2021 TRANSMISSION

Automatic Transmission - VT40 (MRG) - Description And Operation - Trailblazer

DESCRIPTION AND OPERATION

DEFINITIONS AND ABBREVIATIONS
Throttle Positions

Engine Braking

A condition where the engine is used to slow the vehicle by manually downshifting during a zero throttle
coastdown.

Full Throttle Detent Downshift

A quick apply of the accelerator pedal to its full travel, forcing a downshift.

Heavy Throttle

Approximately 3/4 of accelerator pedal travel, 75 percent throttle position.

Light Throttle

Approximately 1/4 of accelerator pedal travel, 25 percent throttle position.

Medium Throttle

Approximately 1/2 of accelerator pedal travel, 50 percent throttle position.

Minimum Throttle

The least amount of throttle opening required for an upshift.

Wide Open Throttle (WOT)

Full travel of the accelerator pedal, 100 percent throttle position.

Zero Throttle Coastdown

A full release of the accelerator pedal while the vehicle is in motion and in drive range.

Shift Condition Definitions

Bump

A sudden and forceful apply of a clutch or a band.

Chuggle

A bucking or jerking. This condition may be most noticeable when the converter clutch is engaged. It is
similar to the feel of towing a trailer.

Delayed

A condition where a shift is expected but does not occur for a period of time. This could be described as a
clutch or band engagement that does not occur as quickly as expected during a part throttle or wide open
throttle apply of the accelerator, or during manual downshifting to a lower range. This term is also
defined as LATE or EXTENDED.
Double Bump - Double Feel

Two sudden and forceful applies of a clutch or a band.

Early

A condition where the shift occurs before the car has reached proper speed. This condition tends to labor
the engine after the upshift.

End Bump

A firmer feel at the end of a shift than at the start of the shift. This is also defined as END FEEL or SLIP
BUMP.

Firm

A noticeably quick apply of a clutch or band that is considered normal with a medium to heavy throttle.
This apply should not be confused with HARSH or ROUGH.

Flare

A quick increase in engine RPM along with a momentary loss of torque. This most generally occurs
during a shift. This condition is also defined as SLIPPING.

Harsh - Rough

A more noticeable apply of a clutch or band than FIRM. This condition is considered undesirable at any
throttle position.

Hunting

A repeating quick series of upshifts and downshifts that causes a noticeable change in engine RPM, such
as a 4-3-4 shift pattern. This condition is also defined as BUSYNESS.

Initial Feel

A distinctly firmer feel at the start of a shift than at the finish of the shift.

Late

A shift that occurs when the engine RPM is higher than normal for a given amount of throttle.

Shudder

A repeating jerking condition similar to CHUGGLE but more severe and rapid. This condition may be
most noticeable during certain ranges of vehicle speed.

Slipping

A noticeable increase in engine RPM without a vehicle speed increase. A slip usually occurs during or
after initial clutch or band apply.

Soft

A slow, almost unnoticeable clutch or band apply with very little shift feel.

Surge

A repeating engine related condition of acceleration and deceleration that is less intense than CHUGGLE.

Tie-Up
 A condition where two opposing clutch and/or bands are attempting to apply at the same time causing the
engine to labor with a noticeable loss of engine RPM.

Noise Conditions

Drive Link Noise

A whine or growl that increases or fades with vehicle speed, and is most noticeable under a light throttle
acceleration. It may also be noticeable in PARK or NEUTRAL operating ranges with the vehicle
stationary.

Final Drive Noise

A hum related to vehicle speed which is most noticeable under a light throttle acceleration.

Planetary Gear Noise

A whine related to vehicle speed, which is most noticeable in FIRST gear, SECOND gear, FOURTH gear
or REVERSE. The condition may become less noticeable, or go away, after an upshift.

Pump Noise

A high pitched whine that increases in intensity with engine RPM. This condition may also be noticeable
in all operating ranges with the vehicle stationary or moving.

Torque Converter Noise

A whine usually noticed when a vehicle is stopped, and the transmission is in DRIVE or REVERSE. The
noise will increase with engine RPM.
Transmission Abbreviations

A/C

Air Conditioning

AC

Alternating Current

AT

Automatic Transmission

CCDIC

Climate Control Driver Information Center

DC

Direct Current

DIC

Driver Information Center

DLC

Diagnostic Link Connector

DMM
 Digital Multimeter

DTC

Diagnostic Trouble Code

EBTCM

Electronic Brake/Traction Control Module

ECCC

Electronically-Controlled Capacity Clutch

ECT

Engine Coolant Temperature

EMI

Electromagnetic Interference

IAT

Intake Air Temperature

IGN

Ignition

IMS

Internal Mode Switch

ISS

Input Speed Sensor

MAP

Manifold Absolute Pressure

MIL

Malfunction Indicator Lamp

NC

Normally Closed

NO

Normally Open

OBD

On Board Diagnostic

OSS

Output Speed Sensor

PC

Pressure Control

PCM

Powertrain Control Module

PWM

Pulse Width Modulation

RPM

Revolutions Per Minute

SS

Shift Solenoid

STL

Service Transmission Lamp

TAP

Transmission Adaptive Pressure

TCC

Torque Converter Clutch

TCM

Transmission Control Module

TFP

Transmission Fluid Pressure

TFT

Transmission Fluid Temperature

TP

Throttle Position

TV

Throttle Valve

VCM

Vehicle Control Module

VSS

Vehicle Speed Sensor

WOT
 Wide Open Throttle

TRANSMISSION IDENTIFICATION INFORMATION

1. Line ID
2. Shift ID
3. Calender Year
4. Julian Date
5. Model Year
6. Model Type
7. Transmission Family Code
8. Site ID
9. Sequence Number

CONTROL VALVE SOLENOID BODY IDENTIFICATION INFORMATION

 1. Program Code
2. Component Type
3. Site Code
4. Build Year
5. Julian Date
6. Line ID
7. Sequence Number
8. Part Number
9. Data Matrix
10. 22 - Digit Pun

TRANSMISSION GENERAL DESCRIPTION

The VT40 is a fully-automatic, electro-hydraulic controlled, 4 - axis single mode continuously-variable, front-
wheel drive transmission. It consists primarily of a four-element torque converter, one planetary gear set, an
electronic hydraulic pressurization and control system, a variable drive and driven pulley assembly, variable
drive chain, two friction clutches, and a differential assembly.

The four-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 set provides REVERSE. Changing drive ratios is fully automatic and is accomplished
through the use of a transmission control module (TCM). The TCM receives and monitors various electronic
sensor inputs and uses this information to control the transmission ratios at the most optimum time.

The hydraulic system primarily consists of a vane type pump, a control valve body, a control valve solenoid
body, a case and a case cover. 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
forward or reverse ranges of the transmission.

The hydraulic system supplies pressurized fluid to the variable drive and driven pulley assemblies to provide
accurate variable ratio-controlled output torque to the differential.
The VT40 is also equipped with an electric auxiliary fluid pump. This pump is used to keep hydraulic circuits
primed during an automatic stop/start event.

The transmission can be operated in any one of the five different positions shown on the shift quadrant.

PARK (P)

This position enables the engine to be started while preventing the vehicle from rolling either forward or
backward. For safety reasons, the vehicle parking brake should be used in addition to the transmission
"PARK" position. Since the front differential carrier assembly is mechanically locked to the case through
the park pawl, variable driven pulley assembly and front differential drive pinion gear assembly, PARK
position should not be selected until the vehicle has come to a complete stop.

REVERSE (R)

This position enables the vehicle to be operated in a rearward direction.

NEUTRAL (N)

This position enables the engine to start and operate without driving 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 the full range of variable ratios. DRIVE allows low to
high ratios without any limitations, and torque converter clutch apply.
The transmission should not be operated in DRIVE when towing a trailer or driving on hilly terrain.
Under such conditions that put an extra load on the engine, the transmission should be driven in a lower
range selection for maximum efficiency.

LOW (Low)

This position can be selected at any vehicle speed. If the transmission is in DRIVE, it will immediately
change the ratio to low when vehicle speed is below approximately 56 km/h (35 mph). This is
particularly beneficial for maintaining maximum engine braking when descending steep grades. With
LOW range selected, the variable drive and driven pulleys will not be allowed to achieve high ratios

TRANSMISSION COMPONENT AND SYSTEM DESCRIPTION

The mechanical components of the VT40 are as follows:

Torque Converter
Automatic Transmission Fluid Pump
Automatic Transmission Auxiliary Fluid Pump
Forward Clutch
Reverse Clutch
Variable Drive Pulley
Variable Driven Pulley
Variable Drive Chain
Reverse Carrier
Control Valve Solenoid Body
Control Valve Body
Front Differential Drive Pinion Gear
Front Differential Carrier

The electrical components of the VT40 are as follows:

 Automatic Transmission Output Speed Sensor
Automatic Transmission Input Speed Sensor
Automatic Transmission Intermediate Speed Sensor
Manual Shift Detent Lever with Shaft Position Switch
Control Valve Solenoid Body
6 variable force (VF) solenoids
2 fluid pressure sensors

ELECTRONIC COMPONENT DESCRIPTION

Electronic Component Description

B12BA Transmission Fluid Pressure Sensor 1/B12BB Transmission Fluid Pressure Sensor 2

1. B12BA Transmission Fluid Pressure Sensor 1 - Primary Pulley Pressure Sensor - Variable Drive Pulley
2. B12BB Transmission Fluid Pressure Sensor 2 - Secondary Pulley Pressure Sensor - Variable Driven
Pulley
Location = Internal - Mounted to the Control Valve Solenoid Body
Number of Wires = 3
Signal Voltage = Pulled High
Type = Pressure Transducer - 5 V Reference

B13 Transmission Fluid Temperature Sensor

 B13 is part of the component: Automatic Transmission Wiring Harness
Location = Internal
Number of wires = 2
Signal Voltage = Pulled High
Type = Negative Temperature Coefficient Thermistor - 5 V Reference

B14A Transmission Output Shaft Speed Sensor

Location = Internal
Number of wires = 2
Type = Two Wire Hall Effect (with electronics to detect direction) - 9 V Reference
Reluctor Ring = Transfer Gear - The reluctor ring has 53 teeth, magnetic segments, or indentations.
 Oscilloscope Pattern - Low Speed Forward

Oscilloscope Pattern - High Speed Forward

Oscilloscope Pattern - Reverse

B14C Transmission Input Shaft Speed Sensor

Location = Internal
 Type = Two Wire Hall Effect - 9 V Reference
Reluctor Ring = Forward Clutch - The reluctor ring has 60 teeth, magnetic segments, or indentations.
Oscilloscope Pattern - Low Speed

Oscilloscope Pattern - High Speed

B14D Transmission Intermediate Shaft Speed Sensor

Location = External
Type = Two Wire Hall Effect
Reluctor Ring = Primary Pulley - The reluctor ring has 45 teeth, magnetic segments, or indentations.
Oscilloscope Pattern - Low Speed
 Oscilloscope Pattern - High Speed

B303 Transmission Range Sensor

Location = Internal
Number of wires = 4
Terminal 1 = Signal 2 - Used by ECM to allow starter operation in Park/Neutral
Terminal 2 = 5 V Reference - Supplied by ECM
Terminal 3 = Low Reference - Supplied by ECM
Terminal 4 = Signal 1 - Used by TCM to determine transmission range
Type = Hall Effect - 5 V Reference

G5 Transmission Fluid Pump - Electric/Auxiliary

 Location = Internal
Number of wires = 4
Terminal 1 = Control Circuit
Terminal 2 = Signal circuit
Terminal 3 = B+ circuit
Terminal 4 = Ground circuit
Type = Electric - 12 V - Part of: Automatic Transmission Fluid Pump Assembly

K71 Transmission Control Module

The Transmission Control Module (TCM) is an externally mounted stand-alone controller. The TCM has one
66 way connector to interface with vehicle electrical system, transmission assembly and other vehicle control
modules. The TCM receives and sends various input and output signals from a number of switches and sensors
within the transmission and throughout the vehicle. In addition, the TCM is part of a network of other control
modules on the vehicle. This network of control modules will share information with each other, over a
common serial data communications line. Based upon the TCM software/calibrations and input information the
TCM receives, it will always have final authority of when to allow an upshift or downshift whether in manual
mode operation or in drive position for automatic shifting.

Q77 Transmission Control Solenoid Valve

The Continuously Variable Transmission could contain a maximum of eight individual solenoids - RPO
dependent.
The valve is controlled by an electric current through the solenoid coil. The normal operating current
range for these solenoid valves is between 0 - 1.2 amps. The solenoid valve varies the control pressure
depending on the current applied to the solenoid coil. If the TCM detects an electrical circuit malfunction
or excessive current flow, the TCM will turn OFF the high side driver to that solenoid and set a DTC.
The high side driver will reset when the circuit fault is corrected and the ignition switch is cycled.
There are two variations of the pressure regulating solenoid valves used on this transmission. They are;
normally low - variable force solenoid and normally high - variable force solenoid.

Normally Low - Variable Force Solenoid

The solenoid valve control pressure is low with no or minimum current applied to the solenoid
coil.
The solenoid valve control pressure increases with increasing current applied to the solenoid coil.
Nominal resistance of a variable force solenoid is 5.1 Ohms +/-.3 Ohms @ 20C (68F). As the
temperature of the solenoid windings increase, the resistance will also increase. When the solenoid
temperature is at 100C (212F), the resistance value will be approximately 6.7 Ohms +/-.4 Ohms.
Transmission control solenoid valve 5 is normally low.

Normally High - Variable Force Solenoid

The solenoid valve control pressure is high with no or minimum current applied to the solenoid
coil.
The solenoid valve control pressure decreases with increasing current applied to solenoid coil.
Nominal resistance of a variable force solenoid is 5.1 Ohms +/-.3 Ohms @ 20C (68F). As the
temperature of the solenoid windings increase, the resistance will also increase. When the solenoid
temperature is at 100C (212F), the resistance value will be approximately 6.7 Ohms +/-.4 Ohms.
Transmission control solenoid valve 1, 2, 3, 4, 6 are normally high.

Solenoid Function Scan Tool Parameter

Q77A Transmission Control Secondary Pulley Pressure
Secondary Pulley
Solenoid Valve 1 (Bore A) Command
 Solenoid Function Scan Tool Parameter
Q77B Transmission Control Primary Pulley Pressure
Primary Pulley
Solenoid Valve 2 (Bore B) Command
Q77C Transmission Control
Line Pressure Calculated Line Pressure
Solenoid Valve 3 (Bore C)
Q77D Transmission Control
Drive/Reverse Clutch Clutch Pressure Command
Solenoid Valve 4 (Bore D)
Q77E Transmission Control Torque Converter Clutch
Torque Converter Clutch
Solenoid Valve 5 (Bore E) Pressure Command
Q77F Transmission Control
Binary Pump Control Transmission Fluid Pump Mode
Solenoid Valve 6 (Bore F)

Automatic Transmission Wiring Harness - 1 - Internal

The transmission internal wire harness is serviced by replacement only. No repairs to the internal wire harness
should be attempted.

Automatic Transmission Wiring Harness - 2 - External

The transmission external wire harness is serviced by replacement only. No repairs to the external wire harness
should be attempted.

MECHANICAL POWERFLOW FROM THE TORQUE CONVERTER TO THE TURBINE SHAFT -

ENGINE RUNNING

The mechanical power flow in the VT40 transmission begins at the point of connection between the torque
converter and the engine flywheel. When the engine is running, the torque converter is forced to rotate at
engine speed. As the torque converter rotates it multiplies engine torque and transmits it to the forward clutch
(302). The forward clutch assembly, which is connected to the variable drive pulley assembly, provides the
primary link to the mechanical operation of the transmission. The VT40 automatic transmission requires a
constant supply of pressurized fluid to cool and lubricate all of the components throughout the unit. It also
requires a holding force to be applied to the variable drive and driven pulleys during the various ratio range
operations. The automatic transmission fluid pump (156), the control valve solenoid body (66) and control
valve body (67) provide for the pressurization and distribution of fluid throughout the transmission.

1. Power From The Engine

Torque from the engine is transferred to the transmission through the engine flywheel, which is bolted to the
torque converter assembly (16).

2. Power to Drive the Fluid Pump

The drive sprocket (150) is splined to the torque converter cover. The driven sprocket (192), splined to the fluid
pump shaft (174), is connected to the drive sprocket by the drive link assembly (151). Therefore, when the
engine is running, the fluid pump shaft also rotates.

3. Fluid Coupling Drives the Turbine

Transmission fluid inside the torque converter assembly (16) creates a fluid coupling which in turn drives the
torque converter turbine.

4. Forward Clutch and Turbine Shaft Driven

As the torque converter turbine rotates, the turbine shaft of the forward clutch (106), which is splined to the
torque converter turbine, is also forced to rotate at turbine speed.
PARK - ENGINE RUNNING (MECHANICAL POWERFLOW)

In Park range, there are two levels of power flow coexisting: torque from the engine and torque from the
vehicle. The graphics will follow each flow separately by numerical designation, which relates to the following
text.

1. Torque from the Engine - Forward Clutch Driven

As the torque converter turbine rotates, the turbine shaft of the forward clutch (106), which is splined to the
torque converter turbine, is also forced to rotate at turbine speed.

2. Power Flow Terminated at Variable Drive Pulley

Not having either the forward or reverse clutch applied, torque cannot be transferred to the variable drive
pulley, thus power flow is terminated.

3. Torque from the Vehicle Possibly Parked on an Incline (Force of Gravity) Torque from Wheels to
Front Differential Pinions

Torque from the vehicle travels through the wheels to the front differential carrier (23), and is transferred to the
front differential drive pinion gear (8).

4. Parking Lock Gear Held/Power Flow Terminated at Variable Driven Pulley

The parking lock gear is held by the park pawl (411). The parking lock gear is part of the variable driven pulley.
Therefore, power flow is terminated at the variable driven pulley.

Fig. 1: Identifying Park - Engine Running (Mechanical Powerflow)

Courtesy of GENERAL MOTORS COMPANY

PARK - ENGINE RUNNING (HYDRAULIC CIRCUIT)

When the range selector lever is in the Park (P) position and the engine is running, fluid is drawn into the fluid
pump then line (3) and secondary line (4) fluid pressure is directed to the binary switching valve and the
pressure regulator valve. Fluid from the fluid pump is also directed into the Suction (1) fluid circuit which
supplies fluid to the auxiliary fluid pump and fluid pump pressure relief valve. Fluid is then directed into the
auxiliary line\line (5) fluid circuit which is directed to the fluid pump pressure relief valve, feed limit valve,
variable driven pulley regulator valve and variable drive pulley regulator valve.
Pressure Regulation

Manual Valve

Mechanically controlled by the range selector lever, the manual valve is in the Park (P) position and prevents
drive\reverse regulator (19) fluid pressure from the clutch regulator valve from entering the drive (18) and
reverse (22) fluid circuits.

VFS Line Pressure Control Solenoid C

Feed limit fluid from the feed limit valve is routed to the VFS line pressure control solenoid valve where it
passes into the line VFS signal (16) fluid circuit. VFS signal fluid pressure is regulated by the VFS line
pressure control solenoid valve duty cycle and helps to regulate line (3) fluid pressure at the pressure regulator
valve.

Pressure Regulator Valve

Line VFS signal (16) fluid is routed to the pressure regulator valve and, together with spring force, opposes
orificed line feedback (6) fluid pressure to regulate line (3) fluid pressure into the converter feed (17) fluid
circuit.

Feed Limit Valve

Auxiliary line\line (5) fluid is routed through orifice #1 to the feed limit valve and into the feed limit (23) fluid
circuit. The valve limits feed limit fluid pressure to a maximum pressure. Feed limit (23) fluid is routed to the
default override valve, the clutch regulator valve, the TCC regulator valve and all 6 VFS solenoids A thru F.

VFS Binary Solenoid F

Feed limit (23) fluid from the actuator feed limit valve is routed to the VFS binary solenoid F where it passes
into the binary VFS signal (24) fluid circuit. Binary VFS signal (24) fluid pressure is regulated by the VFS
binary solenoid F duty cycle and is routed to the binary switching valve and the default override valve.

Binary Switching Valve

Binary VFS signal (24) fluid is routed thru orifice # 5 to the binary switching valve and shifts valve against
opposing spring force, allowing pressurized secondary line (4) or also line (3) fluid into the primary bypass (2)
fluid circuit.

Default Override Valve

Low pressure binary VFS signal (24) fluid is routed thru orifice # 38 to the default override valve and shifts
valve against opposing spring force, allowing feed limit (23) fluid to pass into the drive\reverse feed (21) fluid
circuit.

VFS Clutch Control Solenoid D

Feed limit (23) fluid from the actuator feed limit valve is routed to the VFS clutch control solenoid D where it
passes into the drive\reverse solenoid signal (25) fluid circuit. Drive\reverse solenoid signal (25) fluid pressure
is regulated by the VFS clutch control solenoid D duty cycle and is routed to the clutch regulator valve.

Clutch Regulator Valve

Low pressure drive\reverse solenoid signal (25) fluid is routed thru orifice #40 to the clutch regulator valve and
opposes valve spring force, allowing drive\reverse feed (21) fluid into the drive\reverse regulator (19) fluid
circuit.
VFS Primary Pulley Solenoid B

Feed limit (23) fluid from the actuator feed limit valve is routed to the VFS primary pulley solenoid B where it
passes into the primary pulley VFS signal (9) fluid circuit. Primary pulley VFS signal (9) fluid pressure is
regulated by the VFS primary pulley solenoid B duty cycle and is routed to the variable drive pulley regulator
valve.

Variable Drive Pulley Regulator Valve

Primary pulley VFS signal (9) fluid is routed thru orifice #14 and #15 to the variable drive pulley regulator
valve and together with spring force, holds the valve stationary allowing pressurized auxiliary line\line (5) fluid
into the primary pulley feed (8) fluid circuit.

Primary Pulley Fluid Pressure Sensor

Auxiliary line\line (5) fluid is routed thru the variable drive pulley regulator valve and into the primary pulley
feed (8) fluid circuit then thru orifice # 13 and into the primary pulley (7) fluid circuit then to the primary
pulley fluid pressure sensor. The pressure sensor monitors primary pulley (7) fluid pressure. The TCM uses this
information to adjust the VFS line pressure control solenoid C duty cycle in order to regulate line (3) fluid
pressure.

Variable Drive Pulley Assembly Applied

Primary pulley (7) fluid from the variable drive pulley regulator valve enters the variable drive pulley assembly
and acts on the variable drive pulley piston to control the variable drive ratio.

VFS Secondary Pulley Solenoid A

Feed limit (23) fluid from the actuator feed limit valve is routed to the VFS secondary pulley solenoid A where
it passes into the secondary pulley VFS signal (12) fluid circuit. Secondary pulley VFS signal (12) fluid
pressure is regulated by the VFS secondary pulley solenoid A duty cycle and is routed to the variable driven
pulley regulator valve.

Variable Driven Pulley Regulator Valve

Secondary pulley VFS signal (12) fluid is routed thru orifice #19 and #20 to the variable driven pulley regulator
valve and together with spring force, holds the valve stationary allowing pressurized auxiliary line\line (5) fluid
into the secondary pulley feed (11) fluid circuit.

Secondary Pulley Fluid Pressure Sensor

Auxiliary line\line (5) fluid is routed thru the variable driven pulley regulator valve and into the secondary
pulley feed (11) fluid circuit then thru orifice #18 and into the secondary pulley (10) fluid circuit then to the
secondary pulley fluid pressure sensor. The pressure sensor monitors secondary pulley (10) fluid pressure. The
TCM uses this information to adjust the VFS line pressure control solenoid C duty cycle in order to regulate
line (3) fluid pressure.

Variable Driven Pulley Assembly

Secondary pulley (10) fluid from the variable driven pulley regulator valve enters the variable driven pulley
assembly in preparation for a shift to drive or reverse.

Torque Converter

Pressure Regulator Valve

Line (3) fluid pressure is routed through the pressure regulator valve and into the converter feed (17) fluid
circuit. Converter feed (17) fluid is routed thru orifices #21 to the TCC fault valve and thru orifice #47, 46, 45
and 22 to the TCC control valve.
VFS TCC Control Solenoid E

Controlled by the TCM, the VFS TCC control solenoid E valve regulates feed limit fluid pressure into the TCC
solenoid signal (26) fluid circuit. TCC solenoid signal (26) fluid is used to control the apply and release of the
torque converter clutch. TCC solenoid signal (26) fluid is directed thru orifice #33 to the TCC regulator valve,
thru orifice #35 to the TCC fault valve and thru orifice #34 to the TCC control valve.

TCC Control Valve

Converter feed (17) fluid passes through the TCC control valve into the TCC release (30) fluid circuit and is
routed to the torque converter assembly.

TCC Fault Valve

Converter feed (17) fluid passes through the TCC fault valve and then routed to the TCC control valve.

TCC Regulator Valve

Spring force holds the valve in the released position, thereby blocking feed limit (23) pressure from entering
the regulator apply (27) fluid circuit.

Torque Converter

TCC release (30) fluid pressure is routed to the torque converter to keep the TCC released. Fluid leaves the
converter in the TCC apply (29) fluid circuit and returns to the cooler feed (14) through the TCC control valve.
PASSAGES

1. Suction
2. Primary Bypass
3. Line
4. Secondary Line
5. Auxiliary Line \ Line
6. Line Feedback
7. Primary Pulley
8. Primary Pulley Feed
9. Primary Pulley VFS Signal
10. Secondary Pulley
11. Secondary Pulley Feed
12. Secondary Pulley VFS Signal
13. Lube
14. Cooler Feed
15. Component Feed \ Lube
16. Line VFS Signal
17. Converter Feed
18. Drive
19. Drive \ Reverse Regulator
20. Drive \ Reverse Regulator Feedback
21. Drive \ Reverse Feed
22. Reverse
23. Feed Limit
24. Binary VFS Signal
 25. Drive \ Reverse Solenoid Signal
26. TCC Solenoid Signal
27. Regulator Apply
28. Regulator Apply Feedback
29. TCC Apply
30. TCC Release
31. Exhaust
32. Void
Park - Engine Running

Fig. 2: Identifying Park - Engine Running Hydraulic Fluid Flow Diagram

Courtesy of GENERAL MOTORS COMPANY

REVERSE (MECHANICAL POWERFLOW)

In Reverse (R) range, torque from the engine is multiplied through the torque converter assembly (16) and the
reverse carrier gear set, thereby sending power through the front differential carrier (23) to the vehicle's drive
axles. The planetary gear set operates in reduction, and in a reverse direction of the input torque. The ratio for
Reverse range is 1.769:1. When the range selector lever is moved into the Reverse (R) range, the park pawl
disengages from the parking lock gear allowing the variable driven pulley to rotate. The manual shift detent
lever shaft (404), manual shift detent lever (402) and manual valve (234) are also moved into the Reverse range
position in order to channel the transmission fluid.

1. Forward Clutch and Turbine Shaft Driven

As the torque converter turbine rotates, the turbine shaft of the forward clutch (106), which is splined to the
torque converter turbine, is also forced to rotate at turbine speed.

2. Reverse Clutch Applied / Reverse Carrier Held

The reverse clutch assembly (109 - 119), splined to the transmission case (25), is applied and holds the reverse
carrier (108).
3. Reverse Carrier Pinions Driven

With the reverse carrier held, the reverse internal gear (313) drives the reverse carrier pinions. The reverse
carrier pinions are in mesh with the reverse sun gear (308).

4. Reverse Sun Gear Driven

The reverse carrier pinions drive the reverse sun gear (308) in the direction opposite of torque converter
rotation to achieve a reversal of direction.

5. Variable Drive Pulley Driving

The variable drive pulley assembly is splined to the reverse sun gear (308) and rotates in the same direction and
speed as the reverse sun gear.

6. Variable Driven Pulley Driving

The variable driven pulley assembly is driven by the variable drive chain, which is in contact with the variable
drive pulley.

7. Power to Front Differential Drive Pinion Gear

The variable driven pulley assembly transfers torque to the front differential drive pinion gear assembly (8),
through a transfer gear that is splined to the pulley assembly.

8. Power to Front Differential Carrier

The front differential drive pinion gear assembly (8) is in mesh with the front differential carrier (23), and thus
power is transferred to the front differential carrier and to the output shafts.
Fig. 3: Identifying Reverse (Mechanical Powerflow)
Courtesy of GENERAL MOTORS COMPANY

REVERSE (HYDRAULIC CIRCUITS)

When the range selector lever is moved to the Reverse (R) position - from the Park position, the following
changes occur in the transmission's hydraulic and electrical systems.
Reverse Clutch Applies

Manual Valve
Mechanically controlled by the range selector lever, the manual valve is in the Park (P) position and prevents
drive\reverse regulator (19) fluid pressure from the clutch regulator valve from entering the drive (18) and
reverse (22) fluid circuits.

#4 Ball Check Valve

The #4 ball check valve remains unseated and routes reverse (22) fluid thru orifice #43 and #44 to the reverse
clutch.

Reverse Clutch Assembly

Reverse (22) fluid is routed to the reverse clutch piston to apply the reverse clutch plates.

Pressure Regulation

VFS Clutch Control Solenoid D

Drive\reverse solenoid signal (25) fluid pressure is ramped up by the VFS clutch control solenoid D duty cycle
and is routed to the clutch regulator valve.

Clutch Regulator Valve

Increased pressure drive\reverse solenoid signal (25) fluid is routed thru orifice #40 to the clutch regulator
valve and opposes valve spring force, allowing pressurized feed limit (23) fluid into the drive\reverse regulator
(19) fluid circuit.

PASSAGES

1. Suction
2. Primary Bypass
3. Line
4. Secondary Line
5. Auxiliary Line \ Line
6. Line Feedback
7. Primary Pulley
8. Primary Pulley Feed
9. Primary Pulley VFS Signal
10. Secondary Pulley
11. Secondary Pulley Feed
12. Secondary Pulley VFS Signal
13. Lube
14. Cooler Feed
15. Component Feed \ Lube
16. Line VFS Signal
17. Converter Feed
18. Drive
19. Drive \ Reverse Regulator
20. Drive \ Reverse Regulator Feedback
21. Drive \ Reverse Feed
22. Reverse
23. Feed Limit
24. Binary VFS Signal
 25. Drive \ Reverse Solenoid Signal
26. TCC Solenoid Signal
27. Regulator Apply
28. Regulator Apply Feedback
29. TCC Apply
30. TCC Release
31. Exhaust
32. Void
Reverse

Fig. 4: Identifying Reverse Hydraulic Fluid Flow Diagram

Courtesy of GENERAL MOTORS COMPANY

NEUTRAL - ENGINE RUNNING (MECHANICAL POWERFLOW)

When the range selector lever is placed in the Neutral (N) position, the mechanical power flow through the
transmission is similar to Park range. The primary difference is that the park pawl is not engaged with the
parking lock gear, which allows the variable driven pulley assembly to rotate freely in either direction.
Assuming that the vehicle is on level ground, the weight of the vehicle (transferred through the drive axles)
holds the front differential carrier, thus power flow does not travel to the variable driven pulley assembly.
Under these conditions, power flow through the transmission is the same as in Park.

The manual shift detent lever shaft (404), manual shift detent lever (402) and manual valve (234) are moved
into the Neutral (N) range position.

1. Forward Clutch and Turbine Shaft Driven

As the torque converter turbine rotates, the turbine shaft of the forward clutch (106), which is splined to the
torque converter turbine, is also forced to rotate at turbine speed.

2. Power Flow Terminated at Reverse Carrier

Not having either the forward or reverse clutch applied, torque cannot be transferred to the variable drive pulley
assembly, thus power flow is terminated.

3. Torque from Wheels to Front Differential Carrier

Torque from the vehicle travels through the wheels to the front differential carrier (23), and is transferred to the
front differential drive pinion gear (8).

4. Torque to Front Differential Pinion Gear

The front differential drive pinion gear transfers torque to the variable driven pulley, which is now free to rotate
in either direction, thus power can transfer to the variable drive pulley.

5. Torque to Variable Drive Pulley

The variable drive pulley is not connected to the turbine shaft, thus, with the range selector lever in Neutral, the
vehicle is capable of forward or reverse motion, due to an incline (gravity) or direct force (pushing).
Fig. 5: Identifying Neutral - Engine Running (Mechanical Powerflow)
Courtesy of GENERAL MOTORS COMPANY

NEUTRAL - ENGINE RUNNING (HYDRAULIC CIRCUITS)

When the range selector lever is moved to the Neutral (N) position, the hydraulic and electrical system
operation is identical to Park (P) range. However, if Neutral is selected after the vehicle was operating in
Reverse (R), the following changes would occur in the hydraulic system:

Reverse Clutch Release

Manual Valve
The manual valve is moved to the Neutral position and blocks drive\reverse regulator (19) fluid feed pressure
from entering the reverse (22) fluid circuit. The reverse (22) fluid circuit is opened to an exhaust at the manual
valve.

Reverse Clutch

Reverse (22) fluid exhausts from the reverse clutch thru orifice #44 to the #4 ball check valve allowing the
reverse clutch to release.

#4 Ball Check Valve

Exhausting reverse (22) fluid seats the #4 ball check valve and is forced to pass through orifice #43. Reverse
(22) fluid then flows to the manual valve where it exhausts.
Pressure Regulation

VFS Clutch Control Solenoid D

Drive\reverse solenoid signal (25) fluid pressure is ramped down by the VFS clutch control solenoid D duty
cycle, decreasing drive\reverse solenoid signal (25) fluid pressure.

Clutch Regulator Valve

When drive\reverse solenoid signal (25) fluid pressure decreases, fluid is routed thru orifice #40 to the clutch
regulator valve and opposes valve spring force, allowing drive\reverse regulator (19) fluid into the drive\reverse
feed (21) fluid circuit.

PASSAGES

1. Suction
2. Primary Bypass
3. Line
4. Secondary Line
5. Auxiliary Line \ Line
6. Line Feedback
7. Primary Pulley
8. Primary Pulley Feed
9. Primary Pulley VFS Signal
10. Secondary Pulley
11. Secondary Pulley Feed
12. Secondary Pulley VFS Signal
13. Lube
14. Cooler Feed
15. Component Feed \ Lube
16. Line VFS Signal
17. Converter Feed
18. Drive
19. Drive \ Reverse Regulator
20. Drive \ Reverse Regulator Feedback
21. Drive \ Reverse Feed
22. Reverse
23. Feed Limit
24. Binary VFS Signal
 25. Drive \ Reverse Solenoid Signal
26. TCC Solenoid Signal
27. Regulator Apply
28. Regulator Apply Feedback
29. TCC Apply
30. TCC Release
31. Exhaust
32. Void
Neutral

Fig. 6: Identifying Neutral Hydraulic Fluid Flow Diagram

Courtesy of GENERAL MOTORS COMPANY

DRIVE AND LOW RANGE (MECHANICAL POWERFLOW)

When the range selector lever is placed in the Drive (D) position, the mechanical power flow through the
variable drive and driven pulleys is allowed to run the full variable ratio range, from the lowest ratio to highest
ratio.

1. Forward Clutch and Turbine Shaft Driven

As the torque converter turbine rotates, the turbine shaft of the forward clutch (106), which is splined to the
torque converter turbine, is also forced to rotate at turbine speed.

2. Forward Clutch Applied

The forward clutch plates (309 - 311) which are splined to the reverse sun gear (308) and the forward clutch
housing (302) are applied and connect the variable drive pulley to the forward clutch (106).

3. Variable Drive Pulley Driving

The variable drive pulley now drives the variable drive chain which is in contact with the variable driven
pulley.

4. Variable Driven Pulley Driven

The variable driven pulley transfers torque to a transfer gear that is splined to the pulley assembly.

5. Power to Front Differential Drive Pinion

Torque is then transferred to the front differential drive pinion (8) from the variable driven pulley transfer gear.

6. Power to Front Differential Carrier

The front differential drive pinion (8) is in mesh with the front differential carrier (23) and thus power is
transferred to the differential carrier and to the output shafts.

Low Range

Low range is available to the driver when vehicle operating conditions make it desirable to use a low range of
drive ratios.

These conditions include descending a steep grade when maximum engine compression braking is needed, to
retain a low range of drive ratios when ascending a steep grade, or pulling a heavy load for maximum engine
power.

Power flow for Drive and Low is exactly the same except the ratio is changed (controlled) differently in each
range. Drive range allows the full range of ratios from high to low. Low is limited to only the lower ratios.
Fig. 7: Identifying Drive And Low Range (Mechanical Powerflow)
Courtesy of GENERAL MOTORS COMPANY

DRIVE AND LOW RANGE - TORQUE CONVERTER CLUTCH APPLIED (HYDRAULIC

CIRCUITS)

When the transmission control module (TCM) determines that the engine and transmission are operating
properly to engage the torque converter clutch (TCC), the TCM energizes the VFS TCC control solenoid E
valve and regulates the current command to the VFS TCC control solenoid E valve.

The Following events occur in order to apply the torque converter clutch:

Stage 1
The TCM increases the current command to output 200kPa from the TCC Solenoid. The TCC Fault Valve will
shift over first around 70kPa of solenoid pressure then the TCC Control Valve around 150kPa of solenoid
pressure. With the two valves pushed over this allows the output of the TCC Regulator Valve to feed into the
TCC Control Valve into the Apply side of the Torque Converter. The Release side of the Torque converter is
free to flow through the TCC Control Valve into the TCC Fault valve to exhaust. It also allows Converter Feed
to bypass the Torque Converter and flow directly into the Oil Cooler.

Stage 2

Once Stage 1 is complete the TCM will then command a increasing ramp in current which increases the
pressure at the Torque Converter Clutch. As the pressure increases the Torque Converter Clutch will apply in a
controlled manner based on a Clutch Apply Profile. At this point the Torque Converter Clutch locks the engine
to the transmission turbine.
PASSAGES

1. Suction
2. Primary Bypass
3. Line
4. Secondary Line
5. Auxiliary Line \ Line
6. Line Feedback
7. Primary Pulley
8. Primary Pulley Feed
9. Primary Pulley VFS Signal
10. Secondary Pulley
11. Secondary Pulley Feed
12. Secondary Pulley VFS Signal
13. Lube
14. Cooler Feed
15. Component Feed \ Lube
16. Line VFS Signal
17. Converter Feed
18. Drive
19. Drive \ Reverse Regulator
20. Drive \ Reverse Regulator Feedback
21. Drive \ Reverse Feed
22. Reverse
23. Feed Limit
24. Binary VFS Signal
25. Drive \ Reverse Solenoid Signal
26. TCC Solenoid Signal
27. Regulator Apply
28. Regulator Apply Feedback
29. TCC Apply
30. TCC Release
31. Exhaust
32. Void
Drive and Low Range - Torque Converter Clutch Applied
Fig. 8: Identifying Drive And Low Range - Torque Converter Clutch Applied Hydraulic Fluid Flow
Diagram
Courtesy of GENERAL MOTORS COMPANY

DRIVE AND LOW RANGE - TORQUE CONVERTER CLUTCH RELEASED (HYDRAULIC

CIRCUITS)

When the range selector lever is moved to the Drive Range - D position from the Neutral - N position, the
following hydraulic and electrical system changes occur to shift the transmission into Drive Range.
Manual Valve

Manual Valve

In the Drive Range position, the manual valve routes drive\reverse regulator (19) fluid into the drive (18) fluid
circuit.

Forward Clutch Applies

#1 Ball Check Valve

The #5 ball check valve remains unseated and routes drive (18) fluid thru orifices #41 and 42 to the forward
clutch.

Forward Clutch Assembly

Drive (18) fluid is routed to the forward clutch piston to apply the forward clutch plates.

Pressure Regulation

VFS Clutch Control Solenoid D

Drive\reverse solenoid signal (25) fluid pressure is ramped up by the VFS clutch control solenoid D duty cycle
and is routed to the clutch regulator valve.
Clutch Regulator Valve

Increased pressure drive\reverse solenoid signal (25) fluid is routed thru orifice #40 to the clutch regulator
valve and opposes valve spring force, allowing pressurized feed limit (23) fluid into the drive\reverse regulator
(19) fluid circuit.

Low Ranges

Low Range

Low Range may also be selected at any time while the vehicle is being operated in a forward range. However,
TCM control limits the transmission to lower ratios only.

Powerflow

Important: Power flow for Drive and Low is exactly the same except the ratio is changed - controlled
differently in each range. Drive range allows the full range of ratios from high to low.

PASSAGES

1. Suction
2. Primary Bypass
3. Line
4. Secondary Line
5. Auxiliary Line \ Line
6. Line Feedback
7. Primary Pulley
8. Primary Pulley Feed
9. Primary Pulley VFS Signal
10. Secondary Pulley
11. Secondary Pulley Feed
12. Secondary Pulley VFS Signal
13. Lube
14. Cooler Feed
15. Component Feed \ Lube
16. Line VFS Signal
17. Converter Feed
18. Drive
19. Drive \ Reverse Regulator
20. Drive \ Reverse Regulator Feedback
21. Drive \ Reverse Feed
22. Reverse
23. Feed Limit
24. Binary VFS Signal
25. Drive \ Reverse Solenoid Signal
26. TCC Solenoid Signal
27. Regulator Apply
28. Regulator Apply Feedback
29. TCC Apply
30. TCC Release
 31. Exhaust
32. Void

Drive and Low Range - Torque Converter Clutch Released

Fig. 9: Identifying Drive And Low Range - Torque Converter Clutch Released Hydraulic Fluid Flow
Diagram
Courtesy of GENERAL MOTORS COMPANY

FLUID PASSAGES
Control Valve Solenoid Body - Control Valve Body Cover Side
Fig. 10: Identifying Control Valve Solenoid Body Fluid Passages - Control Valve Body Cover Side
Courtesy of GENERAL MOTORS COMPANY

Callout Component Name

7 Primary Pulley
10 Secondary Pulley
17 Converter Feed
31 Exhaust
32 Void

Control Valve Solenoid Body - Control Valve Body Spacer Plate Side
Fig. 11: Identifying Control Valve Solenoid Body Fluid Passages - Control Valve Body Spacer Plate Side
Courtesy of GENERAL MOTORS COMPANY

Callout Component Name

7 Primary Pulley
9 Primary Pulley VFS Signal
10 Secondary Pulley
12 Secondary Pulley VFS Signal
16 Line VFS Signal
17 Converter Feed
18 Drive
22 Reverse
23 Feed Limit
24 Binary VFS Signal
25 Drive\Reverse Solenoid Signal
26 TCC Solenoid Signal
32 Void

Control Valve Body Spacer Plate - Control Valve Solenoid Body Side
Fig. 12: Identifying Control Valve Body Spacer Plate Fluid Passages - Control Valve Solenoid Body Side
Courtesy of GENERAL MOTORS COMPANY

Callout Component Name

7 Primary Pulley
9 Primary Pulley VFS Signal
10 Secondary Pulley
12 Secondary Pulley VFS Signal
16 Line VFS Signal
17 Converter Feed
18 Drive
22 Reverse
23 Feed Limit
24 Binary VFS Signal
25 Drive\Reverse Solenoid Signal
26 TCC Solenoid Signal
32 Void

Control Valve Body - Control Valve Solenoid Body Side

Fig. 13: Identifying Control Valve Body Fluid Passages - Control Valve Solenoid Body Side
Courtesy of GENERAL MOTORS COMPANY

Callout Component Name

3 Line
7 Primary Pulley
9 Primary Pulley VFS Signal
10 Secondary Pulley
12 Secondary Pulley VFS Signal
16 Line VFS Signal
17 Converter Feed
18 Drive
22 Reverse
23 Feed Limit
24 Binary VFS Signal
25 Drive\Reverse Solenoid Signal
26 TCC Solenoid Signal
32 Void

Control Valve Body - Control Valve Body Spacer Plate Side

Fig. 14: Identifying Control Valve Body Fluid Passages - Control Valve Body Spacer Plate Side
Courtesy of GENERAL MOTORS COMPANY

Callout Component Name

1 Suction
3 Line
6 Line Feedback
7 Primary Pulley
9 Primary Pulley VFS Signal
11 Secondary Pulley Feed
12 Secondary Pulley VFS Signal
14 Cooler Feed
16 Line VFS Signal
17 Converter Feed
18 Drive
19 Drive\Reverse Regulator
20 Drive\Reverse Regulator Feedback
21 Drive\Reverse Feed
22 Reverse
23 Feed Limit
24 Binary VFS Signal
25 Drive\Reverse Solenoid Signal
26 TCC Solenoid Signal
 Callout Component Name
27 Regulator Apply
28 Regulator Apply Feedback
30 TCC Release
31 Exhaust
32 Void

Control Valve Body Spacer Plate - Control Valve Body Side

Fig. 15: Identifying Control Valve Body Spacer Plate Fluid Passages - Control Valve Body Side
Courtesy of GENERAL MOTORS COMPANY

Callout Component Name

1 Suction
3 Line
6 Line Feedback
7 Primary Pulley
9 Primary Pulley VFS Signal
10 Secondary Pulley
11 Secondary Pulley Feed
12 Secondary Pulley VFS Signal
14 Cooler Feed
17 Converter Feed
 Callout Component Name
18 Drive
19 Drive\Reverse Regulator Drive
20 Drive\Reverse Regulator Feedback
21 Drive\Reverse Feed
22 Reverse
23 Feed Limit
24 Binary VFS Signal
27 Regulator Apply
28 Regulator Apply Feedback
30 TCC Release
31 Exhaust

Control Valve Channel Plate - Control Valve Body Spacer Plate Side

Fig. 16: Identifying Control Valve Channel Plate Fluid Passages - Control Valve Body Spacer Plate Side
Courtesy of GENERAL MOTORS COMPANY

Callout Component Name

1 Suction
3 Line
4 Secondary Line
7 Primary Pulley
 Callout Component Name
9 Primary Pulley VFS Signal
10 Secondary Pulley
12 Secondary Pulley VFS Signal
14 Cooler Feed
17 Converter Feed
18 Drive
21 Drive\Reverse Feed
22 Reverse
23 Feed Limit
24 Binary VFS Signal
27 Regulator Apply
29 TCC Apply
30 TCC Release
31 Exhaust
32 Void

Control Valve Channel Plate - Automatic Transmission Case Side

Fig. 17: Identifying Control Valve Channel Plate Fluid Passages - Automatic Transmission Case Side
Courtesy of GENERAL MOTORS COMPANY
 Callout Component Name
1 Suction
3 Line
4 Secondary Line
7 Primary Pulley
10 Secondary Pulley
14 Cooler Feed
18 Drive
22 Reverse
24 Binary VFS Signal
29 TCC Apply
30 TCC Release
31 Exhaust

Automatic Transmission Case - Control Valve Channel Plate Side

Fig. 18: Identifying Automatic Transmission Case Fluid Passages - Control Valve Channel Plate Side
Courtesy of GENERAL MOTORS COMPANY

Callout Component Name

1 Suction
3 Line
4 Secondary Line
 Callout Component Name
7 Primary Pulley
10 Secondary Pulley
14 Cooler Feed
18 Drive
22 Reverse
24 Binary VFS Signal
29 TCC Apply
30 TCC Release

Automatic Transmission Case - Automatic Transmission Case Cover Side

Fig. 19: Identifying Automatic Transmission Case Fluid Passages - Automatic Transmission Case Cover
Side
Courtesy of GENERAL MOTORS COMPANY

Callout Component Name

7 Primary Pulley
10 Secondary Pulley
13 Lube
14 Cooler Feed

Automatic Transmission Case Cover - Automatic Transmission Case Side

Fig. 20: Identifying Automatic Transmission Case Cover Fluid Passages - Automatic Transmission Case
Side
Courtesy of GENERAL MOTORS COMPANY

Callout Component Name

7 Primary Pulley
10 Secondary Pulley
13 Lube
14 Cooler Feed

Automatic Transmission Case - Torque Converter and Differential Housing Side

Fig. 21: Identifying Automatic Transmission Case Fluid Passages - Torque Converter And Differential
Housing Side
Courtesy of GENERAL MOTORS COMPANY

Callout Component Name

1 Suction
3 Line
4 Secondary Line
13 Lube
14 Cooler Feed
18 Drive
22 Reverse
24 Binary VFS Signal
29 TCC Apply
30 TCC Release

Automatic Transmission Fluid Pump - Automatic Transmission Case Side

Fig. 22: Identifying Automatic Transmission Fluid Pump Fluid Passages - Automatic Transmission Case
Side
Courtesy of GENERAL MOTORS COMPANY

Callout Component Name

1 Suction
3 Line
4 Secondary Line
14 Cooler Feed
18 Drive
24 Binary VFS Signal
29 TCC Apply
30 TCC Release
31 Exhaust

Auxiliary Control Valve Body Spacer Plate - Automatic Transmission Fluid Pump Body Side
Fig. 23: Identifying Auxiliary Control Valve Body Spacer Plate Fluid Passages - Automatic Transmission
Fluid Pump Body Side
Courtesy of GENERAL MOTORS COMPANY

Callout Component Name

1 Suction
3 Line
4 Secondary Line
24 Binary VFS Signal

Automatic Transmission Fluid Pump Body - Automatic Transmission Fluid Pump Side
Fig. 24: Identifying Automatic Transmission Fluid Pump Body Fluid Passages - Automatic Transmission
Fluid Pump Side
Courtesy of GENERAL MOTORS COMPANY

Callout Component Name

1 Suction
3 Line
24 Binary VFS Signal

Torque Converter and Differential Housing - Automatic Transmission Case Side

Fig. 25: Identifying Torque Converter And Differential Housing Fluid Passages - Automatic
Transmission Case Side
Courtesy of GENERAL MOTORS COMPANY

Callout Component Name

13 Lube