For 1990-2009 cars

### 2-3 Shift Solenoid

Similar to a forced 4-3 downshift, a forced 3-2 downshift can occur because of minimum throttle (coastdown conditions), heavy throttle or increased engine load. In order to achieve a forced 3-2 downshift, the PCM energizes the 2-3 shift solenoid and the following changes occur:

Energized by the PCM, the normally open solenoid closes and blocks the actuator feed limit (AFL) fluid from exhausting through the solenoid. This creates pressure in the AFL fluid circuit at the solenoid end of the 2-3 shift valve.

### 2-3 Shift Valve Train

The AFL fluid pressure from the shift solenoid moves both valves to the downshift position against AFL fluid pressure acting on the 2-3 shuttle valve. This causes the following changes:

• | The AFL fluid is blocked from the D432 fluid circuit and the D432 fluid exhausts past the 2-3 shift valve.

• | The 2nd fluid is blocked from feeding the 3-4 signal fluid circuit and the 2nd fluid is routed into the servo feed fluid circuit.

• | The 3-4 signal fluid is exhausted past the valve. The 3-4 clutch fluid and the 3rd accumulator fluid, which were fed by the 3-4 signal fluid, also exhaust.

### 3-4 Clutch Releases and 2-4 Band Applies

#### 3-4 Clutch Piston

The 3-4 clutch fluid exhausts from the piston and the 3-4 clutch plates are released.

### 3-4 Clutch Exhaust Checkball (#4)

Exhausting the 3-4 clutch fluid seats the #4 checkball and is forced through orifice #13. This orifice controls the 3-4 clutch fluid exhaust and the 3-4 clutch release rate.

### 2-4 Servo Assembly

The 3rd accumulator fluid exhausts from the servo assembly. The 2nd clutch fluid pressure moves the 2nd apply piston against the servo return spring force in order to move the apply pin and apply the 2-4 band.

### 3-2 Downshift Valve and 1-2 Upshift Checkball (#8)

The 3-2 clutch fluid exhausts from the valve and the spring force moves the valve into the second gear position. However, before the spring force overcomes exhausting the 3-4 clutch fluid pressure. The 2nd fluid feeds the 2nd clutch fluid circuit through the valve. This bypasses the control of orifice #16 at the #8 checkball and provides a faster 2-4 band apply. Remember that the #8 checkball and orifice #16 are used to help control the 2-4 band apply during a 1-2 upshift.

### Downshift Timing and Control

At higher vehicle speeds, the 2-4 band apply must be delayed to allow the engine speed RPM to increase sufficiently for a smooth transfer of engine load to the 2-4 band. Therefore, exhaust of the 3rd accumulator fluid must be delayed. However, at lower speeds the band must be applied quickly. In order to provide for the varying requirements for the 2-4 band apply rate, the exhausting 3rd accumulator fluid is routed to both the 3rd accumulator checkball (#2) and the 3-2 control valve.

### 3rd Accumulator Checkball (#2)

The exhausting 3rd accumulator fluid seats the #2 ball and is forced through orifice #12. This fluid exhausts through the 3-4 clutch and the 3-4 signal fluid circuits and past the 2-3 shuttle valve. Orifice #12 slows the exhaust of the 3rd accumulator fluid and delays the 2-4 band apply rate.

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

Important: The #12 orifice is not used on some models. For these models, all of the exhausting 3rd accumulator fluid is routed to the 3-2 control valve when the #2 checkball seats.

These components are used to increase the exhaust rate of the 3rd accumulator fluid as needed and depending on the vehicle speed. The normally closed 3-2 control solenoid is Pulse Width Modulated (PWM) and controlled by the PCM through a duty cycle operation. The PCM decreases the solenoid's duty cycle during a 3-2 downshift from approximately 90% to as low as 10%. Once the shift is complete, the solenoid returns to a 90% duty cycle. The duty cycle value during the shift controls the 2-4 band apply rate.

• | At lower vehicle speed, the PCM operates the 3-2 control solenoid at a lower duty cycle during the shift.

• | At a lower duty cycle the solenoid regulates the 3-2 signal fluid to a lower pressure.

• | With the lower 3-2 signal fluid pressure, the 3-2 control valve spring force opens the valve farther to regulate a faster exhaust of the 3rd accumulator fluid into the 3-4 clutch fluid circuit as shown.

• | A faster exhaust of the 3rd accumulator exhaust provides a faster apply of the 2-4 band, as needed at lower speeds.

### 3rd Accumulator Exhaust Checkball (#7)

After the downshift is completed, the #7 checkball unseats and allows the residual fluid in the 3rd accumulator fluid circuit to exhaust.

### Pressure Control Solenoid

Remember that the pressure control solenoid continually adjusts torque signal fluid in relation to the various PCM input signals (mainly the throttle position).