50 CHASSIS—A340E AUTOMATIC TRANSMISSION

CHASSIS

A340E AUTOMATIC TRANSMISSION

 DESCRIPTION
The A340E automatic transmission is a 4–speed electronically controlled transmission with an intelligent control
system.
Its basic construction and operation are the same as the A341E used in the previous model.
The new model adopts a gate type shift lever which offers superior controllability. In conjunction with this change,
the transmission itself was partially modified to provide good shift quality and excellent shift response.

Specifications
Model New Previous
Type of Transmission A340E A341E
Type of Engine
1UZ FE
1UZ–FE ←
Items
1st Gear 2.804 2.531
2nd Gear 1.531 ←
Gear Ratios 3rd Gear 1.000 ←
Overdrive Gear 0.705 ←
Reverse Gear 2.393 1.880
Fluid Capacity Liters (US qts, Imp. qts) 8.3 (8.77, 7.3) ←
Type of Fluid A.T.F. Type T–II ←
 CHASSIS—A340E AUTOMATIC TRANSMISSION 51

 TORQUE CONVERTER CLUTCH

The torque converter clutch is newly designed to
Torque Converter Clutch Performance
optimally match the new 1UZ–FE engine. It has
optimally designed fluid passages and impeller
configuration resulting in substantially enhanced
torque ratio and transmission efficiency to ensure
better starting, acceleration and fuel economy.
Furthermore, a hydraulically operated lock–up
mechanism which cuts power transmission losses
due to slippage at medium and high speeds is used.
The basic construction and operation are the same
as for the A341E for the previous model.

 PLANETARY GEAR UNIT

The basic construction and operation of the planetary gear unit remain the same as the A341E for the previous models.
However, the following specifications have been changed.

Specifications

Model New Previous

Transmission Type
A340E A341E
Item
C0 OD Direct Clutch 2 ←
C1 Forward Clutch No. of Discs 6 ←
C2 Direct Clutch 4 ←
B0 OD Brake No. of Discs 5 ←
B1 2nd Coast Brake Band Width mm (in.) 40 (1.57) ←
B2 2nd Brake 5 ←
No of Discs
No.
B3 1st & Reverse Brake 7 ←
F0 OD One–Way Clutch 24 ←
F1 No. 1 One–Way Clutch No. of Sprags
p g 22 ←
F2 No. 2 One–Way Clutch 28 ←
No. of Sun Gear Teeth 42 ←
Front Planetary
y Gear No. of Pinion Gear Teeth 19 ←
No. of Ring Gear Teeth 79 ←
No. of Sun Gear Teeth 33 42
Rear Planetary
y Gear No. of Pinion Gear Teeth 23 19
No. of Ring Gear Teeth 79 ←
No. of Sun Gear Teeth 33 ←
OD Planetary
y Gear No. of Pinion Gear Teeth 23 ←
No. of Ring Gear Teeth 79 ←
52 CHASSIS—A340E AUTOMATIC TRANSMISSION

 ELECTRONIC CONTROL SYSTEM

1. General
The electronic control system of the A340E is basically the same in construction and operation as that of the A341E
of the previous model, except for the following changes.

 The No. 1 vehicle speed sensor is discontinued, and the conventional No. 2 vehicle speed sensor alone is used
for detecting the vehicle speed. Accordingly, the vehicle speed signal is output by the ECM*1 [engine ECU] to
the speedometer.

 In conjunction with the adoption of the gate type shift lever, a transmission control switch is provided and the 3rd
position signal is input into the ECM*1 [engine ECU]. The O/D switch used previously is discontinued.

 The self–diagnosis functions have been revised to comply with OBD–II requirements. In case of a malfunction
in the electrical circuit of the previous system, the O/D OFF indicator light used to blink. However, in the new
model, the pattern indicator light blinks instead.

 The kick–down switch has been discontinued.

System Function A340E A341E

The optimum shift pattern is selected from 2 shift
patterns in the ECM*1 [engine ECU] by the pattern
Shift Timing Control select switch. The ECM*1 [engine ECU] sends current to  
the No. 1 and/or No. 2 solenoid valves based on signals
from each sensor and shifts the gear.
The optimum lock–up pattern is selected from 2 lock–up
patterns in the ECM*1 [engine ECU] by the pattern
Lock–Up Timing
select switch. The ECM*1 [engine ECU] sends current to  
Control
the solenoid valve SLU based on signals from each
sensor and engages or disengages the lock–up clutch.
The ECM*1 [engine ECU] sends signals to the solenoid
Accumulator Back valve SLN when gear shift occurs to provide optimum
 
Pressure Control control of the accumulator back pressure so that the gear
shift is completed smoothly.
The ECM*1 [engine ECU] gradually alters the current
Lock–Up Pressure
flow to solenoid valve SLU to provide smooth  
Control
engagement and disengagement of lock–up clutch.
Engine Torque Retards the engine ignition timing temporarily to
 
Control improve shift feeling during up or down shifting.
Causes the (*2) indicator light to blink to inform the  
Self–Diagnosis
driver when the electrical circuit malfunctions. *2: Pattern *2: O/D OFF
Controls other normally operating components,
Fail–Safe permitting continued driving when malfunctions occur in  
the electrical circuit.

*1: ECM (Engine Control Module)

 CHASSIS—A340E AUTOMATIC TRANSMISSION 53

2. Construction
The configuration of the engine control system in the A340E is as shown in the following chart. Shaded portions
differ from the A341E of previous models.

*: ECM (Engine Control Module)

54 CHASSIS—A340E AUTOMATIC TRANSMISSION

3. System Diagram

*: Vehicles equipped with the TRAC (Traction Control) System.

 CHASSIS—A340E AUTOMATIC TRANSMISSION 55

4. Layout of Components
56 CHASSIS—A340E AUTOMATIC TRANSMISSION

5. Construction and Operation of Main Components

Transmission Control Switch
The transmission control switch is installed inside the shift lever assembly to detect the shift lever positions (“3rd”
or “D”) and to inform the ECM* [engine ECU] and the shift position indicator light in the combination meter.

6. Function of ECM* [Engine ECU]

Self–Diagnosis
In the same way as in the engine control system of the 1UZ–FE engine, the diagnosis function of the A340E electronic
control system also complies with the OBD–II requirements. For details of the following items, refer to the ’95 LS400
Repair Manual (Pub. No. RM405U1).

Item Contents
Data Link Connector Data Link Connector 3 added for OBD–II.
Perform by connecting the Lexus hand–held tester to Data Link
Diagnostic Trouble Code Check Method
Connector 3.
Diagnostic Trouble Code —
ECM* [Engine ECU] Memory Items Freezed frame data added.

Fail–Safe
The previous model had the No. 1 vehicle speed sensor and No. 2 vehicle speed sensor as the main sensor and back–up
sensor respectively. In the new model, the former No. 1 vehicle speed sensor has been eliminated, leaving only the
No. 2 vehicle speed sensor. If this vehicle speed sensor malfunctions, the vehicle speed is calculated as a back–up
from the OD direct clutch speed sensor signal (Nco) and engine speed signal (NE), etc.
*: ECM (Engine Control Module)
 CHASSIS—A340E AUTOMATIC TRANSMISSION 57

 SHIFT LEVER
1. General
 A gate type shift lever is newly adopted. The straight type shift lever used in the previous model required multiple
operations including the pressing of the shift lever button and the overdrive switch. On the other hand, the gate
type shift lever can provide similar functions as those of the straight type shift lever through one shift lever
operation (fore–aft and side–to–side).

 The shift pattern illustrated below is adopted in place of the shift lever button and overdrive switch that are
discontinued. In addition to the conventional shift lever operation (fore–aft), this construction has a select
operation (side–to–side) which provides functions similar to those of the previously used shift lever button. A
“3rd” position is newly provided, so that the ON/OFF operation of the previous overdrive switch is replaced by
the “D” and “3rd” positions, respectively.
58 CHASSIS—A340E AUTOMATIC TRANSMISSION

2. Construction and Operation

Construction
The shift lever assembly consists of the gate box which controls the shift lever movement, the shift lock mechanism,
and the base plate on which they are installed.
 CHASSIS—A340E AUTOMATIC TRANSMISSION 59

Moderation Mechanism
A moderation mechanism is provided in the “select” direction of the shift lever. As illustrated below, the shift lever
can be moved in the select direction at fulcrum “S”. The moderation mechanism (consisting of a detent pin and detent
spring enclosed in the lever holder, with protrusions and recesses provided in the gate box) allows the shift lever to
maintain its shift position and provide moderation during a selection operation.
 60 CHASSIS—A340E AUTOMATIC TRANSMISSION

 SHIFT LOCK SYSTEM

1. General
The same shift lock system found in the previous model is used. While its basic operation remains the same as that
of the previous model, the shift lock mechanism of this system is partially modified to accommodate the adoption
of the gate type shift lever.

2. Layout of Components

3. Function of Components

No. Component Function

Key Lock Solenoid

Restricts ignition key movement according to signals from shift lock
ECU.

 Shift Lock Override Button

(Covered by a cap)
Manually cancels shift lock mechanism when battery is discharged or
in any other emergency condition.
 Shift Lock Control Switch Detects shift lever position (P range).

 Shift Lock ECU

Turns on and off shift lock and key lock solenoids according to shift
lever and brake pedal conditions.

 Park/Neutral Position Switch

[Neutral Start Switch]
Detects shift lever position (D or 3rd range).

 Shift Lock Solenoid

Restricts shift lever movement according to signals from shift lock
ECU.
 Stop Light Switch Detects operation condition of brake pedal.
 CHASSIS—A340E AUTOMATIC TRANSMISSION 61

4. System Operation
The following describes the operation conditions of the shift lock mechanism and the key interlock device.

Shift Lock Mechanism

Brake Pedal Ignition Switch Position Shift Lever (In “P” range)
Shift lever is free
ON
Stop light switch ON (Shift lock solenoid is ON)
(when brake pedal is depressed) Shift lever is locked
LOCK or ACC
(Shift lock solenoid is OFF)
Stop light switch OFF ON ↑
(when brake pedal is not depressed) LOCK or ACC ↑

Key Interlock Device

Shift Lever Position Ignition Key (In a position other than LOCK)
Will turn to LOCK position
Shift lever in a “P” range
(Key lock solenoid is OFF)
Shift lever in a range other than “P” range (or shift Will not turn to LOCK position
lever in “P” range and another range is being selected) (Key lock solenoid is ON)

5. Construction and Operation

Shift Lock Control Switch
The shift lock control switch detects the shift lever position (whether or not it is in position “P”, and in which of the
select positions) and outputs the respective signal to the shift lock ECU.

Shift Lock Control Switch Operation
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Shift Lock Mechanism

When the shift lock solenoid is OFF, the shift lock plate stopper is located at the “select” position of “P” to regulate
the shift lever movement. When the shift lock solenoid is turned ON, the shift lock plate stopper, as illustrated below,
moves away from the “select” position of “P” to free the shift lever.

Shift Lock Override Button

The same shift lock override button (to manually release the shift lock mechanism) and the cap found in the previous
model are provided. A finger (or a flat–blade screwdriver or an equivalent tool) can be used to press the shift lock
override button, which in turn, presses on the lock plate stopper to release the shift lock.

Key Interlock Device

The key interlock device is basically the same in construction and operation as in the previous models.
 CHASSIS—A340E AUTOMATIC TRANSMISSION 63

6. System Diagram

7. Input/Output Signal Characteristics of ECU

In accordance with the signals received, the shift lock ECU controls the operation of the shift lock solenoid and key
lock solenoid as illustrated below.

*1 : When shift lever is in “P” range.

*2 : When shift lever is in “P” range and another range is being selected, or in a range other than “P” range.
*3 : When shift lever is in “3rd” or “D” range.
*4 : The shift lever can be changed from “P” to any other range.
*5 : The ignition key can be turned from “ACC” to “LOCK” position.