Automatic Transmission (Service Information): Operation: Notes
| 62TE | ELEMENTS APPLIED | ||||||||
|---|---|---|---|---|---|---|---|---|---|
| GEAR | RATIO | UD | OD | R | 2-4 | L-R | LC | DC | ORC |
| 1 | 4.127 | A | A | A ^ | H | ||||
| 2 | 2.84 | A | A | A | |||||
| 3 * | 2.28 | A | A | A ^ | H | ||||
| 4 Prime | 1.573 | A | A | A | |||||
| 4 | 1.45 | A | A | A ^ | H | ||||
| 5 | 1.00 | A | A | A | |||||
| 6 | 0.69 | A | A | A | |||||
| R | 3.215 | A | A | A | |||||
- A = Applied
- H = Holding
- * = Limp-in Mode
- ^ = Applied in coast only
In total, the 62TE provides seven forward ratios and one reverse.
The underdrive compounder assembly has two modes of operation: direct and reduction.
Notice in the above chart, the 2-3, 3-2, and 4-2 shifts require a "double swap" shift. This occurs when two elements are turned off while two different elements are engaged.
This clutch-to-clutch synchronization takes place within 40 - 70 milliseconds, producing a smooth shift. If the underdrive compounder assembly shifts too early (in relation to the shifts taking place in the main centerline), a shudder or harsh shift results. If the underdrive assembly shifts too late, the driver experiences a "double bump" sensation.
To avoid a double swap shift in a 6-4 downshift, the transaxle shifts into 4th prime, which requires the deactivation of the OD clutch and the simultaneous application of the UD clutch.