Ford Falcon. Manual — part 233

307-01-35 Automatic

Transmission 307-01-35

DESCRIPTION AND OPERATION (Continued)

4-3 Sequence Valve

2-3 Shift Valve

This valve switches during 3-4 and 4-3 gearshifts

3-4 Shift Valve

although it performs no function during the 3-4 shift.

It’s sole purpose during the 4-3 shift is to delay the

This valve is used for 3-4 and 4-3 shifts. Switching of

connection of the clutch apply feed circuit (CAF) to the

this valve is done directly by solenoid 1 which is

B1R circuit until the B1R circuit has been fully

located at the end of the valve. The function of the

pressurised by using the 3rd circuit. It prevents

valve during a 3-4 shift is as follows:

objectionable engine flare at the completion of the 4-3

3-4 Shift Valve

gearshift.

B1R Exhaust Valve

exhausts the front band release circuit (B1R)

thereby allowing the application of the band.
connects the inner apply area of the front servo

This valve is located in the case directly adjacent to

(B1AI) to the band apply feed circuit (BAF) thus

the front servo. Its function is to allow the servo

allowing greater apply forces to the front band.

release oil to be rapidly exhausted into the

transmission case during application of the front band

exhausts the overrun clutch circuit (O.C.) which

rather than forcing the oil back into the valve body

will allow the C4 clutch to release.

and through the 3-4 shift valve. In addition the spring

The exact opposite of the above functions will occur

on one end prevents oil entering the release area of

on a 4-3 downshift. This valve also switches during

the servo until the circuit pressure reaches

Manual 1st-2 and 2-Manual 1st gearshifts where it’s

approximately 70 kPa.

function is to apply the overrun clutch (C4) in 2nd

This valve also ensures that C1 pressure has reached

gear but to release it in Manual 1st gear. Note that the

70 kPa on a 2-3 shift before B1 is allowed to begin

C4 clutch is applied in Manual 1st by the 1-2 shift

releasing, thus preventing unwanted engine flare at

valve.

the commencement of the gearshift.

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307-01-36 Automatic

Transmission 307-01-36

DESCRIPTION AND OPERATION (Continued)

Converter Clutch Regulator Valve (CCRV)

the apply side of the converter. This oil does not

return from the converter because the converter

clutch piston will be sealed against the flat friction

surface of the converter cover. To provide cooler flow

the converter clutch control valve will now direct

converter feed oil from the PRV directly to the cooler

circuit.
The spring on the plug end of this valve ensures that

the valve will remain in the released condition during

engine shutdown, thus limiting the amount of torque

converter draindown that can occur over long periods

of non use.

Solenoid Supply Valve

This valve regulates the pressure of the oil which

applies the converter clutch. Input oil to this valve is

from the Line Pressure and the output pressure is

variable according to the signal pressure from the

solenoid 5 circuit (S5). Converter clutch apply and

release feel is made smooth by electronically varying

the S5 pressure.
The spring on the S5 end of this valve allows the

CCRV to boost its regulator apply feed pressure to a

level above S5 pressure during 3rd locked to 4th

unlocked gearshifts to prevent torque converter clutch

slippage during these shifts.
The load of this spring results in an additional 140

A constant pressure is supplied to all the solenoids by

kPa output from this valve during gear changes. This

this valve. Line pressure is used as the feed oil to this

valve arrangement is common to both 93LE and 97LE

regulator and the output is termed Line 500 due to its

transmissions.

approximate 500 kPa pressure value.

Converter Clutch Control Valve

Line Pressure Boost Valve
S6 pressure applied to the end of the PRV opposes

spring force and causes LOW line pressure for light

throttle application and cruising.
Heavy throttle application causes the normally open

S6 solenoid to switch OFF closing Line 500 and

opening S6 to exhaust. Removal of S6 pressure from

the PRV results in HIGH line pressure.

Clutch Apply Regulator Valve

The two positions of this valve cause the converter

clutch to be either off or on. The switching of this

valve is governed by the signal pressure from

solenoid 7.
With the valve in the off or released position,

converter feed oil from the PRV is directed to the

release side of the converter. After flowing through the

converter, oil returns to the converter clutch control

valve and is then directed to the cooler.
When the valve is in the applied position, regulated oil

from the converter clutch regulator valve is directed to

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307-01-37 Automatic

Transmission 307-01-37

DESCRIPTION AND OPERATION (Continued)

The clutch apply regulator (CAR) valve is a 2.25:1

(93LE) and 2.85:1 (97LE or XR’s) ratio valve. This

valve provides a regulated pressure to the C1 clutch

and controls the rate of change of state of the clutch

to give the desired shift quality. 3rd oil fed to the valve

is regulated to provide an output pressure (CAF) of

2.25 times the S5 signal pressure or 2.25 times the

Line 500 (93LE) - 2.85 times the S5 signal pressure

or 2.85 times the Line 500 (97LE or XR’s) pressure

depending on the ON/OFF condition of the S3

solenoid.

Band Apply Regulator Valve

The band apply regulator (BAR) valve is a 1.8:1 ratio

valve (2.32:1 in XR8). This valve provides a regulated

pressure to the front servo and controls the rate of

change of state of the front band (B1) to give the

desired shift quality. The BAR spring retained in the

bore of the BAR valve enables the output pressure

(BAF) to be regulated to zero to fully release the front

band. This feature is used in Auto 1st, Garage 1st and

3rd limp home gear states.
2nd oil fed to the valve is regulated to provide a BAF

pressure of 1.8 times the S5 signal pressure or the

Line 500 pressure less 191 kPa (2.32 times S5 or

Line pressure, less 237 kPa in XR8) depending on the

ON/OFF condition of the solenoid S4.

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307-01-38 Automatic

Transmission 307-01-38

DIAGNOSIS AND TESTING

thoroughly checked to determine the source of the

Automatic Transmission

fault.

Electronic Control System

Diagnostic Connector Location

Diagnosis and Testing of the Automatic Transmission

electronic control system is covered in Section 303-14

as part of the Powertrain Control Module Diagnosis

and Testing. The Worldwide Diagnostic System

(WDS) is connected to the vehicle using the

Diagnostic Link Connector (DLC). The WDS retrieves

Diagnostic Trouble Codes (DTC’s), initiate self-testing

diagnostics, review Parameter Identification (PID)

values or reset the Keep Alive Memory (KAM) or

adaptive values.
Component description, maintenance and diagnosis,

(including DTCs and PIDs) for the following

components is found in Section 303-14:

Vehicle Speed Sensor VSS
Transmission Fluid Temperature Sensor TFT

Symptom Chart

Transmission Range Sensor TR

Default Transmission Operating Modes

Shift Solenoid 1 SS1

The PCM relies on accurate information from its

Shift Solenoid 2 SS2

inputs and complete control of its outputs to effectively

Shift Solenoid 3 SS3

control the transmission. To ensure that it has both

Shift Solenoid 4 SS4

valid inputs and functioning outputs, the PCM carries

out both hardware and software fault detection

Variable Pressure Solenoid 5 VPS

routines. The PCM will respond to any faults detected

Power Control Solenoid 6 PCS

by adopting the operating modes which are detailed

Lock Up Solenoid 7 LUS

below.

Solenoid 5 has a resistance range of 3.8 to 6.2 ohms

The following symptoms of faults are the most

depending on its temperature. All other solenoids

obvious results of each fault under "normal"

have a resistance range from 23 to 45 ohms

conditions. There is always the possibility that a fault

depending on their temperature. Should a circuit

may not be detected. If undetected fault conditions

register a reading outside the above limits the

are present, the operation of the transmission is

COMPLETE CIRCUIT including the solenoid and all

difficult to predict.

its associated wiring and connectors should be
Default Transmission Operating Modes

Fault Condition

Default Operation

Pedal Fault

The default pedal position in the event of a pedal sensor fault is

9%. The transmission software will respond normally as if the

pedal is held at 9%.

Engine Speed Fault

All shifts will be firm as an engine speed corresponding to peak

engine torques is assumed. If a fault is undetected, the engine

speed is likely to be interpreted as stalled resulting in soft shifting

possibly with an end of shift bump.

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