4 l30e r

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

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

INTRODUCTION
The Hydra-matic 4L30-E Technician’s Guide is another
Hydra-matic publication fforn the Technician’s Guide
series. These publications provide in-depth technical
information that is usefiil when leaming or teaching the
fundamental operations of a transaxle or transmission.
This book is designed to graphically ¡Ilústrate and explain
the function of the mechanical, hydraulic, and electrical
Systems that make up the Hydra-matic 4L30-E
transmission. The information contained in this book was
developed to be useful for both the inexperienced and
experienced technician. The inexperienced technician will
fínd the explanations of the basic operating
characteristics of this transmission as valuable when
leaming the function of each component used in this
transmission. The experienced technician will fínd that
this book is a valuable reference source when diagnosing
a prob- lem with the vehicle.
In the first section of this book entitled “Principies of
Operation”, exacting explanations of the major com-
ponents and their functions are presented. In every
situation possible, text describes component operation
during the apply and release cycle as well as situations
where it has no effect at all. The descriptive text is then
supported by numerous graphic illustrations which
further emphasize the operational theo- ries presented.
The second major section entitled “Power Flow”, blends
the information presented in the “Principies of Operation”
section into the complete transmission assembly. The
transfer of torque from the engine
through the transmission is graphically displayed on a full
page while a narrative description is provided on a facing
half page. The opposite side of the half page contains the
narrative description of the hydraulic fluid as it applies
components or shifts valves in the System. Facing this
partial page is a hydraulic schematic that shows the
position of valves, checkballs, etc., as they function in a
specific gear range.
The third major section of this book displays the
“Complete Hydraulic Circuit” for specific gear ranges.
Foldout pages containing fluid flow schematics and two
dimensional illustrations of major components graphically
display hydraulic circuits. This information is extremely
useful when tracing fluid circuits for leaming or diagnosis
purposes.
The “Appendix” section of this book provides additional
transmission information regarding lubrication circuits,
seal locations, illustrated parts lists and more. Although
this information is available in current model year Service
Manuals, its inclusión provides for a quick reference
guide that is useful to the technician.
Production of the Hydra-matic 4L30-E Technician’s
Guide was made possible through the combined ef- forts
of many staff areas within the General Motors Powertrain
División. As a result, the Hydra-matic 4L30-E
Technician’s Guide was written to provide the user with
the most current, concise and usable information available
with regards to this product.
3

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

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

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

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

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

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

GENERAL DESCRIPTION
The Hydra-matic 4L30-E is a fully automatic, four speed,
front wheel drive transmission. It consists primarily of a
four-element torque converter, two planetary gear sets,
various clutches, an oil pump, and a control valve body.
The four-element torque converter contains a pump, a
turbine, a pressure píate splined to the turbine, and a
stator assembly. The torque converter acts as a fluid
coupling to smoothly transmit power from the engine to
the transmission. It also hydraulically provides addi-
tional torque multiplication when required. The pressure
píate, when applied, provides a mechanical “direct drive”
coupling of the engine to the transmission.
The two planetary gear sets provide the four forward gear
ratios and reverse. Changing of the gear ratios is fully
automatic and is accomplished through the use of various
electronic powertrain sensors that provide input signáis
to the Transmission Control Module (TCM). The TCM
interprets these signáis to send current to the various
solenoids inside the transmission.
By using electronics, the TCM Controls shift points, shift
feel and torque converter clutch apply and reléase, to
provide proper gear ranges for máximum fuel economy
and vehicle performance.
Five multiple-disc clutches, one roller clutch, a sprag
clutch, and a brake band provide the friction elements
required to obtaain the various ratios with planetary gear
sets.
A hydraulic system (the control valve body), pressur-
izedby a gear type pump provides the working pressure
needed to opérate the friction elements and automatic
Controls.
Several electronic solenoids and sensors in the powertrain
work in conjunction with the vehicle’s Transmission
Control Module (TCM), to control various shift points,
shift feel and converter clutch apply and release.
EXPLANATION OF GEAR RANGES
Figure 8
The transmission can be operated in any one of the seven
different positions shown on the shift quadrant
(Figure 8).
P - Park position enables the engine to be started while
preventing the vehicle from rolling either forward or
backward. For safety reasons, the vehicle’s parking brake
should be used in addition to the transmission “Park”
position. Since the output shaft is mechanically locked to
the case through the parking pawl and parking lock
wheel, Park position should not be selected until the
vehicle has come to a complete stop.
R - Reverse enables the vehicle to be operated in a
rearward direction.
N - Neutral position enables the engine to start and
opérate without driving the vehicle. If necessary, this
position should be selected to restart the engine while the
vehicle is moving.
D - Drive range should be used for all normal driving
conditions for máximum efficiency and fuel economy.
Drive range allows the transmission to opérate in each of
the four forward gear ratios. When operating in the Drive
range, shifting to a lower or higher gear ratio is
accomplished by depressing the accelerator or by manu-
ally selecting a lower gear with the shift selector.
It is not recommended that the transmission be operated
in Drive range when pulling heavy loads or driving on
extremely hilly terrain. Typically these conditions put an
extra load on the engine, therefore the transmission
should be driven in a lower manual gear selection for
máximum efficiency.
3 - Manual Third should be used when driving conditions
díctate that it is desirable to use only three gear ratios.
These conditions inelude towing a tráiler or driving on
hilly terrain as described above. Automatic shifting is the
same as in Drive range for First, second and third gears
except the transmission will not shift into Fourth gear.
2 - Manual Second adds more performance for con-
gested trafile or hilly terrain. It has the same starting ratio
(first gear) as Manual Third but the transmission is
prevented from shifting above second gear. Manual
Second can be selected at any vehicle speed therefore, it
is commonly used for acceleration or engine braking as
required.
1 - Manual First can also be selected at any vehicle
speed, however if the transmission is in third or fourth
gear it will immediately shift into second gear. When the
vehicle speed slows to below approximately 60 km/h (37
mph) the transmission will then shift into first gear. This
is particularly beneficial for maintain- ing máximum
engine braking when descending steep grades.
FOLDOUT ► 9

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

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

COLOR LEGEND
MAJOR MECHANICAL COMPONENTS
The foldout graphic on page 10 contains a disassembled drawing
of the major components used in the Hydra-matic 4L30-E
transmission. This drawing, along with the cross sectional illus-
trations on page 8 and 8A, show the major mechanical components
and their relationship to each other as a complete assembly.
Therefore, color has been used throughout this book to help identify
parts that are splined together, rotating at engine speed, held
stationary, and so forth. Color differentiation is particularly
helpful when using the Power Flow section for understanding the
transmission operation.
The color legend below provides the “general” guidelines that were
followed in assigning specific colors to the major components.
However, due to the complexity of this transmission, some colors
(such as grey) were used for artistic purposes rather than based on
the specific function or location of that component.
Components held stationary in the case or splined to
the case. Examples: Oil Pump Assembly (10), 4th
Clutch Pistón (532), Center Support (30) and Brake
Band Assembly (664).
Components that rotate at engine speed. Examples:
Torque Converter Cover and Pump, and the Oil Pump
Gears.
Components that rotate at turbine speed. Examples:
Converter Turbine, Pressure Píate, Turbine Shaft
(506) and Overdrive Carrier Assembly (525).
Components that rotate at transmission output speed
and other components. Examples: Ravigneaux Carrier
and Output Shaft Assembly (653), Parking Lock
Wheel (668), Speedo Wheel (672) and Drive Flange
(44).
Components such as the Stator in the Torque Con-
verter (1), Overrun Clutch Housing (510) and Input
Sun Gear Assembly (646).
Components such as the Overdrive Intemal Gear (528)
and 3rd Clutch Drum Assembly (634).
Components such as the 2nd Clutch Drum (618) and
Ring Gear (630).
All bearings, bushings, gaskets and spacer plates.
All seáis
10A

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

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

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

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

This
page
intentionally
left
blank

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

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

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

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

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

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

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

APPLY COMPONENTS
INPUT
SUN GEAR
ASSEMBLY
(646)
SPRAG CLUTCH:
The spragclutchassembly (650) is located between the input sun gear assembly (646) and sprag
race assembly (647). The input sun gear assembly functions as the inner spragrace andis splined to
the short pinions in the Ravigneauxplanetary carrier(653). The spragrace assembly functions as the
outer spragrace andis splinedtothe 3rdclutch drum (634).The sprag clutch is a type of one-way
clutch that prevents the 3rd clutch drum from rotating clockwise faster than the input sun gear.
Therefore, when the spragclutch is holdingit allows the 3rdclutchdmm todrivethe input sun gear.
SPRAG CLUTCH HOLDING:
In Park, Reverse, Neutral and First gears power flow drives the 3rd
clutch drum clockwise such that the spragouter race pivots the sprags
towardtheir long diagonals. The length of the sprag’s long diagonal
(distance A) is greater than the distance between the inner and outer
races. This causes the sprags to ‘lock’ between the inner and outer
races, therebyallowingthe 3rdclutch dmmtodrive the input sun gear
assembly. The sun gear thentransfers thepower flowto the Ravigneaux
carrier and output shaft.
(OUTER RACE)
SPRAG
RACE
SPRAG CLUTCH
HOLDING/DRIVING
(646)
The spragclutchis also holdingin ThirdandFourth gears,andFirst gear
in Manual First andManual Second. However, in these gear ranges the
3rdclutch is appliedandconnects the 3rdclutchdmm andinput sun gear
assembly. In this situation the sprag clutch assists the 3rd clutch in
drivingthe input sun gear. This locks the spragclutchat all times, during
both acceleration and deceleration to provide engjne compression
braking.
Note: Refer to the Power Flow section for a complete description of power
flow and operation of the sprag clutch during each gear range.
SPRAG CLUTCH RELEASED:
The sprag clutch releases when the sprags pivot toward their short
diagonals. The lengthof theshort diagonal (distance B) is less than the
distance between the inner and outer sprag races. This action occurs
when power flowdrives the input sun gear clockwise faster than the 3rd
clutch dmm, thereby allowingthe input sun gear andinner race (646) to
overrun the sprag clutch. During acceleration the sprag clutch is only
overrun when the transmission is in Second gear.
(OUTER RACE)
SPRAG
RACE
SPRAG CLUTCH
OVERRUNNING
(646)
649 650 649
Coast Conditions:
The spragclutchis also overrun duringcoast conditions, ordeceleration,
in Reverse, Drive Range - First Gear and Manual Third - First Gear.
This is when power from vehicle speed drives the input sun gear
clockwise faster thanengjne torque drives the 3rdclutchdmm (withthe
3rdclutch released). Inthis situation, thespragclutch inner race on the
input sun gear assembly overmns the sprags, thereby allowing the ve-
hiele to coast freely.
SPRAG LUBE
CAGE PASSAGE
(649) ASSEMBLY
(646)
22 Figure 21

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

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

PLANETARY GEAR SETS
Reduction occurs in First, Second and Reverse gears through the Ravigneaux
gear set. In each of thesegears, power flowthrough theoverdrive planetarygear
set is a 1:1 direct drive gear ratio. The overdrive carrier assembly provides the
input torque to the overdrive gear set.The overdrive sun gear (519)is splinedto
the inner hubof the overrunclutchhousing(510). Both ofthese components are
heldto the overdrive carrierassembly(525)by theoverrunclutchandoverdrive
roller clutch. With the sun gear andcarrierrotatingat thesame speed, the pinion
gears do not rotate ontheir pins but act as wedges to drive the overdrive intemal
gear (528). Therefore,the entire overdriveplanetary gear set rotates at the same
speed for a 1:1 gear ratio input to the Ravigneaux gear set.
In First gear, torque input tothe Ravigneaux gear set is provided by the input
sun gear (646) in a clockwise direction. The input sun gear drives the short
pinion gears in the Ravigneaux carriercounterclockwise. The short pinion gears
then drive the long pinion gears in the Ravigneaux carrier in a clockwise
direction. The brake band is applied in First and Second gears and holds the
reactionsun gear (658) andreaction sun drum (659)stationaiy. Thelongpinion
gears walk clockwise aroundthestationaryreactionsun gear. This action drives
the Ravigneaux carrierandoutput shaft assembly in an reduction gear ratio of
approximately 2.40:1.
In Secondgear, the torque input tothe Ravigneaux gear set is provided by the
ringgear (630) in a clockwise direction. The ring gear drives the long pinion
gears clockwise. The longpiniongears walk aroundthe stationary reaction sun
gear (658) which is still held by the band. This action drives the Ravigneaux
carrier andoutput shaft assembly in a reduction gear ratio of approximately
1.48:1.
DIRECT DRIVE
Direct drive in a planetarygear set is obtained when any two members of the
gear set rotate in the same direction at the same speed. This forces the third
member of the gear set to rotate at the samespeed. Therefore,in direct drive the
output speed of the transmission is the same as the input speed from the
converter tuibine. Output speed will equal engine speed when the torque
converter clutch is applied (see Torque Converter - page 12).
Direct drive occurs in Thirdgear when input torque tothe Ravigneaux gear set
is providedby both theinput sun gear (646) and ring gear (630). This wedges
the short andlongpinion gears together,preventingthem fromrotatingon their
pins, andcauses them torotate with theinput sun gear andringgear at the same
speed. Therefore,the Ravigneaux carrier and output shaft assembly (653) are
also driven at the same speed for a 1:1 direct drive gear ratio. This combines
with the 1:1 gear ratiothrough the overdrivegear set for a direct drive 1:1 gear
ratio through the entire transmission.
OVERDRIVE
Operating the transmission in Overdrive allows the output speed of the
transmissiontobe greater thanthe input speedfrom the engine. This mode of
operationallows the vehicle tomaintaina given roadspeedwith reducedengine
speed for increased tuel economy.
Overdrive is achievedthrough the overdrive gear set and only occurs in Drive
Range - Fourth Gear. The 4thclutchholds theoverrun clutchhousing(510) and
overdrive sun gear (519)stationarytothe main transmission case. Therefore,
when input torque drives the overdrive carrierclockwise, the overdrive carrier
pinion gears walk clockwise aroundthe stationarysun gear. These pinion gears
then drive the overdrive intemal gear (528) clockwise in an overdrivegear ratio
of approximately .73:1. Power flow from the overdrive intemal gear to the
output shaft is identical to Third gear, a direct drive 1:1 gear ratio, thereby
providing an overall transmission gear ratio of approximately .73:1.
REVERSE
The Ravigneauxplanetary gear set reverses thedirectionof power flowrotation
when the reverse clutchis applied. InReverse, input torque to the Ravigneaux
gear set is providedby the input sun gear (646)in a clockwise direction and the
ringgear (630) is heldstationary. The input sun gear drives the short pinion
gears counterclockwise. With the ring gear held, the long pinion gears travel
counterclockwise aroundthe ringgear as theyare driven clockwise ontheir pins
by the short piniongears. This action drives the Ravigneaux carrier and output
shaft in a counterclockwise (reverse) direction in a reduction gear ratio of
approximately 2.00:1.
OVERDRIVE PLANETARY GEARSET
(DIRECT DRIVE)
HELD
THIRD
OVERDRIVE PLANETARY GEARSET
(OVERDRIVE)
HELD
FOURTH
(REDUCTION) (REDUCTION) (REDUCTION) (DIRECT DRIVE)
Figure 24 25

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

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

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

VAL VES LOCATED IN THE ADAPTER CASE VAL VE BODY
CD
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CC
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CD
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UMIT
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CLUTCH
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COMPONENTS LOCATED IN THE ADAPTER CASE VALVE BODY
Forcé Motor Solenoid (404)
Controlledby the TCM, it uses a duty cycle operationtoregúlate feed limit
fluid into throttle signal fluid pressure. Throttle signal fluid pressure is
regulatedin relationtothrottlepositionandotherTCM inputs that determine
vehicle operatingconditions (see the Electrical Compo- nents Section for
additional informa tion). Throttle signal fluid pressure is routed to the
pressure regulator valve tohelp control line pressure. Throttle signal fluid
pressure is also routedto the 1-2 and3-4 accumulatorcontrol valves (318
and 409) to help regúlate accumulator fluid and control shift feel.
3-4 Accumulator Valve Traín (407-409)
This valve trainis controlledby throttle signal fluidpressure actingon the 3-
4 accumulator valve (407), springforcé, andorificed 3-4 accumulator fluid
pressure at the endof the 3-4accumulatorcontrol valve (409).These forces
control the regulationof line pressure into 3-4 accumulator fluid pressure
andthe exhaust of 3-4 accumulator fluid. These actions help control the
apply feel and release feel of the 4th clutch.
Note: The 3-4 accumulator control springis not used on all models. Refer
to page 32A for a detailed description of accumulator control.
Feed Limit Valve (412)
The feedlimit valve limits feedlimit fluidpressure toa máximum range of
659 kPa to 765kPa (96 psi to 111 psi). When line pressure is below this
range the forcé fromthe feedlimit valve spring(410) keeps the valve fully
open andfeedlimit fluidpressure equals line pressure.Whenline pressure is
above this range, orificed feed limit fluid pressure at the end of the valve
moves the valveagainst springforcé. This regulates line pressure entering
the feedlimit fluidcircuit andlimits máximum feed limit fluid pressure to
the range given above. Feedlimit fluidis routedtothe forcé motor solenoid.
Torque Converter Clutch (TCC) Solenoid (416)
The TCC solenoid is a normally closed ON/OFF type solenoid that is
controlled by the TCM. When operating conditions are appropriate for
converterclutchapplythe TCM energizes the TCC solenoid. This opens the
solenoid and allows solenoid feed fluid to enter the solenoid signal fluid
circuit. To release the converter clutch the solenoid is de-energized,
thereby blockingsolenoidfeedfluidfromentering the solenoid signal fluid
circuit. With the solenoid OFF, solenoid signal fluid pressure exhausts
through the solenoid and the converter clutch releases.
30 Figure 28 30A

COMPONENTS LOCATED IN THE MAIN CASE VALVE BODY 1-
2/3-4 Shift Valve (304)
The 1-2/3-4 shift valve responds to springforcé and D32/1-2 fluid pressure
from the1-2/3-4 shift solenoid. Also,D32/1-2fluidpressure at the springend
of the valveassists springforcéin somegear ranges. Depending on the gear
range andthe shift solenoidoperatingState, the1-2/3-4shift valve directs or
blocks D32/1-2fluid, servorelease fluid, 1-2 regulated fluid and 4th clutch
feed 1 fluid. These fluids are routed into various fluid circuits to apply a
clutch or bandfor the appropriate gear range - as determinedby the TCM or
gear selector lever. Also,some fluids are exhaustedthrough the 1-2/3-4 shift
valve to release a clutch or band during a downshift.
1-2/3-4 Shift Solenoid Assembly (303)
Controlledby the TCM, this is a normally closedshift solenoidthat Controls
the positioning of the 1-2/3-4 shift valve. When de-eneigized (OFF) the
solenoidis closedandblocks D32/1-2 fluidfromactingon the solenoid end
of the 1-2/3-4 shift valve. Whenenergized(tumed ON), the solenoid opens
andD32/1-2 fluidpressure flows through the solenoid, acts on the solenoid
end of the shift valve and moves the valve against spring forcé.
2-3 Shift Valve (308)
The 2-3shift valve responds to D32/1-2 fluid pressure from the 2-3 shift
solenoid, spring forcé, and also D32 fluid pressure in some gear ranges.
Dependingon the gear range operationandthe shift solenoidoperatingState,
the 2-3 shift valve directs or blocks D32 fluid and D32/
1-2 fluid. These fluids are routedintothe 4thclutch feed1 andservo release
fluid circuits respectively. 4thclutchfeed1 andservo release fluids are also
exhaustedthrough the2-3 shift valve during the downshift from Third to
Second gear.
2-3 Shift Solenoid Assembly (307)
Controlledby the TCM, this is a normally openshift solenoid that Controls
the positioning of the 2-3 shift valve. When energized (ON), the shift
solenoidis closedandblocks D32/1-2 fluidfromactingon the solenoid end
of the 2-3 shift valve. When de-energized (OFF), the solenoid opens and
D32/1-2 fluidpressure flows through the solenoid, acts on theendof the shift
valve and moves the valve against spring forcé.
1-2 Accumulator Valve Train (318-320)
This valve trainis controlledby throttle signal fluidpressure acting on the 1-
2 accumulator control valve(318), in additiontospringforcéandorificed1-2
accumulator fluidpressure actingon the end of the 1-2 accumulator valve
(320). These forces control the regulation of D32/1-2 fluid into 1-2
accumulator fluidpressure andthe exhaust of 1-2 accumulator fluid. These
actions help control the apply feel and release feel of the 2nd clutch.
Note: The 1-2 accumulator control springis not used on all models. Refer
to page 32A for a detailed description of accumulator control.
Low Pressure Control Valve (312)
The lowpressure control valve reduces 3rdclutchapplypressure in First gear
in Manual First andManual Secondtoprevent a harsh2-1downshift. Spring
forcé andorificed1-2 regulatedfluidpressure regúlate 1-2fluidinto the 1-2
regulatedfluidcircuit. 1-2 regulatedfluidpressure is approximately 50% that
of 3rdclutch fluidpressure experi-encedin ThirdandFourth gears.With1-2
regulated fluid pressure used to apply the 3rd clutch in these ranges, this
regulation provides a slower apply of the 3rd clutch than experienced in
Third gear.
Manual Valve (326)
The manual valveis suppliedline pressure fromthe pressure regulator valve
andis mechanically linkedtothe gear selector lever. When a gear range is
selected, the manual valve directs linepressure into various fluid circuits by
openingandclosingfeedpassages. The circuits that are fed by the manual
valve inelude: Reverse, R321, D32, and 1-2. Re- member that the mode
switch is connectedto theendof the transmissions selector shaft (61) and
signáis the TCM which gear range the manual valve is positioned.
Pulse Width Modulated (PWM) Band Apply Solenoid (323)
The PWM solenoidis a normallyopensolenoidthat Controls the apply feel
of the brake band through a duty eyele operation. The solenoid regulates
D32/1-2 fluidinto theservoapply fluidcircuit at a duty eyele determined by
the TCM. This regulation Controls the rate at which servo apply fluid
pressure increases and the brake band applies. Servo apply fluid is used to
apply the band in First and Second gears.
Note: Refer to the Power Flow sectionfor a detailed description of the shift
valve operation and electrical component operation in a specific gear
range. Also, refer to the Electrical Component section for a detailed
description of each electrical component.
VALVES LOCATED IN THE MAIN CASE VALVE BODY
4TH CL FEED 271 =*
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SOLENOID
(303)
—-
N.C.
ID 3 2/1-21
EX
EX!
EX:
1—u
SOLENOID
(307)
—-
Z
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SERVO REL:
4TH CL FEED 1
~D 3 2/1-2
1-2 REG:
1-2:
:D 3 2/1-2
.1-2 ACCUM
SERVO APPLY
:D3 2:
:D 3 2/1-2:
JL
BAND
CONTROL
SOLENOID
PWM
(323)
D 3 2/1-2
D 3 2
PWM SOLENOID _
SCREEN (324) D3 2:
MANUAL VALVE
P R N D 3 2 ¡Yfecm DP
310 311 312
cr cc
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325 309
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Figure 29 31

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

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

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

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

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

ELECTRICAL COMPONENTS
ELECTRICAL COMPONENTS (TCM inputs internal to the
transmission)
TRANSMISION OUTPUT SPEED SENSOR (39)
The transmission output speed sensor is a magnetic inductive pickup
that relays information relative to vehicle speed to the TCM. The
speed sensor is mounted in the side of the transmission extensión
assembly (37), opposite of the parking lock wheel (668). The parking
lock wheel is splined to the output shaft and has teeth on its outside
diameter. Therefore, the parking lock wheel rotates at transmission
output speed.
The speedsensor assembly consists of a permanent magnet surrounded
by a coil of wire. As the output shaft and parking lock wheel rotate,
an altemating current (AC) is induced in the coil of wire by the teeth
on the parking lock wheel passing by the magnetic pickup. Therefore,
whenever the vehicle is moving, the output speed sensor produces an
AC voltage signal proportional to vehicle speed. As vehicle speed
increases and more teeth pass by the magnetic pickup on the speed
sensor in a given time frame, the ffequency of the AC signal in-
creases. An increase in ffequency of the AC signal is interpreted by
the TCM as an increase in vehicle speed (see Figure A).
TRANSMISSION FLUID TEMPERATURE SENSOR
This sensor is a negative temperature coefficient thermistor(temperature
sensitive resistor) that is boltedon the adapter case valve body assembly
(401). The temperature sensor is submersedin thefluidin the adapter case
bottompan (50). The intemal electrical resistance of the sensor varíes
accordingto the operatingtemperatureof the transmissionfluid(see chart).
The lower the fluid temperature, the higher the resistance. The TCM
interprets this resistance as another input to help control the converter
clutch applicationthrough the TCC control solenoid. This information is
also used to control line pressure through the forcé motor solenoid.
The TCMinhibits TCC applyuntil transmission fluidtemperature reaches
approximately 30°C (86°F). For some applications if transmission fluid
temperature becomes excessively high, above approximately 140°C
(284°F), the TCM will apply the converter clutch in Second, Third and
Fourth gears regardless of operatingconditions. Normallythe TCC is only
applied in Third and Fourth gears. Applying the TCC serves to reduce
transmissionfluidtemperatures createdby the fluidcouplingin the torque
converter when the TCC is released.
WIRE RESISTOR WIRE
±_
TEMPERATURE SENSOR
MODE SWITCH
The mode switchsignáis the TCMwhich position the selector lever is in
andthe gear range the transmission is operating in. The mode switch is
boltedto theoutside ofthe maintransmission case (36)and splined to the
transmissionselector shaft (61).Therefore, the digital logic in the mode
switch determines which position the selector shaft is in and this
information is then sent to the TCM.
Note: For the mode switch to function properly, it is important to
correctly align the mode switch with the selector shaft each time the
switch is removed and reassembled. Refer to the appropriate Service
information for the speciflc procedure to assemble the mode switch.
MODE SWITCH
36 Figure 34

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