24—TORQUE-FLITE TRANSMISSION
CHRYSLER SERVICE MANUAL
(2) Throttle pressure port of the throttle
compensator valve.
(3) Through check valve to throttle pressure
port of the shuttle valve plug.
(4) To the throttle pressure port of the 3-1
relay valve.
(5) To the throttle pressure port of the 2-3
shift valve kickdown plug (W.O. throttle con-
dition).
(6) To the throttle pressure port of the 1-2
shift valve kickdown plug (W.O. throttle con-
dition).
e. Throttle Compensator Valve
The throttle compensator valve amplifies the
variations in throttle pressure. Oil flows from
the line presisure port of the 1-2 shift valve (in
the upshifted position) to the throttle compen-
sator valve pressure port. Throttle compensator
pressure is controlled by throttle pressure and
spring force acting on one end of the valve
against a reaction area fed by compensator
pressure. Throttle compensator pressure will
vary with the amount of carburetor throttle
opening from a value of approximately 30 psi.
at closed throttle to a value of 90 psi. at approxi-
mately % throttle. This arrangement makes it
possible to more closely obtain the variations
required for the 1-2 and 2-3 shifts. Throttle
compensator pressure is routed to the throttle
compensator pressure area of the kickdown
servo.
8. FLOW CONTROL VALVES
a. Front and Rear Pump Check Valves
The front pump check valve prevents back flow
from the rear pump into the pressure side of
the pump when the pump is either stationary
or merely circulating oil at a very low pressure.
The check valve separates front and rear pump.
NOTE:
The pump that has the higher pressure
supplies the demands of the transmission*
The rear pump check valves allows oil to flow
from the rear pump into the control system of
the transmission. The front and rear pump
check valves are combined as a leaf spring unit
and mounted in the regulator valve body behind
the front pump.
b.
Manual Valve
The manual valve obtains the different trans-
mission drive ranges as selected by the vehicle
operator. The manual valve is moved by a cable
which is connected to the push button control
unit on the instrument panel. It is held in these
positions by the force of a spring-loaded detent
ball.
When the N (neutral) button is pushed in,
the manual valve is positioned so that line pres-
sure from the regulator valve is routed to the
secondary and primary reaction areas of the
regulator valve. Line pressure is, therefore, 90
psi. but neither the band nor the clutches are
applied.
When the R (reverse) button is pushed in,
the manual valve shuts off line pressure to the
secondary reaction area of the regulator valve
and routes line pressure (at 225 psi.) to the
rear clutch and low-reverse servo.
When D (drive) button is pushed in, the
manual valve is positioned to route line pres-
sure to the following places:
(1) The secondary reaction area of the regu-
lator valve (making line pressure 90 psi.).
(2) The line pressure port of the throttle
valve.
(3) The line pressure port of the 1-2 shift
valve and through metering hole "A" to the
line pressure port of the 2-3 shift valve.
(4) Through metering hole "C" to the line
pressure area of the accumulator and front
clutch.
When the 2 (second) button is pushed in,
the manual valve routes line pressure to the
same places as in D (drive) and to the follow-
ing additional places:
(1) Through ball check valve to the kick-
down pressure port of the 2-3 shift valve kick-
down plug.
(2) Through ball check valve to the throttle
pressure port of the shuttle valve plug.
When the L (low) button is pushed in, the
manual valve routes line pressure to the same
places as in 2 (second) and the following addi-
tional places:
(1) The low pressure port of the 1-2 shift
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