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Hummer H2. Manual - part 2593

In D4 second gear, the 2-3 SS valve is energized and the 2-3 shift valve train is in the downshift position
normally allowing overrun clutch circuit to exhaust. With the spacer plate redirecting the D2 oil, the overrun
clutch can be applied.

Control Valve Body Ball Check Valve - M33 Only

Fluid pressure, from the automatic transmission secondary fluid pump assembly, unseats the ball check valve to
allow fluid flow to the manual valve, where it is directed to the overrun clutch hydraulic circuit. The check
valve prevents fluid, from the main transmission oil pump, from flowing into the secondary fluid pump.

Torque Converter Clutch

TCC Solenoid Valve

Under normal operating conditions, in Overdrive Range-Second Gear, the PCM keeps the normally open TCC
solenoid valve de-energized. Converter feed fluid exhausts through the open solenoid, and spring force keeps
the converter clutch apply valve in the release position.

2004 Hummer H2

2004 TRANSMISSION/TRANSAXLE Automatic Transmission - Overhaul - 4L60-E/4L65-E

Fig. 327: Overdrive Range, Second Gear
Courtesy of GENERAL MOTORS CORP.

2004 Hummer H2

2004 TRANSMISSION/TRANSAXLE Automatic Transmission - Overhaul - 4L60-E/4L65-E

OVERDRIVE RANGE, THIRD GEAR

As vehicle speed increases further and other vehicle operating conditions are appropriate, the PCM de-energizes
the normally open 2-3 shift solenoid valve in order to shift the transmission into Third gear.

2-3 Shift Solenoid (SS) Valve

De-energized (turned OFF) by the PCM, the solenoid opens and actuator feed limit signal B fluid exhausts
through the solenoid.

Note: AFL fluid continues to feed signal B fluid to the solenoid through orifice #29. However, the exhaust port
through the solenoid is larger than orifice #29 to prevent a buildup of pressure in the signal B fluid circuit at the
solenoid end of the 2-3 shift valve. Exhausting signal B fluid is represented by the arrows through the solenoid.

2-3 Shift Valve Train

AFL fluid pressure at the 2-3 shift valve moves the valve train toward the solenoid. In the upshifted position,
the following changes occur:

AFL fluid is routed through the 2-3 shift valve and fills the D432 fluid circuit.

2nd fluid is blocked from entering the servo feed fluid circuit and is orificed (#28) into the 3-4 signal
fluid circuit. This orifice helps control the 3-4 clutch apply rate.

Servo feed fluid exhausts past the valve into the 3-4 accumulator fluid circuit and through an exhaust port
at the 3-4 relay valve.

3-4 Clutch Exhaust Checkball (#4)

3-4 signal fluid unseats the ball and enters the 3-4 clutch fluid circuit.

3-4 Clutch Piston

3-4 clutch fluid pressure moves the piston to apply the 3-4 clutch plates and obtain 3rd gear. However, the 2-4
band must release as the 3-4 clutch applies.

3rd Accumulator Checkball (#2)

3-4 clutch fluid pressure unseats the ball and fills the 3rd accumulator fluid circuit.

3rd Accumulator Exhaust Checkball (#7)

3rd accumulator fluid seats the ball against the orificed exhaust and is routed to the released side of the 2nd
apply piston. Before the #7 checkball seats, air in the 3rd accumulator fluid circuit is exhausted through the
orifice.

2-4 Servo Assembly

3rd accumulator fluid pressure acts on the release side of the 2nd apply piston and assists servo return spring

2004 Hummer H2

2004 TRANSMISSION/TRANSAXLE Automatic Transmission - Overhaul - 4L60-E/4L65-E

force. The surface area on the release side of the piston is greater than the surface area on the apply side.
Therefore, 3rd accumulator fluid pressure and servo return spring force move the 2nd apply piston against 2nd
clutch fluid pressure. This action serves two functions:

Move the apply pin to release the 2-4 band.

Act as an accumulator by absorbing initial 3-4 clutch fluid to cushion the 3-4 clutch apply rate.
Remember that the 3rd accumulator fluid circuit is fed by 3-4 clutch fluid.

3-2 Downshift Valve

3-4 clutch fluid pressure moves the valve against spring force. This opens the valve and allows 2nd fluid to feed
the 2nd clutch fluid circuit through the valve.

3-2 Control Solenoid Valve and 3-2 Control Valve

The solenoid remains open and routes AFL fluid into the 3-2 signal fluid circuit. 3-2 signal fluid pressure holds
the 3-2 control valve against spring force, thereby blocking the 3rd accumulator and 3-4 clutch fluid circuits.

1-2 Shift Solenoid (SS) Valve and 1-2 Shift Valve

The 1-2 SS valve remains de-energized and signal A fluid is exhausted through the solenoid. Also, D432 fluid
pressure from the 2-3 shift valve assists spring force to hold the 1-2 shift valve in the upshifted position.

3-4 Shift Valve

Spring force holds the valve in the downshifted position, blocking 3-4 clutch fluid in preparation for a 3-4
upshift.

Overrun Clutch Applied - M33 Only

In order to achieve the highest fuel efficiency, the overrun clutch is applied during vehicle coast and braking.
With the transmission in overdrive and either second or third gear, the overrun clutch is applied, allowing power
to be transferred back through the torque converter to the electric machine and engine.

With the transmission in the D4 range and in either third or second gear, the M33 model applies the overrun
clutch in order to maximize fuel efficiency during vehicle coast and braking. In this state, vehicle inertia is used
to drive the engine and the electrical machine through the transmission. While in D4 third gear, the 2-3 SS valve
is de-energized and the 2-3 shift valve train is in the upshift position. However, D3 oil is not available to apply
the overrun clutch. In order to apply the overrun clutch, the spacer plate is used to redirect D2 oil to the overrun
clutch circuit through the 2-3 valve train.

Control Valve Body Ball Check Valve - M33 Only

2004 Hummer H2

2004 TRANSMISSION/TRANSAXLE Automatic Transmission - Overhaul - 4L60-E/4L65-E

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