automatic Transmissions

Hydraulic Valves

Hydraulic valves in an automatic transmission/transaxle perform

the function of ensuring that the fluid is directed to the right areas in
order to apply a certain component at a specified time. Hydraulic
valves are housed in a valve body and may be surrounded by a steel
bushing for increased durability and reliability.

The example below shows how the valves react when fluid pressure
is applied to either or both sides of the valve. If equal pressure is
applied to both sides and surface area of the valve is the same at
both ends the valve will not move. Because of this these valves are
know as “balance valves”.

-A- -B-

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 Introduction to Automatic Transmissions

Hydraulic Valves

In the above example the check ball valve will be used to either
allow fluid flow through its channel or prevent it depending on how it
is designed.

The example below shows us the bushing that is installed around

the valve in order to increase its durability and its ease of operation.
The bushing and the valve will be polished in order to ensure a
smooth operation without any sticking or binding.

In the examples above the blue fluid will act on the valve. This
causes the valve to move towards the spring and compresses the
spring. The spring is calibrated to let the blue fluid pressure
overcome spring pressure and the yellow fluid pressure. At this
point the valve moves toward the spring and allows the red fluid to
flow toward the restricting orifice. The red fluid will now flow toward
the component it is channeled toward.

In essence the red fluid flow or restriction is controlled by the blue

fluid, the yellow fluid and the valve spring.

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 Introduction to Automatic Transmissions

Hydraulic Valves

Both sides of a typical control valve assembly (4L60/5-E)

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 Introduction to Automatic Transmissions

Electrical Components

In all modern day transmissions/transaxles there are a number of

electrical components. These electrical components have served two
major purposes. The first is the increased amount of control that the
computer (PCM) now has since electrical components can be cycled
much faster than a hydraulic circuit. The second is the number of
valves in the valve body has been significantly reduced, thereby
decreasing weight and increasing durability as there are less moving
parts to fail.

By allowing the PCM to have more control it allows for a much

more complex shifting pattern to be achieved. Some benefits of
electrical controls are:

¾ Adaptive learning

¾ Precise data

¾ Preventative controls

¾ Improved fuel economy

¾ Improved emissions

¾ Improved driver control

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 Introduction to Automatic Transmissions

Below is a diagram showing the major electrical components and

their location relative to the 4L60-E transmission.

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 Introduction to Automatic Transmissions

Typical Electrical Components

Let’s take a quick look at individual electrical components and the

function they perform in the transmission:

The 1-2 and 2-3 shift solenoid valves

(also called A and B solenoids) are
identical devices that control the
movement of the 1-2 and 2-3 shift valves
(the 3-4 shift valve is not directly
controlled by a shift solenoid). The
solenoids are normally-open exhaust
valves that work in four combinations to
shift the transmission into different gears.

The PCM energizes each solenoid by grounding the solenoid through

an internal quad driver. This sends current through the coil winding in
the solenoid and moves the internal plunger out of the exhaust
position. When ON, the solenoid redirects fluid to move a shift valve.

The PCM-controlled shift solenoids eliminate the need for TV and

governor pressures to control shift valve operation.

The torque converter clutch (TCC)

solenoid valve is a normally-open
exhaust valve that is used to control torque
converter clutch apply and release. When
grounded (energized) by the PCM, the
TCC solenoid valve stops converter signal
oil from exhausting. This causes converter
signal oil pressure to increase and move
the TCC solenoid valve into the apply position.

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 Introduction to Automatic Transmissions

The vehicle speed sensor (VSS) assembly

provides vehicle speed information to the
PCM. The VSS assembly is a permanent
magnet (PM) generator. The PM generator
produces a pulsing AC voltage as rotor
teeth on the transmission output shaft pass
through the sensor's magnetic field. The AC
voltage level and the number of pulses
increase as the speed of the vehicle
increases. Output voltage varies with speed
from a minimum of 0.5 volts at 100 RPM to more than 100 volts at
8000 RPM. The PCM converts the pulsing voltage to vehicle speed.
The PCM uses the vehicle speed signal to determine shift timing and
TCC scheduling.

The transmission pressure control

solenoid is an electronic pressure
regulator that controls pressure
based on the current flow through
its coil winding. The magnetic field
produced by the coil moves the
solenoid's internal valve which
varies pressure to the pressure regulator valve.

The PCM controls the pressure control solenoid by commanding

current between 0.1 and 1.1 amps. This changes the duty cycle of the
solenoid, which can range between 5 percent and 95 percent
(typically less than 60 percent). High amperage (1.1 amps)
corresponds to minimum line pressure, and low amperage (0.1 amp)
corresponds to maximum line pressure (if the solenoid loses power,
the transmission defaults to maximum line pressure).

The PCM commands the line pressure values, using inputs such as
engine speed and throttle position sensor voltage.

The pressure control solenoid takes the place of the throttle valve or
the vacuum modulator that was used on past model transmissions.

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 Introduction to Automatic Transmissions

The 3-2 shift solenoid valve

assembly is a normally-closed, 3-
port, ON/OFF device that is used
in order to improve the 3-2
downshift. The solenoid regulates
the release of the 3-4 clutch and the 2-4 band apply.

The torque converter clutch pulse width

modulation solenoid valve controls the fluid
acting on the converter clutch valve. The
converter clutch valve controls the TCC apply
and release. This solenoid is attached to the
control valve body assembly within the
transmission. The TCC PWM solenoid valve
provides a smooth engagement of the torque converter clutch by
operating during a duty cycle percent of ON time.

The transmission fluid

pressure (TFP) manual
valve position switch
consists of five pressure
switches (two normally-
closed and three normally-
open) on the control valve
body that sense whether
fluid pressure is present in five different valve body passages. The
combination of switches that are open and closed is used by the PCM
in order to determine the actual manual valve position. The TFP
manual valve position switch, however, cannot distinguish between
PARK and NEUTRAL because the monitored valve body pressures
are identical in both cases.

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 Introduction to Automatic Transmissions

The switches are wired to provide three signal lines that are
monitored by the PCM. These signals are used to help control line
pressure, torque converter clutch apply and shift solenoid valve
operation. Voltage at each of the signal lines is either zero or
twelve volts.

In order to monitor the TFP manual valve position switch operation,

the PCM compares the actual voltage combination of the switches to
a TFP combination table stored in its memory.

The TFP manual valve position switch signal voltage can be

measured from each pin-to-ground and compared to the combination
table. On the automatic transmission (AT) wiring harness assembly,
pin N is signal A, pin R is signal B, and pin P is signal C. With the AT
wiring harness assembly connected and the engine running, a
voltage measurement of these three lines will indicate a high reading
(near 12 volts) when a circuit is open, and a low reading (zero volts)
when the circuit is switched to ground.

The transmission fluid temperature (TFT) sensor is part of the TFP

manual valve position switch assembly. The automatic transmission
fluid temperature (TFT) sensor is part of the automatic transmission
fluid pressure (TFP) manual valve position switch. The TFT sensor is
a resistor, or thermistor, which changes value based on temperature.
The sensor has a negative-temperature coefficient. This means that
as the temperature increases, the resistance decreases and as the
temperature decreases, the resistance increases.

The PCM supplies a 5-volt reference signal to the TFT sensor and
measures the voltage drop in the circuit. When the transmission fluid
is cold, the sensor resistance is high and the PCM detects high signal
voltage. As the fluid temperature warms to a normal operating
temperature, the resistance becomes less and the signal voltage
decreases. Refer to TFT Sensor Specifications for a complete
comparison of sensor resistance, temperature and signal voltage.

The PCM uses the TFT sensor information to control shift quality and
TCC application.

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 Introduction to Automatic Transmissions

4L60-E Planetary Gearsets

Park

Reverse

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Introduction to Automatic Transmissions

1st
Gear

2nd
Gear

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Introduction to Automatic Transmissions

3rd
Gear

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 Introduction to Automatic Transmissions

4L60/65-E Power flow

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 Introduction to Automatic Transmissions

Notes
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Notes

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Notes

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Notes

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