[TTS]

Originally Posted by screamingchief

But the fact remains that the low-roller clutch is also locked in manual low,and it indeed helps hold the carrier static,as much so as the band does in manual low,and that is how the trans manuals define them as being "effective",in their descriptions both elements are holding the carrier from rotating in manual low,this is almost certainly due to the increased torque load seen as a result of the added gear ratio in the gear train...

Likely the band alone would not hold the carrier static on it's own merit.

The band holds reverse just fine. The S&R is there for comfort, it allows a coast in D1.

Originally Posted by sc

Though I imagine if for any reason the low-reverse band were to slip any under decel in manual low (engine braking),it would also stand to reason that the low-roller clutch would inturn still over-ride slightly and freewheel as it would in drive low as well to avoid any potentially serious driveline damage.

If the band slips on a decel, how will an overruning clutch change anything?

Originally Posted by sc

Sure it does,it shows the low oil supply to the servo apply as being shutoff completely at the valvebody in L2.

Does it show low oil behind the servo in L2? I know it does because there is nothing between the manual valve and the band, that's my point. For the last time The manual valve is the only low brake control- period. The only thing stopping the band is second oil. So, before you take that and run with it- When the manual valve is in L and the transmission in 1 it is impossible to have second oil there or it would tie up. I mean we can go on for days about a leaking circuit. Hell, I could drill a random hole in the VB could you find it on your circuit diagrams? Of coarse not, so I tend to problem solve from a reasonable foundation. It's impossible to think of everything someone could do wrong.

Originally Posted by sc

I agree it shows 1-2 accum. oil to the back side of the accumulator in L2,and int. oil on the top side of the accumulator,logically that functions to "time" the shift firmness of the 1-2 shift.

In L1 it indeed has low oil to the back side (apply) of the servo,and it also shows 1-2 accum. oil to the back side of the accumulator (which also happens to be the front side of the servo),no int. oil to the front side of the accumulator,so the 1-2 accum oil is logically there to control the band apply and hold it off till the speed is low enough so as not to cause damage from premature band apply in L1,only when the low oil pressure is higher than the 1-2 accum. oil pressure should the band apply at all.

I understand that just fine.

That does'nt much change the fact that there is oil going all over the place in L1,even if much of that flow path is wholly unimportant in how one views this deal.

L2 has what appears to be a somewhat shorter flow path,and few less elements involved in it's operation compared to L1.

Low oil can't have higher pressure than acc.- it's the same supply. Low is applying a larger surface area, that's all it needs. And again, Low oil isn't going all over the place. Drive oil is going all over the place- low only goes 3 places.

Sorry, I have had my circuit names different than GM. I don't have a circuit diagram-it's been years. I have called 1-2 accumulator oil Drive oil which it more accurately is and I called second oil second accumulator in previous posts. I believe I corrected them this time.

I'm done, I'll sit back and wait to read any responses though.