The converter housings of 1000 Series transmissions mate directly to the engine block. Flexplate drive is used for engine-to-transmission torque transfer.

Several torque converters are available to match the transmissions to a wide variety of diesel and gasoline engines. The torque converter is a single-stage, polyphase, and three-element unit, consisting of a pump, stator, and turbine. At lower output speeds, the torque converter multiplies torque and provides a fluid coupling to the engine. At higher speeds, the torque converter clutch (TCC) is automatically engaged to provide direct drive from the engine to the transmission. Hydraulic fluid for converter charging pressure comes from the sump and is supplied by the input pump. The torque converter clutch is applied or released by changing direction of fluid in the torque converter. An integral converter damper minimizes the need for additional engine vibration control.

The planetary gear train includes three constant-mesh planetary gear sets containing helical gears. By the engagement of the clutches in various combinations, the planetary sets act singly or together to provide five forward ranges, neutral, and reverse.

Five clutches (two rotating and three stationary) direct the flow of torque through the transmission. All range clutches are hydraulically actuated and spring-released, with automatic wear compensation. The transmission fluid cools the clutches. The transmission control module (TCM) signals solenoid valves to apply and release clutches based on speed and power combinations and the range selected by the operator.

A common hydraulic system serves the torque converter and the transmission. Transmission fluid for all hydraulic operations, lubrication, and cooling comes from the sump and is supplied by the charging pump.

Fluid filtration is provided by two filter systems. A suction filter, located in the sump, provides general protection to the entire hydraulic system by filtering large particulates. A spin-on filter provides full-time protection for the control solenoids and multipass protection for the entire system. The spin-on filter is externally located on the converter housing at the lower left front of the transmission.

The control valve assembly consists of two components. The main valve body contains the trim valves, the torque converter clutch (TCC) valve, the exhaust backfill valve, and the control main relief valve. The shift valve body contains the shift valves, the control main pressure valve, and the manual selector valve. The control valve assembly attaches to the bottom of the gearbox module and is enclosed by the oil pan.

Ports for remote-mount oil cooler lines are located on the right side of the converter housing near the converter housing/main housing splitline. Remote oil-to-water coolers require plumbing for transmission fluid and engine-cooling water. Remote oil-to-air coolers may also be used and only transmissions fluid lines need to be provided. Heat is transferred from the transmission fluid to either water or air depending upon the cooler type used.

All 1000 Series models have a fill tube/dipstick provision on both sides of the transmission. The fill tube and dipstick are OEM-installed and adapted as specified by the vehicle manufacturer. A plug is installed in the unused location.

All 1000 Series transmissions have a PARK pawl. The internal parking pawl is engaged by selection of the PARK position on the shift selector.

The 1000 Series transmissions have a provision to mount and drive a power takeoff (PTO) unit on the left and/or right side of the transmission housing. The torque converter turbine drives the optional PTO drive gear. The PTO reflects engine and torque converter characteristics. The vehicle manufacturer and/or body builder provides PTO units and associated controls.

A variety of output yokes or flanges are available to meet vehicle driveline requirements. Yokes or flanges are OEM-installed and are adapted as specified by the vehicle manufacturer.