F4A42/F4A51 Operation, Diagnosis and Repair

F4A42/F4A51 Operation, Diagnosis and Repair

TABLE OF CONTENTS
INTRODUCTION AND OBJECTIVES ................................................................... 1

F4A42 AND F4A51 AUTOMATIC TRANSAXLE OVERVIEW.................................. 2
ACRONYMS ...................................................................................................... 4
GENERAL DESCRIPTION ................................................................................... 5
MODULE 1 F4A42/F4A51 TRANSAXLE IDENTIFICATION................................. 7
IDENTIFICATION................................................................................................ 7
MODEL DESIGNATION....................................................................................... 7
AUTOMATIC TRANSMISSION FLUID .................................................................. 9
ACTIVITY 1.1 TRANSAXLE IDENTIFICATION ................................................. 10
MODULE 2 MECHANICAL COMPONENTS ........................................................ 11
MECHANICAL COMPONENTS .......................................................................... 11
TRANSAXLE CASE ........................................................................................... 11
TORQUE CONVERTER ..................................................................................... 13
MANUAL CONTROL LEVER .............................................................................. 14
VALVE BODY LOCATION.................................................................................. 15
ACCUMULATORS ............................................................................................. 18
ACCUMULATOR SPRINGS................................................................................ 18
ACTIVITY 2.1 VALVE BODY REMOVAL ........................................................... 19
TASK ONE: VALVE BODY REMOVAL................................................................ 19
TASK TWO: STRAINER AND 2ND BRAKE SEAL REMOVAL ................................ 20
TASK THREE: ACCUMULATOR REMOVAL ....................................................... 21
TASK FOUR: MANUAL LEVER REMOVAL ........................................................ 21
SPEEDOMETER GEAR (2001 MODEL YEAR WITH VSS) ................................... 22
OIL PUMP......................................................................................................... 23
OIL FILTER ...................................................................................................... 24
ACTIVITY 2.2 TRANSAXLE DISASSEMBLY ...................................................... 25
TASK ONE: CASE SEPARATION ....................................................................... 25
TASK TWO: OIL FILTER, OIL PUMP AND INPUT SHAFT REMOVAL................... 25
TASK THREE: CLUTCH AND GEARTRAIN REMOVAL ....................................... 26
TASK FOUR: OUTPUT SHAFT REMOVAL.......................................................... 27
CLUTCHES ...................................................................................................... 30
Underdrive Clutch 30
Reverse Clutch and Overdrive Clutch 32
Balance Pistons 34
BRAKES (HOLDING CLUTCHES) ...................................................................... 35
Low/Reverse Brake 35
Second Brake 36
One-Way Clutch 37
PLANETARY GEAR SETS .................................................................................. 38
DIFFERENTIAL................................................................................................. 39
Transfer Drive Gear 40
Output Shaft/Transfer Driven Gear 41
MODULE 3 POWERFLOW ................................................................................ 42
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PARK AND NEUTRAL ........................................................................................42

REVERSE .........................................................................................................43
FIRST GEAR .....................................................................................................44
SECOND GEAR ................................................................................................45
THIRD GEAR ....................................................................................................46
FOURTH GEAR.................................................................................................47
ACTIVITY 3.1 PLANETARY CARRIER ...............................................................48
CLUTCH AND GEARTRAIN ...............................................................................49
ACTIVITY 3.2 GEAR RATIOS ...........................................................................50
ACTIVITY 3.3 TRANSAXLE ASSEMBLY ............................................................51
TASK ONE: TRANSFER GEAR INSTALLATION...................................................51
TASK TWO: L/R AND 2ND BRAKE SET-UP.........................................................51
TASK THREE: OUTPUT SHAFT INSTALLATION AND SETUP .............................53
TASK FOUR: PARKING PAWL INSTALLATION ..................................................54
TASK FIVE: PLANETARY CARRIER INSTALLATION ...........................................54
TASK SIX: UNDERDRIVE AND OVERDRIVE/REVERSE CLUTCH SETUP ..........55
TASK SEVEN: OIL PUMP INSTALLATION ..........................................................56
TASK EIGHT: CONVERTER HOUSING INSTALLATION ......................................56
MODULE 4 VALVE BODY/HYDRAULIC CONTROL SYSTEM...............................58
CHECK BALLS..................................................................................................60
PRESSURE CONTROL VALVES AND SOLENOID VALVES .................................62
Operation 62
REGULATOR VALVE.........................................................................................63
TORQUE CONVERTER PRESSURE CONTROL VALVE.......................................64
DAMPER CLUTCH CONTROL VALVE AND DAMPER CLUTCH SOLENOID VALVE
.........................................................................................................................66
Operation 66
HYDRAULIC OPERATION..................................................................................68
Park and Neutral 68
Reverse 70
First Gear 72
Second Gear 74
Third Gear 76
Fourth Gear 78
MANUAL VALVE ...............................................................................................80
Operation (P/N) 80
Operation (R) 82
Operation (D) 84
SWITCH VALVE ................................................................................................86
FAIL-SAFE VALVE A .........................................................................................90
FAIL-SAFE VALVE B .........................................................................................90
ACTIVITY 4.1 VALVE BODY DISASSEMBLY......................................................91
ACTIVITY 4.2 HYDRAULIC OPERATION ...........................................................92
MODULE 5 ELECTRONIC CONTROL SYSTEM...................................................97
ELECTRONIC COMPONENTS ...........................................................................97
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POWERTRAIN CONTROL MODULE (PCM) ........................................................ 98

PCM CONNECTOR ........................................................................................... 99
SYSTEM CONSTRUCTION DIAGRAM.............................................................. 100
SENSORS AND ACTUATORS .......................................................................... 101
INPUT SHAFT SPEED SENSOR/OUTPUT SHAFT SPEED SENSOR ................. 102
Circuit Operation 103
Vehicle Speed Signal 103
ACTIVITY 5.1 INPUT SHAFT AND OUTPUT SHAFT SPEED SENSORS ............. 104
CRANKSHAFT POSITION (CKP) SENSOR ........................................................ 106
ACTIVITY 5.2 CRANKSHAFT POSITION SENSOR........................................... 107
THROTTLE POSITION SENSOR ...................................................................... 108
Throttle Position Sensor Adjustment 108
ACTIVITY 5.3 THROTTLE POSITION SENSOR ............................................... 110
TPS WIRE COLOR 110
VOLTAGE READING 110
ATF TEMPERATURE SENSOR ........................................................................ 112
ATF TEMPERATURE CONTROL ...................................................................... 113
ACTIVITY 5.4 AUTOMATIC TRANSAXLE FLUID TEMPERATURE SENSOR ...... 114
Park/Neutral Position Switch 115
ACTIVITY 5.5 TRANSAXLE RANGE SWITCH/PARK/ NEUTRAL POSITION
SWITCH (INHIBIT SWITCH) CONTINUITY CHECK .......................................... 116
TRANSAXLE CONTROL .................................................................................. 118
ACTIVITY 5.6 PARK/NEUTRAL POSITION SWITCH AND CONTROL CABLE
ADJUSTMENT............................................................................................... 119
A/C DUAL PRESSURE SWITCH...................................................................... 120
STOPLIGHT SWITCH ...................................................................................... 120
AUTO-CRUISE CONTROL ............................................................................... 122
ACTIVITY 5.7 STOPLIGHT SWITCH CHECK .................................................. 123
SOLENOID VALVES ....................................................................................... 124
ACTIVITY 5.8 SOLENOID VALVE CHECK ...................................................... 127
TASK ONE – ACTUATOR TEST ....................................................................... 127
TASK TWO – VIEW DATA LIST........................................................................ 128
AUTOMATIC TRANSAXLE (A/T) CONTROL RELAY.......................................... 129
ACTIVITY 5.9 A/T CONTROL RELAY CHECK ................................................ 131
AUTOSTICK SELECT SWITCH ........................................................................ 132
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ACTIVITY 5.10 AUTOSTICK SELECT SWITCH ................................................134

SWITCH POSITION ......................................................................................... 134
UPSHIFT......................................................................................................... 134
DOWNSHIFT................................................................................................... 134
CONTROL OVERVIEW .................................................................................... 135
Shift Control 135
Shift Pattern Control 135
Select Switch and Shift Switch 135
AUTOSTICK .................................................................................................... 136
ADAPTIVE MEMORY....................................................................................... 138
Hydraulic Control During Gear Shifts 139
Clutch-to-Clutch Control 139
Feedback Control and Learning Control 140
Functional Learning 140
Driver Learning 140
Damper Clutch Control 142
LIMP-IN (FAIL-SAFE) FUNCTION AND DIAGNOSIS.......................................... 144
LIMP-IN (FAIL-SAFE) OPERATION (CONTROL RELAY OFF) ............................. 144
FAIL-SAFE VALVE A OPERATION ................................................................... 146
FAIL-SAFE VALVE B OPERATION ................................................................... 146
MAJOR LIMP-IN.............................................................................................. 146
MINOR LIMP-IN .............................................................................................. 146
Diagnostic Codes 146
Display Sequence 147
Memorization 147
Diagnostic Code Deletion 147
DATA LIST ...................................................................................................... 148
ACTUATOR TEST............................................................................................ 149
AUTOSTICK STOP COMMAND (MPI) ............................................................... 149
MODULE 6 DIAGNOSIS ..................................................................................150
N-RANGE LAMP.............................................................................................. 150
ACTIVITY 6.1 N-RANGE LAMP FUNCTIONS ....................................................151
ACTIVITY 6.2 TORQUE CONVERTER STALL TEST .........................................152
TORQUE CONVERTER STALL TEST RESULTS ............................................... 153
ACTIVITY 6.3 CLUTCH TESTS .......................................................................154
ACTIVITY 6.4 HYDRAULIC PRESSURE TEST..................................................155
ACTIVITY 6.5 STANDARD HYDRAULIC PRESSURE TEST ...............................156
SPECIAL TOOLS ............................................................................................158
GLOSSARY ....................................................................................................166
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INTRODUCTION AND OBJECTIVES

Introduced in the 2001 Stratus and Sebring Coupes, the F4A42 and F4A51 are a new
generation of fully electronically shifted transaxles. By using a fully electronically
controlled design, the driver experiences a consistent shift quality and feel.
The purpose of this course is to provide training on DaimlerChrysler Corporations

“F4A42 and F4A51 Electronic Transmission Operation, Diagnosis and Repair”.
Upon completion of this course you will be able to:
• Identify the F4A42 and F4A51 automatic transaxle by decoding the ID tag.
• Disassemble, evaluate, reassemble, setup and make all necessary
adjustments to the transaxle and all subassemblies.
• Identify all mechanical components.
• Demonstrate all gear ratios using a planetary gear stack.
• Identify and describe all hydraulic components.
• Diagnose hydraulic malfunctions.
• Identify the hydraulic flow and solenoid actuation necessary to achieve all
gear ratios.
• Perform electrical related DRBIII® activities to identify all direct inputs and
outputs.
• Interpret appropriate shift schedules and determine if there is a malfunction
or if the vehicle is operating properly.
• Diagnose and recommend the proper steps needed to perform a repair.
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F4A42 AND F4A51 AUTOMATIC TRANSAXLE OVERVIEW

As with other electronically controlled transaxles the F4A42 and F4A51 transaxles
utilize a torque converter and gear train (fig. 1). The torque converter is a 3-element,
single-stage, 2-phase type with a built-in lock-up clutch. The gear train consists of
three multi-disc clutches, two multi-disc brakes, a one-way clutch and two planetary
gear sets. Each planetary gear set consists of a sun gear, carrier, pinion gears, and
annulus gear. These newly developed transaxles combine the highest-precision
electronic and mechanical technology to provide a new era in automatic transaxle
performance.
Figure 1 F4A42/F4A51 Transaxle (2001 Model Year Shown)
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1 Rear of Transmission 6 One-Way Clutch

2 Overdrive Clutch 7 Output Gear
3 Reverse Clutch 8 Underdrive Clutch
4 Second Brake 9 Front of Transmission
5 Low/Reverse Brake
Figure 2 F4A42/F4A51 Geartrain
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ACRONYMS
The following is a list of acronyms used throughout this publication:
• A/T Automatic Transaxle

• ATF Automatic Transmission Fluid
• DCC Damper Control Clutch
• DRB Diagnostic Readout Box
• DTC Diagnostic Trouble Code
• ECU Electronic Control Unit (Manual Transmission)
• EMCC Electronically Modulated Converter Clutch
• FIPG Form-in-Place Gasket
• FWD Front Wheel Drive
• K-Ohms One Thousand Ohms
• L/R Low-Reverse Brake
• MDS Mopar Diagnostic System
• OD Overdrive Clutch
• ORC Over Running Clutch
• OWC One-Way Clutch
• PCM Powertrain Control Module (Automatic Transmission)
• PNP Park/Neutral Position Switch
• RC Reverse Clutch
• TCC Torque Converter Clutch
• TSB Technical Service Bulletin
• UD Underdrive Clutch
• 2nd Second Brake
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GENERAL DESCRIPTION
The F4A42 and F4A51 automatic transaxles come in two models. Although they are
similar in appearance there are several mechanical differences. Refer to Table 1 for
model specifications.
Table 1 F4A42/F4A51 Transaxle Specifications
ITEMS SPECIFICATIONS
Transaxle model F4A42 F4A51
Engine model 4G64 (2.4L) 6G72 (3.0L)
Torque converter Type 3-element, 1-stage, 2-phase
Torque converter Provided (3rd to 4th)
clutch
Stall torque ratio 1.85 2.04
Transaxle type 4-speed forward, 1-speed reverse full automatic
Gear ratio 1st 2.842 2.842
2nd 1.529 1.495
3rd 1.000 1.000
4th 0.712 0.731
Reverse 2.480 2.720
Final gear ratio (differential gear ratio) 4.042 3.735
Number of underdrive clutch discs 4
Number of overdrive clutch discs 4
Number of reverse clutch discs 2
Number of low/reverse brake discs 6
Number of second brake discs 3 4
5
Notes:
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MODULE 1
F4A42/F4A51 TRANSAXLE IDENTIFICATION
IDENTIFICATION
The F4A42 transaxle is found behind the 2.4L engine and the F4A51 transaxle is
normally found behind the 3.0L engine. The bell housing bolt patterns are different
and do not interchange between the 2.4L and 3.0L engines.
MODEL DESIGNATION
A model number consisting of 11 digits is used to identify the transaxles. Each digit
or pair of digits is used to provide specific information (fig. 3).
• F = Drive Axle
• 4 = Forward Speeds
• A = Transaxle Type
• 42 = Capacity (duty rating)
• K = Manufacturing Plant
• 1 = Development (build) Sequence
• M = Final Drive Ratio
• 8 = Speedo Gear Ratio
• A = One-Way Clutch & Planetary Ratio
• 5 = Manufacturing Use Only
Proper identification of the F4A42 and F4A51 transaxles is important for the
following reasons:
• Ordering parts
• STAR assistance
• Zone assistance
• Researching TSB applicability
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Figure 3 Model Designation Identification
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AUTOMATIC TRANSMISSION FLUID

The type of automatic transmission fluid used in the F4A42 and F4A51 automatic
transaxles is Diamond ATF SP IIM, Diamond ATF SP III or a Mopar equivalent. The
use of a newly developed ATF (ATF-SPII) ensures a longer ATF service life. Fluid
information is found on a label at the top of the dipstick.
Caution: Using the incorrect transmission fluid may cause poor shift quality
or torque converter shudder.
If the fluid level is low, the oil pump draws in air along with the fluid, which causes
bubbles to form inside the hydraulic circuit. This causes a hydraulic pressure drop,
late shifting, slipping of the clutches and brakes, and transmission overheating.
If there is too much fluid, the internal rotating transaxle components can churn up
the fluid, causing foam and a low fluid level indication. In either case, air bubbles
can cause overheating and oxidation of the fluid which can interfere with normal
valve, clutch, and brake operation. Foaming can also result in fluid escaping from the
transaxle vent, and may appear as a leak.
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ACTIVITY 1.1
TRANSAXLE IDENTIFICATION
For this activity you will identify the transaxle on the bench using the Service
Manual.
1. Using a F4A42 or F4A51 Transmission on a bench, locate and identify the

following transmission components:
• Identification Label
• Input and Output Speed Sensors
• Vehicle Speed Sensor (VSS)-(2001 Model Year Only)
• Transaxle Solenoid Connector
2. Record the transmission tag number
3. Record the first five characters of the tag number
These characters represent the type and capacity of the transaxle.
4. Record the next two characters of the tag number
These numbers represent the manufacturing plant and development sequence.
Example: K1 – the transaxle was built in Kyoto works, first design.
5. Record the last four characters of the tag number
6. Why is the information contained in the tag number important?
7. How do you remove the solenoid connector from the transmission?
8. The fluid identification information is stamped in the dipstick.
True False
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MODULE 2
MECHANICAL COMPONENTS
This module covers the following transaxle components:
MECHANICAL COMPONENTS
• Torque converter
• Oil pump
• Clutches
• Brakes (holding clutches)
• Planetary gear set
Caution: The second brake retainer oil seal (fig. 4) must be removed before
removing the transaxle powertrain components from the case or
damage to the seal will occur.
1 Strainer 2 Second Brake Retainer Oil Seal

Figure 4 Second Brake Retainer Oil Seal
TRANSAXLE CASE
The F4A42 and F4A51 transaxles utilize a split case design consisting of the
converter housing, transaxle case, rear cover, and valve body cover (fig. 5). The case
halves must be separated to gain access to the filter. All gasket surfaces are sealed
with form-in-place gasket (FIPG). Also, the names of hydraulic check ports are
embossed on the casing to facilitate hydraulic checks (fig. 6).
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1 Transaxle Case 4 Oil Filter

2 Rear Cover 5 Converter Housing
3 Valve Body Cover 6 Bearing Retainer
Figure 5 Transaxle Casing
1 DCC Release Check Port 6 Transaxle Case

2 Reverse Clutch Check Port 7 Low/Reverse Brake Check Port
3 Rear Cover 8 Underdrive Clutch Check Port
4 Overdrive Clutch Check Port 9 2nd Brake Check Port
5 Torque Converter Housing 10 DCC Applied Check Port
Figure 6 Hydraulic Check Ports
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TORQUE CONVERTER
The torque converter in the F4A42 and F4A51 is a damper-sprung lock-up
mechanism (fig. 7).
• The torque converter consists of an impeller, a turbine and a stator.

• The rotating impeller throws oil against the turbine causing it to rotate the
input shaft of the transaxle.
• The turbine also throws oil against the stator causing it to rotate.
• The stator consists of a vaned cover and an overrunning clutch. Because the
stator is allowed to turn in one direction only torque is multiplied. If the
stator fails there is no torque multiplication, resulting only in a fluid
coupling.
• The torque converter achieves lock-up by applying the damper clutch
according to load, engine temperature and speed.
1 Damper Spring
Figure 7 Torque Converter
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MANUAL CONTROL LEVER

The manual control lever is fitted to the top of the valve body and is linked to the
parking roller rod and manual control valve pin (fig. 8). A detent mechanism is
provided to improve the gearshift feeling during manual selection. When the manual
control lever is moved to the parking position, the parking roller rod moves along the
parking roller support and pushes up the parking sprag. As a result, the parking
sprag meshes with the transfer driven gear (parking gear), locking the output shaft.
To minimize the operating force required, a roller is fitted to the end of the rod.
Caution: When removing the park mechanism, the 2nd O-ring comes off
before removing the shaft to keep a piece from lodging in the
pinhole.
1 Parking Roller Rod 5 Parking Gear

2 Inhibitor Switch 6 Parking Sprag
3 Parking Roller Support 7 Detent Spring
4 Spring 8 Manual Control Lever
Figure 8 Manual Control Lever
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VALVE BODY LOCATION

The valve body is mounted vertically to the side of the automatic transaxle toward the
front of the vehicle, reducing the automatic transaxles overall height (fig. 9). A
solenoid valve and pressure control valve are used for each clutch and brake. The
line pressure is regulated by a regulator valve. In the event of a solenoid valve fault,
the switch valve and limp-in valve arrangement enables operation in 3rd gear or
reverse.
Note: Before removing the valve body you must remove the solenoid harness
connector snap ring.
1 Valve Body
Figure 9 Valve Body Location
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There are several bolts of different lengths used to mount the valve body to the
transaxle (figs. 10 and 11).
Caution: When removing the valve body, there are four 70mm bolts that do
not need to be removed. Removal of these four bolts causes the top
of the valve body to come off and parts may be lost or damaged.
1 105 mm 5 38 mm
2 75 mm 6 20 mm
3 70 mm (Do Not Remove) 7 Fluid Temperature Sensor
4 45 mm
Figure 10 Valve Body Mounting Bolt Location
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1 105 mm 4 45 mm
2 75 mm 5 38 mm
3 70 mm 6 20 mm
Figure 11 Valve Body Mounting Bolts
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ACCUMULATORS
An accumulator is a spring-loaded device designed to cushion clutch engagement
according to engine torque. The accumulator absorbs a certain amount of fluid
pressure from the circuit during clutch engagement. Without an accumulator, the
rapid build up of line pressure causes a very quick clutch apply which creates a
harsh shift. The clutches and brakes shown in Table 2 below have accumulators in
their circuits.
Table 2 Accumulators
Functional Name Accumulator Number
Low/Reverse Brake 1
Underdrive Clutch 2
Second Brake 3
Overdrive Clutch 4
ACCUMULATOR SPRINGS
The accumulator springs are specific to the accumulator function. The springs are
rated at different levels of stiffness, depending on application, and must be installed
into the correct accumulator bore or transmission shift quality may be affected.
Accumulator springs can be identified by a blue colored pattern on the end of the
spring. Table 3 below aids in identifying the springs.
Table 3 Accumulator Springs

Number of Springs Name Identification “Bluing”
2 Low-Reverse Brake None
2 Underdrive Clutch Half of the surface
2 Second Brake Whole surface
1 Overdrive Clutch None
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ACTIVITY 2.1
VALVE BODY REMOVAL
For this activity you will remove the valve body, 2nd brake seal, accumulators and
manual lever from the transaxle on the bench.
TASK ONE: VALVE BODY REMOVAL

1. Remove the bolts securing the valve body to the transaxle case, noting the number
and length of each bolt.
2. Do not remove the four 70 mm bolts as shown in figure 12.
1 70 mm – 3 (Do Not Remove) 2 70 mm –1 (Do Not Remove)

Figure 12 70 mm Bolts (Not To Be Removed)
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ACTIVITY 2.1
VALVE BODY REMOVAL (CONTINUED)
3. Remove the valve body from the case. Be careful not to lose the two vent check
balls.
4. Why is it important that you do not remove the 70 mm bolts before removing the
valve body from the case?
5. How is the solenoid harness removed?
TASK TWO: STRAINER AND 2ND BRAKE SEAL REMOVAL

1. Remove the strainer and 2nd brake retainer oil seal after removing the valve body.
Why is it important to remove the 2nd brake retainer oil seal at this time?
2. Is the second brake seal oriented?
Yes No
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ACTIVITY 2.1
VALVE BODY REMOVAL (CONTINUED)
TASK THREE: ACCUMULATOR REMOVAL
1. Remove the four accumulators.
2. Remove the accumulator springs.
3. How are the accumulator springs identified?
4. Which clutch or brake has only one accumulator spring?

a. L/R b. UD c. OD d. 2nd Brake
TASK FOUR: MANUAL LEVER REMOVAL

1. Remove the manual lever shaft pin.
2. Push the lever shaft up through the case.
3. Remove the two rubber O-rings from lever shaft. (fig. 13).
4. Remove the lever shaft.
Caution: When removing the park mechanism, the O-rings come off before
removing the shaft to keep from getting a piece caught in the
pinhole.
1 O-rings 3 Manual Lever

2 Retainer Pin
Figure 13 Manual Shaft O-rings
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SPEEDOMETER GEAR (2001 MODEL YEAR WITH VSS)

The speedometer gear has a built-in vehicle speed sensor (fig. 14). Mechanically the
speedometer gear on the F4A42 and F4A51 is different by the number of teeth on the
gear. The F4A42 has 29/36 gear ratio while the F4A51 has a 28/36 gear ratio. Refer
to Table 4.
Table 4 F4A42/F4A51 Gear Ratios

Speedometer Gear Ratio F4A42 F4A51
29/36 28/36
1 Vehicle Speed Sensor

Figure 14 Speedometer Gear
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OIL PUMP
The F4A42 and F4A51 transaxles use the same oil pump. The oil pump is a rotor
type pump consisting of a two-piece housing and a gear (fig. 15). If the pump fails,
do not try to service it. Replace the assembly.
Caution: The oil pump is not serviceable; it must be replaced as a pump

assembly. Do not disassemble the pump. Improper alignment
during assembly causes pump failure and causes damage to the
transaxle.
Figure 15 Oil Pump
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OIL FILTER
The F4A42 and F4A51 transaxles use a non-woven type oil filter. The filter is located
in the transaxle case (fig. 16). To service the oil filter the transaxle must be removed
from the vehicle and the case halves split.
1 Main Oil Filter

Figure 16 Oil Filter
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ACTIVITY 2.2
TRANSAXLE DISASSEMBLY
For this activity you will disassemble a F4A42 or F4A51 transaxle on the bench using
the service manual.
TASK ONE: CASE SEPARATION

1. Remove the input/output speed sensors and VSS (if equipped), manual control
lever and the park/neutral position switch.
2. What is the measured input shaft endplay?
3. What is the input shaft endplay standard value (specification)?
4. Separate the converter housing and transaxle case.
5. What are the two O-rings located between the case halves used for?
6. Remove the differential assembly from the case.
TASK TWO: OIL FILTER, OIL PUMP AND INPUT SHAFT REMOVAL
1. Remove the oil filter.
2. Locate, identify and remove the oil pump.
3. What special tool number is used to remove the oil pump assembly?
4. Do not disassemble the oil pump.
Why is it important not to disassemble the oil pump?
5. Remove the input shaft, UD clutch and hub.
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ACTIVITY 2.2
TRANSAXLE DISASSEMBLY (CONTINUED)
TASK THREE: CLUTCH AND GEARTRAIN REMOVAL
1. Remove the rear cover.
2. What are the three O-rings located between the main transaxle case and rear
cover used for?
3. Remove the reverse and overdrive clutches.
4. Remove the overdrive clutch hub.
5. Remove the planetary reverse sun gear.
6. Remove the 2nd brake and piston.
7. Remove the planetary carrier.
8. Remove the L/R brake and piston.
9. Remove the parking pawl.
10. Remove the transfer drive gear.
11. How is the transfer drive gear removed?
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ACTIVITY 2.2
TRANSAXLE DISASSEMBLY (CONTINUED)
TASK FOUR: OUTPUT SHAFT REMOVAL
1. Where is the output shaft nut located?
2. The output shaft nut is a left-handed thread.
True False
3. Can the nut be reused?
Yes No
4. How is the output shaft nut locked in place?
5. Remove the output shaft.
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Notes:
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Notes:
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CLUTCHES
The input members of the planetary gear set in the F4A42 and F4A51 utilize three
multi-disc clutches: the underdrive, overdrive and reverse clutch. Hydraulic fluid fills
the piston pressure chamber (between the piston and retainer), moving the piston. In
turn, the piston applies the clutch discs and transmits power from the retainer to the
hub.
Underdrive Clutch
The underdrive clutch operates in 1st, 2nd, and 3rd gears and transmits power from
the input shaft to the underdrive sun gear. The underdrive clutch consists of the
following (fig. 17):
• Input shaft
• Snap rings (3)
• D-rings (3)
• Seal ring
• Clutch reaction plate
• Clutch discs (4)
• Clutch plates (4)
• Spring retainer
• Return spring
• Underdrive clutch piston
• Underdrive clutch retainer
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1 D-ring 9 Clutch Plates

2 Return Spring 10 Seal Ring
3 Spring Retainer 11 Input Shaft
4 Snap Ring 12 Clutch Discs
5 D-ring 13 Underdrive Clutch Retainer
6 Snap Ring 14 D-ring
7 Selective Snap Ring 15 Underdrive Clutch Piston
8 Clutch Reaction Plate
Figure 17 Underdrive Clutch
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Reverse Clutch and Overdrive Clutch

The reverse clutch operates when the reverse gear is selected, and transmits power
from the input shaft to the reverse sun gear. The overdrive clutch operates in 3rd and
4th gears and transmits power from the input shaft to the overdrive planetary carrier
and low/reverse annulus gear. The F4A42 and F4A51 use a different number of
clutch plates in the overdrive clutch. Refer to Table 5. The reverse and overdrive
clutch consists of the following (fig. 18):
• Snap rings (3)

• D-rings (5)
• Clutch reaction plates (2)
• Clutch discs
• Clutch plates
• Spring retainer
• Return spring
• Reverse clutch piston
• Overdrive clutch piston
• Reverse clutch retainer
Table 5 Clutch Plates

Model Pressure Clutch Disc Clutch Clutch
Plate Plate Reaction
Plate
Overdrive F4A42 4 4 1
Clutch
F4A51 1 4 3 1
Reverse Clutch 2 2 1
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1 Clutch Reaction Plate 11 Overdrive Clutch Piston

2 Clutch Plates 12 Return Spring
3 Clutch Plate (F4A42) 13 D-ring
Pressure Plate (F4A51)
4 Clutch Discs 14 Spring Retainer/Balance Piston
5 Reverse Clutch Retainer 15 Selective Snap Ring
6 D-ring 16 Clutch Discs
7 D-ring 17 Selective Snap Ring
8 D-ring 18 Clutch Reaction Plate
9 Reverse Clutch Piston 19 Clutch Plates
10 D-ring 20 Selective Snap Ring
Figure 18 Reverse Clutch and Overdrive Clutch
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Balance Pistons
More responsive gear shifts at high engine speeds are achieved by two pressure-
balanced pistons, one in the OD clutch and one in the UD clutch (fig. 19). The
balance pistons replace the conventional ball check valve and are designed to cancel
out centrifugal hydraulic pressure.
At high speeds, fluid remaining in the piston pressure chamber is subjected to

centrifugal force and attempts to push the piston. However, fluid in the balance fluid
chamber of the piston (the space between the piston and return spring retainer) is
also subjected to centrifugal force. Therefore, the hydraulic pressure on one side of
the piston cancels out the hydraulic pressure on the other side, and the piston does
not move.
1 Retainer 5
Return Spring Retainer/Balance
Piston
2 Piston 6 From Input Shaft
3 Piston Pressure Chamber 7 To Underdrive Sun Gear
4 Balance Fluid Chamber 8 Hub
Figure 19 Balance Piston
34
BRAKES (HOLDING CLUTCHES)

The holding members of the planetary gear set consist of two multi-disc clutches
(low/reverse and second) referred to as brakes, and a one-way (over-running) clutch.
Low/Reverse Brake
The low/reverse brake operates in 1st gear to provide additional holding power during
takeoff, reverse gear, when the vehicle is parked, and during manual operation. It
locks the low/reverse annulus gear and overdrive planetary carrier to the case. The
low/reverse brake consists of two D-rings, brake discs and plates, pressure plate,
return spring, spring retainer and a low/reverse brake piston (fig. 20).
The low/reverse brake is released by the PCM when a signal from the output shaft
speed sensor is received. When there is no longer a signal, the PCM engages the
low/reverse brake. This occurs at about 7 – 10 Km/h (4.4 – 6.2 mph).
1 Transmission Case 4 Second Brake

2 Rear Cushion Plate 5 Overdrive Planetary Carrier
3 Low/Reverse Brake 6 Reverse Sun Gear
Figure 20 Low/Reverse Brake
35
Second Brake
The second brake operates in 2nd and 4th gears and locks the reverse sun gear to the
case (fig. 21). The second brake consists of two D-rings, a second brake piston and
second brake retainer.
1 Transmission Case 4 Second Brake

2 Rear Cushion Plate 5 Overdrive Planetary Carrier
Figure 21 Second Brake Operation
36
One-Way Clutch
The one-way clutch is a mechanical holding device consisting of an outer race (part of
the L/R annulus gear), a fixed inner race, and sprags (fig. 22). It holds in 1st gear to
prevent counterclockwise rotation of the L/R annulus viewed from the front of the
transaxle. When the L/R brake is applied, it holds the L/R annulus and stops it
from rotating in both directions.
The one-way clutch prevents engine flare, improving the quality of the 1st to 2nd
upshift, and also assists in a smoother coasting downshift. When installing the one-
way clutch, the arrow is installed pointing towards the output planetary carrier. The
F4A42 and F4A51 transaxles use a one-way clutch.

2 One-Way Clutch 8 Input Shaft
3 Underdrive Clutch 9 Overdrive Clutch
4 Output Planetary Carrier 10 Reverse Clutch
5 Underdrive Sun Gear 11 2nd Brake
6 Low/Reverse Annulus Gear
Figure 22 One-Way Clutch
37
PLANETARY GEAR SETS

The planetary gear set assembly contains two planetary gear sets as follows (fig. 23):
• Snap rings (2)

• Planetary reverse sun gear
• Overdrive planetary carrier
• Underdrive sun gear
• Output planetary carrier
The carrier of one gear set is connected mechanically to the annulus gear of the
other. This arrangement allows the gear ratio to be varied by connecting or locking
the carriers and sun gears.
Note: Apply automatic transmission fluid to all moving parts before installation.
1 Underdrive Sun Gear 7 Thrust Bearing No. 3

2 Planetary Reverse Sun Gear 8 One-Way Clutch
3 Snap Ring 9 Stopper Plate
4 Overdrive Planetary Carrier 10 Snap Ring
5 L/R Annulus Gear 11 Output Planetary Carrier
6 Thrust Bearing No. 4
Figure 23 Planetary Gear Sets
38
DIFFERENTIAL
Taper roller bearings are used on either side of the differential (fig. 24). Differential
case preload is calculated by removing the differential bearing outer race from the
torque converter housing, placing two beads of solder on the torque converter
housing and reinstalling the differential bearing outer race and torque converter
housing. Measure the solder and add the reading to the selected shim.
1 Selective Spacer 6 Selective Washers

2 Taper Roller Bearings 7 Differential Case
3 Differential Drive Gear 8 Pinion Shaft
4 Side Gears 9 Lock Pin
5 Pinion Gears 10 Bolts (8)
Figure 24 Differential
39
Transfer Drive Gear

The transfer drive gear is located in the center of the transaxle (fig. 25). The bearing
supporting the drive gear is a pre-loaded type and is bolted directly onto the case.
When installing the transfer drive gear in the transaxle case a special tool
(MD998412) is used as a guide to help locate the transfer drive gear bearing in the
transaxle case. There are seven mounting bolts on the F4A42 and eight mounting
bolts on the F4A51. The mounting bolts are tightened to a specified torque.
Figure 25 Transfer Drive Gear
40
Output Shaft/Transfer Driven Gear

The transfer driven gear is press-fitted onto the output shaft, and the output shaft is
secured by a locknut and supported by bearings (fig. 26). The locknut has a left-
handed thread, and is secured to the output shaft by staking. A 19 mm
hexagonal hole in the other end of the shaft enables the shaft to be held in position
for locknut removal.
1 Bearing Retainer 4 Output Shaft

2 Transfer Driven Gear 5 Taper Rolling Bearing
3 Outer Race
Figure 26 Output Shaft/Transfer Driven Gear
Note: Use new lock nut when reassembling.
41
MODULE 3
POWERFLOW
PARK AND NEUTRAL
In park and neutral, all input clutches are disengaged and no power from the input
shaft is transmitted to the planetary gears (fig. 27). The low/reverse brake is applied,
and it holds the low/reverse annulus gear, enabling a quick shift to 1st gear or
reverse.
1 Low/Reverse Brake 8 Output Annulus Gear

2 Output Pinion 9 Overdrive Pinion Gear
3 Underdrive Clutch 10 Reverse Sun Gear
4 Input Shaft 11 Overdrive Planetary Carrier
5 Output Planetary Carrier 12 Overdrive Clutch
6 Underdrive Sun Gear 13 Reverse Clutch
7 Low/Reverse Annulus Gear 14 2nd Brake
Figure 27 Park and Neutral
42
REVERSE
In reverse, the reverse clutch and low/reverse brake are applied (fig. 28). Power from
the input shaft is transmitted to the reverse sun gear through the reverse clutch.
The low/reverse brake locks the overdrive planetary drive carrier, transmitting the
power of the reverse sun gear to the output annulus gear as counter clockwise
torque. Torque is transmitted to the output planetary carrier, achieving reverse gear
ratio.

Figure 28 Reverse
43
FIRST GEAR
In 1st gear, the underdrive clutch and low/reverse brake are applied (fig. 29). Power is
transmitted from the input shaft to the underdrive sun gear through the underdrive
clutch. The output pinions rotate around the underdrive sun gear causing the
output planetary carrier to turn clockwise. Since the low/reverse brake is applied
and the low/reverse annulus gear is locked, only the output planetary carrier turns
clockwise achieving 1st gear. Above 6 mph the overrun clutch holds the low/reverse
annulus because the low/reverse brake is released.

Figure 29 First Gear
44
SECOND GEAR
In 2nd gear, the underdrive clutch and second brake are applied (fig. 30). When the
transmission shifts from 1st gear to 2nd gear, the second brake is applied. When the
reverse sun gear is locked, power from the output annulus gear causes the overdrive
pinions to rotate around the reverse sun gear, turning the overdrive planetary carrier
clockwise.
The output planetary carrier is linked to the output annulus gear, driving the
overdrive pinion gears. The overdrive planetary carrier is linked to the low/reverse
annulus gear turning the reverse annulus gear clockwise. The rotation of the
low/reverse annulus gear is added to the 1st gear rotation of the output planetary
carrier, achieving 2nd gear ratio.

Figure 30 Second Gear
45
THIRD GEAR
In 3rd gear, the underdrive clutch and overdrive clutch are applied (fig. 31). The
overdrive clutch connects the input shaft to the overdrive planetary carrier and
low/reverse annulus gear. This causes the underdrive sun gear and low/reverse
annulus gear to rotate at the same speed, while the planetary gear set rotates as a
single, locked unit achieving 3rd gear ratio.

Figure 31 Third Gear
46
FOURTH GEAR
In 4th gear, the overdrive clutch and second brake are applied (fig. 32). Power from
the input shaft is transmitted to the overdrive planetary carrier through the overdrive
clutch. The reverse sun gear is locked by the second brake. The overdrive pinions
rotate around the reverse sun gear transmitting power to the output planetary
carrier, achieving 4th gear ratio.

Figure 32 Fourth Gear
47
ACTIVITY 3.1
PLANETARY CARRIER
1. Assemble the planetary carrier.
2. Are the Torrington bearings directional?
Yes No
3. When assembling the planetary carrier and installing the overrunning clutch/one-
way clutch, which direction should the arrows point?
4. What are the notches on the overrunning clutch inner race used for?
48
ACTIVITY 3.1 (CONTINUED)

APPLIED MEMBERS: WHAT’S ON WHEN (WOW)
CLUTCH AND GEARTRAIN
Use the Service Manual hydraulic schematics to determine which clutches and
brakes are applied during each of the following gears.
Shift Lever Applied Driven Applied Held

Position Input Planetary Holding Planetary
Clutch Member Brake Member
P-Park L/R Annulus
R-Reverse Reverse Sun L/R Annulus

Gear
N-Neutral L/R Annulus
D-Overdrive Underdrive Sun L/R Annulus

First Gear
Second Underdrive Sun Reverse Sun Gear

Gear
Third Overdrive
Carrier
Underdrive Sun
Gear
Fourth Overdrive Reverse Sun Gear

Carrier
49
ACTIVITY 3.2
GEAR RATIOS
1. Set up the planetary gear set in a pair of V-blocks.
2. Mark the input and output elements with a colored paint pen.
3. Rotate the driven planetary member while holding the corresponding held
planetary member and count the number of turns it takes to rotate the output
shaft one complete turn of the input member for each gear.
4. Record the number of turns and the gear ratio in the chart below.
Gear Driven Held Turn Input Turns Turn Gear Ratio

Member Member Output
F4A42-----F4A51 Turns F4A42-------F4A51
1st
2nd
3rd
4th
5. Do the gear ratios match those on page 5 in student workbook?
6. What is the benefit of knowing clutch application and gear ratios?
50
ACTIVITY 3.3
TRANSAXLE ASSEMBLY
TASK ONE: TRANSFER GEAR INSTALLATION
1. Install the transfer gear.
2. What special tool is needed to install the transfer gear?
TASK TWO: L/R AND 2ND BRAKE SET-UP

Note: Leave out the adjustment plate for both the LR and 2nd brake adjustment
procedure
1. What is the purpose of the tab on the L/R brake piston?
2. Why is it critical to line up the one-way clutch inner race identification notches
with the centerline of the transmission?
3. Assemble the L/R and 2nd brake. Measure and record the clearances below.
4. There are three adjustments critical to proper L/R and 2nd brake adjustment.
What are the adjustments?
51
ACTIVITY 3.3
TRANSAXLE ASSEMBLY (CONTINUED)
5. What component is used to set the clearance for the L/R and 2nd brake clearance?
6. When checking the L/R and 2nd brake clearances special tools are used to check
clutch clearance. How are they different between an F4A42 and an F4A51?
7. When installing the L/R and 2nd brake reaction plate, what is the proper
orientation for the plate?
8. What is the tab on the 2nd brake piston used for?
52
ACTIVITY 3.3
TASK THREE: OUTPUT SHAFT INSTALLATION AND SETUP
1. Install the output shaft using the thinnest shim (0.074 inch (1.88 mm)).
2. Measure the output shaft end play and record
3. Add 0.074 (1.88 mm) and 0.0004-0.0035 (0.01-0.09 mm) to the measurement
recorded above.
4. What does this measurement give you?
5. Using the correct shim, install the output shaft assembly.
6. Can the mounting bolts be reused? Why?
7. Can the staked nut be reused? Why?
53
ACTIVITY 3.3
TASK FOUR: PARKING PAWL INSTALLATION
1. Install the parking pawl assembly.
2. How many pins are used to hold it in?
3. What should you do if you have trouble installing the parking pawl pins?
TASK FIVE: PLANETARY CARRIER INSTALLATION

1. Install the planetary carrier.
2. Install the reverse sun gear.
3. Remove the bearing from the rear cover and inspect for wear.
4. Install the bearing in the rear cover and install the rear cover.
5. What special tool is used to service the rear cover bearing?
6. Thrust washer (race) No. 8 is a selective thrust washer. How would you find the
correct thickness thrust washer for the underdrive sun gear?
54
ACTIVITY 3.3
TASK SIX: UNDERDRIVE AND OVERDRIVE/REVERSE CLUTCH SETUP
1. When assembling the reverse clutch piston and retainer, what is the proper
orientation during installation?
2. There is a clearance check for the reverse clutch retainer snap ring. Where is the
clearance check made?
3. Which bearing rides against a selectable surface?
4. Which two bearings are installed opposite to all others?
5. Where does the number two bearing fit in the transmission?
6. If the number two (or any) thrust bearing is installed backwards, what would
happen?
7. Why do the underdrive and overdrive clutches use a balance piston?
55
ACTIVITY 3.3
8. Which component is used to adjust the underdrive/overdrive and reverse clutch
clearance?
9. Which pressure plates are directional and why?
TASK SEVEN: OIL PUMP INSTALLATION

1. How is input shaft endplay measured?
2. Install the oil pump. Measure and record the input shaft endplay.
3. What is the recorded measurement used for?
TASK EIGHT: CONVERTER HOUSING INSTALLATION

Note: Remember to install the oil filter before attaching the torque converter
housing.
1. Are there any measurements needed when installing the converter housing?
56
ACTIVITY 3.3
2. How is differential preload measured?
1 Converter Housing Short Bolts

Fig 33. Converter Short Bolt Locations
3. Record the measurement
4. Add 0.0018-0.0041 (0.045 mm-0.105 mm) to the measured value then select a
spacer with the corresponding thickness.
5. What does this measurement give you?
57
MODULE 4
VALVE BODY/HYDRAULIC CONTROL SYSTEM
The following components are all housed in the valve body (fig. 34):
• Four solenoid valves to clutches (which convert PCM signals to

hydraulic pressure)
• Four pressure control valves to clutches (which control hydraulic
pressure to the clutches and brakes)
• Check balls
• Regulator valve (which maintains the hydraulic pressure at a constant
level)
• Converter pressure control valve
• One Damper clutch control valve
• One Damper clutch solenoid valve
• Manual valve
• Switch valve
• Fail-safe valve A
• Fail-safe valve B
58
1 Torque Converter Valve 11 Low/Reverse Pressure Control

Valve
2 Fail-Safe Valve B 12 Overdrive Pressure Control Valve
3 Plate 13 Solenoid Valve
4 Outside Valve Body Assembly 14 Solenoid Valve Support
5 Underdrive Pressure Control Valve 15 Fail-Safe Valve A
6 Solenoid Valve Support 16 Regulator Valve Assembly
7 Solenoid Valve 17 Torque Converter Clutch Control
Valve
8 2nd Pressure Control Valve 18 Manual Valve
9 Valve Body Cover 19 Plate
10 Switching Valve 20 Inside Valve Body Assembly
Figure 34 Valve Body Components
59
CHECK BALLS
To prevent the escape of ATF from the valve body, clutches, and brakes (when the
engine is not running), the valve drainage ports are connected to a single drainage
port located at a high point on the casing with a ball check valve fitted at the end of
the drainage line. In the event of an electronic control system fault, a switch valve
and fail-safe valve arrangement enables operation in 3rd gear or reverse. There are
two steel balls located on the valve body near the manual valve (fig. 35). These balls
act as check valves to allow fluid to pass in one direction and to prevent air from
entering the fluid from the opposite direction.
1 Check Balls
Figure 35 Valve Body Ball Check Valves
60
Each solenoid valve has a check ball (five in total) that moves off its seat when the
solenoid is OFF, allowing fluid pressure to apply the clutches and brakes (fig. 36).
When the solenoid is duty cycled (ON) the check ball returns to its seat and fluid
pressure is blocked to the clutches and brakes turning them off.
1 Solenoid Valve Check Ball

Figure 36 Solenoid Valve Check Ball
61
PRESSURE CONTROL VALVES AND SOLENOID VALVES

Except for the reverse clutch, there is one pressure control valve and one solenoid
valve for each clutch and brake. Under the control of the solenoid valves, the
pressure control valves regulate the hydraulic pressure against the elements to
prevent the occurrence of harsh application during gear shifts. Refer to Table 6. The
solenoid valves are duty-cycled by signals from the PCM.
Table 6 Solenoid Control Valve Operation Chart

Solenoid Valves
Gear L/R 2ND UD OD DCC (REF.)
1ST OFF* ON OFF ON OFF
2ND ON OFF OFF ON ON
3RD ON ON OFF OFF ON
4TH ON OFF ON OFF ON
Reverse OFF ON ON ON OFF
N-P OFF ON ON ON OFF
* At 6 mph the solenoid turns on leaving the one way clutch on.
Operation
When the solenoid valve is ON and the fluid passage from the solenoid valve is closed,
there is no hydraulic pressure to the pressure control valve. At this time, the
pressure control valve is pushed toward the right by the force of its spring, closing off
the port, and no hydraulic pressure is supplied to the clutch.
When the solenoid valve is OFF, the fluid passage from the solenoid valve is open,
supplying hydraulic pressure to the pressure control valve. Hydraulic pressure
overcomes the spring pressure in the pressure control valve causing it to compress
the spring, which opens a port and allows the line pressure to be supplied to the
clutch.
62
REGULATOR VALVE
The pressure regulator valve maintains hydraulic pressure from the oil pump at a
specified line pressure, depending on transaxle range (fig. 37). As line pressure to
the valve overcomes spring pressure, the valve moves and allows fluid pressure to the
clutches to be adjusted.
1 Regulator Valve 4 Oil Pump

2 Manual Control Valve 5 Oil Pan
3 Relief Valve 6 Oil Filter
Figure 37 Regulator Valve
63
TORQUE CONVERTER PRESSURE CONTROL VALVE

The torque converter pressure control valve maintains a constant fluid pressure to
the torque converter to disengage the damper clutch and provide lubricating pressure
(fig. 38). Surplus fluid after adjustment of the line pressure by the regulator valve is
supplied to the torque converter by the torque converter pressure control valve. As
line pressure to the torque converter pressure control valve increases and overcomes
spring pressure, the valve moves venting pressure, which allows torque converter
fluid pressure to be constantly regulated.
Notes:
64
1 Torque Converter Clutch Apply 5 Torque Converter Pressure Control

Valve Regulator Valve
2 Torque Converter Clutch Release 6 Oil Pump
3 Torque Converter Clutch Control 7 Oil Filter
Valve
4 Torque Converter Clutch Solenoid 8 Oil Pan
Valve
Figure 38 Torque Converter Pressure Control Valve
65
DAMPER CLUTCH CONTROL VALVE

AND DAMPER CLUTCH SOLENOID VALVE
The damper clutch solenoid valve controls the hydraulic pressure supplied to the
damper clutch control valve and damper clutch. The damper clutch solenoid valve is
duty-cycled by the PCM converting electric signals into hydraulic pressure.
Operation
When the damper clutch solenoid valve is OFF, hydraulic and spring pressure move
the valve to the right, allowing hydraulic pressure through the line to the space
between the torque converters front cover and damper clutch. This causes the
damper clutch to disengage and the torque converter to work normally (fig. 39).
When the damper clutch solenoid is duty cycled, the hydraulic pressure is reduced
which allows spring pressure to move the valve to the left and line pressure to enter
the torque converter. The damper clutch is pressed against the front cover and the
damper clutch operates (fig. 40).
1 Apply Pressure (50 psi) 5 To Manual Control Valve

2 Release Pressure (75 psi) 6 To Torque Converter Pressure
Control Valve
3 Torque Converter Clutch Control 7 To Cooler
Valve
4 To Torque Converter Clutch 8 To Torque Converter Clutch
Solenoid Valve Solenoid Valve
Fluid Exhaust Restrictor
Figure 39 Damper Clutch Control Valve Operation (Off)
66
1 2nd Brake 11 Manual Valve

2 OD Clutch 12 Regulator Valve
3 Accumulator 13 Relief Valve
4 Fail-Safe Valve B 14 Oil Pump
5 Fail-Safe Valve A 15 Oil Pan
6 Switch Valve 16 Oil Filter
7 2nd Pressure Control Valve 17 Torque Converter Pressure Control
Valve
8 2nd Solenoid Valve 18 Torque Converter Clutch Solenoid
Valve
9 OD Pressure Control Valve 19 Torque Converter Clutch Control
Valve
10 OD Solenoid Valve 20 Torque Converter Clutch
One-Way Check Ball Restrictor
Fluid Exhaust Pressure Tap

Figure 40 Damper Clutch Operation (On)
67
HYDRAULIC OPERATION
Park and Neutral
In park and neutral, all of the clutches are released. To enable a quick shift to 1st
gear or reverse, the L/R brake is applied. The manual valve directs hydraulic
pressure to the regulator valve, which lowers line pressure to soften gear engagement
when a shift selection is made (fig. 41).
Notes:
68
1 L/R Brake 8 Relief Valve

2 Fail-Safe Valve A 9 Oil Pump
3 Fail-Safe Valve B 10 Oil Pan
5 L/R Solenoid Valve 12 Torque Converter Pressure Control
Valve
6 Manual Valve 13 L/R Pressure Control Valve
7 Regulator Valve 14 Accumulator

Figure 41 Hydraulic Circuit (Park/Neutral)
69
Reverse
In reverse, the reverse clutch and L/R brake are applied. When the shift lever is
moved to the R position, line pressure goes directly to the reverse clutch through the
manual control valve. The PCM de-energizes the L/R solenoid valve, which allows
line pressure to move the L/R pressure control valve. The movement of the control
valve allows line pressure through fail-safe valve A to apply the L/R brake (fig. 42).
Notes:
70
1 L/R Brake 9 Oil Pump

3 Fail-Safe Valve B 11 Oil Filter
4 Switch Valve 12 Torque Converter Pressure Control
Valve
5 L/R Solenoid Valve 13 L/R Pressure Control Valve
6 Manual Valve 14 Torque Converter Clutch Control
Valve
8 Relief Valve 16 Reverse Clutch

Figure 42 Hydraulic Circuit (Reverse)
71
First Gear
In first gear the manual valve directs line pressure to all of the solenoid valves. The
UD solenoid valve is de-energized, which allows line pressure to actuate the UD
pressure control valve and send line pressure to the UD clutch. The L/R solenoid
valve is also de-energized, allowing line pressure to actuate the L/R pressure control
valve, forcing line pressure through fail-safe valve A to apply the L/R brake. The L/R
solenoid valve is energized to release the L/R brake at approximately 6 mph and the
one-way clutch continues to hold (fig. 43).
Notes:
72
1 L/R Brake 11 Regulator Valve

2 Fail-Safe Valve A 12 Relief Valve
3 Accumulator 13 Oil Pump
4 UD Clutch 14 Oil Pan
Valve
8 UD Pressure Control Valve 18 Torque Converter Clutch Solenoid
Valve
9 UD Solenoid Valve 19 Torque Converter Clutch Control
Valve
10 Manual Valve

Figure 43 Hydraulic Circuit (1st)
73
Second Gear
When the transaxle shifts from 1st to 2nd gear, the L/R brake is released and the 2nd
brake is applied. When releasing the L/R brake, the PCM energizes the L/R solenoid
valve, which shuts off line pressure to the L/R pressure control valve, which shuts off
line pressure to the L/R brake. The 2nd brake is engaged when the PCM de-energizes
the 2nd solenoid valve and the 2nd pressure control valve moves to allow line pressure
through fail-safe valve B to apply the brake (fig. 44).
Notes:
74

2 Fail-Safe Valve A 12 Regulator Valve
4 UD Clutch 14 Oil Pump
Valve
Valve
9 UD Pressure Control Valve 19 Torque Converter Clutch Control
Valve
10 UD Solenoid Valve 20 Torque Converter Clutch

Figure 44 Hydraulic Circuit (2nd)
75
Third Gear
When the transaxle shifts from 2nd to 3rd gear, the 2nd brake is released and the OD
clutch applied. The PCM energizes the 2nd solenoid valve and the 2nd pressure
control valve moves to block the pressure through fail-safe valve B, releasing the 2nd
brake. The PCM de-energizes the OD pressure control valve, which opens the line
pressure passage and applies the OD clutch (fig. 45).
Notes:
76
1 Fail-Safe Valve A 13 OD Solenoid Valve

2 UD Clutch 14 Manual Valve
3 Accumulator 15 Regulator Valve
4 OD Clutch 16 Relief Valve
6 Switch Valve 18 Oil Pan
7 L/R Solenoid Valve 19 Oil Filter
Valve
9 2nd Solenoid Valve 21 L/R Pressure Control Valve
Valve
Valve
12 OD Pressure Control Valve 24 Torque Converter Clutch

Figure 45 Hydraulic Circuit (3rd)
77
Fourth Gear
When the transaxle shifts from 3rd to 4th gear, the UD clutch is released and the 2nd
brake is applied. The UD clutch is released when the PCM energizes the UD solenoid
valve, which exhausts line pressure to the UD pressure control valve blocking line
pressure to the UD clutch. The 2nd brake is applied when the PCM de-energizes the
2nd solenoid valve and the 2nd pressure control valve moves to allow line pressure
through fail-safe valve B to apply the brake (fig. 46).
Notes:
78

Valve
Valve
Valve

Figure 46 Hydraulic Circuit (4th)
79
MANUAL VALVE
The manual valve is linked to the gear selector lever. As the selector lever is moved,
the manual valve switches fluid from one passage to another, feeding line pressure to
the proper valves. While there are seven selector positions on the range indicator, the
manual valve actually has only three positions, R (Reverse), P/N (Park/Neutral), and
D (Low, 2nd, 3rd, and Drive).
Operation (P/N)
With the manual valve in the P/N position, line pressure is fed to the regulator valve
and fail-safe valve A (fig. 47).
Notes:
80
1 L/R Brake 8 Relief Valve

2 Fail-Safe Valve A 9 Oil Pump
5 L/R Solenoid Valve 12 Torque Converter Pressure Control
Valve
6 Manual Valve 13 L/R Pressure Control Valve

Figure 47 Manual Valve (P/N)
81
Operation (R)
In reverse, the reverse clutch and L/R brake are applied. When the shift lever is
moved to the R position, line pressure goes directly to the reverse clutch through the
manual control valve. The PCM de-energizes the L/R solenoid valve, which allows
line pressure to move the L/R pressure control valve. The movement of the control
valve allows line pressure through fail-safe valve A to apply the L/R brake (fig. 48).
Notes:
82
1 L/R Brake 9 Oil Pump

Valve
6 Manual Valve 14 Torque Converter Clutch Control
Valve
8 Relief Valve 16 Reverse Clutch

Figure 48 Manual Valve (R)
83
Operation (D)
With the manual valve in the D position line pressure is fed to the 2nd brake, UD
clutch and OD clutch solenoid valves, and to the relevant pressure control valves
(fig. 49).
Notes:
84

Valve
Valve
Valve

Figure 49 Manual Valve (D)
85
SWITCH VALVE
When the OD clutch operates, hydraulic pressure from the switch valve is supplied to
the regulator valve. The switch valve inhibits the connection of the L/R brake when
the solenoid is off during limp-in operation. It also is used to reduce the hydraulic
pressure in 3rd and 4th gears. In 1st, 2nd, and reverse gears, line pressure pushes the
valve to the left, directing pressure to fail-safe valve A. In a limp-in condition, when
the control relay is off, line pressure pushes the valve to the right. As a result,
hydraulic pressure to fail safe valve A is cut off, blocking pressure to the L/R brake.
In 3rd and 4th gears, hydraulic pressure is supplied to the valve, pushing it to the
right. As a result, hydraulic pressure is supplied to the regulator valve, reducing the
line pressure (fig. 50).
Notes:
86

Valve
Valve
Valve

Figure 50 Switch Valve (OD On)
87
When the control relay is OFF and the limp-in (fail-safe) mechanism operates, the
supply of hydraulic pressure from the L/R pressure control valve to the L/R brake is
released through the switch valve (fig. 51).
Notes:
88

Valve
Valve
Valve

Figure 51 Switch Valve (Fail-Safe)
89
FAIL-SAFE VALVE A
When the vehicle is traveling forward, fail-safe valve A releases the L/R brake
hydraulic pressure in the event of a limp-in condition. In reverse, fail-safe valve A
changes the fluid passage to the L/R brake and thus achieves quick, smooth gear
shifts.
FAIL-SAFE VALVE B
In the event of a limp-in condition (when the control relay is OFF), fail-safe valve B
cuts the supply of hydraulic pressure from the 2nd pressure control valve to the 2nd
brake.
In major limp-in all of the solenoid valves are off. Fail-safe valve A and B are utilized
to inhibit application of the L/R and 2nd brakes. The result is 3rd gear only in forward
travel.
Notes:
90
ACTIVITY 4.1
VALVE BODY DISASSEMBLY
For this activity you will disassemble the valve body and identify the following
components:
• Check ball location

• Solenoids (mark location)
• Valve locations
1. What is the purpose of the two check balls located on the valve body near the
manual valve?
2. If the gear selector is moved from OD through low gear, and the manual valve does
not move, how does the transmission know which gear the driver has selected?
3. How much does each complete turn of the line pressure adjusting screw change
the pressure?
4. Which way is the line pressure adjusting screw turned to increase line pressure?
91
ACTIVITY 4.2
HYDRAULIC OPERATION
Use the Service Manual hydraulic schematics to determine the operating gear for the
hydraulic path and applied clutches and solenoids identified in the following
worksheet (sample shown for “D-overdrive”).
Operating Applied Applied Energized De-energized

Gear Turning Holding Brake Solenoids Solenoids
Clutch
D-Overdrive Line pressure Line pressure through 2nd - to block L/R - to apply
First (under through manual manual valve, de-
OD - to block
6 mph) valve, de- energized L/R solenoid UD - to apply
energized UD valve, L/R pressure
solenoid valve, control valve, switch
UD pressure valve, fail-safe valve A,
control valve, applies L/R brake,
applies UD clutch over running clutch
applied
No applied Line pressure through 2nd – to block L/R – to apply
turning clutch manual valve, de-
energized L/R solenoid UD - to block
valve, L/R pressure OD – to
control valve, switch block
valve and fail-safe
valve A, applies L/R
brake
Line pressure Line pressure through 2nd - to block L/R - to apply
through manual manual valve, de-
OD - to block
valve, de- energized L/R solenoid UD - to apply
energized UD valve, L/R pressure
solenoid valve, control valve, switch
UD pressure valve, fail-safe valve A,
control valve, applies L/R brake,
applies UD clutch over running clutch
applied
Line pressure Line pressure through L/R – to UD - to apply
through manual manual valve, through block
control valve, UD de-energized 2nd 2nd – to apply
solenoid valve solenoid valve, 2nd OD – to
and UD pressure pressure control valve block
control valve, and fail-safe valve B,
applies UD clutch applies 2nd brake DCC – to
apply
92

HYDRAULIC OPERATION
Clutch
No applied Line pressure through 2nd – to block L/R – to apply
turning clutch manual valve, de-
energized L/R solenoid UD - to block
valve, L/R pressure OD – to
control valve, switch block
valve and fail-safe
brake
Line pressure Line pressure through 2nd - to block UD - to apply
through manual manual valve, blocked
OD - to block
valve, de- at L/R solenoid valve,
energized UD releases L/R brake, L/R – to
solenoid valve, over running clutch block
UD pressure applied
control valve,
applies UD clutch
Line pressure Line pressure through UD - to block L/R - to apply
valve applies energized L/R solenoid DCC
reverse clutch valve, L/R pressure
control valve, switch 2nd – to block
valve and fail-safe
valve A, applies L/R OD – to
brake block
Line pressure Line pressure through UD - to block 2nd – to apply

L/R – to
valve, OD energized 2nd solenoid OD – to apply
block
solenoid valve, valve, 2nd pressure
OD pressure control valve, applies DCC
control valve, 2nd brake
applies OD clutch
93

HYDRAULIC OPERATION
Clutch
Line pressure No applied holding No energized UD – to apply
through manual brake solenoids
valve, de- 2nd – to apply
energized UD
solenoid valve, de- L/R – to apply
energized OD
solenoid valve, UD OD – to apply
pressure control
valve, OD
pressure control
valve, applies UD
and OD clutches
Line pressure No applied holding L/R – to UD – to apply

through manual brake block
valve, de- OD – to apply
energized UD 2nd – to block
solenoid valve, de-
energized OD DCC
solenoid valve, UD
pressure control
valve, OD
pressure control
valve applies UD
and OD clutches
Line pressure Line pressure UD – to apply

through manual through manual
valve applies valve, de-energized 2nd – to apply
reverse clutch L/R solenoid valve,
L/R pressure L/R – to apply
control valve, switch
valve and fail-safe OD – to apply
brake
94
Notes:
95
Notes:
96
MODULE 5
ELECTRONIC CONTROL SYSTEM
This module covers the following electronic components:
ELECTRONIC COMPONENTS
• Input and Output Speed Sensors
• Crankshaft Position Sensor
• Throttle Position Sensor
• A/T Fluid Temperature Sensor
• Park/Neutral Position Switch
• Vehicle Speed Sensor (2001 Model Year Only)
• A/C Dual Pressure Switch
• Stoplight Switch
• Solenoids
• A/T Control (ECC) Relay
The Autostick automatic transaxle is another innovation of DaimlerChrysler

Corporation’s automatic transaxle. This new system allows for significantly easier
driving under any road and driving conditions. Also, the Autostick automatic
transaxle features a 4-position (P, R, N, D) selector lever and does not require the
conventional OD OFF switch.
The clutches and brakes have dedicated solenoid valves. This enables each clutch
and brake to be controlled independently and directly with a system of "clutch-to-
clutch" control.
97
POWERTRAIN CONTROL MODULE (PCM)

The system management is carried out by the Powertrain Control Module (PCM),
which is a combination of the Engine Control Unit (ECU) and the A/T-ECU. The
control signals are input or output through a 130-pin connector having the following
circuit arrangement (fig. 52).
The PCM controls transaxle operation by monitoring sensor inputs, and analyzing the
information. Then it controls shift timing, shift quality, and damper clutch operation
using a transaxle control relay and solenoid valves. The PCM is mounted against the
bulkhead behind the glove box under the instrument panel (fig. 53).
Figure 52 PCM Connector (Front View)
1 Instrument Panel 2 PCM

Figure 53 PCM Location
98
PCM CONNECTOR
PIN FUNCTION PIN FUNCTION
1-35 Engine use 101 Park/Neutral position switch P130:
overdrive solenoid valve
41-44 Engine use 102 Park/Neutral position switch D
45 Crankshaft position sensor 103 Input shaft speed sensor
46 Throttle position sensor power 104 Output shaft speed sensor
supply
47-49 Engine use 105 1st gear shift indicator light (vehicles
with Autostick)
50 A/T control relay 106 Second solenoid valve
51-56 Engine use 107 Torque converter clutch solenoid valve
57 Sensor ground 108 Park/Neutral position switch R
58-65 Engine use 109 Park/Neutral position switch 3
(vehicles without Autostick), select
switch
66 Back-up power supply 110 Park/Neutral position switch L
(vehicles without Autostick)
71-74 Engine use 111 Immobilizer system
75 Auto-cruise control unit 112
76 Ground 113 Diagnostic output
77 Solenoid valve power supply 114
78 Throttle position sensor 115
79 Auto-cruise control unit 116
80 Diagnostic output 117 3rd gear shift indicator light (vehicles
(VSS on 2001 Model Year only) with Autostick)
81-82 Engine use 118 2nd gear shift indicator light (vehicles
with Autostick)
83 Air conditioning compressor load 119
signal
84 Diagnostic control 120 Underdrive solenoid valve
85 Diagnostic output 121 Park/Neutral position switch N
86 122 Park/Neutral position switch 2
(vehicles without Autostick), shift
switch (up) (vehicles with Autostick)
87 123 Stop light switch
88 Ground 124 A/T fluid temperature sensor
89 Solenoid valve power supply 125
90-94 Engine use 126
95 127
96 Low fuel level warning light 128 4th gear shift indicator light (vehicles
with Autostick)
97 Ground 129 Low/reverse solenoid valve
98 Engine use 130 Overdrive solenoid valve
99
SYSTEM CONSTRUCTION DIAGRAM

OUTPUTS
INPUTS
Ignition switch Powertrain Control A/T control relay
Module (PCM)
Input shaft speed Torque converter clutch
sensor solenoid valve
Output shaft speed Low/Reverse solenoid

sensor Shift control valve
pattern
Crankshaft position Second solenoid valve
sensor
Throttle position sensor Gear shift Underdrive solenoid

hydraulic control valve
A/T fluid temperature
sensor Overdrive solenoid valve
Park/Neutral position Damper clutch

switch control Limp-in operation (N
range light flashing)
<vehicle with Autostick>
VSS (2001 only)
Dual pressure switch N-range lamp Diagnosis trouble code

control output (N range light
flashing)
Brake switch <vehicle with Autostick>
Cruise control unit (OD Self-diagnosis

OFF signal) control
Select switch <vehicles

with Autostick>
Shift switch (up, down)

<vehicles with Serial communication
Autostick>
DRBIII
100
SENSORS AND ACTUATORS

Item Function
Sensor Input shaft speed Detects when input shaft speed = turbine speed
sensor at UD clutch retainer
Output shaft speed Detects when output shaft speed = transfer
sensor drive gear speed at transfer driven gear
Crankshaft position Detects engine speed at crankshaft sprocket
sensor
Throttle position Detects extent of accelerator pedal depression
sensor using a potentiometer
Oil temperature Detects ATF temperature using a thermistor
sensor
Park/Neutral position Detects selector lever position using contact
switch switches
Stop lamp switch Detects brake operation/inoperation using
contact switch on brake pedal
Vehicle speed sensor Detects vehicle speed from speedometer gear
(2001 only)
Dual pressure switch Detects air conditioner operation/inoperation
using dual pressure switch
Actuator A/T control relay Turns solenoid valve power supply circuit
ON/OFF
DCC solenoid valve Regulates hydraulic pressure to damper clutch
control valve
L/R solenoid valve Regulates hydraulic pressure to pressure
control valve (for 1st gear or reverse shift
control)
2nd solenoid valve Regulates hydraulic pressure to pressure
control valve
UD solenoid valve Regulates hydraulic pressure to pressure
control valve
OD solenoid valve Regulates hydraulic pressure to pressure
control valve
N-range lamp Indicates oil temperature warning, limp-in
operation
101
INPUT SHAFT SPEED SENSOR/OUTPUT SHAFT SPEED SENSOR

The input shaft speed sensor and output shaft speed sensor differ externally but are
constructed in basically the same manner (fig. 54). The sensors utilize Giant
Magnetoresistance (GMR) technology. The input shaft speed sensor detects the
turbine speed at the UD clutch retainer. The output shaft speed sensor detects the
transfer drive gear speed at the transfer driven gear.
1 Insert Electrode 3 Magnet

2 IC Chip (Built–In GMR Element) 4 Chip Parts
Figure 54 Input/Output Shaft Speed Sensor
102
Circuit Operation
Note: Since both the input and output shaft speed sensors operate in the same
manner, only the input shaft speed sensor operation description is provided.
The ignition switch supplies the input shaft speed sensor power and ground is
provided by the PCM. The PCM provides 5 volts to the input shaft speed sensor. The
input shaft speed sensor generates a square-wave pattern output (fig. 55). The
sensor is opened and closed as the teeth on the underdrive clutch retainer pass the
magnetic tip of the sensor. The GMR sensor is not affected by variations in teeth
spacing or temperature changes resulting in a much more stable signal.
Figure 55 Input Shaft Speed Sensor Waveform

Vehicle Speed Signal
The output shaft speed sensor provides a signal to the PCM that is directly
proportional to vehicle speed. The PCM calculates a vehicle speed based on four
pulses per one tire revolution and sends this signal to the speedometer. The output
signal from the output shaft speed sensor is the same as the vehicle speed sensor
that was discontinued at the beginning of the 2002 model year. The pinion factor
setting is no longer required on this transmission.
103
ACTIVITY 5.1
INPUT SHAFT AND OUTPUT SHAFT SPEED SENSORS
1. At the classroom vehicle establish communication with the DRBIII® using the
ST22 communication card (PCM/CIA Diagnostic Card [blue card] PN CH8425).
2. Raise the vehicle about one foot off the ground.
3. Disable the traction control (if equipped).
4. Start the engine and go to the Data List screen.
5. Shift the transmission through all of its gear ranges and record the following data
(Use a calculator to determine gear ratios):
Gear Position 1st Gear 2nd Gear 3rd Gear 4th Gear Reverse
Crank A Sensor
Input Speed Sensor
Output Speed Sensor
Gear Ratio
Speed Sensor
6. Identify the signal wire for the input speed sensor
7. Turn the engine OFF and set up the DRBIII® as follows:
• Set up the DRBIII® to display a 5-volt square wave.

• Press F2 to select the scope.
• Connect the channel 1 lead to the input speed sensor signal wire.
• Press F3 to view.
• Adjust the time division to 2ms/division.
8. Start the engine.
9. Shift the transmission through all of its gear ranges and observe the lab scope
display. What is the voltage range reading?
When finished, return all the equipment to its original condition.
104
Notes:
105
CRANKSHAFT POSITION (CKP) SENSOR

The crankshaft position sensor monitors engine speed at the crankshaft sprocket. It
is usually located behind the front crankshaft pulley. The crankshaft position sensor
generates a pulse signal when the output circuit is opened and grounded. The
sensor is opened and closed as the teeth on the crankshaft sprocket pass by. The
sensor provides an input directly to the PCM to control shift quality, firm or sloppy,
according to engine RPM. It is mainly used for torque converter engagement. The
sensor compares the difference between engine RPM and input speed sensor RPM.
Circuit Operation
The crankshaft position sensor power is supplied from the MFI relay, and the ground
is provided on the vehicle body. The PCM provides 5 volts to the crankshaft position
sensor output circuit (fig. 56).
1 From MFI Relay 3 PCM

2 Crankshaft Position Sensor 4 Camshaft Position Sensor
Figure 56 Crankshaft and Camshaft Position Sensor Circuit
106
ACTIVITY 5.2
CRANKSHAFT POSITION SENSOR
1. Identify the signal pin for the CKP
2. Identify the signal pin for the CMP
3. Set up the DRBIII® to display a 5-volt square wave.
4. Select “Scope” with the DRBIII®.
5. Connect the channel 1 lead to the CKP sensor signal.
6. Press F3 to view.
7. Adjust the time division to 40ms/division
8. Start the engine and observe the displayed pattern.
Record the voltage ranges
9. When finished, return all the equipment to its original condition.
107
THROTTLE POSITION SENSOR

The throttle position (TPS) sensor is a 3-wire potentiometer operated by the throttle
shaft and located on the throttle body. The input provides the PCM with throttle
angle and rate of change information (how fast the throttle is opened or closed). The
TPS input is also used by the PCM to reduce spark advance and change shift points
depending on engine load (fig. 57). A failing or failed TPS may cause erratic shifting.
Figure 57 Throttle Position Sensor

Circuit Operation
The TPS has three circuits arranged as follows:
A 5-volt reference signal is sent to pin 4 of the TPS from pin 81 of the PCM. Signal
return comes from pin 3 of the TPS and goes to pin 84 of the PCM. TPS ground is at
pin 1 of the TPS and goes to pin 92 of the PCM (fig. 58).
The 5-volt reference voltage enters the TPS, and goes through a resistor to ground. A
wiper attached to the throttle shaft moves along this resistor and picks up the voltage
that has been dropped by the resistor. This voltage is then interpreted by the PCM to
determine throttle position.
Throttle Position Sensor Adjustment

Whenever a TPS is replaced, it must be adjusted. Use the following procedure:
1. Connect the DRBIII® and establish vehicle communication or use a DMM

between the TPS sensor output and ground circuits.
2. Turn the ignition switch to the “ON” position (but do not start the engine).
3. The throttle position sensor output voltage Standard Value is 535 – 735 mV.
4. If the output voltage is not within the standard value range, adjust by
loosening the throttle position sensor mounting bolts and turning the throttle
position sensor body.
108
1 PCM 4 Throttle Position Sensor

2 Sensor Ground 5 5V Supply
3 Sensor Signal
Figure 58 Throttle Position Sensor Circuit
109
ACTIVITY 5.3
THROTTLE POSITION SENSOR
1. Identify the signal pin for the TPS
2. Go to the classroom vehicle, connect the DRBIII® and establish

communication.
3. Set the DRBIII® to the data list mode for item 11: TPS
4. Disconnect the TPS.
5. Record the voltage at the TPS connector pins and record your readings below:
TPS WIRE COLOR VOLTAGE READING
6. Reconnect the TPS.
7. Backprobe the TPS signal circuit.
8. With the throttle valve in the idle position, record the voltage
9. Is the TPS voltage within the standard value?
YES NO
10. Slowly open and close the throttle. Observe how the voltage makes a smooth
transition.
11. With the throttle in the fully open position, record the voltage
12. Turn the ignition to the “LOCK” (OFF) position.
What are you looking for when monitoring the voltage on the TPS?
13. Is the sensor operating properly?
YES NO
110
Notes:
111
ATF TEMPERATURE SENSOR

The A/T fluid temperature sensor is mounted to the valve body. The ATF
temperature sensor and its connector are combined into a single unit and uses a
Negative Temperature Coefficient (NTC) Thermistor. With an NTC thermistor, as heat
increases, resistance decreases (fig. 59). High resistance in the sensor causes late
shifts, low resistance causes early shifts.
If the ATF overheats (293°F or above) due to severe vehicle operating conditions, the
N-range lamp flashes at a frequency of 2 Hz to warn the driver.
Circuit Operation
The PCM applies 5 volts to the transmission fluid temperature sensor output.
Ground is provided through the PCM. The transmission fluid temperature sensor is
an NTC type of resistor. When the ATF temperature rises, the resistance decreases.
The ATF temperature sensor output voltage rises when the resistance increases, and
drops when the resistance decreases. High resistance can cause late shifts and low
resistance can cause early shifts.
1 Thermistor 2 Connector
Figure 59 A/T Fluid Temperature Sensor
112
ATF TEMPERATURE CONTROL

The PCM controls transmission operation based on ATF fluid temperature. In
extremely hot or cold environments, the PCM can control each clutch and brake
independently until the transmission reaches normal operating temperature. Refer
to Table 7.
Note: Skip Shift or Jump Shift is defined as a transmission gear position that
is shifted manually from N to N-2 or N+2 in both conventional
operation and in Autostick mode.
Table 7 ATF Temperature Control Chart
Damper Autostick
ATF SHIFT Control Adaptive Clutch Neutral
Temperature Memory Control Lamp Shift Shift
UP DOWN
Less than -29°C 2nd Gear is No No NO NO

(-15.5°F) held
-29°C (-15.5°F) Standard Shift No No No No

to -7°C (19.5°F) Pattern, No jump jump
Skipped Shifts shift shift
-7°C (19.5°F) to Standard Shift No No OK OK

35°C (95°F) Pattern
35°C (95°F) to Standard Shift Enabled No OK OK

40°C (113°F) Pattern
40°C (113°F) to Standard Shift Enabled Yes (3rd OK OK

125°C (257°F) Pattern & 4th)
125°C (257°F) to Standard Shift Enabled Yes (2nd OK OK

145°C (293°F) Pattern & 3rd &
[or engine 4th)
cooling temp
greater than
110°C (242°F)]
Greater than Standard Shift Enabled Yes (2nd Blinking OK OK

145°C (293°F) Pattern & 3rd & at 2Hz
4th)
113
ACTIVITY 5.4
AUTOMATIC TRANSAXLE FLUID TEMPERATURE SENSOR
1. Go to the classroom vehicle, connect the DRBIII and establish communication.
2. Read the transaxle fluid temperature with the engine OFF, key ON and record it
below:
3. Start the engine. Using the DRBIII, set to data reading mode for item 15: A/T Fld
Tmp Snsr. Is the sensor operating properly?
Yes No
4. Refer to the service manual and identify which connector Pins must be probed to check
the fluid temperature sensor circuit resistance:
5. Using the Ohmmeter setting on the DMM, measure the resistance of the fluid
temp sensor circuit on the bench transmission and record your reading:
6. Compare the measured resistance with the chart below. Does your reading
correspond with the data in the chart?
Yes No
TEMPERATURE RESISTANCE, K OHMS
At 0°C (32° F) 16.7 – 20.5
At 20° C (68° F) 7.3 – 8.9
At 40° C (104° F) 3.4 – 4.2
At 80° C (176° F) 1.0 – 1.2
At 100° C (212° F) 0.57 – 0.69
114
Park/Neutral Position Switch

The Park/Neutral position switch detects the selector lever position using contact
switches and is located on the transaxle housing. The Park/Neutral position switch
is a 7-position type (fig. 60).
Circuit Operation
Battery voltage is applied to the Park/Neutral position switch when the ignition
switch is turned ON. Battery voltage is applied to the PCM when the selector lever is
in the P range. The PCM interprets the selector is in the P range when this voltage is
applied. As the selector lever is moved to the various positions (R, N, D, 3, 2, or L),
the PCM interprets the position when battery voltage is applied to the corresponding
circuits (108, 121, 102, 109, 122, or 110).
1 Junction Block 4 Powertrain Control Module

2 Park/Neutral Position Switch 5 Starting System
3 Backup light 6 Starting System
Figure 60 Park/Neutral Position Switch
115
ACTIVITY 5.5
TRANSAXLE RANGE SWITCH/PARK/
NEUTRAL POSITION SWITCH (INHIBIT SWITCH)
CONTINUITY CHECK
1. At the classroom bench unit, use a DMM to make a continuity check at the
terminals of the Transaxle Range Switch (fig. 61).
Figure 61 Transaxle Range Switch Continuity Check
2. Set the DMM to the Ohm Scale.
3. Move the selector lever to P, R, N, D, 3, 2, L, and Autostick positions.
4. Record resistance readings on the chart.
5. Is the switch operating properly?
Yes No
116
Selector Position Terminals Measured Resistance

P 3–8
9 – 10
R 7–8
N 4–8
9 – 10
D 1–8
3 5–8
2 2–8
1 6-8
117
TRANSAXLE CONTROL
A cable controls the transaxle. The selector lever assembly has seven gear ranges: P,
R, N, D, 3, 2, and L. A damper is fitted to the transaxle cable to minimize gear noise
(fig. 62).
1 Transmission Control Cable 3 Damper

2 Selector Lever Assembly
Figure 62 Transaxle Control
118
ACTIVITY 5.6
PARK/NEUTRAL POSITION SWITCH
AND CONTROL CABLE ADJUSTMENT
1. Set the selector lever to the N position.
2. Loosen the control cable to manual control lever coupling nut to free the cable and
lever (fig. 63).
3. Set the manual control lever to the neutral position.
4. Loosen the Park/Neutral position switch body mounting bolts and then turn the
park/neutral position switch body so the hole in the end of the manual control
lever and the hole in the flange of the park/neutral position switch body flange are
aligned.
5. Tighten the Park/Neutral position switch body mounting bolts to the specified
torque. Be careful at this time to not change the position of the switch body.
6. Gently pull the transaxle control cable in the direction of the arrow, and then
tighten the adjusting nut.
7. Check that the selector lever is in the N position.
8. Check that each range on the transaxle side operates and functions correctly for
each position of the selector lever. Ensure the vehicle only starts in park and
neutral.
1 Adjusting Nut 3 Transaxle Control Cable

2 Manual Control Lever
Figure 63 Park/Neutral Switch and Control Cable Adjustment
119
A/C DUAL PRESSURE SWITCH

The dual pressure switch detects air conditioner ON/OFF status. It is located in the
high-pressure line.
Circuit Operation
When the A/C is turned ON and the dual pressure switch is closed, the PCM (circuit
83) receives system voltage and determines the A/C compressor has been signaled to
engage. When the A/C compressor is engaged, the PCM changes the shift points to
compensate for the additional engine load. A failed dual pressure switch may cause
delayed upshifts.
STOPLIGHT SWITCH
The stoplight switch detects brake ON/OFF status using a contact switch on the
brake pedal (fig. 64). The stop lamp switch is used to control EMCC operation in the
transaxle.
1 Stoplight Switch 2 Brake Pedal

Figure 64 Stoplight Switch
120
Circuit Operation
Battery voltage is supplied to the stoplight switch. When the brake pedal is
depressed, battery voltage is supplied to the PCM. The PCM determines the brake
pedal is depressed and the stoplight switch is ON when battery voltage is sensed at
the PCM (fig. 65).
1 Dedicated Fuse 4 To Stoplight

2 Stoplight Switch (Vehicles With 5 Powertrain Control Module (PCM)
Cruise Control)
3 To Cruise Control Module 6 Stoplight Switch (Vehicles Without
Cruise Control)
Figure 65 Stoplight Switch Circuit Operation
121
AUTO-CRUISE CONTROL
The auto-cruise control system allows driving without stepping on the accelerator
pedal by setting a random speed between 40 km/h (25 mph) and 200 km/h (124
mph).
Circuit Operation
The auto-cruise control – ECU shares inputs with the PCM such as throttle position,
brake switch and the Park/Neutral position switch. The PCM provides the vehicle
speed signal to the auto-cruise control – ECU over a dedicated circuit (fig. 66).
1 Powertrain Control Module - PCM 2 Auto-Cruise Control - ECU

Figure 66 Auto-Cruise Control
122
ACTIVITY 5.7
STOPLIGHT SWITCH CHECK
1. At the classroom vehicle, connect the DRBIII® and establish communication.
2. Turn the ignition switch to the ON position.
3. Set the DRBIII® to the data reading mode for item 26: Stoplight Switch.
4. When the brake pedal is depressed, the display should be ON.
5. When the brake pedal is released, the display should be OFF.
6. Turn the ignition switch to the LOCK (OFF) position.
7. Is the switch operating properly?
YES NO
123
SOLENOID VALVES
The solenoid valves are located in the valve body (fig. 67). The DCC, L/R, 2nd, UD,
and OD solenoid valves regulate hydraulic pressure to the respective pressure control
valves to control gear shifts.
1 Underdrive Solenoid Valve 4 Low/Reverse Solenoid Valve

2 2nd Solenoid Valve 5 Overdrive Solenoid Valve
3 Torque Converter (Damper) Clutch
Solenoid
Figure 67 Solenoid Valve Location
124
The solenoid valves are a normally open type which allow the passage of hydraulic
fluid between the supply and output ports when no electrical current is flowing
(fig.68). The solenoid valves are duty-cycled by the PCM from 0% to 100%. The
friction elements are fully applied when the solenoid is at 0% and fully released when
the solenoid valve is at 100% (refer to Table 8).
1 Plunger 3 Supply Port

2 Output Port 4 Exhaust Port
Figure 68 Solenoid Valve
Table 8 Solenoid Valve Operation
Solenoid Valves
Gear
L/R 2ND UD OD DCC (Ref.)
1st OFF ON OFF ON OFF
2nd ON OFF OFF ON ON
3rd ON ON OFF OFF ON
4th ON OFF ON OFF ON
Reverse OFF ON ON ON OFF
N-P OFF ON ON ON OFF
125
Circuit Operation
The A/T control relay supplies system voltage to each solenoid valve. Each solenoid
valve closes when energized (ON), and opens when de-energized (OFF). The PCM
energizes or de-energizes each solenoid valve based on input data from sensors such
as throttle position sensor, park/neutral position switch, stoplight switch, vehicle
speed sensor, input shaft speed sensor, output shaft speed sensor, and the A/T fluid
temperature sensor. The PCM provides the ground to energize each solenoid. The
ground time is displayed as a percent on the scan tool. As each solenoid is energized
or de-energized, it influences hydraulic pressure in the transmission applying and
releasing elements (fig. 69).
1 A/T Control Relay 4 Overdrive Solenoid Valve

2 Underdrive Solenoid Valve 5 Low/Reverse Solenoid Valve
3 2nd Solenoid Valve 6 Powertrain Control Module (PCM)
Figure 69 Solenoid Valve Circuit Operation
126
ACTIVITY 5.8
SOLENOID VALVE CHECK
TASK ONE – ACTUATOR TEST

1. At the classroom vehicle, connect the DRBIII® and establish communication using
the ST22 Communication Card.
2. Select ELC-4AT.
3. Select Actuator Tests.
4. Actuate each solenoid. What is the audible frequency of each solenoid? Circle the
correct answer in the chart below:
ACTUATOR TEST
SOLENOID FREQUENCY SPEED
LR Sol Fast Slow
UD Sol. Fast Slow
2ND Sol. Fast Slow
OD Sol. Fast Slow
DCC Sol. Fast Slow
5. Actuate each indicator. What is displayed on the instrument cluster? Circle the
correct answer in the chart below:
INDICATOR TEST
LAMP INDICATION
1ST SHIFT LAMP P R N D 4 3 2 1
2ND SHIFT LAMP P R N D 4 3 2 1
3RD SHIFT LAMP P R N D 4 3 2 1
4TH SHIFT LAMP P R N D 4 3 2 1
127
TASK TWO – VIEW DATA LIST

1. Raise the vehicle approx. one foot off the ground.
2. Disable the Traction Control (if equipped).
3. Start the engine and go to the Data List screen on the DRBIII®.
4. Shift the transmission through all of its gear ranges and, using the chart below,
fill in the valve status for each gear position.
NOTE: (100% solenoid duty=Solenoid ON, 0% solenoid duty=Solenoid OFF)

SOLENOID VALVE STATUS CHART
SOLENOID VALVE
GEAR POSITION LR 2ND UD OD
1ST
2ND
3RD
4TH
REVERSE
N-P
128
AUTOMATIC TRANSAXLE (A/T) CONTROL RELAY

The A/T control relay provides the power supply for the solenoid valves (figs. 70 and
71). In the event of an A/T relay failure, the transaxle goes into major limp-in mode,
resulting in 3rd and reverse gear operation only.
1 Battery 2 A/T Control Relay

Figure 70 2001 A/T Control Relay
1 Battery 2 A/T Control Relay

Figure 71 2002 A/T Control Relay
129
Circuit Operation
A/T control relay receives battery positive voltage from the battery. When turning the
ignition switch to ON, the PCM receives battery positive voltage from the ignition
switch (not shown in the diagram). The PCM applies a voltage to the A/T control
relay, and the A/T control relay is turned ON.
When the A/T control relay switch is turned ON, the battery supplies system voltage
to the PCM. If voltage is not present the PCM sets an A/T relay code (fig. 72).
1 Fusible Link 6 Connector Pin 89

2 Junction Block 7 Sense Circuit
3 A/T Control Relay 8 Powertrain Control Module (PCM)
4 To the Solenoid Valves 9 Connector Pin 50
5 Connector Pin 77
Figure 72 A/T Control Relay Circuit Operation
130
ACTIVITY 5.9
A/T CONTROL RELAY CHECK
1. Go to the classroom vehicle, connect the DRBIII® and establish communication
with the automatic transaxle using the ST22 Communication Card.
2. Set the DRBIII® to the Data List mode for item 54: ELC Relay Volt.
3. The voltage should be battery positive.
4. Turn the ignition switch to the “LOCK” (OFF) position.
5. Is the relay operating properly?
YES NO
131
AUTOSTICK SELECT SWITCH

The select switch allows the driver to change between manual and automatic gear
selections. The shift switch sends a signal to the PCM to either upshift or downshift
(fig. 73). The transaxle cannot take off in 3rd gear despite efforts to force an upshift
during normal Autostick mode. In addition, there is no reverse-to-drive lockout.
There is drive-to-reverse lockout. There is no lockout in limp-in mode.
1 Upshift 4 Select and Shift Switches

2 Downshift 5 Shift Cable
3 Manual Gate 6 Main Gate
Figure 73 Select Switch and Shift Switch
132
Circuit Operation
If the select switch is set to manual mode, battery positive voltage is applied to the
PCM. When the shift switch is moved to the UP position, battery positive voltage is
supplied to the PCM. When the shift switch is moved to the DOWN position, battery
positive voltage is applied to the PCM (fig. 74).
1 Ignition Switch 7 Shift Switch Assembly

2 Park/Neutral Position Switch 8 Select Switch
3 Up 9 Shift Switch
4 Down 10 To Combination Meter
5 Autostick 11 Powertrain Control Module (PCM)
6 Auto Mode
Figure 74 Select Switch and Shift Switch Circuit Operation
133
ACTIVITY 5.10
AUTOSTICK SELECT SWITCH
1. At the classroom vehicle, connect the DRBIII® and establish communication.
2. Look at the Data List monitor operation.
3. Observe the Select Switch status.
4. To confirm proper operation, place the shift lever in Autostick mode.
5. Verify which switch state is displayed on the DRBIII®.
6. Toggle the shifter between upshift and downshift and record the DRBIII® switch
status in the chart below:
DRBIII® SWITCH STATUS CHART

SWITCH POSITION UPSHIFT DOWNSHIFT
Select Switch
Up (+) Switch
Down (-) Switch
134
CONTROL OVERVIEW
Shift Control
With the new Autostick automatic transaxle, a dedicated solenoid valve carries out
the hydraulic control of each clutch and brake. Each solenoid valve is controlled
independently, enabling a system of direct clutch-to-clutch control during gear shifts.
This next-generation system provides highly precise control of clutch operation and
significant improvements in gear shift feeling and response.
Shift Pattern Control

The shift pattern is optimized by the Autostick in accordance with road conditions
and the manner in which the driver operates the vehicle.
Select Switch and Shift Switch

The select and shift switches are built into the shift switch assembly. The select
switch determines Manual Mode or Auto Mode as commanded by the driver. In
Manual Mode, the shift switch provides either an upshift or downshift command to
the PCM.
135
AUTOSTICK
Autostick is a driver-interactive transaxle feature that offers manual gear shifting
capability. When the shifter is moved into the Autostick position, the transaxle
remains in whatever gear it was using before Autostick was activated. Once in the
manual gate, the shifter can be “bumped” forward for an upshift or rearward for a
downshift. The instrument cluster illuminates the selected gear. The vehicle can be
launched in 1st or 2nd gear while in the Autostick mode (figs. 75 and 76). Speed
control is deactivated once the transaxle is shifted into 2nd gear. Shifting into OD
position cancels the Autostick mode, and the transaxle resumes the OD shift
schedule.
1 Throttle Opening (%) 4 Output Shaft Speed (r/min)

2 2-3 Movement Range 5 Vehicle Speed (mph)
3 3-4 Movement Range 6 Thick Line: Standard Shift Pattern
Figure 75 Upshift Pattern
136
1 Low 5 3-4 Movement Range

2 Low, 2nd 6 Output Shaft Speed (r/min)
3 Low, 2nd, 3rd 7 Vehicle Speed (mph)
4 2-3 Movement Range
Figure 76 Downshift Pattern
137
ADAPTIVE MEMORY
Adaptive memory allows the Autostick system to learn and respond to different
driving habits and conditions. Adaptive memory monitors inputs from the TPS, VSS,
and stop lamp switch. If the driver pushes the brake pedal frequently on a downhill
road, the computer causes downshifts to occur relatively early to provide engine
braking. If the driver often presses the accelerator pedal, the computer tends to
prevent downshifts, which suppresses engine braking (fig. 77).
1 Driver Who Often Uses Brake Pedal 2 Driver Who Often Presses
Accelerator Pedal
Figure 77 Effects of Learning on Downhill Road
138
Hydraulic Control During Gear Shifts

Clutch-to-Clutch Control
During gear shifts, the new A/T provides simultaneous control of clutches and
brakes that are to be engaged and disengaged. As torque applied to the clutches and
brakes that are to be engaged increases, there is a proportional reduction in pressure
to those that are to be disengaged.
Precise control of pressure during both engagement and disengagement ensures

control is optimally timed and matched to the capacities of the brakes and clutches.
This prevents interlocking and sudden revving of the engine, and provides smoother,
more responsive gear shifts (fig. 78).
1 Upward Shift 4 Disengaging Clutch

2 Downward Shift 5 Time
3 Engaging Clutch 6 Fluid Pressure
Figure 78 Clutch to Clutch Control
139
Feedback Control and Learning Control

To assure the driveshaft torque changes optimally during and throughout every
gearshift, a feedback control function makes changes in the transaxle input shaft
speed consistent with a pre-established pattern (fig. 79). This allows for increased
stability in the gearshift feeling.
Functional Learning
Based on conditions during previous operations, the feedback control function makes
any necessary corrections to the fluid pressure at the beginning of each gearshift to
compensate for changes in engine performance and transaxle behavior over time.
Driver Learning
Adaptive memory determines solenoid operation to control shift timing. Driver
operation and clutch wear are used to modify adaptive memory. Fill rate for clutch
timing engagement is based on input shaft speed sensor and output shaft speed
sensor signals alone. If it varies, the transaxle tries to compensate and achieve the
correct ratio four times before placing the transaxle into limp-in. During normal
operation the transaxle determines this adaptive memory by looking at the gear ratio.
This is accomplished by multiplying output shaft speed times a gear ratio to ensure it
matches the correct input shaft speed.
Notes:
140
1 Upward Shift 4 Turbine Speed

2 Downward Shift 5 Target
3 Turbine Speed 6 Time
Figure 79 Feedback/Learning Control
141
Damper Clutch Control

Damper clutch engagement is used to improve fuel economy and lower transaxle
temperature. With the damper clutch applied, the torque converter is no longer
slipping, resulting in lower engine RPM and less tail pipe emissions. Also, with the
damper clutch applied, the torque converter is no longer multiplying torque. Because
of this reduced workload, transmission fluid temperature decreases. The damper
clutch control (DCC) solenoid is a normally open solenoid that applies release
pressure.
The damper clutch control (DCC) solenoid is applied under the following conditions
(figs. 80, 81 and 82):
• Accelerator off idle (1700-1800 rpm)

• A/T fluid above a certain temperature (113°F.)
• Steady throttle
• Gear position status (3, 4, or D)
• No brake switch input
1 Throttle Position Voltage 5 Deceleration Lock-Up Zone

2 Disengaged 6 Output Shaft Speed R/Min
3 Lock-Up 7 Partial Lock-Up Zone
4 Lock-Up Zone 8 Throttle Opening Percentage
Figure 80 Damper Clutch Control (3rd, 4th and D)
142
1 Throttle Position Voltage 5 Output Shaft Speed R/Min

2 Disengaged 6 Partial Lock-Up Zone
3 Lock-Up 7 Throttle Opening Percentage
4 Lock-Up Zone
Figure 81 Damper Clutch Control (3rd Gear)
1 Throttle Position Voltage 5 Output Shaft Speed R/Min

2 Disengaged 6 Partial Lock-Up Zone
3 Lock-Up 7 Throttle Opening Percentage
4 Lock-Up Zone
Figure 82 Damper Clutch Control (4th Gear)
143
LIMP-IN (FAIL-SAFE) FUNCTION AND DIAGNOSIS

In the event of a fault in the PCM or any of the sensors and actuators, or in the event
of seriously erroneous operation on the part of the driver, a limp-in function controls
the transaxle. If the PCM detects out-of-parameter conditions in monitored circuits,
it has the capability to request limp-in or fail-safe operation (fig. 83).
LIMP-IN (FAIL-SAFE) OPERATION (CONTROL RELAY OFF)

In the event of an electronic or mechanical control system fault (limp-in), a switch
valve and fail-safe valve arrangement enables operation in 3rd gear or reverse.
When the control relay is OFF and the limp-in mechanism operates, the supply of
hydraulic pressure from the L/R pressure control valve to the L/R brake is released
by the switch valve. Fail-safe valve A releases the L/R brake hydraulic pressure.
When the solenoid valve is turned OFF, hydraulic pressure to the 2nd brake is
released. Also, the hydraulic pressure from the 2nd pressure control valve is released
by fail-safe valve B.
Notes:
144

Valve
Valve
Valve

Figure 83 Fail-Safe Operation
145
FAIL-SAFE VALVE A OPERATION

When the vehicle is traveling forward, fail-safe valve A prevents hydraulic pressure
from going to the L/R brake in the event of a limp-in condition. In reverse, fail-safe
valve A changes the fluid passage back to the L/R brake.
FAIL-SAFE VALVE B OPERATION

In the event of a limp-in condition (when the control relay is OFF), fail-safe valve B
interrupts the supply of hydraulic pressure from the 2nd pressure control valve to the
2nd brake.
MAJOR LIMP-IN
All solenoid valves are off; only 3rd gear and reverse are available.
MINOR LIMP-IN
All solenoid valves are off; only 2nd (manual), 3rd and reverse are available.
Diagnostic Codes
Among the diagnostic codes, higher values represent limp-in items.
• Diagnostic items: Code Nos. 11-15, 21, 25, 51, 52, 56

• Limp-in items: Code Nos. 22, 23, 31-36, 41-46, 54, 55, 71
Indication Method and Sequence:
• During normal vehicle operation, if the limp-in function becomes enabled,

the N-range lamp flashes at a frequency of 1 Hz to inform the driver. This
occurs only in the D-range.
• When no diagnostic codes are held in memory, (i.e. under normal
conditions), the N-range lamp flashes at 2 Hz, caused by transmission
overheat.
• Conditions considered out of parameter but not critical, and unable to cause
internal transaxle damage, are logged as a fault. A substitute value is used
and a safe but limited operation is adopted.
146
Display Sequence
Diagnostic codes are indicated in the order in which they were issued, with limp-in
items followed by diagnosis items. This sequence is then repeated.
Memorization
• Up to eight diagnosis items and three limp-in items can be memorized.
• If the memory capacity is exceeded, diagnosis and limp-in items in the
memory are overwritten, starting with the oldest.
• No code can be memorized more than once.
Diagnostic Code Deletion

• Automatic Deletion: All diagnosis codes are deleted from memory the 200th
time the ATF temperature reaches 50°C/122°F after memorization of the
most recent diagnosis code.
• Forced Deletion: Memorized diagnosis codes can be deleted using the
DRBIII® provided the engine is OFF, the ignition switch is ON, the vehicle is
not moving, and the transaxle is not in limp-in.
147
DATA LIST
A/T PCM input and output data is communicated to the DLC. The data can be read
by connecting a DRBIII® unit to the DLC. Refer to Table 9 for the data list.
Table 9 Data List

Data List No. Item Unit
11 TPS (Throttle position sensor) mV

15 A/T Fld Tmp Snsr °F
21 Crank A. Sensor (Crankshaft Position Sensor) RPM
22 Input Speed Snsr RPM
23 Output Speed Snsr RPM
26 Stop Lamp Switch ON/OFF
29 Speed Sensor MPH
31 L/R Solenoid Duty %
32 U/D Solenoid Duty %
33 2nd Solenoid Duty %
34 O/D Solenoid Duty %
36 D/C Solenoid Duty %
52 D/C RPM Slip RPM
54 EEC Relay Volt V
57 Engine Load %
61 Inhibitor Switch PARK, REVERSE,
NEUTRAL, DRIVE
63 Shift Position PARK/NEUT, REVERSE,
1ST GEAR, 2ND GEAR, 3RD
GEAR, 4TH GEAR
65 A/C Relay ON/OFF
66 OD Off Signal ON/OFF
67 Select Switch (vehicles with Autostick) ON/OFF
68 Up (+) Switch (vehicles with Autostick) ON/OFF
69 Down (-) Switch (vehicles with ON/OFF
Autostick)
148
ACTUATOR TEST
By sending signals from the DRBIII® to the PCM, it is possible to force-operate the
actuators for test purposes. Refer to Table 10 for actuator test information
Table 10 Actuator Test
Item Target Actuator Test Test Conditions

No.
1 L/R solenoid valve Solenoid valve (1) Ignition switch = ON;

selected by DRBIII® (2) Selector lever = P range;
2 UD solenoid valve
operated at 50%
3 2nd solenoid valve duty ratio for 5 (3) Engine speed = 0 r/min;
seconds; all other (4) Vehicle speed = 0 km/h;
4 OD solenoid valve
solenoid valves de-
(5) Throttle (accelerator)
6 DCC solenoid valve energized
opening voltage (1 V);
12 A/T control (ELC) A/T control (ELC) (6) Idle position switch = ON
relay relay turned OFF
for 3 seconds
AUTOSTICK STOP COMMAND (MPI)

By sending a signal from the DRBIII® to the PCM, it is possible to stop Autostick
operation. (If Autostick operation is stopped, this condition continues until the
ignition is turned OFF). Refer to Table 11.
Table 11 Autostick Stop Command
Item Item Details

No.
14 Autostick Autostick control stopped; gear shifts executed in

accordance with standard shift pattern
149
MODULE 6
DIAGNOSIS
Note: For current diagnostic flow chart information refer to the Service Manual.
N-RANGE LAMP
If a fault occurs with any of the components shown in Table 12, the N-range lamp
flashes to notify the driver of a fault (fig. 84). The N-range lamp flashes at a
frequency of approximately 2 Hz if the transmission temperature is too high and 1 Hz
for a fault related to the components in the table below. Use the DRBIII® or the N-
range lamp to take a reading of the diagnosis codes.
Table 12 N-range Lamp Flashing Items
A/T control relay

Input shaft speed sensor
Output shaft speed sensor
Each solenoid valve
Out of phase at each shift point (gear ratio error)
Caution: If the N-range lamp is flashing at a frequency of approximately 2

Hz (faster than at 1 Hz), it means the automatic transmission fluid
temperature is too high. Stop the vehicle in a safe place and wait
until the N-range lamp switches off.
Method of Reading the Diagnosis Code
Figure 84 N-Range Lamp
150
ACTIVITY 6.1
N-RANGE LAMP FUNCTIONS
1. Turn the ignition switch to the ON position.
2. Move the gearshift lever to the D position.
3. Remove the A/T Control (ELC) Relay.
4. Does the N-range lamp flash?
How fast?
Is this a problem?
Why or Why not?
5. Turn the ignition switch to the “LOCK” (OFF) position.
151
ACTIVITY 6.2
TORQUE CONVERTER STALL TEST
This test measures the maximum engine speed when the selector lever is at the D or
R position. The torque converter stalls when testing the operation of the torque
converter and one-way clutch operation. The holding performance of the clutches and
brakes in the transmission can be checked simultaneously to help reduce the
amount of time the transmission fluid and components are heated unnecessarily.
Caution: Do not let anyone stand in front of or behind the vehicle while this
test is being carried out.
1. Check the ATF level and temperature and the engine coolant temperature.
• Fluid level: At the HOT mark on the oil level gauge

• Fluid temperature: 80-100°C (176-212ºF)
• Engine coolant temperature: 80-100°C (176-212ºF)
2. Use the DRBIII® set up for the tachometer.
3. Chock both rear wheels.
4. Fully apply the parking brake.
5. Start the engine.
6. Firmly apply the service brakes.
7. Move the selector lever to the D position. Fully depress the accelerator pedal and
record the maximum engine speed:
Caution: The throttle should not be held fully open for more than eight
seconds. If repeating the stall test, move the selector lever to the N
position and run the engine at 1,000 r/min to let the automatic
transmission fluid cool down before performing subsequent tests.
8. Move the selector lever to the R position. Fully depress the accelerator pedal and
record the maximum engine speed:
Standard value stall speed: 2,100-2,600 r/min
9. Is the torque converter operating properly?
YES NO
152

TORQUE CONVERTER STALL TEST
TORQUE CONVERTER STALL TEST RESULTS
1. Stall speed is too high in both D and R ranges.
Possible Causes:
• Low line pressure
2. Stall speed is too high in D range only.

Possible Cause:
• Underdrive clutch slippage
3. Stall speed is too high in R range only.

Possible Cause:
• Reverse clutch slippage
• Low and reverse brake slippage
4. Stall speed too low in both D and R ranges.

Possible Causes:
• Malfunction of torque converter
• Insufficient engine output
153
ACTIVITY 6.3
CLUTCH TESTS
For this activity you will use the DRBIII® on the classroom vehicle to monitor engine
rpm.
1. What gear position should the transaxle be placed in to confirm whether the L/R
is functioning correctly?
2. Why is the transaxle placed in reverse gear to test the L/R brake?
3. Can the 2nd brake operation be verified with a clutch test on a Non-Autostick
vehicle?
4. What gear position should the transaxle be placed in to test the UD clutch?
Caution: Use the DRBIII® to monitor the engine rpm and applied clutch for a
limited time to prevent transaxle damage.
154
ACTIVITY 6.4
HYDRAULIC PRESSURE TEST
1. Warm up the engine until the automatic transmission fluid temperature is 80-
100°C.
2. Raise and support the vehicle so the wheels are free to turn.
3. Connect the special tools (2,942-kPa oil pressure gauge [MD998330], joints
[MD998332, MD998900] and seven blue transducers (0-2068.4 kPa/0-300 psi) to
each pressure discharge port.
4. Measure the hydraulic pressure at each port under the conditions given in the
standard hydraulic pressure table, and check that the measured values are within
the standard value ranges.
5. If a value is outside the standard range, correct the problem while referring to the
hydraulic pressure test diagnosis table.
Note:
• 2nd: Second brake pressure port
• UD: Underdrive pressure port
• L/R: Low/reverse brake pressure port
• DA: Torque converter apply pressure port
• DR: Torque converter release pressure port
• RV: Reverse clutch pressure port
• OD: Overdrive clutch pressure port
155
ACTIVITY 6.5
STANDARD HYDRAULIC PRESSURE TEST
For this activity you will use the classroom vehicle, special tool oil pressure gauge
(MD998330), adapters (MD998332, MD998900), seven blue transducers (0-2068.4
kPa/0-300 psi) and the chart below. Record your findings on the chart and compare
them to the Service Manual specifications.
MEASUREMENT STANDARD HYDRAULIC PRESSURE kPa (psi)

CONDITION
Selector Shift Engine Under- Reverse Over- Low/ Second Torque
Lever Position Speed Drive Clutch Drive Reverse Brake Converter
Position (rpm) Clutch (RV) Clutch Brake (2ND) (DR)
(UD) (OD) (LR)
P - 2,500
R Reverse 2,500
N - 2,500
L (vehicles 1st gear 2,500

without
Autostick)
or
Autostick
(Vehicles
with Auto-
stick)
2 (Vehicles 2nd gear 2,500

without
Autostick)
or
Autostick
(Vehicles
with Auto-
stick)
156

STANDARD HYDRAULIC PRESSURE TEST
MEASUREMENT STANDARD HYDRAULIC PRESSURE kPa (psi)
CONDITION
Selector Shift Engine Under- Reverse Over- Low/ Second Torque
Lever Position Speed Drive Clutch Drive Reverse Brake Converter
Position (rpm) Clutch (RV) Clutch Brake (2ND) (DR)
(UD) (OD) (LR)
3 (Vehicles 3rd gear 2,500
without
Autostick)
or
Autostick
(Vehicles
with Auto-
stick)
D (Vehicles 4th gear 2,500

without
Autostick)
or
Autostick
(Vehicles
with Auto-
stick)
157
SPECIAL TOOLS
TOOL TOOL NUMBER AND APPLICATION
NAME
MD998333-01 or Removal of oil pump.

MD998333 Oil pump
remover
MD998333 or Removal of oil pump.

MD998333-01 Oil
pump remover
8622 or MD998924 Use with spring compressor.

Spring compressor
retainer
MD998924 or 8622
Spring compressor
retainer
158
SPECIAL TOOLS (CONTINUED)

NAME
MD991625-01 Socket Removal and installation of

(41 mm) transfer drive gear jam nut
(F4A42).
C-3575-A Spring Removal and installation of one-

compressor way clutch inner race snap ring
(F4A42).
MD998338 or
MD5059A Spring
compressor
MD5059A or Removal and installation of one-

MD998338 Spring way clutch inner race snap ring
compressor (F4A51).
159

NAME
MD990607-01 Removal and installation of

Torque wrench output shaft nut.
socket
MD998412 Guide Installation of oil pump and

transfer drive gear.
MB991631 Clearance Measurement of reaction plate

dummy plate low/reverse brake and second
brake end plays (F4A42).
MB991632 Clearance Measurement of reaction plate

dummy plate low/reverse brake and second
brake end plays (F4A51).
MD998913 Dial Measurement of low/reverse

gauge extension brake endplay. Use with C-3339
dial indicator.
160

NAME
C-4171 Handle or • Installation/removal of input

MB990938 shaft rear bearing.
• Use with 8590 for installation.
• Use with 8591 for removal.
P-334 Bearing Removal of each bearing output

remover shaft taper roller bearing
(differential ball bearing).
8594 Installer Installation of output shaft taper

adapter roller bearing outer race.
C-3717 Bearing Installation of output shaft taper

installer roller bearing outer race.
161

NAME
MB998717 Installer Installation of cap.

adapter
D-146 Installer
adapter Installation of differential taper
roller bearing outer race (F4A42).
Use with C-4171.
MD998907 Spring Removal and installation of

compressor overdrive clutch snap ring. Use
with 8622.
MB991790 Spring Measurement of reverse clutch

compressor end play (F4A42). Use with 8622.
162

NAME
8621 Spring Measurement of reverse clutch

compressor end play (F4A51). Use with 8622.
8595 Bearing Removal of output shaft taper

remover roller bearing and transfer driven
gear.
MD998805 Installer Installation of output shaft taper

adapter (48) roller bearing (F4A42) and
transfer driven gear (F4A42).
8592 Installer Installation of output shaft taper

adapter (F4A51) roller bearing. Use with C-4171.
8597 Installer
adapter (F4A42)
163

NAME
C-4965 Installer Installation of differential taper

adapter (42) roller bearing.
C-3095 Installer Installation of transfer driven gear

adapter (50) (F4A51), differential taper roller
bearing (F4A51).
6906 Flushing tool Flushing cooler and tube.
MD998334 Oil seal Installation of oil pump oil seal.

installer
164

NAME
MD998907 Spring Removal and installation of

compressor underdrive clutch snap ring. Use
with 8622.
MB991628 Spring Measurement of underdrive

compressor clutch and overdrive clutch end
plays (F4A42). Use with 8622.
MB991629 Spring Measurement of underdrive

compressor clutch and overdrive clutch end
plays (F4A51). Use with 8622.
MD998325 Oil seal Installation of drive shaft oil seal.

installer
5058A-3 Screw Use with MD5059A spring

compressor.
165
GLOSSARY
DIAGNOSTIC TROUBLE CODE (DTC): A DTC is a two-digit number (P-code) stored
in the powertrain control module memory, indicating a malfunction with the
transaxle or its control system. Obtained by using the DRBIII® scan tool. The
DRBIII® retrieves and displays the code(s).
DUTY CYCLE: Duty cycle is comprised of the time when the solenoid valves are
energized, preventing oil flow to the clutches and brakes.
HERTZ: The frequency of an event (cycles per second).
LAND: Flat surface(s) on a valve which cause the valve to be moved to the left or right
when the fluid pressure pushing against the land is high enough to overcome spring
pressure, causing an upshift or downshift.
LIMP-IN (MAJOR): A condition where the powertrain control module shuts off the
internal controls of the transaxle to prevent or reduce the chance of internal
transaxle damage. Only 3rd gear and reverse available.
LIMP-IN (MINOR): 2nd (manual), 3rd gear and reverse available.
LOW/REVERSE BRAKE: The low/reverse brake operates in 1st and reverse gears
when the vehicle is parked and during manual operation. The low/reverse brake is
located between the reverse clutch and the output planetary carrier.
OIL PUMP: The oil pump is a hydraulic pump used to circulate fluid under pressure
to apply clutches, lubricate components and cool the transmission.
OVERDRIVE: Overdrive is a gear range in the transaxle with an output speed greater
than its input speed. For example, every 0.75 revolutions of input, the output rotates
1 revolution (0.75:1).
OVERDRIVE CLUTCH: Located in the reverse/overdrive clutch assembly, the

overdrive clutch is used in 3rd gear, 3rd gear limp-in and 4th gear.
OVERRUNNING CLUTCH: The overrunning clutch is a holding clutch located in the

planetary gear set. It is used in D-first, 2-first and 3-first.
PORT: The port is an opening in a valve through which fluid flow is controlled to the
various clutches and brakes when the port opens or closes.
REACTION PLATE: The reaction plate is a component within a clutch assembly that
backs up or retains the pressure exerted on the clutch pack from the hydraulic
pressure force of the piston when applied.
166
GLOSSARY (CONTINUED)
RETURN SPRING: The return spring is located in the reverse/overdrive clutch, and
is used to help release the overdrive clutch piston.
REVERSE CLUTCH: The reverse clutch is located in the reverse/overdrive clutch and
is used in reverse only.
SECOND BRAKE: The second brake operates in 2nd and 4th gears and is located on
top of the low/reverse brake
SOLENOID: The solenoid is an electrical component comprised of a series winding,

hollow iron core and a movable spring-loaded plunger or rod. When energized or
turned on, it creates a magnetic field that moves the plunger against spring pressure.
It converts electrical energy into mechanical force and movement and is used in the
transaxle to open or close a valve.
SWITCH VALVE: The switch valve prevents the application of the low/reverse brake
when the solenoid is OFF during limp-in operation. It is also used to reduce
hydraulic line pressure in 3rd and 4th gears.
TRANSAXLE RANGE SENSOR: The transaxle range sensor is a component that

allows for accurate transmission gear position measurement.
UNDERDRIVE CLUTCH: Located on the input shaft, the underdrive clutch is used
in all gear ranges except park, reverse, neutral and 4th.
VALVE BODY: The valve body is a component of an automatic transaxle that

contains the hydraulic valves. The valves are shifted to apply friction elements that
control planetary gearset components.
VENT: The vent consists of holes in the clutch packs that allow fluid to be released
when the solenoid to the clutch is duty cycled.
WAVE SPRING: Located in the low/reverse brake, the wave spring is used to cushion
the application of the low/reverse brake.
167
Notes:
168

F4A42/F4A51 Operation, Diagnosis and Repair

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F4A42/F4A51 Operation, Diagnosis and Repair

F4A42/F4A51 Operation, Diagnosis and Repair

INTRODUCTION AND OBJECTIVES ................................................................... 1

PARK AND NEUTRAL ........................................................................................42

POWERTRAIN CONTROL MODULE (PCM) ........................................................ 98

ACTIVITY 5.10 AUTOSTICK SELECT SWITCH ................................................134

INTRODUCTION AND OBJECTIVES

The purpose of this course is to provide training on DaimlerChrysler Corporations

Upon completion of this course you will be able to:

F4A42 AND F4A51 AUTOMATIC TRANSAXLE OVERVIEW

Figure 1 F4A42/F4A51 Transaxle (2001 Model Year Shown)

1 Rear of Transmission 6 One-Way Clutch

• A/T Automatic Transaxle

Table 1 F4A42/F4A51 Transaxle Specifications

Figure 3 Model Designation Identification

AUTOMATIC TRANSMISSION FLUID

1. Using a F4A42 or F4A51 Transmission on a bench, locate and identify the

2. Record the transmission tag number

3. Record the first five characters of the tag number

These characters represent the type and capacity of the transaxle.

4. Record the next two characters of the tag number

These numbers represent the manufacturing plant and development sequence.

Example: K1 – the transaxle was built in Kyoto works, first design.

5. Record the last four characters of the tag number

6. Why is the information contained in the tag number important?

7. How do you remove the solenoid connector from the transmission?

8. The fluid identification information is stamped in the dipstick.

1 Strainer 2 Second Brake Retainer Oil Seal

1 Transaxle Case 4 Oil Filter

1 DCC Release Check Port 6 Transaxle Case

• The torque converter consists of an impeller, a turbine and a stator.

MANUAL CONTROL LEVER

1 Parking Roller Rod 5 Parking Gear

VALVE BODY LOCATION

Table 3 Accumulator Springs

TASK ONE: VALVE BODY REMOVAL

2. Do not remove the four 70 mm bolts as shown in figure 12.

1 70 mm – 3 (Do Not Remove) 2 70 mm –1 (Do Not Remove)

5. How is the solenoid harness removed?

TASK TWO: STRAINER AND 2ND BRAKE SEAL REMOVAL

2. Is the second brake seal oriented?

4. Which clutch or brake has only one accumulator spring?

TASK FOUR: MANUAL LEVER REMOVAL

1 O-rings 3 Manual Lever

SPEEDOMETER GEAR (2001 MODEL YEAR WITH VSS)

Table 4 F4A42/F4A51 Gear Ratios

1 Vehicle Speed Sensor

Caution: The oil pump is not serviceable; it must be replaced as a pump

Figure 15 Oil Pump

1 Main Oil Filter

TASK ONE: CASE SEPARATION

2. What is the measured input shaft endplay?

3. What is the input shaft endplay standard value (specification)?

4. Separate the converter housing and transaxle case.

6. Remove the differential assembly from the case.

4. Do not disassemble the oil pump.

Why is it important not to disassemble the oil pump?

5. Remove the input shaft, UD clutch and hub.