Transmission General Description
The Hydra-matic 6-Speed RWD is a fully automatic, 6-speed, rear-wheel drive, electronic-controlled transmission. It consists primarily of a 4-element torque converter, an integral fluid pump and converter housing, a single and double planetary gear set, friction and mechanical clutch assemblies, and a hydraulic pressurization and control system. There are four variants of the transmission, all based on torque capacity. Architecture is common between the variants, and component differences are primarily related to size.

The 4-element torque converter contains a pump, a turbine, a pressure plate splined to the turbine, and a stator assembly. The torque converter acts as a fluid coupling to smoothly transmit power from the engine to the transmission. It also hydraulically provides additional torque multiplication when required. The pressure plate, when applied, provides a mechanical direct drive coupling of the engine to the transmission.

The planetary gear sets provide the 6 forward gear ratios and reverse. Changing gear ratios is fully automatic and is accomplished through the use of a transmission control module (TCM) located inside the transmission. The TCM receives and monitors various electronic sensor inputs and uses this information to shift the transmission at the optimum time.

The TCM commands shift solenoids and variable bleed pressure control solenoids to control shift timing and feel. The TCM also controls the apply and release of the torque converter clutch which allows the engine to deliver the maximum fuel efficiency without sacrificing vehicle performance. All the solenoids, including the TCM, are packaged into a self-contained control solenoid valve assembly.

The hydraulic system primarily consists of a vane-type pump, 2 control valve body assemblies, converter housing and case. The pump maintains the working pressures needed to stroke the clutch pistons that apply or release the friction components. These friction components, when applied or released, support the automatic shifting qualities of the transmission.

The friction components used in this transmission consist of 5 multiple disc clutches. The multiple disc clutches combine with one mechanical sprag clutch to deliver 7 different gear ratios, 6 forward and one reverse, through the gear sets. The gear sets then transfer torque through the output shaft.

The transmission may be operated in any of the following gear ranges:

PARK (P): This position locks the rear wheels and prevents the vehicle from rolling either forward or backward. PARK is the best position to use when starting the vehicle. Because the transmission utilizes a shift lock control system, it is necessary to fully depress the brake pedal before shifting out of PARK. For safety reasons, use the parking brake in addition to the PARK position.

REVERSE (R): This position allows the vehicle to be operated in a rearward direction.

NEUTRAL (N): This position allows the engine to be started and operated while driving the vehicle. If necessary, you may select this position in order to restart the engine with the vehicle moving. This position should also be used when towing the vehicle.

DRIVE (D): Drive range should be used for all normal driving conditions for maximum efficiency and fuel economy. Drive range allows the transmission to operate in each of the 6 forward gear ratios. Downshifts to a lower gear, or higher gear ratio, are available for safe passing by depressing the accelerator or by manually selecting a lower gear in the manual mode range.

SPORT MODE (S): This position allows the driver to utilize the Driver Shift Control (DSC) system, or manual mode. When the shift selector lever is moved to this position, the driver may select upshifts or downshifts by using the paddle switches located on the steering wheel. An upshift is requested by pushing either + button. A downshift is requested by pulling either + button rearward toward the driver.

Transmission Component and System Description
The mechanical components of the 6-Speed RWD are as follows:

• A torque converter with an electronically controlled capacity clutch (ECCC). ECCC was developed to reduce the possibility of noise, vibration, or chuggle caused by TCC apply. In a torque converter with ECCC, the pressure plate does not always fully lock to the torque converter cover. Instead, the pressure plate maintains a small amount of slippage. In RWD 6-Speed transmissions, this slippage can range from 0-50 RPM. Full lockup (0 RPM slip) is still available on some applications. TCC may apply in 2nd, 3rd, 4th, 5th, or 6th gears. The specific TCC apply points and the amount of clutch slippage are determined by a number of operating conditions, including throttle position, vehicle speed, gear, as well as specific vehicle application. Transmission fluid temperature will also affect TCC apply points.

• Vane-type fluid pump assembly

• 1-2-3-4 and 3-5 Reverse clutch assembly

• Input sun gear and carrier assembly

• 4-5-6 clutch assembly with turbine shaft

• 4-5-6 clutch hub assembly

• 1-2-3-4 clutch hub assembly

• 2-6 and 3-5 reverse clutch hub assembly

• Center support assembly, with 2-6 clutch assembly, and low and Reverse clutch assembly

• Low clutch sprag assembly

• A double planetary output carrier assembly

• Output shaft assembly

• Control valve body assembly

The electrical components of the 6-Speed RWD are as follows:

• Input and output speed sensor assembly

• Manual shift shaft position switch

• Control solenoid valve assembly, which contains the following components:

- Transmission control module (TCM)

- 5 variable bleed line pressure control (PC) solenoids

- Transmission fluid pressure (TFP) switch assembly

- Torque converter clutch (TCC) pressure control solenoid

- 2 shift solenoids

Transmission Adaptive Functions
The 6L80 transmission utilizes a line pressure control system during upshifts to compensate for the normal wear of transmission components. As the apply components within the transmission wear or change over time, shift time (the time required to apply a clutch) increase or decreases. In order to compensate for these changes, the transmission control module (TCM) adjusts the pressure commands to the various PC solenoids, to maintain the originally calibrated shift timing. The automatic adjusting process is referred to as "adaptive learning" and it is used to ensure consistent shift feel plus increase transmission durability. The TCM monitors the A/T input speed sensor (ISS) and the A/T output speed sensor (OSS) during commanded shifts to determine if a shift is occurring too fast (harsh) or too slow (soft) and adjusts the corresponding pressure control (PC) solenoid signal to maintain the set shift feel.

The purpose of the adapt function is to automatically compensate the shift quality for the various vehicle shift control systems. The adapt function is a continuous process that will help to maintain optimal shift quality throughout the life of the vehicle.

Drive Range, First Gear Engine Braking
When the gear selector lever is moved to the Drive (D) range from the Neutral (N) position, the transmission will provide engine braking. In this operating range, the normally-low C1234 pressure control solenoid 5 is commanded ON and in the engine braking mode the following changes occur within the hydraulic circuits:

Fluid Pressure is Directed to the 1-2-3-4 Clutch and the Low & Reverse Clutch to Provide Engine Braking
Manual Valve
The manual valve is moved to the Drive (D) position and allows line fluid pressure to enter the drive fluid circuit. Drive fluid is then routed to the clutch select valve 2.

Clutch Select Valve 2
Drive fluid at the clutch select valve 2 passes through the valve and enters the drive brake circuit. Drive brake fluid is then routed to the clutch select valve 3.

Clutch Select Valve 3
Drive brake fluid at the clutch select valve 3 passes through the valve and enters the Drive B fluid circuit. Drive B fluid is then routed to #1 ball check valve.

#1 Ball Check Valve
Drive B fluid seats the #1 ball check valve against drive 1-6 fluid to force drive B fluid into the CB26/C1234 feed passage. CB26/C1234 feed fluid is routed to the #6 ball check valve, through orifice #43 and, to the 2-6 clutch regulator valve. CB26/C1234 feed fluid passes through the 2-6 clutch regulator valve and enters the pressure switch 3 (PS3) fluid circuit. PS3 fluid is then routed to the normally closed pressure switch 3 and opens the switch.

#6 Ball Check Valve
CB26/C1234 feed fluid seats the #6 ball check valve against the 1234 clutch feed passage forcing CB26/C1234 feed fluid through orifice #32 before entering the 1234 clutch feed circuit. The 1234 clutch feed fluid is routed through orifice #33 and then to the 1-2-3-4 clutch regulator valve.

1-2-3-4 Clutch Applies
C1234 Pressure Control Solenoid 5
The C1234 pressure control solenoid 5 is commanded ON allowing actuator feed limit fluid to enter the PCS1234 clutch fluid circuit. PCS1234 clutch fluid is then routed through orifice #35 to the 1-2-3-4 clutch regulator valve. PCS1234 clutch fluid is also routed through orifice #29 and then to the 1-2-3-4 clutch boost valve.

1-2-3-4 Clutch Regulator Valve
PCS1234 clutch fluid moves the 1-2-3-4 clutch regulator valve against 1-2-3-4 clutch regulator valve spring force to allow 1234 clutch feed fluid to pass through the valve and enter the 1234 clutch fluid circuit. The 1234 clutch fluid is then routed to the 1234 clutch boost valve and the 1-2-3-4 clutch.

1-2-3-4 Clutch Boost Valve
PCS1234 clutch fluid pressure acts on a differential area moving the 1234 clutch boost valve against the 1234 clutch boost valve spring. The 1234 clutch fluid passes through the valve and enters the 1234 clutch feedback circuit. As PCS 1234 clutch fluid pressure is increased to a given value, the 1234 clutch boost valve opens the 1234 clutch feedback circuit to exhaust. This results in the 1234 clutch regulator valve moving to the full feed position sending full 26 CL/1234 CL feed pressure (full line pressure) to the clutch.

1-2-3-4 Clutch
The 1234 clutch fluid enters the 1234 clutch housing to move the piston against spring force and compensator feed fluid to apply the 1-2-3-4 clutch plates.

Drive Range, Sixth Gear
As the vehicle speed increases, the transmission control module (TCM) receives input signals from the automatic transmission input and output speed sensors, the throttle position sensor and other vehicle sensors to determine the precise moment to command ON the normally-low CB26 pressure control solenoid 4 (PCS). At the same time the normally-high C35R pressure control solenoid 2 is commanded OFF.

2-6 Clutch Applies
CB26 Pressure Control Solenoid 4
The CB26 pressure control solenoid 4 is commanded ON, allowing actuator feed fluid to enter the PCS 26 clutch fluid circuit. PCS 26 fluid is routed through orifice #44 and then to the 2-6 clutch regulator gain valve.

2-6 Clutch Regulator Gain Valve
The 2-6 clutch regulator gain valve allows the gain (valve input to output pressure magnification factor) of the 2-6 clutch regulator valve to be different for a 1-2 shift verses a 5-6 shift. For a 5-6 shift PCS 26 clutch fluid pressure passes through the hollow valve and only acts on the 26 regulator valve area, resulting in the "low gain" pressure output.

2-6 Clutch Regulator Valve
PCS 26 clutch fluid moves the 2-6 clutch regulator/gain valve assembly against the 2-6 clutch regulator valve spring force to allow 26 clutch/1234 clutch feed fluid to pass through the valve. The 26 clutch/1234 clutch feed fluid is routed into the 26 clutch fluid circuit where it passes through orifice #41 and then to the spring end of the 2-6 clutch regulator valve, and to the 2-6 clutch within the center support.

2-6 Clutch
The 26 clutch fluid from the 2-6 clutch regulator valve is routed through the center support and to the 2-6 clutch piston assembly. The 26 clutch fluid pressure moves the piston against 2-6 clutch spring force to apply the 2-6 clutch plates.

3-5 Clutch Releases
C35R Pressure Control Solenoid 2
The C35R pressure control solenoid 2 is commanded OFF, allowing PCS 35 reverse clutch fluid from the 3-5 reverse clutch boost valve and the 3-5 reverse clutch regulator valve to exhaust through the solenoid.

3-5 Reverse Clutch Boost Valve
The 3-5 reverse boost valve spring force moves the valve to allow 35 reverse clutch feedback fluid from the 3-5 reverse clutch regulator valve to enter the 35 reverse clutch circuit and exhaust.

3-5 Reverse Clutch Regulator Valve
The 3-5 reverse clutch regulator valve spring force moves the valve to allow 35 reverse clutch fluid from the 3-5 reverse clutch to pass through the valve and enter the exhaust backfill fluid circuit. The 35 reverse clutch fluid then enters the exhaust backfill fluid circuit and is routed through orifice #30 to the exhaust backfill pressure relief valve where excess pressure is exhausted.

3-5 Reverse Clutch
The 3-5 reverse clutch spring force combined with force from the compensator move the 3-5 reverse clutch piston to release the 3-5 clutch plates and forces 35 reverse clutch fluid to exhaust from 1-2-3-4 and 3-5 reverse clutch housing. The 35 reverse clutch fluid is then routed to the 3-5 reverse clutch regulator valve where it enters the exhaust backfill circuit.

Drive Range, Fifth Gear

As the vehicle speed increases, the transmission control module (TCM) receives input signals from the automatic transmission input and output speed sensors, the throttle position sensor and other vehicle sensors to determine the precise moment to command ON the normally-high C35R pressure control solenoid 2. At the same time the normally-low C1234 pressure control solenoid 5 is commanded OFF.

3-5 Reverse Clutch Applies
C35R Pressure Control Solenoid 2
The C35R pressure control solenoid 2 is commanded ON, allowing actuator feed fluid to enter the PCS 35 reverse clutch fluid circuit. PCS 35 reverse clutch fluid is routed through orifice #48 and then to the 3-5 reverse clutch regulator valve. PCS 35 reverse clutch fluid is also routed through orifice #40 and then to the 3-5 reverse clutch boost valve.

3-5 Reverse Clutch Boost Valve
PCS 35 reverse clutch fluid pressure acts on a differential area moving the PCS 3-5 reverse clutch boost valve against the 3-5 reverse clutch boost valve spring. The 35 reverse clutch fluid passes through the valve and enters the 35 reverse clutch feedback circuit. As PCS 35 reverse clutch fluid pressure is increased to a given value, the 3-5 reverse clutch boost valve opens the 35 reverse clutch feedback circuit to exhaust. This results in the 3-5 reverse clutch regulator valve moving to the full feed position sending full 35 reverse clutch feed pressure (full line pressure) to the clutch.

3-5 Reverse Clutch Regulator Valve
PCS 35 reverse clutch fluid moves the 3-5 reverse clutch regulator valve against 3-5 reverse clutch regulator valve spring force and 35 reverse clutch feedback fluid. This allows 35 reverse feed to pass through the valve and enter the 35 reverse clutch circuit. The 35 reverse clutch fluid is then routed to the 3-5 reverse clutch, the 3-5 reverse boost valve and the clutch select valve 2. When the 3-5 reverse clutch regulator valve is in this position, PS1 fluid from the pressure switch 1 exhausts through the valve allowing the switch to close.

Clutch Select Valve 2
The 35 reverse clutch fluid passes through the clutch select valve 2 and enters the 1234 clutch default feed fluid circuit. The 1234 clutch default feed fluid is then routed to the clutch select valve 3.

3-5 Reverse Clutch
The 35 reverse clutch fluid enters the 1-2-3-4 and 3-5 reverse clutch housing to move the piston against spring force combined with force from the compensator to apply the 3-5 reverse clutch plates.

1-2-3-4 Clutch Releases
C1234 Pressure Control Solenoid 5
The C1234 pressure control solenoid 5 is commanded OFF, allowing PCS 1234 clutch fluid from the 1-2-3-4 clutch regulator valve and 1-2-3-4 clutch boost valve to exhaust.

1-2-3-4 Clutch Regulator Valve
The 1-2-3-4 clutch regulator valve spring force moves the valve to allow 1234 clutch feed fluid from the 1-2-3-4 clutch to pass through the valve and enter the exhaust backfill fluid circuit. The 1234 clutch fluid the enters the exhaust backfill fluid circuit and is routed through orifice #30 to the exhaust backfill pressure relief valve where excess pressure is exhausted. Also, 1234 clutch regulator valve spring force moves the valve to allow 1234 clutch feed fluid to pass through the valve and enter the PS4 fluid circuit. PS4 fluid is then routed to pressure switch 4 and opens the normally-closed switch.

1-2-3-4 Clutch Boost Valve
The 1-2-3-4 clutch boost valve spring force moves the valve to allow 1234 clutch feedback fluid from the 1-2-3-4 clutch regulator valve to enter the 1234 clutch circuit and exhaust.

1-2-3-4 Clutch
The 1-2-3-4 clutch spring force combined with force from the compensator moves the 1-2-3-4 clutch piston to release the clutch plates and force 1234 clutch fluid from the 1-2-3-4 and 3-5 reverse clutch housing. The 1234 clutch fluid is routed through the 1-2-3-4 clutch regulator valve where it enters the exhaust backfill fluid circuit.

Drive Range - Fourth Gear

As the vehicle speed increases, the transmission control module (TCM) receives input signals from the automatic transmission input and output speed sensors, the throttle position sensor and other vehicle sensors to determine the precise moment to command OFF the normally-high C35R pressure control solenoid 2. At the same time the normally-low CBR1/C456 pressure control solenoid 3 is commanded ON to regulate 4-5-6 clutch apply.

4-5-6 Clutch Applies
CBR1/C456 Pressure Control Solenoid 3
The CBR1/C456 pressure control solenoid 3 (PCS) is commanded ON allowing actuator feed fluid to enter the PCS CBR1/456 clutch fluid circuit. PCS CBR1/456 clutch fluid is routed through orifice #39 to the CBR1/C456 clutch regulator valve and, through orifice #31 to the CBR1/C456 clutch boost valve.

CBR1/C456 Clutch Regulator Valve
PCS CBR1/456 clutch fluid moves the CBR1/C456 clutch regulator valve against CBR1/C456 clutch regulator valve spring force to allow line fluid to pass through the valve an enter the CBR1/456 clutch feed circuit. CBR1/456 clutch feed is then routed to the 4-5-6 clutch boost valve and clutch select valve 2.

4-5-6 Clutch Boost Valve
PCS CBR1/456 clutch fluid pressure acts on a differential area moving the CBR1/456 clutch boost valve against the CBR1/456 clutch boost valve spring. CBR1/456 clutch fluid passes through the valve and enters the CBR1/456 clutch feedback circuit. As PCS CBR1/456 clutch fluid pressure is increased to a given value, the CBR1/456 clutch boost valve opens the CBR1/456 clutch feedback circuit to exhaust. This results in the CBR1/456 clutch regulator valve moving to the full feed position, sending full line pressure to the clutch.

Clutch Select Valve 2
CBR1/456 clutch feed fluid passes through the clutch select valve 2 and enters the 456 clutch feed circuit. The 456 clutch feed fluid is routed to the clutch select valve 3 where it passes through the valve and enters the 456 clutch fluid circuit. The 456 clutch fluid is routed to the 4-5-6 clutch, the 2-6 clutch regulator gain valve and to the #3 ball check valve. The 456 clutch fluid seats the #3 ball check valve against solenoid 2 fluid passage and directed into the CSV3 enable fluid circuit where it is routed through orifice #20 and to clutch select valve 3.

4-5-6 Clutch
The 456 clutch fluid enters the 4-5-6 clutch housing to move the piston against spring force, combined with force from the compensator to apply the 4-5-6 clutch plates.

3-5 Reverse Clutch Releases
C35R Pressure Control Solenoid 2
The C35R pressure control solenoid 2 is commanded OFF, allowing PCS 35 reverse clutch fluid from the 3-5 reverse clutch boost valve and the 3-5 reverse clutch regulator valve to exhaust through the solenoid.

3-5 Reverse Clutch Boost Valve
The 3-5 reverse boost valve spring force moves the valve to allow 35 reverse clutch feedback fluid from the 3-5 reverse clutch regulator valve to enter the 35 reverse clutch fluid circuit and exhaust.

3-5 Reverse Clutch Regulator Valve
The 3-5 reverse clutch regulator valve spring force moves the valve to allow 35 reverse clutch fluid from the 3-5 reverse clutch to pass through the valve and enter the exhaust backfill fluid circuit. The 35 reverse clutch fluid then enters the exhaust backfill fluid circuit and is routed through orifice #30 to the exhaust backfill pressure relief valve where excess pressure is exhausted.

3-5 Reverse Clutch
The 3-5 reverse clutch spring force combined with force from the compensator move the 3-5 reverse clutch piston to release the 3-5 clutch plates and forces 35 reverse clutch fluid to exhaust from 1- 2-3-4 and 3-5 reverse clutch housing. The 35 reverse clutch fluid is then routed to the 3-5 reverse clutch regulator valve and exhausted.

Drive Range, Third Gear Default

If the transmission is in 1st, 2nd or 3rd gear during a transmission electrical component failure, the transmission will default to 3rd gear. All solenoids will default to their normal state. If the torque converter clutch was applied, it will release. This default action will enable the vehicle to be safely driven to a service center.

1-2-3-4 Clutch Stays Applied
Shift Solenoid 2
Shift solenoid 2 defaults to it's normally-closed state (OFF), and SOL 2 fluid exhausts through the solenoid.

Clutch Select Valve 3
Solenoid 2 fluid pressure no longer holds the clutch select valve 3 open. When the valve moves back to the closed position, it opens the 1234 clutch default fluid circuit, and 1234 default fluid is routed to the 1-2-3-4 clutch regulator valve.

1-2-3-4 Clutch Regulator Valve
With the absence of PCS 1234 clutch fluid, due to the default state of the C1234 pressure control solenoid 5, the 1-2-3-4 regulator valve would close from spring force. However, the 1234 clutch default fluid enters behind the 1-2-3-4 regulator shuttle valve and keeps the valve in the open position.

1-2-3-4 Clutch
With the 1-2-3-4 clutch regulator valve still held in the open position, the 1-2-3-4 clutch will stay applied.

3-5 Reverse Clutch Applied or Applies
C35R Pressure Control Solenoid 2
The normal state for the C35R pressure control solenoid 2 is ON, therefore PSC 35 reverse clutch fluid will still be routed to the 3-5 reverse clutch regulator valve and the 3-5 reverse clutch boost valve.

3-5 Reverse Clutch Regulator Valve
PCS 3-5 reverse clutch fluid moves the 3-5 reverse clutch regulator valve against 3-5 reverse clutch regulator valve spring force and 3-5 reverse clutch feedback fluid. This allows 3-5 reverse feed to pass through the valve and enter the 3-5 reverse clutch circuit. 3-5 reverse clutch fluid is then routed to the 3-5 reverse clutch, the 3-5 reverse boost valve and the clutch select valve 2. When the 3-5 reverse clutch regulator valve is in this position, PS1 fluid from the pressure switch 1 exhausts through the valve, allowing the switch to close.

3-5 Reverse Clutch Boost Valve
PCS 3-5 reverse clutch fluid pressure acts on a differential area moving the 3-5 reverse clutch boost valve against the 3-5 reverse clutch boost valve spring. The 3-5 reverse clutch fluid passes through the valve and enters the 3-5 reverse clutch feedback circuit. As PCS 3-5 reverse clutch fluid pressure is increased to a given value, the 3-5 reverse clutch boost valve opens the 3-5 reverse clutch feedback circuit to exhaust. This results in the 3-5 reverse clutch regulator valve moving to the full feed position sending full 3-5 reverse clutch feed pressure (full line pressure) to the clutch.

3-5 Reverse Clutch
The 3-5 reverse clutch fluid enters the 1-2-3-4 and 3-5 reverse clutch housing to move the piston against spring force combined with force from the compensator to apply the 3-5 reverse clutch plates.

Drive Range, Second Gear

As the vehicle speed increases, the transmission control module (TCM) receives input signals from the automatic transmission input and output speed sensors, the throttle position sensor and other vehicle sensors to determine the precise moment to command ON the normally-low pressure control solenoid 4.

Second Clutch Applies
CB26 Pressure Control Solenoid 4
The CB26 pressure control solenoid 4 is commanded ON, allowing actuator feed limit fluid to enter the pressure control solenoid (PCS) 26 clutch fluid circuit. PCS 26 clutch fluid is then routed through orifice #44 to the 2-6 clutch regulator gain valve.

2-6 Clutch Regulator Gain Valve
The 2-6 clutch regulator gain valve allows the gain (valve input to output pressure magnification factor) of the 2-6 clutch regulator valve to be different for a 1-2 shift verses a 5-6 shift. For a 1-2 shift, PCS 26 clutch fluid pressure acts on a differential area resulting in the "high gain" pressure output.

2-6 Clutch Regulator Valve
PCS 26 clutch fluid moves the 2-6 clutch regulator / gain valve assembly against the 2-6 clutch regulator valve spring force to allow 26 clutch/1234 clutch feed fluid to pass through the valve. The 26 clutch/1234 clutch feed fluid is routed into the 26 clutch fluid circuit where it passes through orifice #41 and then to the spring end of the 2-6 clutch regulator valve, and to the 2-6 clutch within the center support.

2-6 Clutch
The 26 clutch fluid from the 2-6 clutch regulator valve is routed through the center support and to the 2-6 clutch piston assembly. The 26 clutch fluid pressure moves the piston against 2-6 clutch spring force to apply the 2-6 clutch plates.

Drive Range, First Gear

As the vehicle speed increases, the transmission control module (TCM) receives input signals from the automatic transmission input and output speed sensors, throttle position sensor and other vehicle sensors to determine the precise moment to deenergize or "turn off" shift solenoid 1 and command OFF the normally-high CBR1/C456 pressure control solenoid 3.

Low & Reverse Clutch Releases
Shift Solenoid 1
When shift solenoid 1 is "turned OFF", CSV2 enable fluid from the clutch select valve 2 passes by the #2 ball check valve and enters the solenoid 1 fluid circuit. Solenoid 1 fluid from the #2 ball check valve and TCC regulator valve is then routed to the solenoid where it exhausts.

Clutch Select Valve 2
Clutch select valve 2 (CSV2) enable fluid is exhausted from the clutch select valve 2 and clutch select valve 2 spring force moves the valve to the released position. With clutch select valve 2 in the released position, drive fluid from the manual valve passes through the valve and enters the drive 1-6 fluid circuit. Drive 1-6 fluid then feeds all clutch regulator valves and the TCC regulator valve.

CBR1/C456 Pressure Control Solenoid 3
The CBR1/C456 pressure control solenoid 3 is commanded OFF allowing PCS CBR1/C456 fluid from the CBR1/C456 clutch regulator valve and 456 clutch boost valve to exhaust.

CBR1/C456 Clutch Regulator Valve
CBR1/C456 clutch regulator valve spring force moves the valve to exhaust the CBR1/456 clutch feed circuit and allow drive 1-6 fluid to enter the PS5 fluid circuit. PS5 fluid is then routed to the normally-closed pressure switch 5 and opens the switch. PS5 fluid is also routed to the #4 ball check valve and flows into the CSV2 latch fluid circuit.

#4 Ball Check Valve
PS5 fluid pressure seats the #4 ball check valve against the 456 clutch fluid circuit. PS5 fluid is then directed into the CSV2 latch fluid circuit and routed to the clutch select valve 2. CSV2 latch fluid combines with clutch select valve 2 spring force and holds the valve in this position during all 6 forward gear ranges.

#5 Ball Check Valve
Drive 1-6 fluid pressure seats the #5 ball check valve against the 35 clutch reverse feed fluid passage. Drive 1-6 fluid is then directed into the 35R supply fluid circuit which is routed to the #7 ball check valve and orifice #25.

#7 Ball Check Valve
The 35R supply fluid seats the #7 ball check valve against the 35R feed fluid passage to force 35R supply fluid through orifice #25 before entering the 35R feed circuit. The 35R feed fluid is then routed to the 3-5 reverse clutch regulator valve.

Low and Reverse Clutch
Low and reverse clutch spring force moves the low and reverse clutch piston which forces clutch braking (CBR) and CBR1 fluid out of the center support. CBR fluid is routed to the clutch select valve 3 where it exhausts. CBR1 fluid is routed to the clutch select valve 2 where it exhausts. The low and reverse clutch is in the released position.