Ford Falcon. Manual — part 226

307-01-7 Automatic

Transmission 307-01-7

DESCRIPTION AND OPERATION (Continued)

In the case where Reverse is selected inappropriately,

Electronic Control

solenoids 1 and 3 both have the supply output

This system is comprised of various input sensors, a

pressure exhausted, the RLO spring biases the RLO

PCM and seven solenoids. The PCM simply reads the valve to the B2 band exhausted position, reverse oil is

inputs and activates the outputs as per the software

prevented from feeding the B2 band.

and table values stored in the Read Only Memory

(ROM).

Mechanical Arrangement

The PCM drives the hydraulic valve body via the

The mechanical arrangement consists of four clutch

seven electromagnetic solenoids. Six of the seven

assemblies, two bands, two sprag (or one way)

solenoids are ON/OFF solenoids used to: boost the

clutches and a planetary gear set.

line pressure, operate shift valves and turn on and off

Power Flow

two regulator valves to control shift feel. The seventh

solenoid is the proportional or Variable Pressure

First gear is accomplished by applying the C2 clutch

Solenoid (VPS).

and regulating the front band off, the reaction torque

is taken by the 1-2 One Way Clutch (OWC). The C2

Hydraulic Control

clutch is applied in all forward gears.

The hydraulic control system consists of a primary

The 1-2 shift is accomplished by applying the B1 band

regulator valve for line pressure, a solenoid supply

and overrunning the 1-2 OWC (Only the outer B1

regulator, a lockup clutch regulator valve, a band

servo apply area is used).

apply regulator valve, a clutch apply regulator valve, a

The 2-3 shift is accomplished by applying the C1

servo exhaust valve, C1 bias valve for converter

clutch concurrent with releasing the B1 band.

lockups, a 4-3 sequence valve, three shift valves, a

manual valve and the previously mentioned solenoids. The 3-4 shift is accomplished by applying the B1 band

and overrunning the 3-4 OWC. (Both inner and outer

All upshifts are accomplished by simultaneously

B1 servo apply areas are used).

switching: a shift valve or valves, the band and/or

clutch regulator valve and controlling the VPS output

The C3 clutch and the B2 band are applied to

pressure. The event is completed by switching the

accomplish Reverse. (Both inner and outer B2 servo

regulator off concurrent with sending the VPS to

apply areas are used).

maximum pressure.

The C4 clutch is applied in Sequential Sports

All downshifts are accomplished by simultaneously

Shift/manual ranges 3, 2 and 1 to provide engine

switching on one or both of the regulators and

braking. In addition the C4 clutch is applied in

controlling the VPS output pressure. The event is

Adaptive and Performance mode for 2nd and 3rd

completed by concurrently; switching the regulator off, gears to prevent objectionable ‘freewheel’ coasting.

switching the shift valve and sending the VPS to

Note in Auto 1st the C4 clutch is applied but due to

maximum pressure. The exception to this is a

the B2 band not being applied the 1-2 OWC is able to

downshift to Auto 1st where the VPS is reduced to

overrun this enables the vehicle to ‘freewheel’.

minimum pressure while switching the shift valve, the

B2 band is applied in Sequential Sports Shift/manual

regulator remains on while in Auto 1st.

range 1 to achieve engine braking shift. The servo is

Neutral to ‘D’ shifts while the vehicle speed is below

a dual area design which allows smooth overrun shifts

approximately 6 km/hr results in a shift to Garage 1st

at high vehicle speeds without the addition of a

to improve garage shift quality. Above 6 km/hr the

regulator valve (i.e. servo is applied with line

transmission shifts to Auto 1st. Garage 1st is identical pressure). Only the inner B2 area is used for manual

to Auto 1st hydraulically except solenoid 1 is

1st.

energised, this results in the C4 clutch not being

The B1 servo is also a dual area design to provide

supplied with oil.

additional clamping force on the B1 band in fourth

Downshifts to Manual 1st gear state are accomplished gear.

in the same manner as other downshifts, however the The mechanical arrangement utilizes non-asbestos

gear state is achieved by exhausting the output

friction materials for all members. These paper

pressures of solenoids 1, 2 & 3. This results in the 1-2 composites were selected based upon their

Shift Valve toggling to the Manual 1st position

performance with a specially formulated Automatic

supplying oil to the C4 clutch and B2 band.

Transmission Fluid.

The Reverse gear state is accomplished by the driver

Converter Lockup Clutch

positioning the manual valve into the reverse position,

the manual valve supplies oil to the C3 clutch and to

The Converter Lockup Clutch is a conventional clutch

the reverse lockout valve (RLO). To obtain Reverse

with a spring damper arrangement to reduce engine

gear state either solenoids 1 or 3 supply output

torsional disturbances. Located in the torque

pressure to the RLO valve, this biases the valve to the converter, its function is to couple the turbine (driven

B2 Band applied position where reverse oil is fed to

member) to the impeller (drive member) to eliminate

the B2 band.

slippage. It is generally functional in 3rd gear and 4th

G73081 en

307-01-8 Automatic

Transmission 307-01-8

DESCRIPTION AND OPERATION (Continued)

gear. The apply schedule and feel are modulated with The Torque Converter - 97LE

throttle position, engine torque and vehicle speed.
To enable lockup at high engine torque, line pressure

is supplied to the converter clutch regulator valve.

The Torque Converter - 93LE

Item

Description

1

Turbine

2

Impeller

3

Stator

Item

Description

4

Thrust Bearing

1

Turbine

5

Stator One Way Clutch

2

Impeller

6

Converter Cover

3

Stator

7

Clutch Plate

4

Thrust Bearing

8

Torsion Damper Springs

5

Stator One Way Clutch

9

Preload Spring

6

Converter Cover

10

Turbine Hub

7

Clutch Plate

11

Clutch Hub

8

Torsion Damper Springs

12

Friction Surface

9

Preload Spring

Diagnostics

10

Turbine Hub

11

Clutch Hub

Diagnostic activities of the control module are divided

into two categories.

12

Friction Surface

Real-Time Self Check

This is an automatic monitoring of all inputs and

outputs for malfunctions during normal operation of

the vehicle.
If any INPUTS malfunction, the transmission assumes

one of a number of ‘temporary limp home’ (default)

G73081 en

307-01-9 Automatic

Transmission 307-01-9

DESCRIPTION AND OPERATION (Continued)

modes until the malfunction ceases, at which time the performed. This feature is to improve garage shift

unit will return to normal operation either while driving quality.

or after the module is re-initialised (vehicle turned off

RANGE ‘D’ (ADAPTIVE MODE): Auto 1st, 2nd, 3rd

and restarted).

and 4th gear operation. 1-2, 2-3, 3-4, 4-3, 4-2, 4-1,

If solenoids 1 to 6 OUTPUTS malfunction the

3-2, 3-1 and 2-1 shifts are all available as a function

transmission assumes a ‘permanent limp home’

of vehicle speed, throttle position and the time rate of

mode. Even if the output malfunction corrects itself,

change of the throttle position (forced downshift,

the module must be re-initialised to return to normal

inhibited upshifts). Lockup clutch available in 3rd and

operation. The exception to this is a hydraulic

4th.

solenoid 1 or 3 fault where normal operation is not

RANGE ‘PERF’ (PERFORMANCE MODE): Auto 1st,

restored until reverse is successfully engaged at

2nd, 3rd and 4th gear operation. 1-2, 2-3, 3-4, 4-3,

vehicle startup.

4-2, 4-1, 3-2, 3-1, and 2-1 shifts are all available as a

If solenoid 7 output malfunctions then this solenoid is

function of vehicle speed, throttle position and the

disabled resulting in the torque converter always

time rate of change of the throttle position (forced

unlocked.

downshift, inhibited upshifts). Lockup clutch available

in 3rd and 4th. In some vehicle this mode is replaced

Limp Home Mode

with Towing mode.

There are now a number of ‘Limp Home’ modes

Range ‘+’ (MANUAL ‘2’, ‘3’, ‘4’): This position initiates

available depending on the type of fault which has

an upshift. Each gear state has a vehicle speed

occurred. The target gear state in most cases is third

range, if the target gear is outside of this range an

gear, if solenoid 2 is faulty above a certain speed

upshift is inhibited. Lockup clutch available in third

fourth gear is the target gear state. Several Limp

and fourth, application.

Home modes will result in the speed limiting of the

RANGE ‘-’ (MANUAL ‘1’, ‘2’, ‘3’): This position

vehicle, in the event of a speedo fault the vehicle will

initiates a downshift. Each gear state has a vehicle

be limited to 140 km/hr, a solenoid 1 to 6 fault will limit speed range, if the target gear is outside of this range

to 120 km/hr and multiple solenoid 1 to 6 faults will

a downshift is inhibited. Lockup clutch available in 3rd.

limit to 45 km/hr. These speeds are approximate and

Manual 1st is only available by this means.

depend on the vehicle axle/wheel configuration.

2. Column Shift Selector Lever

Limp Home modes that noticeably limit driveability

A seven position detent mechanism is featured to

also result in the PRNDL display being flashed.

select ranges ’1’, ’2’, ’3’, ’D’, ’N’, ’R’, ’P’.

Reverse gear is available.

Range ‘1’ (MANUAL ‘1’): Manual 1st gear only with

Active Diagnostics

an inhibited engagement as a function of excess

vehicle speed. Manual 1st is only available in this

This aspect is dedicated for service technician use.

range.

Error codes are displayed by digital output to the

diagnostic terminals.

RANGE ‘2’ (MANUAL ‘2’): Auto 1st and 2nd gear

operation with an inhibited engagement of second at

Selector Lever Positions

high vehicle speed.

1. Sequential Sports Shift Selector Lever

RANGE ‘3’ (MANUAL ‘3’): Auto 1st, 2nd and 3rd gear

operation with an inhibited 3rd gear engagement at

A four position detent mechanism is used to select

high vehicle speed. Lockup clutch available in 3rd.

ranges ‘D’, ‘N’, ‘R’, ‘P’. In the ‘D’ position, Adaptive

mode is selected. The lever can then be moved to the RANGE ‘D’: Auto 1st, 2nd, 3rd and 4th gear

left to obtain the ‘PERF’ range, or Performance mode. operation. 1-2, 2-3, 3-4, 4-3, 4-2, 4-1, 3-2, 3-1, and

In this position the lever can be nudged up for ‘-’ or

2-1 shifts are all available as a function of vehicle

down for ‘+’, this initiates Sequential Sports Shift

speed, throttle position and the time rate of change of

mode. A spring returns the lever to the central

the throttle position (forced downshift, inhibited

position, the transmission will remain in Sequential

upshifts). Lockup clutch available in 3rd and 4th.

Sports Shift mode until the lever is moved back to ‘D’. RANGE ‘N’ (NEUTRAL): No bands or clutches are

RANGE ‘P’ (PARK): No bands or clutches are

engaged. The inhibitor switch will allow engine start.

engaged. The transmission output shaft is locked. The During a N-D or N-PERF shift and while the vehicle is

inhibitor switch will allow engine start.

stationary, a N-Garage 1st-Auto 1st shift will be

performed. This feature is to improve garage shift

RANGE ‘R’ (REVERSE): Reverse gear operation,

quality.

when selected outside appropriate vehicle and engine

speed limits reverse is inhibited. Reversing lights on.

RANGE ‘R’ (REVERSE): Reverse gear operation,

when selected outside appropriate vehicle and engine

RANGE ‘N’ (NEUTRAL): No bands or clutches are

speed limits reverse is inhibited.. Reversing lights on.

engaged. The inhibitor switch will allow engine start.

During a N-D or N-PERF shift and while the vehicle is

stationary, a N-Garage 1st-Auto 1st shift will be

G73081 en

307-01-10 Automatic

Transmission 307-01-10

DESCRIPTION AND OPERATION (Continued)

RANGE ‘P’ (PARK): No bands or clutches are

for manual 1st. Both areas are applied for reverse

engaged. The transmission output shaft is locked. The operation.

inhibitor switch will allow engine start.

The Electronic Control System

Friction Members

The transmission control unit is combined within the

All friction materials are non-asbestos.

Powertrain Control Unit (PCM).

‘C1’ CLUTCH: 3-4 clutch . . . engaged in third and

Input signals received from the pedal position sensor,

fourth gears.

ignition system, speedometer transducer, range

sensor, transmission temperature sensor and the

‘C2’ CLUTCH: Forward clutch . . . engaged in all

Sequential Sports Shift selector switch are processed

forward gears.

by the PCM to provide output signals to control the

‘C3’ CLUTCH: Reverse clutch . . . engaged in reverse

shift schedule, shift feel and line pressure.

gear only.

This control is achieved by the use of six ON/OFF

‘C4’ CLUTCH: Overrun clutch . . . primary function is

solenoids and one proportional or variable pressure

to provide engine braking in manual 1st, 2nd and 3rd.

solenoid.

In 2nd and 3rd gears to prevent objectionable

The PCM has a diagnostic ‘Self Test’ capability

‘freewheel coasting’.

whereby any malfunctions are recorded in the

‘B1’ BAND: 2-4 band . . . engaged in second and

memory. The Diagnostic Test Codes (DTC’s) codes

fourth gears. There are two apply areas on the servo

are displayed by digital output at the diagnostic

piston. The outer area is applied in second gear. Both

terminals and may be read by the technician with the

areas are applied in fourth gear.

Worldwide Diagnostic System (WDS) tester. Refer to

‘B2’ BAND: Low/reverse band. There are two apply

chapter 303-14 for PCM diagnostics.

areas on the servo piston. The inner area is applied

G73081 en