Ford Falcon. Manual — part 232

307-01-31 Automatic

Transmission 307-01-31

DESCRIPTION AND OPERATION (Continued)

Hyadraulic System - D4 and Sequential Sports Shift 4 / Manual 4

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307-01-32 Automatic

Transmission 307-01-32

DESCRIPTION AND OPERATION (Continued)

off and allowed to exhaust through the S7 solenoid,

Power Flow — D2, D3 and D4 Lockup

allowing the valve to move to the clutch applied

Drive in this range is the same as for D2, D3 or D4

position.

with the application of the converter Lockup clutch to

The Converter Clutch Regulator Valve (CCRV)

provide positive no-slip converter drive.

supplies Line oil, regulated to a pressure 1.48 times

NOTE: D2 Lockup is only used as an overheat

S5 pressure plus 138 kPa (875 kPa), to the Regulated

reduction strategy when in failure mode.

Apply Feed (BAF) circuit. This is directed by the

CCCV to the apply side of the converter clutch.

Control

Converter clutch release oil is exhausted at the

Control for this range is the same as for D2, D3 or D4

CCCV. Converter Feed oil is re-routed by the CCCV

with the addition of the converter clutch circuit

to the oil cooler and lubrication circuit.

activated by solenoid S7, as illustrated. When

solenoid S7 is switched ON, S7 feeds oil to the

Converter Clutch Control Valve (CCCV) is switched

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307-01-33 Automatic

Transmission 307-01-33

DESCRIPTION AND OPERATION (Continued)

Hydraulic System - D2, D3 and D4 Lockup

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307-01-34 Automatic

Transmission 307-01-34

DESCRIPTION AND OPERATION (Continued)

When engine speed increases and the pump provides

Hydraulic Valves

an excess of oil the PRV moves to uncover the

Manual Valve

converter feed port thereby pressurising the converter.

As engine speed increases further the excess oil

supplied by the pump is diverted back to the pump

suction port as the PRV opens further against spring

force.

1-2 Shift Valve (Manual 1st Shift Valve)

The manual valve is connected to the vehicle selector

mechanism and controls the flow of oil to the forward

and reverse circuits. The manual valve function is

identical in all forward gear positions. Oil is prevented

from entering the forward and reverse circuits when

the manual valve is in the park or neutral position.

This is a two position valve that must be switched to

Primary Regulator Valve

the 2, 3 or 4 position in order to get any forward gear

other than Manual 1st. It is used on every Manual

1st-2 and 2-Manual 1st gearshift hence its name.

Drive oil from the manual valve is allowed to pass

through to the 2nd circuit during a Manual 1st-2

gearshift. During a 2-Manual 1st shift the band apply

feed oil is allowed to exhaust via this valve. It also

routes oil to the C4 clutch and the rear band servo.
The switching of this valve is achieved by supplying

pressure from solenoid 1, 2 and/or 3, or exhausting

pressure through solenoid 1, 2 and 3.

2-3 Shift Valve

This valve is used on 2-3 and 3-2 shifts. The

switching of this valve is done directly by solenoid 2

which is located at the end of the 2-3 shift valve.

The function of this valve is to regulate the

When in the 1 and 2 position 2nd oil from the 1-2 shift

transmission line pressure (pump outlet pressure).

valve is prevented from entering the 3rd circuit. When

This valve gives either low, or high, line pressure

the valve is shifted to the 3 and 4 position the 3rd

depending on whether solenoid #6 is switched ON, or

circuit is fed from the 2nd circuit and the transmission

OFF. When the #6 solenoid is switched ‘ON’ S6

will shift to 3rd gear.

pressure is applied to the PRV moving it against

spring pressure and opening the line pressure circuit

to the pump suction port resulting in reduced line

pressure. Low line pressure is used during light

throttle applications and cruising. Heavy throttle

application will cause solenoid #6 to switch ‘OFF’

allowing the PRV to close off increasing line pressure.

This stepped line pressure control does not have a

detrimental effect on shift quality because all shifting

pressures are controlled by separate band and clutch

regulator valves and the output of solenoid #5.
The PRV also regulates the supply of oil to the torque

converter via the converter feed port. The lands on

the PRV are designed such that priority is given to

maintaining line pressure at very low engine speeds.

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