Chilton's Guide to Automatic Transmission Repair Manual 1984-89 Import Cars & Light Trucks 0801980534, 9780801980534

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ACPL ITEM DISCARDED

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& Maintenance Series

IU/DE TO

DO NOT REMOVE CARDS FROM POCKET

ALLEN COUNTY PUBLIC LIBRARY FORT WAYNE, INDIANA 46802

You may return this book to any agency, branch, or bookmobile of the Allen County Public Library.

DEMCO

Chilton's guide to automatic transmission repai r

AUTOMA TRANSMISSION REPAIR

1984-89IMPORT CARS & LIGHT TRUCKS

President Senior Vice President, Book Publishing & Research Vice President & General Manager Editor-In-Chief Managing Editor Managing Editor Manager of Manufacturing Production Manager Senior Editor Senior Editor

Gary R. Ingersoll Ronald A. Hoxter John P. Kushnerick Kerry A. Freeman, S.A.E. Dean F. Morgantini, S.A.E. David H. Lee, A.S.E., S.A.E. John J. Cantwell W. Calvin Settle, Jr., S.A.E. Richard J. Rivele, S.A.E. Nick D’Andrea

/ilfff WlAfSOOK WXRirf COMPANY ONE OF THE ABC PUBLISHING COMPANIES, A PART OF CAPITAL CITIES/ABC, INC.

Manufactured in USA ® 1990 Chilton Book Company Chilton Way, Radnor, PA 19089 ISBN 0-8019-8053-4 1234567890

9876543210

1

AUTOMATIC TRANSMISSIONS AND TRANSAXLES

General Information

1-1

O AUTOMATIC Cm TRANSAXLES Honda and Acura/Sterling CA-4, F4-4, 64-4, K4-4, L5-4, LU-4 and PI-4 Isuzu KF100 Mazda F3A Mazda G4AEL, G4AHL and FU06 Mitsubishi KM175 and KM177 Nissan RE4F02A and RL4F02A Porsche 087N Porsche A28 Saab ZF 3HP-18 and ZF 4HP-18 Subaru ECVT Subaru MP-T Suzuki Aisin Seiki—880001 Toyota A132L

2-2 2-53 2-79 2-119 2-125 2-179 2-231 2-247 2-261 2-271 2-303 2-365 2-397

Q AUTOMATIC O TRANSMISSIONS Isuzu and Mitsubishi AW370, AW372L and KM148 Isuzu and Toyota AW30-80LE, A340E and A340H Isuzu AW03-55 and AW03-75 Mazda N4AEL Mazda R4AEL Mazda N4AHL Nissan RE4R01A Toyota A440F and A440L

3-2 3-61 3-145 3-177 3-221 3-259 3-293 3-325

Section 1

Automatic T ransmissions/T ransaxles General information GENERAL INFORMATION Introduction.

1-2

Metric and Inch Fasteners. Critical Measurements. Electronically Controlled Units. Lockup Torque Converter Units. Overdrive Units. CVT Units.

1-2 1-2 1-3 1-3 1-5 1-6

DIAGNOSING MALFUNCTIONS Introduction.

1-6

Systematic Diagnosis. General Diagnosis. Clutch and Band Application Diagnosis. Noise Diagnosis. Fluid Diagnosis. Fluid Condition. System Flushing.

1-6 1-6 1-6 1-7 1-7 1-8 1-8

Special Tools.

1-8

TRANSMISSION/TRANSAXLE NAME CHANGE Old Designation

New Designation

THM 180C

Hydra-Matic 3L30

THM R-1

Hydra-Matic 4L30-E

THM A-1

Hydra-Matic 3T40-A

THM 125C

Hydra-Matic 3T40

THM 700-R4

Hydra-Matic 4L60

THM 440-T4

Hydra-Matic 4T60

THM 400

Hydra-Matic 3L80

THM 475

Hydra-Matic 3L80-HD

THM 200-4R

THM 200-4R

THM F-7

THM F-7

HM-290©

Hydra-Matic 5LM60 ©

HM-282 ©

Hydra-Matic 5TM40 ©

HM-117®

HM-117©

NOTE- Bv SeDtember 1 1991 Hydra-Matic will have changed the name designation on various transmission/transaxle assemblies throughout its product line. Units built between 1989 and 1990 will serve as transitional years in which a dual system, made up of the old designation and the new designation will be in effect. ® Manual Units

1-1

AUTOMATIC TRANSMISSIONS/TRANSAXLES GENERAL INFORMATION

GENERAL INFORMATION Introduction With this edition of Chilton’s Professional Transmission Man¬ ual- import vehicles, we continue to assist the professional transmission repair trade to perform quality repairs and adjust¬ ments for that “like new” dependability of the transmission/ transaxle assemblies. This concise, but comprehensive service manual places em¬ phasis on diagnosing, troubleshooting, adjustments, testing, disassembly and assembly of the automatic transmission/ transaxle.

Metric Fasteners and Inch System Fasterners Metric bolt sizes and thread pitches are used for all fasteners on the automatic transmissions/transaxles now being manufac¬ tured. The metric bolt sizes and thread pitches are very close to the dimensions of the similar inch system fasteners and for this reason, replacement fasteners must have the same measure¬ ment and strength as those removed.

GRADE 1 or 2

GRADE 5

Metric Bolts—Identification Class Numbers Correspond To Bolt Strength—Increasing Numbers Represent Increasing Strength. Common Metric Fastener Bolt Strength Property Are 9.8 And 10.9 With The Class Identification Embossed On The Bolt Head.

Typical metric bolt head identification marks Do not attempt to interchange metric fasteners for inch sys¬ tem fasteners. Mismatched and incorrect fasteners can result in damage to the transmission/transaxle unit through malfunc¬ tion, breakage or possible personal injury. Care should be exer¬ cised to reuse the fasteners in their same locations as removed when every possible. If any doubt exists in the reuse of fasten¬ ers, install new ones. To avoid stripped threads and to prevent metal warpage, the use of the torque wrench becomes more important, as the gear box assembly and internal components are being manufactured from light weight material. The torque conversion charts should be understood by the repairman, to properly service the requirements of the torquing procedures. When in doubt, refer to the specifications for the transmission/transaxle being ser¬ viced or overhauled.

Critical Measurements

GRADE 8

English (Inch) Bolts—Identification Marks Correspond To Bolt Strength—Increasing Number Of Slashes Represent Increasing Strength.

Typical english bolt head identification marks

With the increase use of transaxles and the close tolerances needed throughout the drive train, more emphasis is placed upon making the critical bearing and gear measurements cor¬ rectly and being assured that correct preload and turning torque exists before the unit is reinstalled in the vehicle. Should a

METRIC SYSTEM Bolt Ml 2-1.75x25

(ENGLISH) INCH SYSTEM Bolt, 1/2-13x1

G- Grade Marking

P- Property Class* (bolt strength)

(bolt strength) L- Length, (inches)

L- Length (millimeters)**

T• Thread Pitch

T- Thread Pitch (thread width crest to crest mm)

(thread/inch) D- Nominal Diameter

D- Nominal Diameter

(inches)

(millimeters)

'The property class is an Arabic numeral distinguishable from the slash SAE English grade system *The length of all bolts is measured from the underside of the head to the end.

English and metric bolt and thread nomenclature

1-2

AUTOMATIC TRANSMISSIONS/TRANSAXLES GENERAL INFORMATION

comeback occur because of the lack of proper clearances or torque, a costly rebuild can result. Rather than rebuilding a unit by “feel”, the repairman must rely upon precise measuring tools, such as the dial indicator gauge, micrometers, torque wrenches and feeler gauges to insure that correct specifications are adhered to. At the end of each transmission/transaxle sec¬ tion specification data is provided so that the repairman can measure important clearances that will effect the outcome of the transmission/transaxle rebuild.

Electronically Controlled Units Today transmissions/transaxles are being developed and manu¬ factured with electronically controlled components. The de¬ mand for lighter, smaller and more fuel efficient vehicles has re¬ sulted in the use of electronics to control both the engine spark and fuel delivery. Certain transmission/transaxle assemblies are a part of the electronic controls, by sending signals of vehicle speed and throttle opening to an on-board computer, which in turn computes these signals, along with others from the engine assembly, to determine if spark occurrence should be changed or the delivery of fuel should be increased or decreased. The computer signals are then sent to their respective controls and/ or sensors as required. Automatic transmissions/transaxles with microcomputers to determine gear selections are now in use. Sensors are used for engine and road speeds, engine load, gear selector lever position, kickdown switch and a status of the driving program to send sig¬ nals to the microcomputer to determine the optimum gear selec¬ tion, according to a preset program. The shifting is accom¬ plished by solenoid valves in the hydraulic system. I he electron¬ ics also control the modulated hydraulic system during shifting, along with regulating engine torque to provide smooth shifts be¬ tween gear ratio changes. This type of system can be designed for different driving programs, such as giving the operator the choice of operating the vehicle for either economy or performance.

Lockup Torque Converter Units description Most all vehicle transmissions/transaxles are equipped with a lockup torque converter. The lockup torque converter clutch

should apply when the engine has reached near normal operat¬ ing temperature in order to handle the slight extra load and when the vehicle speed is high enough to allow the operation of the clutch to be smooth and the vehicle to be free of engine pulses. When the converter clutch is coupled to the engine, the engine pulses can be felt through the vehicle in the same manner as if equipped with a clutch and standard transmission. Engine con¬ dition, engine load and engine speed determines the severity of the pulsations. The converter clutch should release when torque multiplica¬ tion is needed in the converter, when coming to a stop, or when the mechanical connection would affect exhaust emissions dur¬ ing a coasting condition. The electrical control components consists of the brake re¬ lease switch, the low vacuum switch and the governor switch. Some transmission/transaxles have a thermal vacuum switch, a relay valve and a delay valve. Diesel engines use a high vacuum switch in addition to certain above listed components. These various components control the flow of current to the apply valve solenoid. By controlling the current flow, these compo¬ nents activate or deactivate the solenoid, which in turn engages or disengages the transmission/transaxle converter clutch, de¬ pending upon the driving conditions. The components have 2 basic circuits, electrical and vacuum.

ELECTRICAL CURRENT FLOW All of the components in the electrical circuit must be closed or grounded before the solenoid can open the hydraulic circuit to engage the converter clutch. The circuit begins at the fuse panel and flows to the brake switch as long as the brake pedal is not depressed. The current will flow to the low vacuum switch on gasoline engines and to the high vacuum switch on diesel en¬ gines. These switches open or close the circuit path to the sole¬ noid, dependent upon the engine or pump vacuum. If the low vacuum switch is closed (high switch on diesel engines), the cur¬ rent continues to flow to the transmission/transaxle case con¬ nector and then into the solenoid and to the governor pressure switch. When the vehicle speed is approximately 35-50 mph, the governor switch grounds to activate the solenoid. The solenoid, in turn, opens a hydraulic circuit to the converter clutch assem¬ bly, engaging the unit. It should be noted that external vacuum controls include the thermal vacuum valve, the relay valve, the delay valve, the low

1-3

AUTOMATIC TRANSMISSIONS/TRANSAXLES GENERAL INFORMATION

vacuum switch and a high vacuum switch (used on diesel en¬ gines). Keep in mind that all of the electrical or vacuum compo¬ nents may not be used on all engines, at the same time.

VACUUM FLOW The vacuum relay valve works with the thermal vacuum valve to keep the engine vacuum from reaching the low vacuum valve switch at low engine temperatures. This action prevents the clutch from engaging while the engine is still warming up. The delay valve slows down the response of the low vacuum switch to changes in engine vacuum. This action prevents the low vacu¬ um switch from causing the converter clutch to engage and dis¬ engage too rapidly. The low vacuum switch deactivates the con¬ verter clutch when engine vacuum drops to a specific low level during moderate acceleration just before a part-throttle trans¬ mission downshift. The low vacuum switch also deactivates the clutch while the vehicle is coasting because it receives no vacu¬ um from its ported vacuum source. The high vacuum switch, on diesel engines, deactivates the converter clutch while the vehicle is coasting. The low vacuum switch used on diesel engines only deactivates the converter clutch during moderate acceleration, just prior to a part-throttle downshift. Because the diesel engine’s vacuum source is a vacu¬ um pump, rather than from a carburetor port, diesel engines re¬ quire both the high and the low vacuum switch to achieve the same results as the low vacuum switch used on gasoline engines.

COMPUTER CONTROLLED CONVERTER CLUTCH With the use of microcomputers governoring the engine fuel and spark delivery, the converter clutch electronic control has

1-4

been changed to provide the grounding circuit for the solenoid valve through the microcomputer, rather than the governor pressure switch. Sensors are used in place of the formerly used switches. These sensors send signals back to the microcomput¬ ers to indicate if the engine is in its proper mode to accept the mechanical lockup of the converter clutch. Normally a coolant sensor, a throttle position sensor, an en¬ gine vacuum sensor and a vehicle speed sensor are used to signal the microcomputer when the converter clutch can be applied. Should a sensor indicate the need for the converter clutch to be deactivated, the grounding circuit to the transmission/transaxle solenoid valve would be interrupted and the converter clutch would be released.

HYDRAULIC CONVERTER CLUTCH OPERATION Numerous automatic transmissions/transaxles rely upon hy¬ draulic pressures to sense and determine when to apply the con¬ verter clutch function. This type of automatic transmission/ transaxle unit is considered to be a self-contained unit with only the shift linkage, throttle cable or modulator valve being exter¬ nal. Specific valves, located within the valve body or oil pump housing, are put into operation when a sequence of events occur within the unit. For example, to engage the converter clutch, most all automatic transmissions require the gear ratio to be in the top gear before the converter clutch control valves can be placed in operation. The governor and throttle pressures must maintain specific fluid pressures at various points within the hydraulic circuits to aid in the engagement or disengagement of the converter clutch. In addition, check valves must properly

GENERAL INFORMATION

SECTION

1

AUTOMATIC TRANSMISSIONS/TRANSAXLES

3 UNITS TURN ONE-WAY CLUTCH LOCKED UP STATOR REVERSES FLOW

ROTATION FORCE ON STATOR VORTEX FLOW

Stator operation in lockup and freewheeling modes seal and move the exhaust pressurized fluid at the correct time to avoid “shudders” or “chuckles” during the initial application and engagement of the converter clutch.

CENTRIFUGAL CONVERTER CLUTCH Transmissions/transaxles also use a torque converter that me¬ chanically locks up centrifugally without the use of electronics or hydraulic pressure. At specific input shaft speeds, brake-like shoes move outward from the rim of the turbine assembly, to engage the converter housing, locking the converter unit me¬ chanically together for a 1:1 ratio. Slight slippage can occur at the low end of the rpm scale, but the greater the rpm, the tighter the lockup. Again, it must be mentioned, that when the convert¬ er has locked up, the vehicle may respond in the same manner as driving with a clutch and standard transmission. This is consid¬ ered normal and does not indicate converter clutch or transmis¬ sion/transaxle problems. Keep in mind if the engine is in need of a tune-ups or repairs, the lockup “shudder” or “chuckle feel¬ ing may be greater.

to the turbine shaft, which in turn, is splined into the converter turbine. Another type of overdrive assembly is a separation of the overdrive components by having them at various points along the gear transassembly and also utilizing them for other gear ranges. Instead of having a brake clutch pack, an overdrive band

SUBARU ECVT CUTAWAY Reverse Gears

Hydraulic Pump

Electronic Magnetic Powder Clutch

Input Shaft

CONFIRMING CONVERTER LOCKUP To confirm that the lockup function of the torque converter has occurred, check the engine rpm with a tachometer while the ve¬ hicle is being driven. If the torque converter is locked up, the en¬ gine rpm will decrease approximately 200-400 rpm, at the time of lockup.

Overdrive Units With need for greater fuel economy, the automatic transmis¬ sion/transaxles were among the many vehicle components that have been modified to aid in this quest. Internal changes have been made and in some cases, additions of a fourth gear to pro¬ vide the overdirect or overdrive gear ratio. I he reasoning for adding the overdrive capability is that an overdrive ratio enables the output speed of the transmission/transaxle to be greater than the input speed, allowing the vehicle to maintain a given speed with less engine speed. This results in better fuel economy and a slower running engine. , , , The automatic overdrive unit usually consists of an overdrive planetary gear set, a roller one-way clutch assembly and 2 fric¬ tion clutch assemblies, one as an internal clutch pack and the second for a brake clutch pack. The overdrive carrier is splined

Secondary Pulley

Metal Belt

Differential Drive-Driven Gear

Typical ECVT transaxle assembly

1-5

AUTOMATIC TRANSMISSIONS/TRANSAXLES GENERAL INFORMATION

is used to lock the planetary sun gear. In this type of transmis¬ sion, the converter cover drives the direct driveshaft clockwise at engine speed, which in turn drives the direct clutch. The di¬ rect clutch then drives the planetary carrier assembly at engine speed in a clockwise direction. The pinion gears of the planetary gear assembly “walk around” the stationary reverse sun gear, again in a clockwise rotation. The ring gear and output shaft are therefore driven at a faster speed by the rotation of the plane¬ tary pinions. Because the input is 100% mechanical drive, the converter can be classified as a lockup converter in the overdrive position.

CVT Units The continuously variable transmission/transaxle (CVT) is a

new type of automatic transmission/transaxle. The CVT offers a vehicle drive ratio that is equal to that of a 5 speed (or more) manual gear box. The CVT transmission/transaxle is lighter in weight than the regular automatic transmission/transaxle. This is because 2 variable sheave pulleys eliminate the need for the mass of gears that are incorporated in the regular automatic transmission/transaxle. Also in production is an electronic continuously variable transmission/transaxle (ECVT). This transmission uses elec¬ tronic solenoids to regulate the hydraulic shift controls and has electronic controls mounted on the valve body, which are used to regulate how the sheave pulleys vary their diameters. This unit also incorporates a powder electromagnetic clutch. This clutch consists of a chamber filled with very fine stainless steel powder. The clutch spins free until the coils are energized and in turn magnetize the powder and lockup the clutch.

DIAGNOSING AUTOMATIC TRANSMISSION/TRANSAXLE MALFUNCTIONS Introduction Diagnosing automatic transmission/transaxle problems is sim¬ plified following a definite procedure and understanding the ba¬ sic operation of the individual transmission/transaxle that is be¬ ing inspected or serviced. Do no attempt to short-cut the proce¬ dure or take for granted that another technician has performed the adjustments or the critical checks. It may be an easy task to locate a defective or burned-out unit, but the technician must be skilled in locating the primary reason for the unit failure and must repair the malfunction to avoid having the same failure oc¬ cur again. Each automatic transmission/transaxle manufacturer has de¬ veloped a diagnostic procedure for their individual transmis¬ sions/transaxles. Although the operation of the units are basi¬ cally the same, many differences will appear in the construction, method of unit application and the hydraulic control system. The same model transmission/transaxle can be installed in different makes of vehicles and are designed to operate under different load stresses, engine applications and road conditions. Each make of vehicle will have specific adjustments or use cer¬ tain outside manual controls to operate the individual unit, but may not interchange with another transmission/transaxle vehi¬ cle application from the same manufacturer. The identification of the transmission/transaxle is most im¬ portant so that the proper preliminary inspections and adjust¬ ments may be done and if in need of a major overhaul, the cor¬ rect parts may be obtained and installed to avoid costly delays.

Systematic Diagnosis Transmission/transaxle manufacturers have compiled diagnos¬ tic aids to use when diagnosing malfunctions through oil pres¬ sure tests or road test procedures. Diagnostic symptom charts, operational shift speed charts, oil pressure specifications, clutch and band application charts and oil flow schematics are some of the aids available. Numerous manufacturers and re-manufacturers require a di¬ agnosis check sheet be filled out by the diagnostician, pertaining to the operation, fluid level, oil pressure (idling and at various speeds), verification of adjustments and possible causes and the need correction of the malfunctions. In certain cases, authoriza¬ tion must be obtained before repairs can be done, with the diag¬ nostic check sheet accompanying the request for payment or warranty claim, along with the return of defective parts. It is a good policy to use the diagnostic check sheet for the evaluation of all transmission/transaxle diagnosis and include

1-6

the complete check sheet in the owners service file, should fu¬ ture reference be needed. Many times, a rebuilt unit is exchanged for the defective unit, saving down time for the owner and vehicle. However, if the di¬ agnostic check sheet would accompany the removed unit to the rebuilder, more attention could be directed to verifying and re¬ pairing the malfunctioning components to avoid costly come¬ backs of the rebuilt unit, at a later date. Most large volume re¬ builders employ the use of dynamometers, as do the new unit manufacturers, to verify proper build-up of the unit and its cor¬ rect operation before it is put in service.

General Diagnosis Should the diagnostician not use a pre-printed check sheet for the diagnosing of the malfunctioning unit, a sequence for diag¬ nosis of the gear box is needed to proceed in an orderly manner. During the road test, use all the selector ranges while noting any differences in operation or changes in oil pressure, so that the defective unit or hydraulic circuit can be isolated and the mal¬ function corrected. A suggested sequence is as follows: 1. Inspect and correct the fluid level. 2. Inspect and adjust the throttle or kickdown linkage. 3. Inspect and adjust the manual linkage. 4. Be sure to properly install a pressure gauge to the trans¬ mission/transaxle as instructed in the individual repair section. 5. Road test the vehicle (with owner if possible).

Clutch and Band Or Brake Application Diagnosis During the road test, operate the transmission/transaxle in each gear position and observe the shifts for signs of any slippage, variation, sponginess or harshness. Note the speeds at which the upshifts and downshifts occur. If slippage and engine flareup occurs in any gear, clutch band or overrunning clutch prob¬ lems are indicated and depending upon the degree of wear, a ma¬ jor overhaul may be indicated. The clutch and band or brake application chart in each trans¬ mission/transaxle section provides a basis for road test analysis to determine the internal units applied or released in a specific gear ratio. NOTE: Some transmissions/transaxles use brake and clutches in place of bands and are usually indicated at B1 and B2 on the unit application chart. These compo¬ nents are diagnosed in the same manner as one would diagnose a band equipped gearbox.

AUTOMATIC TRANSMISSIONS/TRANSAXLES GENERAL INFORMATION

TRANSMISSION/TRANSAXLE NOISE DIAGNOSIS In diagnosisng transmission/transaxle noises, the diagnostician must be alert to any abnormal noises from the transmission/ transaxle area or any excessive movement of the engine or the transmission/transaxle assembly during torque application or transmission/transaxle shifting. NOTE: Before attempting to diagnose automatic transmission/transaxle noises, be sure the noises do not originate from the engine components, such as the wa¬ ter pump, alternator, air conditioner compressor, pow¬ er steering or the air injection pump. Isolate these com¬ ponents by removing the proper drive belt and operate the engine. Do not operate the engine longer than 2 min¬ utes at a time to avoid overheating. 1. Whining or siren type noises can be considered normal if occurring during a stall speed test, due to the fluid flow through the converter. 2. A continual whining noise with the vehicle stationary and if the noise increases and decreases with the engine speed, the following defects could be present: a. Oil level low b. Air leakage into pump (defective gasket, O-ring or poros¬ ity of a part) c. Pump gears damaged or worn d. Pump gears assembled backward e. Pump crescent interference 3. A buzzing noise is normally the result of a pressure regula¬ tor valve vibrating or a sealing ring broken or worn out and will usually come and go, depending upon engine and the transmis¬ sion/transaxle speed. 4. A constant rattling noise that usually occurs at low engine speed can be the result of the vanes stripped from the impeller or turbine face or internal interference of the converter parts. 5. An intermittent rattleing noise reflects a broken flywheel or flex plate and usually occurs at low engine speed with the transmission/transaxle in gear. Placing the transmission/trans¬ axle in N or P will change the rattling noise or stop it for a short time. 6. Gear noise (1 gear range) will normally indicate a defective planetary gear unit. Upon shifting into another gear range, the noise will cease. If the noise carries over to the next gear range, but at a different pitch, defective thrust bearings or bushings are indicated. 7. Engine vibration or excessive movement can be caused by transmission/transaxle filler or cooler lines vibrating due to bro¬ ken or disconnected brackets. If excessive engine or transmis¬ sion/transaxle movement is noted, look for broken engine or transmission/transaxle mounts.

1

NOTE: When necessary to support an engine equipped with metal safety tabs on the mounts, be sure the metal tabs are not in contact with the mount brack¬ et after the engine or transmission/transaxle assembly is again supported by the mounts. A severe vibration can result. 8. Squeal at low vehicle speeds can result from a speedometer driven gear seal, a front pump seal or rear extension seal being dry. 9. The above list of noises can be used as a guide. Noises other than the ones listed can occur around or within the transmis¬ sion assembly. A logical and common sense approach will nor¬ mally result in the source of the noise being detected.

Fluid Diagnosis FLUID INSPECTION AND LEVEL Most automatic transmissions/transaxles are designed to oper¬ ate with the fluid level between the ADD or ONE PINT and FULL marks on the dipstick indicator, with the fluid at normal operating temperature. The normal operating temperature is attained by operating the engine assembly for at least 8-15 miles of driving or its equivalent. The fluid temperature should be in the range of 150-200°F when normal operating tempera¬ ture is attained. NOTE: If the vehicle has been operated for long peri¬ ods at high speed or in extended city traffic during hot weather, an accurate fluid level check cannot be made until the fluid cools, normally 30 minutes after the vehi¬ cle has been parked, due to fluid heat in excess of 200°F. The transmission/transaxle fluid can be checked during 2 ranges of temperatures. 1. Transmission/transaxle at normal operating temperature. 2. Transmission/transaxle at room temperature. During the checking procedure and adding of fluid to the transmission/transaxle, it is most important not to overfill the reservoir in order to avoid foaming and loss of fluid through the breather, which can cause slippage and transmission/transaxle failure.

Transmission/Transaxle at Room temperature 65-95°F-DIPSTICK COOL TO TOUCH NOTE: The automatic transmissions/transaxles are sometimes overfilled because the fluid level is checked when the transmission/transaxle has not been operated and the fluid is cold and contracted. As the transmission/transxle is warmed to normal operating tempera¬ ture, the fluid level can change as much as 3/» in. 1. With the vehicle on a level surface, engine idling, wheels blocked or parking brake applied, move the selector lever through all the ranges to fill the passages with fluid. 2. Place the selector lever in the P position and remove the dipstick from the transmission/transaxle. Wipe clean the re-in¬ sert it back into the dipstick tube. 3. Remove the dipstick and observe the fluid level mark on the dipstick stem. The fluid should be directly below the FULL indicator. NOTE: Most dipsticks will have either one mark or two marks, such as dimples or holes in the stem of the dipstick, to indicate the cold level, while others may be marked HOT or COLD levels. 4. Add enough fluid, as necessary, to the transmission/trans¬ axle, but do not overfill. This operation is most critical, due to the expansion of the fluid under heat.

1-7

5 fli

AUTOMATIC TRANSMISSIONS/TRANSAXLES

h

GENERAL INFORMATION

I

Transmission/Transaxle at Normal operating Temperature 150-200°F- DIPSTICK HOT TO THE TOUCH 1. With the vehicle on a level surface, engine idling, wheels blocked or parking brake applied, move the gear selector lever through all the ranges to fill the passages with fluid. 2. Place the selector lever in the P position and remove the dipstick from the transmission/transaxle. Wipe clean and rein¬ sert and dipstick to its full length into the dipstick tube. 3. Remove the dipstick and observe the fluid level mark on the dipstick stem. The fluid level should be between the ADD and the FULL marks. If necessary, add fluid through the filler tube to bring the fluid level to its proper height. 4. Reinstall the dipstick and be sure it is sealed to the dipstick filler tube to avoid the entrance of dirt or water.

FLUID TYPE SPECIFICATIONS The automatic transmission fluid is used for numerous func¬ tions such as a power-transmitting fluid in the torque convert¬ er, a hydraulic fluid in the hydraulic control system, a lubricat¬ ing agent for the gears, bearings and bushings, a frictoin-controlling fluid for the bands and clutches and a heat transfer medium to carry the heat to an air or cooling fan arrangement. Because of the varied automatic transmission/transaxle de¬ signs, different frictional characteristics of the fluids are re¬ quired so that one fluid cannot assure freedom from chatter or squawking from the bands and clutches. Operating tempera¬ tures have increased sharply in many new transmissions/trans¬ axles and the transmission/transaxle drain intervals have been extended or eliminated completely. It is therefore most impor¬ tant to install the proper automatic transmission fluid into the automatic transmission/tranaxle design for its use.

FLUID CONDITION During the checking of the fluid level, the fluid condition should be inspected for color and odor. The normal color of the fluid is deep red or orange-red and should not be a burned brown or black color. If the fluid color should turn to a green/brown shade at an early stage of transmission/transaxle operation and have an offensive odor, but not a burned odor, the fluid condition is considered normal and not a positive sign of required mainte¬ nance or transmission/transaxle failure. With the use of absorbent white paper, wipe the dipstick and examine the stain for black, brown or metallic specks, indicating clutch, band or bushing failure, and for gum or varnish on the dipstick or bubbles in the fluid, indicating either water or anti¬ freeze in the fluid. Should there be evidence of water, antifreeze or specks of resi¬ due in the fluid, the oil pan should be removed and the sediment inspected. If the fluid is contaminated or excessive solids are found in the removed oil pan, the transmission/transaxle should be disassembled, completely cleaned and overhauled. In addi¬ tion to the cleaning of the transmission/transaxle, the converter and transmission/transaxle cooling system should be cleaned and tested.

SYSTEM FLUSHING Much reference has been made to the importance of flushing the transmission/transaxle fluid coolers and lines during an over¬ haul. With the increased use of converter clutch units and the

1-8

necessary changes to the internal fluid routings, the passage of contaminated fluid, sludge or metal particles to the fluid cooler is more predominate. In most cases, the fluid returning from the fluid cooler is directed to the lubrication system and should the system be deprived of lubricating fluid due to blockage pre¬ mature unit failure will occur.

Procedure 1. Disconnect both fluid lines from the transmission/transax¬ le assemblies, leaving the lines attached to the cooler. 2. Add a length of hose to the return line and place in a con¬ tainer. Flush both lines and the cooler at the same time. NOTE: When flushing the cooling components, use a commercial flushing fluid or its equivalent. Reverse flush the lines and cooler with the flushing fluid and pul¬ sating air pressure. Continue the flushing process until clean flushing fluid appears. Remove the flushing fluid by the addition of transmission fluid through the lines and cooler.

Special Tools There are an unlimited amount of special tools and accessories available to the transmission rebuilder to lessen the time and ef¬ fort required in performing the diagnosing and overhaul of the automatic transmission/transaxles. Specific tools are necessary during the disassembly and assembly of each unit and its subassemblies. Certain tools can be fabricated, but it becomes the responsibility of the repair shop operator to obtain commer¬ cially manufactured tools to insure quality rebuilding and to avoid costly “come backs”. The commercial labor saving tools range from puller sets, bushing and seal installer sets, compression tools and presses (both mechanically and hydraulically operated), holding fix¬ tures, oil pump aligning tools, degreaser tanks, steam cleaners, converter flushing machines, transmission/transaxle jacks and lifts, to name a few. For specific information concerning the var¬ ious tools, a parts and tool supplier should be consulted. The use of the basic measuring tools has become more critical in the rebuilding process. The increased use of front drive trans¬ axles, in which both the automatic transmission/transaxle and the final drive gears are located, has required the rebuilder to adhere to specifications and tolerances more closely than ever before. Bearings must be torqued or adjusted to specific preloads in order to meet the rotating torque drag specifications. The end play and backlash of the varied shafts and gears must be mea¬ sured to avoid excessive tightness or looseness. Critical tension¬ ing bolts must be torqued to specification. Dial indicators must be protected and used as a delicate mea¬ suring instrument. A mutilated or un-calibrated dial indicator invites premature unit failure and destruction. Torque wrench¬ es are available in many forms, some cheaply made and others, accurate and durable under constant use. To obtain accurate readings and properly applied torque, recalibration should be applied to the torque wrenches periodically, regardless of the type used. Micrometers are used as precise measuring tools and should be properly stored when not in use. Instructions on the recalibration of the micrometers and a test bar usually accompa¬ ny the tool when it is purchased. Other measuring tools are available to the rebuilder and each in their own way, must be protected when not in use to avoid causing mis-measuring in the fitting of a component to the unit.

Section 2

Automatic Transaxle Applications Vehicle Manufacturer Honda, Acura/Sterling Isuzu Mazda

1985-89 1984-88 1987-89

Vehicle Model Civic, Accord, Integra, Legend, 825 1-Mark GLC, 323, and 626 323, 626 and MX-6

Mitsubishi, Hyundai Nissan Porsche

1985-89 1984-89 1984-89 1984-89 1985-89

Galant, Galant Sigma Sentra, Pulsar, Stanza 928 924, 944 9000

Mitsubishi Jatco ZF

Subaru

1989 1987-89

Subaru Subaru

Suzuki Toyota

1989 1987-89

Justy XT Coupe, XT 4WD, Legacy Swift Tercel

Transaxle Identification CA-4, F4-4, LU-4, G4-4, PI-4, L5-4 KF100 F3A G4AEL, G4AHL and FU-06 KM175 and KM177 RE4F02A, RL4F02A A28 087N ZF-3HP18, ZF-4HP18 ECVT MP-T

Aisin-Seiki Aisin-Warner

880001 A132L

Saab

Year 1986-89

Transaxle Manufacturer Honda Jatco Jatco Mazda

2-1

SECTION

AUTOMATIC TRANSAXLES Transmission case Front cover Rear planetary gearOne-way clutch-

Converter housing Torque converter Drive plate

Front planetary gearLow and reverse brakeForward clutch (Rear)Band brakeHigh-reverse clutch (Front)-

Oil pump

Side gear Pinion mate Pinion mate shaft Differential case

Section A-A

Crosssectional view of an automatic transaxle

2-2

-Idler gear

Section 2

CA-4, F4-4, G4-4, K4-4, L5-4, LU-4 and PI-4 Transaxles Honda and Acura/Sterling APPLICATIONS

2-4

GENERAL DESCRIPTION

2-4 2-4 2-4 2-5 2-6 2-6

Transaxle and Converter Identification . Electronic Controls . Metric Fasteners . Capacities. Checking Fluid Level.

TROUBLE DIAGNOSIS Hydraulic Control System . Chilton’s Three C’s Diagnosis . Clutch and Brake Application . Diagnosis Tests. Pressure Tests . Road Test . Stall Speed Test . Electrical Control System . Indicator Diagnosis. Throttle Angle Sensor Test . Lockup Control Solenoid Test .

2-6 2-10 2-7 2-6 2-12 2-12 2-12 2-12 2-12 2-15 2-32 2-32

REMOVAL AND INSTALLATION

2 35

BENCH OVERHAUL Transaxle Disassembly

2 37

Transaxle Housing . Mainshaft and Countershaft. Governor. Main Valve Body. Control Shaft .

2-37 2-38 2-38 2-38 2-38

Unit Disassembly and Assembly One Way Clutch and Parking Gear. Main Valve Body. Regulator Valve Body . Lockup Shift Valve Body. Servo Valve Body . Governor Valve . Mainshaft. Countershaft. Clutch Assembly. End Cover. Reverse Idler Gear .

2-38 2-38 2-39 2-41 2-41 2-42 2-42 2-44 2-44 2-47 2-47

Transaxle Assembly ON CAR SERVICES Adjustments Shift Indicator. Shift Cable . Throttle Control Cable.

Services Fluid Changes. Speed Pulser Removal and Installation . Lockup Control Solenoid Removal and Installation

Unit Assembly .

2-48

SPECIFICATIONS Torque Specifications . Thrust Washer Selection. Distance Collar Selection. Accumulator Spring Free Length . Splined Thrust Washer Selection .

SPECIAL TOOLS

2-51 2-51 2-50 2-51 2-52 2 52

2-3

U)

m o H

2

AUTOMATIC TRANSAXLES CA-4, F4-4, G4-4, K4-4, L5-4, LU-4 AND PI-4-HONDA AND ACURA/STERLING

O Z

APPLICATION HON DA TRANSAXLE IDENTIFICATION Year

1986

Vehicle

Civic Accord Prelude

1987

Civic Accord

1989

Engine

Transaxle

Year

1.3L/1.5L

CA-4

1986

2.0L

F4-4

Vehicle

Engine

Transaxle

Integra

1.6L

CA-4

Legend

2.5/2.7

G4-4

Integra

2.0L

F4-4

1.6L

CA-4

1.3L/1.5L

CA-4

Legend

2.5L

G4-4

2.0L

F4-4

Legend Coupe

2.7L

G4-4

2.0L

F4-4

1.5L/1.6L

LU-4

Accord

2.0L

F4-4

Prelude

2.0L

K4-4

1.5L/1.6L

Prelude 1988

ACURA TRANSAXLE IDENTIFICATION

1987

1988

Integra

1.6L

PI-4

Legend

2.5L

L5-4

Legend Coupe

2.7L

L5-4

Integra

1.6L

PI-4

LU-4

Legend

2.5L

L5-4

Accord

2.0L

F4-4

Legend Coupe

2.7L

L5-4

Prelude

2.0L

K4-4

Civic

Civic

1989

STERLING TRANSAXLE IDENTIFICATION Year

Vehicle

1987 1988 1989

Engine

Transaxle

825S

2.5L

G4-4

825SL

2.5L

G4-4

825S

2.5L

G4-4

825SL

2.5L

G4-4

825S

2.5L

G4-4

825SL

2.5L

G4-4

GENERAL DESCRIPTION The CA—4, LU-4, F4—4, G4—4 and Pl-4, 4 speed automatic transaxles. These units are a combination of 3 element torque converter and a dual shaft automatic transaxle which provides 4 forward speeds and 1 reverse speed. The entire unit is placed in line with the engine assembly. These automatic transaxles are equipped with a lockup torque converter. When the transaxle is in D4 and at speeds above 43 mph, the torque converter will utilize the lockup func¬ tion. Lockup of the torque converter is prevented by a servo valve, which unless the throttle is opened sufficiently, the torque converter will not engage. The L5-4 and K4-4 are basically the same as the other trans¬ axles, except that they use an electronic control unit, sensors and 4 solenoids to control shifting and converter lockup.

Transaxle and Torque Converter Identification TRANSAXLE The automatic transaxle identification numbers are stamped on a plate, which is located on top of the automatic transaxle as¬ sembly. This plate can be viewed from the top of the engine compartment.

2-4

TORQUE CONVERTER Torque converter usage differs with the type of engine and the type of vehicle that the automatic transaxle is being used in. Some torque converters can be disassembled. However, should problems exist within the torque converter replacement of the unit is recommended.

Electronic Controls The L5-4 and K4-4 transaxles utilize an electronic control sys¬ tem. This system consists of an electronic control unit, sensors and 4 solenoid valves. Shifting and lockup are electronically con¬ trolled for comfortable driving under all conditions. For shift control, the electronic control unit recieves a signal from each sensor and detects the appropriate gear shifting, it then activates the shift valves accordingly. For lockup control, the sensors send data to the control unit which in turn detects wether to turn the lockup on or off. The lock is controlled by the lockup control solenoid. The electronic control unit is located under the drivers seat and the solenoid control valves are located on the transaxle. Various sensors include; vehicle speed signal, throttle angle, shift position, brake light switch, coolant temperature, engine rpm and cooling fan control unit.

SECTION

A/T CONTROL UNIT A/T CONTROL UNIT

SELF-DIAGNOSIS INDICATOR

VEHICLE SPEED SIGNAL

THROTTLE ANGLE

SHIFT CONTROL SOLENOID VALVE A

SIGNAL SHIFT CONTROL

SHIFT CONTROL SOLENOID VALVE B