Transmision Automatica M-Car at r02 IG

M-Car
Service Training Manual:

Automatic Transaxle
Instructor Guide
Table of Contents 3-3
M-Car:
Automatic
Introduction ................................................................................................ 5 Transaxle
AT Identification Number ........................................................................... 6
Instructor Guide
Special Feature ......................................................................................... 7
Specification .............................................................................................. 8
Shift Diagrams ........................................................................................... 9
Select Lever & Shift Range ..................................................................... 11
Oil Pump, Cooler ..................................................................................... 12
Planetary Gear Unit ................................................................................. 13
Clutches and Brakes ............................................................................... 14
1st Gear ................................................................................................... 15
2nd Gear ................................................................................................. 16
3rd Gear .................................................................................................. 17
4th Gear................................................................................................... 18
Reverse ................................................................................................... 19
Valves and Solenoids ............................................................................. 20
Introduction .............................................................................................. 25
1st Gear (L Range) ................................................................................ 26
1st Gear (L Range) ................................................................................ 27
1st Gear (D and 2 Ranges) .................................................................. 28
2nd Gear ................................................................................................. 30
3rd Gear .................................................................................................. 32
4th Gear ................................................................................................... 34
Reverse Gear .......................................................................................... 36 AT-1
Lock-Up Control ...................................................................................... 38
TCM Control Overview ............................................................................ 41
Shift Control ............................................................................................ 42
Lock-Up Control ...................................................................................... 43
AT Controller ........................................................................................... 44
Input Signals ........................................................................................... 46
Output Signals ......................................................................................... 59
Trouble Code Chart ................................................................................. 62
Trouble Code Display .............................................................................. 63
Trouble Codes Erase ............................................................................... 64
(Continued) rev 02
3-4
M-Car:
Table of Contents
Automatic
Transaxle Basic Inspection ...................................................................................... 65
Instructor Guide AT Fluid Level and Condition .................................................................. 66
Time Lag Test .......................................................................................... 68
Stall Test .................................................................................................. 69
Oil Pressure ............................................................................................ 70
P Range Test ......................................................................................... 72
AT Fluid Replacement ............................................................................. 73
Precautions ............................................................................................. 74
Disassembling Inspection ....................................................................... 77
Valve body Maintenance ......................................................................... 78
Bearing .................................................................................................... 79
Oil Pressure Circuit ................................................................................. 80
Symptom Troubleshooting ....................................................................... 83
Special Tool ........................................................................................... 105
rev 02
Introduction 3-5
M-Car:
Automatic
This newly developed automatic transmission is light and compact for small
Transaxle
vehicles to provide smooth operation, swift driving, and improved fuel
consumption. Its electronically-controlled shifting timing and oil pressure Instructor Guide
have resulted in delicate gear change for various driving conditions including
throttle position and vehicle speed. Thus, smooth driving at all speed has
been realized.
In this transmission, a symmetrical three-element, single-stage and two-
phase of torque converter is employed. The transmission consists of 2 single
planetary gears, 3 sets of disc clutches, 1 set of disc brakes, 1 set of band
brake, 1 set of one-way clutch, etc.
Front carrier Rear carrier Input shaft Torque converter

Low one-way clutch Low clutch
High clutch Low & reverse brake
Reverse clutch Oil pump
2-4 brake Output gear
Front sun gear
Front ring gear
AT-2
Rear sun gear

Rear ring gear
Parking gear
Reduction gear
Idler gear
Differential assembly
Final gear
rev 02
3-6 AT Identification Number
M-Car:
Automatic
Transaxle
Instructor Guide
AT-3
Serial Number
Year: 2000
Month: May (Jan - Sep: 1-9, Oct X, Nov: Y, Dec: Z)
rev 02
Special Feature 3-7
M-Car:
Automatic
Item Feature Remarks Transaxle
Instructor Guide
- 4 forward speed with two planetary Light & Compact
gears
1. Power Train - Control Element
control element Wet, Multi-disc clutches : 3 sets
Band brake : 1 set
Wet, Multi-disc brakes :1 set
One-way clutch :1 set
2. Engine 0.8L MPI Max : 110Nm (1.0L)

3. Torque
Lock-up control Electronic
Converter
4. Cooling Remote cooler not
AT case built-in : Water cooling
sysytem needed
5. Line pressure
Electronical Duty control Smooth operation
control
Smooth operation
: Line pressure
- ATF Temperature sensor
: Lock-up
: Gear shift
6. Sensor
Smooth operation
- Input Shaft Speed sensor (ISS)
: Lock-up
- Output Shaft Speed sensro (VSS)
- Overdrive signal (O/D) On/Off Switch Gear shift control

7. Input signal - Air conditioner signal
Smooth operation
(Engine power loss->Shock->Line P
: Line pressure control
down)
- D or 2 range -> L range 1st gear : Low&Reverse Gear
8. Engine Brake - D range 3/4th gear -> 2 range 2nd gear : 2 range 1st gear OWC
- D range 4th gear -> O/D Off 3th gear : Less effective
rev 02
3-8 Specification
M-Car:
Automatic
Item Data Remarks
Transaxle
4-forward and 1 reverse speed, with
Instructor Guide A/T type
planetary gears, Electronic
WKUHHSRLQWERVVZLWKORFNXS Turbine outside
Torque converter
Type control (Symetrical 3-element, 1- diameter
step 2 phase) :
Stall Torque (ts) 1,92
4th gear only
Lock-up condition
(Available on the 3rd, during O/D
Oil Capacity 1L
Oil
Type Trochoid oil pump
pum
LOW/C 6 Control element
Multi-disc clutch : 3
Number of
Hi/C 3
clutches
sets
REV/C 2 Band brake : 1 set
Multi-disc brake :1
L&R/B 6
set
Servo size 56-35 One-way clutch :1
Output teeth 38
Four-point gear
Idle teeth 50
A/T data
Reduction teeth 19
Final teeth 68
Primary reduction
1,316 IDL/OPG
ratio
Final reduction ratio 3,579 FINAL/RDCN
IDL/OPG *
if (Total reduction ratio) 4,709
FINAL/RDCN
1st 2,914 Fr-Sun teeth=28
Rr-Sun teeth=35
2nd 1,525 Fr-Pinion
Gear ratio
teeth=23
3rd 1
Rr-Pinion
4th 0,725 teeth=16
Fr-Ring teeth=74
Rev 2,642 Rr-Ring teeth=67
Lubricating system Forced oil delivery from oil pump
4.4L : Level gage
MaticD : ESSO JWS3314 = 2 : 1
ATF lowest (Including
(Assembling Line Mix Ratio)
T/C oil 1L)
ATF replacement No need to change ESSO JWS3314
Dry / With MaticD /
Weight 45kg / 46kg / 49kg
Full
rev 02
Shift Diagrams 3-9
M-Car:
Automatic
D range Transaxle
Instructor Guide
Acceleration opening angle
Vehivle speed (km/h)
Lock Up
Acceleration opening angle
4rd gear
lock-up OFF
4rd gear
3rd gear
lock-up ON
lock-up OFF 3rd gear
lock-up ON
Vehivle speed (km/h)
rev 02
3-10 Shift Diagrams
M-Car:
Automatic
Transaxle
2 Range
Instructor Guide
L range
rev 02
Select Lever & Shift Range 3-11
M-Car:
Parking position
Automatic
- The output shaft of the transmission is mechanically locked.
- Engine can be cranked.
Transaxle
P - The key interlock mechanism of the ignition key is released. Instructor Guide
- When the ignition key is ON, shifting to another range is possible by pressing
the
ST button while depressing the brake pedal.
Reverse position
R
S - Selected for Reverse gear
Neutral position
N
- Engine can be cranked.
Normal driving position
- Shifted automatically between 1st and 2nd, 2nd and 3rd, and 3rd and 4th gears
D in
response to the vehicle speed and throttle angle.
T (Gear is limited up to the 3rd when O/D is OFF.)
Selected for engine brake effect or limit shifting up to the 2nd.
2
T - Shifted automatically between the 1st and 2nd gears.
1st gear position
L - Selected when climbing a steep slope or powerful engine braking is desirable
when driving downhill.
Select lever
The select lever is a floor type. N D can be selected freely.
PR, NR, D2", and 2L are selected by pressing the
button.
pq: Shift with pressing the button / : Shift without pressing the button
Notice : Be sure to observe the followings when operating the shift lever.
Otherwise, it may cause the automatic transmission to be internal-
damaged or the vehicle to start suddenly.
1. P should be selected only when the vehicle has completely stopped.
2. Shifting from forward ranges (D, 2, or L) to reverse (R) and vice
versa should happen only when the vehicle is in a complete standstill.
3. If the engine is rurning at high speed while N or P is selected, do not
select another range.
4. While driving the vehicle, do not coast down in the N range nor repeat
shifting to the N range.
Shift range
Shift Schedule
Range
O/D ON O/D OFF
D 1234 1234
2 1234
L 1234
rev 02
3-12 Oil Pump, Cooler
M-Car:
Automatic
Transaxle
Oil Pump
The trochoid oil pump is installed on the input shaft side of the AT case. Oil
Instructor Guide pump is operated by the torque converter sleeve case. Therefore, the
lubrication is not carried out when the engine stops.
AT-4 Oil Cooler

The built-in water-cooled oil cooler is installed on the AT case.
rev 02
Planetary Gear Unit 3-13
M-Car:
Automatic
The planetary gear unit is used to shift the gear position to forward, reverse,
Transaxle
or neutral. This unit consists of the sun gear, the planetary carrier, and the
internal (ring) gear. Different engagement combination of each planetary gear Instructor Guide
of in the front and rear side enables forward, backward shifting.
1. Sun gear
2. Pinion gear
3. Internal gear(Ring gear)
4. Planetary carrier
A. When the sun gear is locked, planetary

carrier rotates slower than internal gear.
B. When the planetary carrier is locked,
sun gear rotates faster than internal
gear, in reverse direction.
C. When the internal gear is locked, sun
gear is faster than planetary carrier.
AT-5
Clutch and Brakes

To shift gears via the planetary gear unit, clutches and brakes are used to
engage and lock the components of the front and the rear respectively.
Clutches and brakes, except the one-way clutch, are operated by oil pressure
switched by the shift valves, the solenoid valves and the oil passage in the
valve body .
Low Lo & Rev. High Reverse 2-4 brake Lo one-way

Shift position
clutch brake clutch clutch band clutch
P
R x x
N
4th gear x x
3rd gear x x
2nd gear x x
1st (D, 2 range) x x*
1st (L range) x x Eng Brake
* Locked only while accelerating
rev 02
3-14 Clutches and Brakes
M-Car:
Automatic
Transaxle
1. Low clutch
The low clutch engages the rear internal gear and the front planetary
Instructor Guide carrier.
2. Low & reverse brake
- The low & reverse brake locks the front planetary carrier in reverse
gear.
- This brake operates in the 1st gear in the L range along with the
low clutch to lock the rear internal gear, which enables engine brake
in the L range.
3. High clutch
The high clutch engages the front planetary carrier and the input shaft,
which operates in the 3rd and 4th gears.
4. Reverse clutch
The reverse clutch engages the front sun gear and the input shaft, which
operates along with the low & reverse brake in reverse gear.
5. Low one-way clutch
The low one-way clutch prevents reverse rotation of the front carrier and
the rear internal gear which are engaged together by the low clutch. This
operates just mechanically. Because the front carrier and the rear internal
gear with low clutch is able to rotate clockwise, engine brake does not
occur.
6. 2-4 brake and brake servo
The 2-4 brake and brake servo lock the front sun gear. These operate in
the 2nd and the 4th gear. The 2-4 brake operates via the 2-4 brake servo
of which the engagement and release sides line pressure is applied to.
The brake operates when line pressure is applied only to the
engagement side. The 2-4 brake does not operate when line pressure is
applied to both of the engagement and release sides.
7. Lock-up clutch
The lock-up clutch inside the torque converter locks up under the
appropriate conditions in 3rd and 4th gears.
rev 02
1st Gear 3-15
M-Car:
Automatic
1st Gear (L Range) Transaxle
Front Rear
Instructor Guide
Internal gear Rotates CW (ni rpm) Locked
Carrier Locked Rotates CW (ncrpm)
Sun gear Rotates CCW (nsrpm) Rotates CW (nsrpm)
Input: Rear sun gear Output: Rear Carrier ns > nc
ns > nc indicates that output is the reduction to input.

Engine brake can occur by the low clutch and the low & reverse brake.
Operating components
Low clutch: engages the rear internal gear and the front carrier
Low & Reverse brake: locks the front carrier
(ns: Revolution Sun gear, nc: Revolution Carrier, ni: Revolution Internal gear)
(CW:Clockwise / CCW:Counterclockwise)
1st gear (D and 2 ranges)

Operating conditions are almost same as the 1st gear in the L range.
However, since the L & R brake does not operate, engine brake is not AT-6
available.
Low & Reverse Brake One-Way Clutch

Low Clutch
Reverse
2-4 Band Clutch
Clutch
High Clutch
1. Input Shaft (rear sun gear) 4. Front Sun Gear

2. Front Internal Gear 5. Rear Internal Gear
3. Front Carrier 6. Rear Carrier
rev 02
3-16 2nd Gear
M-Car:
Automatic
Transaxle Front Rear
Instructor Guide Internal gear Rotates CW (ni rpm) Rotates CW (ni rpm)
Carrier Rotates CW (ncrpm) Rotates CW (ncrpm)
Sun gear Locked Rotates CW (nsrpm)
Input: Rear sun gear

Output: Rear Carrier
ns > nc
ns > nc indicates that output is the reduction to input.

In 2nd gear, the front sun gear is locked and the front carrier rotates
clockwise. Therefore, the front internal gear rotates faster than in 1st gear,
and output rotation in 2nd gear becomes faster than in 1st gear.
Low Clutch: engages the rear internal gear and the front carrier
2-4 Brake: locks the front sun gear
AT-7
2-4 Band
Low Clutch
Reverse
Clutch
High Clutch

rev 02
3rd Gear 3-17
M-Car:
Automatic
Front Rear Transaxle
Internal gear Rotates CW (nirpm) Rotates CW (nirpm) Instructor Guide

Sun gear Rotates CW (nsrpm) Rotates CW (nsrpm)
Output: Rear Carrier
ns = ni = nc
In the 3rd gear, the rear sun gear and the rear internal gear rotates same
speed, which means the rear planetary unit rotates as one unit.
The input and output shafts are linked directly.
Low Clutch: engages the rear internal gear and the front carrier
High Clutch: engages the the front carrier and the input shaft

2-4 Band AT-8
Low Clutch
Reverse
Clutch
High Clutch

rev 02
3-18 4th Gear
M-Car:
Automatic
Transaxle Front Rear
Instructor Guide
Internal gear Rotates CW (ni rpm) Rotates CW (ni rpm)
Sun gear Locked Rotates CW (nsrpm)
Input: Front carrier

Output: Front internal gear
n c < ni
In 4th gear, the front sun gear is locked and the front carrier rotates. The
front internal gear rotates faster than the front carrier. Therefore, output
rotation is faster than input rotation.
High Clutch : engages the the front carrier with the input shaft
2-4 Brake : locks the front sun gear
AT-9
2-4 Band
Low Clutch
Reverse
Clutch
High Clutch

rev 02
Reverse 3-19
M-Car:
Automatic
Front Rear Transaxle
Internal gear Rotates CCW (ni rpm) Rotates CCW (ni rpm) Instructor Guide
Carrier Locked Rotates CCW (ncrpm)

Sun gear Rotates CW (nsrpm) Rotates CW (nsrpm)

Output: Front internal gear
ns > ni , 0 > ni (minus Speed)
In the R gear, the front carrier is locked and the front sun gear rotates
clockwise. The front internal gear rotates counterclockwise. Therefore, the
output shaft rotates counterclockwise.
Low & Reverse Brake: locks the front carrier
Reverse Clutch: engages the front sun gear and the input shaft
AT-10
2-4 Band Brake
Low Clutch Reverse
Clutch
High Clutch

rev 02
3-20 Valves and Solenoids
M-Car:
Automatic
Transaxle
1. Pressure regulator valve
The pressure regulator valve regulates the oil pump discharge pressure to the
Instructor Guide set-up pressure.
AT fluid which has been regulated to the set-up pressure lubricates the
rotating parts, the torque converter and the inside of the valve.
The oil pressure changes in response to the driving range and throttle
position.
2. Manual valve
The manual valve shifts the line pressure paths directly via the select lever.
3. Pilot valve
The pilot valve keeps the oil pressure steady which fluctuates according to
driving conditions.
The oil pressure passing through this valve is called the pilot pressure. This
oil pressure is delivered through each solenoid valve to the operating side of
the shift valves and the pressure modifier valve.
AT-11
Shift solenoid A, B
Pressure modifier valve
Line Pressure
Pilot Line pressure solenoid
Valve (Signal Pressure: 4 kg/cm)
Drain
rev 02
Valves and Solonoids 3-21
M-Car:
Automatic
4. Pressure modifier valve Transaxle
The pressure modifier valve is operated by the pilot pressure which is
regulated by the line pressure solenoid valve. Instructor Guide
The oil pressure which has passed through this valve is called the modifier
pressure. The modifier pressure operates the pressure regulator valve and the
accumulator control valve. The line pressure changes in response to driving
conditions by this operation.
Pressure Pressure regulator

Pilot
Modifier Accumulator Control
Pressure Modifier
Valve Pressure
Pilot Pressure from

(line pressure solenoid)
5. Shift valve A
The shift valve A switches the line pressure applied to the shift valve B and
the engagement side of the 2-4 brake servo. This valve is operated by
switching the pilot pressure. AT-12
Pilot pressure switching is controlled by the shift solenoid valve A.
6. Shift valve B
The shift valve B switches the line pressure applied to each clutch and brake,
as well as the pilot pressure applied to the neutral shift valve and the lock-up
control valve. This valve is operated by switching the pilot pressure.
Pilot pressure switching is controlled by the shift solenoid valve B.
Manual Valve Shift Solenoid A

ON: 1-2 OFF: 1-Close
3-Close 2-Drain
4-7 3-7
5-Close 4-Close
Low & 6-Drain 5-6
reverse Brake Shift Shift 2nd Brake Servo
High Clutch Valve Valve engagement side
Low Clutch B B
Shift Solenoid B
ON: A-D OFF: A-Close
Drain Drain
B-F B-E
Shift Solenoid B Shift Solenoid B C-Close C-F
E-Drain D-Drain
rev 02
3-22 Valves and Solonoids
M-Car:
Automatic
Transaxle
7. Shift solenoid valve A
The shift solenoid valve A controls the pilot pressure which operates the shift
Instructor Guide valve A.
The valve ON opens the path for the pilot pressure; OFF closes it.
8. Shift solenoid valve B

The shift solenoid valve B controls the pilot pressure which operates the shift
valve B.
The valve ON opens the path for the pilot pressure; OFF closes it.
ON OFF
Pilot Pressure To Shift Valve Pilot Pressure
9. Servo release timing valve

The servo release timing valve sets up the timing that the line pressure is
AT-13 applied to the release side of the 2-4 brake servo in accordnce with the timing
that the line pressure is applied to the low clutch and the high clutch, while
shifting from 2nd gear to 3rd, or from 4th gear to 3rd gear occurs.
When oil pressure is applied to only 1, 2 through 3 is opened and 1 is
closed.
When oil pressure is applied to only 2, 1 through 3 is opened and 2 is
closed.
When oil pressure is applied to 1 and 2, 1 through 3 is opened and it is
applied to the release side of the 2-4 brake servo.
High Clutch
Low Clutch
Servo Release
1
Timing Valve
2-4 Brake
2 servo Release
From Shift Valve
rev 02
Valves and Solonoids 3-23
M-Car:
Automatic
10. Line pressure solenoid valve Transaxle
The line pressure solenoid valve regulates the pilot pressure applied to the
pressure modifier valve in response to the throttle position. The valve is duty- Instructor Guide
controlled.
Pilot Pressure Pressure Modifier Valve
Line Pressure Solenoid Valve
11. Line pressure relief valve

Prevents the line pressure applied to the manual valve from increasing above
certain limits.
12. Accumulator
This unit relieves abnormal line pressure rise, applied to each brake and
clutch. The line pressure is controlled by the accumulator control valve
pressure applied on the opposite side of the accumulators.
13. Accumulator control valve AT-14

The accumulator control valve regulates the accumulator control pressure,
which is the line pressure (back pressure) applied to each accumulator. This
valve is operated via the pilot pressure regulated by the pressure modifier
valve.
1. Line Pressure
2. Accumulator Control Pressure
3. To each Accumulator
4. Modifier Pressure
5. Accumulator Control Valve
rev 02
3-24 Valves and Solonoids
M-Car:
Automatic
Transaxle
14. Lock-up solenoid valve
The lock-up solenoid valve regulates the pilot pressure which operates the
Instructor Guide lock-up control valve during lock-up.
The valve is duty-controlled.
15. Lock-up control valve

The lock-up control valve controls oil pressure, applied to the lock-up clutch
in the torque converter, via the pilot pressure regulated by the lock-up
solenoid.
Lubrication Torque Converter
Shift Valve
Lock-up Control Valve B
Line Pressure Lock-up Solenoid

AT-15
Pilot Pressure
16. Neutral control valve
The neutral control valve absorbs fluctuations of line pressure applied to the
low clutch.
Low Clutch
From Shift Valve B
Modifier Pressure
rev 02
Introduction 3-25
M-Car:
Automatic
To shift gears, the line pressure and the pilot pressure are used.
Transaxle
Line pressure which operates clutches and brakes is controlled by the
Instructor Guide
manual valve and the shift valves A and B.
Pilot pressure, which is line pressure regulated by the pilot valve, operates the
shift valves A and B and the lock-up control valve. It is controlled by the shift
solenoid valves A and B and the lock-up solenoid.
Line pressure is regulated by the pressure regulator valve in response to the
pressure modifier valve (throttle position) and the manual valve (selector lever
position). For control details, refer to the sections of the pressure regulator
valve, the pressure modifier valve and manual valve in Valves and solenoids.
Manual Valve
Drain Drain Line Pressure

Shift Solenoid A
Pilot
Valve
Solenoid Solenoid
ON Line Pressure
OFF Solenoid
Pressure
Modifier Valve
Drain Shift Valve B AT-16

Shift Solenoid B
Solenoid Solenoid
ON OFF
Pressure Accumulator
Regulator Valve Control Valve
Check Ball ShiftSolenoid

Servo
Release 1st Gear
Timing 2nd Gear
Valve
3rd Gear On
4th Gear Off
Reverse Low & High 2-4 Brake 2-4 Brake Low
Clutch Reverse Clutch Servo Servo Clutch
Brake Release Engagement
Side Side
rev 02
3-26 1st Gear (L Range)
M-Car:
Automatic
Transaxle
Line pressure
Manual Valve Shift Valve A
Instructor Guide
Shift Valve B Low Clutch
Low&Reverse Brake
Pilot pressure
Pressure Regulator Valve
Pilot Valve Shift Solenoid A (ON) Shift Valve A
Shift Solenoid B (ON) Shift Valve B
Since the shift solenoid valve A and B are ON, the pilot pressure operates the
shift valves A and B.
Since the manual valve is positioned for the L range, oil pressure which has
passed through the shift valve A and B is applied to the low & reverse brake.
Therefore, line pressure passes through the manual valve and the shift valve
A and B, and then operates the low clutch and the low & reverse brake. Since
AT-17 the low & reverse brake operates, engine brake occurs when the accelerator
pedal is released.
rev 02
1st Gear (L Range) 3-27
M-Car:
Automatic
Transaxle
Instructor Guide
-Line Pressure
-Pilot Pressure
-Throttle Pressure
-Torque Convertor AT-18
Applying Pressure
17. Neutral Control Valve

18. Servo Release Accumulator
19. 1-2 Modulator Valve
20. Shift Valve A
1. Torque Converter (Lock-Up Release) 21. Shift Valve B
2.T orque Converter (Lock-Up Engagement) 22. Lock-Up Solenoid
3. Low & Reverse Brake 23. Torque Converter Relief Valve
4. Low Clutch 24. Pilot Valve
5. High Clutch 25. Line Pressure Solenoid
6. Reverse Clutch 26. Shift Solenoid B
7. 2-4 Brake Engagement 27. Shift Solenoid A
8. 2-4 Brake Release 28. Manual Valve
9. 1-2 Accumulator 29. Throttle Pressure Accumulator
10. Servo Release Timing Valve 30. Pressure Modifier Valve
11. Neutral Shift Valve 31. Pressure Regulator Valve
12. Low Clutch Accumulator 32. Accumulator Control Valve
13. Rear Lubrication 33. Line Pressure Relief Valve
14. Front Lubrication 34. Oil Pump
15. Oil Cooler 35. Discharge
rev 02
16. Lock-Up Control Valve 36. Suction
3-28 1st Gear (D and 2 Ranges)
M-Car:
Automatic
Transaxle
Line pressure
Instructor Guide
Manual Valve Shift Valve B Low Clutch
Pilot pressure
Since the shift solenoid valve A and B are ON, the pilot pressure operates the
shift valves A and B.
Therefore, line pressure passes through the manual valve and the shift valve
A and B, and then operates the low clutch.
Unlike in the case of L range, the low & reverse brake does not operate and
the rear internal gear, engaged to the front carrier by the low clutch, is locked
only against counterclockwise rotation by the low one-way clutch; however, it
AT-19 can rotate clockwise. Therefore, engine brake does not occur when the
accelerator pedal is released.
rev 02
1st Gear (D and 2 Ranges) 3-29
M-Car:
Automatic
Transaxle
Instructor Guide
-Line Pressure
-Pilot Pressure
-Throttle Pressure
Applying Pressure

20. Shift Valve A
2. Torque Converter (Lock-Up Engagement) 22. Lock-Up Solenoid
16. Lock-Up Control Valve 36. Suction rev 02
3-30 2nd Gear
M-Car:
Automatic
Transaxle
Line Pressure
Instructor Guide Manual Valve Shift Valve A 2-4 Brake Servo Engagement Side
Pilot Pressure
Pilot Valve Shift Solenoid A (ON)
Since the shift solenoid valve A is OFF, pilot pressure is blocked and the shift
valve A does not operate.
Since the shift solenoid valve B is ON, the shift valve B operates.
Line pressure passes through the manual valve to shift valves A and B, and in
turn operate the 2-4 brake servo engagement side and the low clutch.
AT-21
rev 02
2nd Gear 3-31
M-Car:
Automatic
Transaxle
Instructor Guide
-Line Pressure
-Pilot Pressure
-Throttle Pressure
AT-22
-Torque Convertor
Applying Pressure

20. Shift Valve A
rev 02
3-32 3rd Gear
M-Car:
Automatic
Transaxle
Line pressure
Instructor Guide Manual Valve Shift Valve A 2-4 Brake Servo Engagement Side
Servo Release
Timing Valve 2-4 Brake Servo Releas Side
High Clutch
Pilot pressure
Pilot Valve Shift Solenoid A (ON)
Shift Solenoid B (ON)
Line pressure passes through the manual valve to the shift valves A and
B.
Line pressure which has passed through the shift valve A is applied to the
AT-23
2-4 brake servo engagement side and the shift valve B.
Line pressure which has passed through shift valve B is applied to the low
clutch and the servo release timing valve engagement side.
Line pressure which has passed through the manual valve to the shift
valve B is applied to the high clutch and the servo release timing valve.
Line pressure which has passed through the servo release timing valve is
applied to the 2-4 brake servo release side and releases the 2-4 brake.
Therefore, the low clutch and the high clutch operate.
rev 02
3rd Gear 3-33
M-Car:
Automatic
Transaxle
Instructor Guide
-Line Pressure
-Pilot Pressure
-Throttle Pressure
-Torque Convertor
Applying Pressure AT-24

20. Shift Valve A
rev 02
3-34 4th Gear
M-Car:
Automatic
Transaxle
Line pressure
Manual Valve Shift Valve A 2-4 Brake Servo Engagement Side
Instructor Guide
Shift Valve B High Clutch
Pilot pressure
Shift Solenoid B (ON)
Line pressure passes through the manual valve to the shift valve A and B.
Line pressure which has sent through the manual valve to the shift valve A
stops there.
Line pressure which has passed through the shift valve B is sent to the high
clutch and the shift valve A.
Line pressure which has passed through the shift valve A is sent to the 2-4
AT-25 brake servo engagement side.
Therefore, the 2-4 brake and the high clutch operate.
rev 02
4th Gear 3-35
M-Car:
Automatic
Transaxle
Instructor Guide
-Line Pressure
-Pilot Pressure
-Throttle Pressure
Applying Pressure

20. Shift Valve A
3-36 Reverse Gear
M-Car:
Automatic
Transaxle
Line Pressure
Instructor Guide Manual Valve Low & Reverse Brake
Reverse Clutch
Line pressure is not applied to the shift valves A and B but to the low &
reverse brake and the reverse clutch directly.
Therefore, pilot pressure and the shift solenoid valves A and B are not
concerned to gear change.
Line pressure is applied to the pressure regulator valve as well, and kept
higher than in forward gear.
AT-27
rev 02
Reverse Gear 3-37
M-Car:
Automatic
Transaxle
Instructor Guide
-Line Pressure
-Pilot Pressure
-Throttle Pressure
AT-28
-Torque Convertor
Applying Pressure

20. Shift Valve A
3-38 Lock-Up Control
M-Car:
Automatic
When the lock-up conditions are met, the lock-up solenoid applies pilot
Transaxle
pressure to the shift valve B. Pilot pressure passing through the shift valve B
Instructor Guide operates the lock-up control valve to drain oil pressure from the lock-up
clutch release side of the torque converter as well as to raise oil pressure at
the engagement side.
The lock-up solenoid is duty-controlled. For control details, refer to the
Control mechanism section.
Lock-Up Applied
Lock-up Clutch
Engagement Release
Side Side
Lubricates
Inside
Transmission
Lock-up
Shift
Control Valve
Valve B
Drain
Lock-up
Solenoid
Line Pressure
AT-29
Pilot Pressure
Lock-Up Released
Engagement Release
Side Side
Lubricates
Inside
Transmission
Lock-up Shift
Control Valve Valve B
Lock-up
Solenoid
Line Pressure
Pilot Pressure
rev 02
Lock-Up Control 3-39
M-Car:
3rd Gear Lock-Up Automatic
Transaxle
Instructor Guide
-Line Pressure
-Pilot Pressure
-Throttle Pressure
Applying Pressure

20. Shift Valve A
3-40 Lock-Up Control
M-Car:
Automatic
4th Gear Lock-Up
Transaxle
Instructor Guide
-Line Pressure
-Pilot Pressure
AT-31 -Throttle Pressure
-Torque Convertor
Applying Pressure

20. Shift Valve A
rev 02 16. Lock-Up Control Valve 36. Suction
TCM Control Overview 3-41
M-Car:
Automatic
Item Description Transaxle
1. Shift control 1st through 4th is available in D,2,L range Instructor Guide
2. 4th gear - O/D OFF switch disables 4th gear

prohibition - Low temperature(20
- Lock-up is available in 4th gear

- In O/D OFF, lock-up is available in 3rd gear
3. Lock-up - Low temperature(20
- L/U Duty Solenoid makes smoothing control to reduce
shock in L/U engaging or release
- LP Duty Solenoid reduces shock in shifting

- Line pressure increases for quick engaging in
4. Line pressure
extremely
low temperature
5. Line pressure Air conditioner signal controls line pressure to reduce shock
compensation ,which occurs due to input torque change.
Even in case of input/output component malfunctions, the

least driving should be possible.
6. Fail safe
(In critical fail, 3rd gear fixed hydraulically or
electrically)
7. Mafuncion - Lamp blinking tells mafunction occurred.

Indication - Lamp blinking indicates fail codes by jumping wire
rev 02
3-42 Shift Control
M-Car:
Automatic
Gears are shifted by the solenoid valve A and B, which are controlled by the
Transaxle
AT controller, and the manual valve operated by the select lever.
Instructor Guide
When the select lever is positioned in the P, N or R, gear change is done
mechanically by the manual valve and line pressure.
In other positions, shifting up and down between 1st, 2nd, 3rd, and 4th
gears is controlled by the shift solenoid valve A and B.
Note: If the AT fluid temperature is lower than 20C, shifting-up to 4th gear is
disabled.
Refer to the previous sections for the power flow mechanism and the oil
pressure circuit for each gear position.
Input Output
Vehicle Speed Signal
Throttle Signal Shift Solenold A
A/C On AT
Controller Shift Solenold B
Oil Temperature Signal
Overdrive Switch Signal Line Pressure Solenoid

AT-32
PNP Switch
rev 02
Lock-Up Control 3-43
M-Car:
Automatic
When certain conditions are met during driving at higher speed than a certain
Transaxle
value in 3rd (overdrive OFF) or 4th (overdrive ON) gear, the AT controller
outputs a signal to the lock-up solenoid to operate the lock-up clutch in the Instructor Guide
torque converter. This is the lock-up control.
Lock-up control is performed by the lock-up solenoid and the lock-up control
valve.
Lock-up control execution conditions

The shift position must be in the 3rd or the 4th gear.
The throttle angle and vehicle speed must be within the lock-up control
range.
The AT fluid temperature must be within the control execution range. (
20C)
The shift switch is in the D position.
Conditions for lock-up control prohibition

The execution conditions are not fulfilled.
Input Output AT-33

Vehicle Speed Signal
Throttle Signal
Oil Temperature Signal AT

Controller Lock-up Solenoid
Shift Switch Signal
Engine Speed Signal
Input Shaft Speed Signal
rev 02
3-44 AT Controller
M-Car:
Automatic
The AT controller is located on the left side of the driver leg room. It sends
Transaxle
output signals to the solenoids in response to input signals from each sensor
Instructor Guide for gear change and lock-up control. If an error is detected, the fail-safe
function starts to work in order to secure a minimum driving performance.
Power Supply (V IGN)
Battery Back Up (V BATT)
IG. SW. PL Duty Sol.

Ground Return
Shift Sol. A
Shift Sol. B
Lu Duty Sol.
Battery No
P Range SW
R Range SW
A/C Relay N Range SW
A/C Cut Signal D Range SW
2 Range SW
L Range SW
Reverse
Lamp
Unit ASSY - CONT
OD Off SW
AT-34
OD Off Lamp
DIAG. SW Vehicle Speed Sensor
DIAG. Lamp
Turbine Sensor
Speed ATF Temperature Sensor

Meter V IGN Sensor GND
A13 VSP Out
Power GND
rev 02
AT Controller 3-45
M-Car:
Automatic
Transaxle
Instructor Guide
48-pin connector
White Gray
(Engine stopped, IGN On)
No Signal Voltage No Signal Voltage

1 PL duty solenoid Battery voltage 25 GND for system 0V
2 GND return 0V 26 P range SW Battery voltage in "P"
3 LU duty solenoid Approx. 0V 27 2 range SW Battery voltage in "2"
4 28
5 29
6 30
7 31
8 GND for sensor 0V 32 Vehicle speed sensor 0 or 12V
9 Turbine rev. sensor 0V 33
10 Power supply Battery voltage 34 L range SW Battery voltage in "L"
11 Power supply Battery voltage 35 D range SW Battery voltage in "D" AT-35
12 Diagnosis lamp Battery voltage 36 R range SW Battery voltage in "R"
13 37
14 38 N range SW Battery voltage in "N"
15 39 Engine rev. signal 0.65V
16 40 VSS out (speed meter)0 or 12V
17 Diagnosis SW Battery voltage 41
18 O/D OFF SW ON : 12V, OFF : 0V 42
19 Battery back up Battery voltage 43 GND for system 0V
20 Shift solenoid B Battery voltage 44
21 Shift solenoid A Battery voltage 45
22 46 Throttle pos. signal 11V
23 47
24 Air conditioner signal Battery voltage 48 ATF temperature sens2.5V, CNT disconnecte
rev 02
3-46 Input Signals
M-Car:
Automatic
Transaxle
Vehicle speed signal
Instructor Guide Description
Vehicle speed sensor is installed in the AT case and detects the rotor teeth in
the differential gear.
This sensor is a hall effect sensor, which generates 0V and 12V alternately.
As the vehicle speed increases, it produces more frequent voltage
alternation, which means higher frequency. The frequency variation signal
is monitored and input as vehicle speed. The vehicle speed and throttle
signals are used as basic data for gear shifting along with TP signal.
Vehicle Speed Sensor
Controller
Pulse Interval
AT-36 Specification
Air gap: 1.5 0.5mm
Tightening Torque: 5.9 - 7.8Nm
Resistance
Voltage
- D1-D2" :
- D1-D3" :
- D2-D3" :
Pulse
Low Speed High Speed
- Duty: 50%-50% fixed
- Frequency: Increase by speed Time
- Period: 24.16ms at 62.08km/h (Actual measure)
rev 02
Input Signals 3-47
M-Car:
Automatic
Transaxle
Ref V:12V
Instructor Guide
Vehicle
IG. SW. Speed
AT Controller
Sensor
Vehicle Speed Sensor Connector
AT Controller Connector
Inspection
1. Disconnect the sensor connector and IGN ON, check if battery voltage
is supplied to pin D3 of the sensor. AT-37
2. Disconnect the sensor connector, check if battery ground is supplied
to pin D2 of the sensor.
3. Disconnect the sensor connector and IGN ON, check if 12 V is supplied
to pin D1 of the sensor from TCM.
4. Disconnect the sensor connector, and check the sensor resistance
between three pins. They should measure (infinite).
5. Connect the sensor connector, IGN ON and The multi tester should
measure 0V or 12V on the signal wire depending on the rotor position.
6. Move the select lever to the N range and engage the parking brake.
7. Lift up the vehicle from the ground.
8. Connect the sensor connector, IGN ON and turn the wheels by hands.
The multi tester should measure 0V and 12V alternately on the signal
wire.
According to speed increasing, the signal frequency should increase.
9. Inspect the signal line battery voltage short or the sensor air gap and the
rotor teeth or TCM internal fault.
rev 02
3-48 Input Signals
M-Car:
Automatic
Transaxle
Input shaft speed signal
The input shaft speed (turbine) sensor detects the high clutch sleeve speed,
which is installed on the mounting (the side cover) at the side of the
transmission case. This sensor is a variable reluctance sensor, which
generates wave pulses. As the turbine speed increases, it outputs bigger
amplitude and higher frequency signals. This signal is used as basic data
for lock-up control and gear ratio calculation.
Specification
Air gap : 1.5 0.5mm
Tightening Torque : 5.9 - 7.8Nm
Resistance : 540W (20C)
AT-38
Input Shaft Speed Output Voltage Chart
RPM 100 200 300 500 950 1000 2000 3000 5000
Voltage (DC) 0,6 1,2 1,6 2,6 4,4 4,7 8,2 11,5 17
Turbine rpm + 3205

Voltage Period = 1.56 msec
Pict to Pick = 7.8V
1 Period 1/12 rev. Low

Speed High Speed
rev 02
Input Signals 3-49
M-Car:
Automatic
Transaxle
AT Instructor Guide
Controller
High Clutch
Shielding Wire
Sleeve
Turbine Sensor
Turbine Sensor Connector
Inspection
1. Disconnect the sensor connector, IGN ON, measure the voltage between
the C1 pin of the turbine sensor and ground. it should be 4.5~5V.
The C2 and the ground measures 0V
2. Remove the turbine sensor connector.
AT-39
Measure the resistance of the turbine sensor. (540 W at 20C)
3. Connect the sensor connector, IGN ON. 0V is checked on the signal line.
4. Move the select lever to the N range and engage the parking brake.
5. Lift up the vehicle from the ground.

6. Connect the sensor connector, Idle the engine.
The multi tester should measure some output voltage from the sensor
signal line. (refer to RPM-Voltage chart)
According to speed increasing, the signal amplitude and frequency
should increase.
7. Inspect the signal line battery short or the sensor air gap and the high
clutch sleeve or TCM internal fault.
rev 02
3-50 Input Signals
M-Car:
Automatic
Transaxle
Shift position signal
This shift switch is installed on the manual shaft which applies the battery
voltage to the AT controller in response to the select lever position. Then the
controller detects the positions of the select lever and the manual valve.
This signal is used to determine the appropriate driving gear for the vehicle
speed. This switch also works as a starter inhibit switch.
High
(Battery Voltage)
Low
(approx. OV) Selected
Other Terminal Terminal
Voltage Voltage
Adjustment
1. Position the select lever assembly to N.
2. Loosen the shift switch fixing bolt.
3. Fix the select lever assembly by inserting a 3 mm pin (drill) into the
location hole of the select lever assembly and the shift switch.
AT-40 4. Tighten the fixing bolt.
Tightening torque: 3.2 Nm (33 kgf cm)
Inspection
Check the shift switch for the continuity in each position corresponding to
the following table.
Terminal Mark
Shift Position
rev 02
Input Signals 3-51
M-Car:
Automatic
Shift Switch Coupler Transaxle
Instructor Guide
AT Controller Back Lamp

Shift Switch
Shift Switch Connector
1. Remove the switch connector, IGN ON and measure the voltage of the
terminal A1. It should be 12V.
2. Remove the switch connector, IGN ON and measure the voltage of the
terminal A2 through A8 between ground. It should be 0V.
3. Remove the connector of the shift switch. AT-41
Inspect the switch continuity depending on the switch continuity
chart.
4. Install the shift switch connector, IGN ON and measure the voltage on
each terminal changing the shift lever position.
It should measure 12V at appropriate shift lever position selected.
5. Inspect the signal line ground short or TCM internal fault.
rev 02
3-52 Input Signals
M-Car:
Automatic
Transaxle
AT Fluid temperature signal
This sensor detects the AT fluid temperature, installed on the valve body. This
sensor is a NTC (Negative Temperature Coefficient) type, that is, temperature
goes up, resistance goes down. Resistance of the sensor is sensed as
voltage signal and used to judge the proper shifting point, 4th gear and lock-
up control criterior, and line pressure control.
Resistance
Oile Temperature
Specification [ R = R20 x EXP{B(1/T-1/T20)} ]

Resistance
* Legend
20C: approx. 3.5 kW
R : Resistance
50C: approx. 0.33 kW
AT-42
80C: approx. 0.17 kW R20 = 2.5KOhm at 20C
B=3520 (constant)
T20 = 293 = 273 + 20 (Absolute
temperature)
* EX) At -40C, R = 50KOhm
Temperature-Voltage Chart
T e mpe rature (C ) -40 -30 -20 -10 0 10 20 30 40

Voltage (V) 2,5 2,4 2,3 2,1 2 1,8 1,6 1,3 1,1
T e mpe rature (C ) 50 60 70 80 90 100 110 120 130

Voltage (V) 0,9 0,7 0,6 0,5 0,4 0,3 0,2 0,2 0,1
rev 02
Input Signals 3-53
M-Car:
Automatic
Transaxle
Ref V:2.5V
Instructor Guide
AT Controller
Oil Temperature
Shift Solenoid Sensor
Coupler
Valve Body
Shift Solenoid Connector AT Controller Connector
Inspection
1. Disconnect the sensor connector, IGN ON and measure the voltage of
the terminal B6. It should measure 2.5V.
2. Disconnect the sensor connector, IGN ON and measure the voltage of
the terminal B7. It should measure 0V
3. Disconnect the sensor, and check the sensor resistance.
20C: approx. 3.5 kW AT-43
4. Connect the sensor connector, IGN ON and check the signal voltage
based on the Temperature-Voltage chart.
5. Inspect TCM internal fault.
rev 02
3-54 Input Signals
M-Car:
Automatic
Transaxle
Engine speed signal
The engine speed signal is input from the engine controller, which is
frequency modulation. This signal is used as basic data for lock-up control.
Specification
1 Period=2/3 rev. 1 Period=2/3 rev.

Low Speed High Speed
AT *TCU Engine
AT-44 Controller Ref V: 12V Controller
PullUp R: 5.6k
AT Controller
rev 02
Input Signals 3-55
M-Car:
Inspection Automatic
1. Remove ECM connector, IGN ON and check if 12V is checked on
Transaxle
the signal wire from TCM. Instructor Guide
2. Inspect idle RPM and RPM response in the engine data list with the
scan-100.
3. Connect ECM, IGN ON and check if 0.65V is measured on the signal
wire with a multimeter.
4. Idle the engine, check signal voltage with multimeter, it should be
about 6V. If you accel the engine, then its frequency will increase.
5. Inspect the signal line battery voltage short or ECM/TCM internal fault.
rev 02
3-56 Input Signals
M-Car:
Automatic
Transaxle
The throttle position signal
The throttle signal is sent from the engine controller to the AT controller after
converted into duty signal. As the throttle opening angle increases, the time
ratio of the LOW side increases.
Specification
Frequency : 64Hz (15.625ms)
PWM Duty (ECM to TCM signal)
- Idle : 8% 2% (active-low)
- WOT : 76% 3% (active-low)
Duty Ratio = T1/T0

AT-45
OFF Duty
TP angle & ECM TP signal data relation

TP output = Vout/Vref x 100
(Vout : TP sensor output voltage, Vref : TP sensor reference voltage)
T P Angle ()
T P output M in T ype M ax
12% (Idle) 6 8 10
90% (W O T) 82 84 86
rev 02
Input Signals 3-57
M-Car:
Automatic
Transaxle
AT Controller Engine Instructor Guide

Ref V: 12V Controller
Pull-Up R:
5.6K Throttle Position Sensor
Inspection
1. Remove ECM connector, IGN ON and check if you can measure
battery voltage on the signal line.
2. With the Scan-100, check if ECM receives the normal TP signal from
the TP sensor.
3. Connector ECM, IGN ON and check signal voltage by a multimeter
With TP 12 %, it should be about 11V. With TP 90%, about 2.4V.
4. Inspect the signal line battery voltage short or ECM/TCM internal fault.
AT-46
rev 02
3-58 Input Signals
M-Car:
Automatic
Transaxle
Overdrive signal
Overdrive switch is installed on the select lever. Shifting-up to the 4th gear,
Instructor Guide which is the over drive, is disabled when this O/D OFF switch is ON, which
makes the 4th gear down-shifted to the 3rd gear and the O/D OFF indicator
ON.
High
(Battery Voltage)
Low
(approx. 0V)
O/D Allowed O/D Not Allowed
(Switch OFF) (Switch ON)
Air conditioner signal

Description
The engine controller sends the control signal to the air conditioning clutch
relay and to the AT controller as well.
While the air conditioning clutch is operating; that is, the air conditioner signal
AT-47 is Low (approx. 0V), the line pressure solenoid is controlled based on this
signal.
A/C ON/OFF changes engine torque. TCM controls the line pressure
solenoid according to this changed engine torque in order to get appropreate
line pressure and reduce shifting shock.
Specification
TCM ref voltage : 12V
TCM pull-up Resistor : 5.6k
TCM A/C signal
- A/C OFF : 12V High
(Battery Voltage)
- A/C ON : 0V
Low
(approx. 0V)
Air Conditioner Air Conditioner
ON OFF
rev 02
Output Signals 3-59
M-Car:
Automatic
Shift solenoid A, B signal Transaxle
Description Instructor Guide
These two shift solenoids, which are normally Closed ON/OFF types, control
shifting up and down in combination with each other.
Shift Solenoids Terminal Voltage
High
(Battery Voltage)
Low 1st 2nd 3rd 4th

(approx. 0V)
Shift solenoid A ON OFF OFF ON
Solenoid OFF Solenoid ON
Shift solenoid B ON ON OFF OFF
Inspection
1. IGN ON, measure voltage of the shift solenoid A&B control lines
between ground. (CNT Connected / Disconnected : 12V / 12V)
2. IGN OFF, remove the solenoid connector.
Check the resistance of shift solenoid A and B between ground.
Resistance : 25W (20C)
3. IGN OFF, remove the solenoid connector. AT-48
Apply battery voltage to the terminal of the shift solenoid A or B.
You should hear the operation clicking sound inside the TM case.
4. Driving the vehicle, check solenoid ON/OFF according to gear position.
5. Inspect the solenoid wire battery voltage short or TCM internal fault.
AT Controller Shift Solenoid A
Shift
Solenoid Shift Solenoid B
Coupler Valve Body
Shift Solenoid AT Controller Connector
rev 02
3-60 Output Signals
M-Car:
Automatic
Transaxle
Line pressure solenoid signal
Duty control signal regulates throttle pressure applied to the pressure
modifier valve.
Duty : 0~ 95%
Frequency : 50Hz Valve
OFF-High pressure Opening
Angle
ON-Low pressure
Duty OFF - Time Rattio
Inspection
1. IGN ON, measure voltage of the line pressure solenoid high line.
(CNT Connected / Disconnected : 0V / 12V)
2. IGN ON, measure voltage of the line pressure solenoid low line.
Check the solenoid resistance between pin B3 and B5
Resistance : 2.9W (20C)
AT-49 4. Check the solenoid control voltage according to driving condition.
5. Inspect the solenoid high line battery voltage short or TCM internal fault.
6. Inspect if the solenoid valve mechanically stuck
AT Controller Line Pressure

Solenoid
Shift
Solenoid
Coupler Valve Body
Shift Solenoid Connector AT Controller Connector
rev 02
Output Signals 3-61
M-Car:
Automatic
Lock-up solenoid signal Transaxle
Description Instructor Guide
This signal operates the lock-up solenoid to execute lock-up control. The
duty signal is output when lock-up is applied.
Duty : 0~ 95%
Frequency : 50Hz
Inspection
1. IGN ON, measure voltage of the lock-up solenoid control line.
Check the resistance of the lock-up solenoid.
Resistance: 13W (20C)
3. Check the solenoid control voltage according to lock-up condition.
4. Inspect the solenoid control line ground short or TCM internal fault.
5. Inspect if the solenoid valve mechanically stuck.
AT-50
Lock-Up
AT Controller
Solenoid
Valve Body
Shift Solenoid AT Controller Connector
rev 02
3-62 Trouble Code Chart
M-Car:
Automatic
Transaxle DTC Item Conditions Fail-safe control
Instructor Guide - Considers the previous range as
the
No input signal
current one.
Shift switch - Prohibits lock-up.
55 (Select position
- Determines shift position
switch)
Multiple signal inputs according to the following priority:
from the shift switch D>N>P>R>2>L
- Prohibits lock-up.
Open circuit occurred
Considers oil temperature as 80
AT Fluid durIng driving
17 temperature - Lock-up and 4th gear are
sensor Open/short circuit disabled.
- Line pressure control
- Line pressure control
15 Turbine sensor No input signal - Lock-up is controlled based on
engine and output revolution.
No input signal or
- 3rd gear fixed
Vehicle speed signal input problem
22 - Line pressure control
sensor occurred during
driving
Engine speed
44 No input signal Engine speed = 0
signal
Mechanical or
41 Lock-up clutch Hydraulic Prohibits lock-up.
Malfunction
- the lock-up solenoid OFF.
43 Lock-up solenoid Open/short circuit
Line pressure - the line pressure solenoid OFF.
48 Open/short circuit
solenoid - Line pressure control
- 3rd gear fixed
53 Shift solenoid A Open/short circuit
- 3rd gear fixed
58 Shift solenoid B Open/short circuit
- Prohibits lock-up
Throttle position
Out of range - Shift control
sensor
54 - Line pressure control
Throttle signal
Abnormal pulse width - Prohibits lock-up.
wire
Line Pressure - Sets the line pressure solenoid
75 GND return wire Solenoid GND Open OFF.
circuit - Line pressure control
rev 02
Trouble Code Display 3-63
M-Car:
Automatic
Display of diagnostic codes Transaxle
The diagnostic codes are indicated by flashing of the DIAG LAMP. In order to
read the diagnostic codes, ground the DIAG SW(TCM 17 pin or DLC Instructor Guide
L) of the AT controller. Identify the diagnostic codes via the flashing of the
DIAG LAMP as shown in the diagram below.
If there is no designated fault

Code 12 will repeat to be displayed
-ON-
-OFF-
If there is assigned fault code

Firstly, code 12 flashes three times, and then the flashing, like the diagram
below, occurs three times (example : code 32) for each code in ascending
order of the diagnostic codes.
When all diagnostic codes have been displayed , the signal flashing cycles by
returng to the code 12.
-ON-
AT-51
-OFF-
Fault indication
When a fault is detected, the DIAG LAMP(Power Lamp) flashes automatically
as shown below. (1.25Hz)
-ON-
-OFF-
rev 02
3-64 Trouble Codes Erase
M-Car:
Automatic
Error codes in TCM can be erased as following flow.
Transaxle
Instructor Guide * Operate the select lever as following.
(within 10 sec : if not, erasing process can not be guaranteed)
1. Stop the engine.
2. Select R range for at least 2 sec
3. Turn ON the ignition key
4. Select N range at least 2 sec
5. Select D range at least 2 sec
6. Select 2 range at least 2 sec
rev 02
Basic Inspection 3-65
M-Car:
Automatic
It is necessary to check whether or not the basic automatic transmission
Transaxle
maintenance has been carried out.
Instructor Guide
The maintenance details are outlined in the Primary check and
Maintenance.
1. Power supply and voltage check
The battery voltage must be 10 - 14V when the engine is stopped.
2. AT fluid check
Check level and AT fluid condition.
3. Stall test
Check the engine speed at stall in each range, and check the overall
performance of the automatic transmission and the engine.
4. Oil pressure test
Measure the line pressure when idling and when the engine has stalled,
and check the functions of each component.
5. Ignition timing and idling engine speed check
Adjust these if they are not within the specified ranges.
If a problem occurs such as a fluctuating engine speed, troubleshoot
the engine first.
6. Select linkage check and adjustment
7. Throttle sensor check and adjustment
8. Road test
A road test is carried out to assess the problem properly and as a post
maintenance check.
9. Electrical wiring check
Check that the connectors fit securely, that the connector has neither
become rusty nor accumulated grime, that the terminals are secure and
have not become distorted and that no parts have become loose or
damaged.
rev 02
3-66 AT Fluid Level and Condition
M-Car:
Automatic
Transaxle
Procedure
1. Drive the vehicle until the ATF reaches normal condition (70 - 80C),
Instructor Guide usually 5 km driving in the city.
2. Park the vehicle on level ground and apply the parking brake. In engine
idling, move the select lever slowly from P through L and back to
P.
3. In engine idling, pick up the oil level gauge, wipe it clean with a paper
towel and insert it back to check the AT fluid level. The level of the fluid
should be within the range specified on the level gauge. If the level is too
low, add the recommended AT fluid. At this time, check the fluid for odor,
foreign matter, or discoloration.
Note:
The fluid level changes according to the ATF temperature. Be sure to
follow the procedure above when carrying out this check.
Before this check, wipe out dirt and grime from the level gauge to prevent
polluting inside the AT transmission.
Recommended AT fluid : ESSO JWS3314
Judgmental criteria
1. AT fluid level
The AT fluid level should be within the specified range. If the level is low,
check the transmission for leakage visually.
2. AT fluid condition
Normal AT fluid is red and of moderate viscosity. If the fluid has
become dark, much viscous, or smells abnormally (a burnt smell), carry
out the road, stall, and oil pressure tests. If the vehicle operates normally,
change the fluid and carry out the road test again.
If the fluid has become white in color, the oil cooler probably leaks.
rev 02
AT Fluid Level and Condition 3-67
M-Car:
Automatic
Transaxle
Oil Level (mm: Hot - Hi Level = 0mm
Instructor Guide
High Side
Low Side
Oil Temperature
Center
Test Oil : Idemitsu Matic D : Esso JWS 3314 (mix ratio 2:1)
AT-52
rev 02
3-68 Time Lag Test
M-Car:
Automatic
Note:
Be sure to start to measure the time after when the engine is fully
Transaxle

Instructor Guide warmed up.
For another testing after one testing is finished, be sure to wait for at
least one minute after moving the select lever back to N range.
Procedure
1. Previously check the AT fluid level
2. Block the vehicle with the scotches at the front and rear wheels securely,
apply the parking brake, and depress the foot brake.
3. Start the engine and move the select lever from N to D. Measure the
time it takes from this moment until shift shock is felt using a stop watch.
4. By the same way, measure the time lag from N to R range.
Time lag standard:

- N range - D range : 0.8sec
- N range - R range : 0.8sec
Judgmental criteria
Result Probable cause
-Low line pressure

Time lag "N" to "D" > -Low clutch slip
0.8s -Oneway clutch slip
-Damage of the low clutch piston oil seal
-Low line pressure
-Low & Reverse brake slip
Time lag "N" to "R" >
-Reverse clutch slip
0.8s
-Damage oft the above brake or clutch piston oil
seal
rev 02
Stall Test 3-69
M-Car:
Note: Automatic
Do not continue the stall test for more than 5 seconds at a time.
Transaxle
After a test, Cool the transmission by idling for at least 30 seconds. Instructor Guide
Procedure
1. Check the AT fluid level and condition.
apply the parking brake.
3. Install the engine tachometer.
4. Depress the foot brake with the left foot. Start the engine. Move the
select lever to D and depress the accelerator pedal while monitoring the
engine speed. Quickly read the engine stall RPM at the point that the
engine speed becomes constant(stall point).
5. Perform this test in R and L as well.
Note: Stall speed : 2850 RPM
Judgmental criteria
Result Probable cause
- Insufficient engine output
Lower than the standard in all ranges
- Faulty torque converter
- One-way clutch slip
Higher than the standard in D and 2
- Low clutch slip
Higher than the standard in D, 2, and L - Low clutch slip
- Reverse clutch slip
Higher than the standard in R
- Low & reverse brake slip
Higher than the standard in R and L - Low & reverse brake slip
- Low line pressure
Higher than the standard in all ranges - Faulty oil pump
- Faulty pressure regulator
rev 02
3-70 Oil Pressure
M-Car:
Automatic
Transaxle
Procedure
Instructor Guide 2. Attach special tool A to the oil pressure check hole of the transmission
case.
Note: ATM oil pressure gauge set : DW-240-010
apply the parking brake.
4. Start the engine and depress the foot brake. Read oil pressure in D and
R ranges in idling and in stall condition.
Note:
Ensure no oil leak after installing the oil pressure gauge.
Do not continue the stall condition for more than 5 seconds at a
time.
Be sure to cool the transmission, idling for at least 30 seconds
between test cycles.
Oil pressure standard
Engine operation "D" range "R" range
Idling [KPa (kg/cm)] 470 (4.8) 600 (6.1)

Stall [KPa (kg/cm)] 1030 (10.5) 1310 (13.4)
Judgmental Criteria
Probable cause
Result
Range D R
Higher than the standard

- Faulty valve body
in idling / stall condition
- Damaged reverse
- Faulty oil pump
clutch
Lower than the standard - Damaged low clutch
piston oil seal
in idling / stall condition piston
- Damaged low &
oil seal
reverse
rev 02
Oil Pressure 3-71
M-Car:
Automatic
Oil Pressure Port Transaxle
Instructor Guide
Line Pressure Port
Servo Apply Pressure
AT-53
Reserve Clutch High Clutch

Pressure Port Pressure Port
rev 02
3-72 P Range Test
M-Car:
Automatic
Transaxle
Road Test
A road test is carried out to assess the problem accurately and to test the
Instructor Guide confidence after servicing.
2. Drive the vehicle to check that the shift points follow the shift diagram.
3. Check shift shock or noise
Note:
In carrying out the road test, pay attention to the traffic situation and
keep safety in mind.
Because the shift diagram represents the shifting start speed, Speed at
the end of shifting could differ 2-8 km/h from the diagram.
P Range Test
1. Park the vehicle on an upward slope. (with more than 5 gradient) and
select P range. Release the parking brake to check if the vehicle does
not move.
2. Under the same condition, check if the vehicle moves when the selector
lever is moved from P range to the other ranges.
3. Similarly, carry out the test on a downward slope.
rev 02
AT Fluid Replacement 3-73
M-Car:
1. Remove the drain plug and drain the AT fluid with the engine stopped
Automatic
and measure the drained oil.
Transaxle
Note : The fluid can not be drained completely.
Instructor Guide
2. Tighten the drain plug with the specified torque.
Tightening torque : 44 Nm (430 kgfcm)
3. Refill the specified fluid through the filler tube the same amount as
drained.
Specified AT fluid : ESSO JWS3314
Total fluid volume : 4.4L
Note : Do not mix with different kind of oil.
Just in case, it may cause problems to the clutches and brakes.
4. Start the engine and idle the engine for at least five minutes.
5. Lift up the vehicle.
6. Gradually elevate the engine speed till approximately 50 km/h in the D
range and depress the brake pedal to idle the engine.
Shift to R range and release the brake for about 10 seconds and
depress the brake again to idle the engine. Repeat this step two
or three times more.
7. Repeat the above procedure 1 through 5 two times more.
8. For the last, Check the AT fluid level.
Note: The fluid level check must be performed in the engine idling and
the transmission warmed-up.
rev 02
3-74 Precautions
M-Car:
Automatic
Transaxle
When driving and handling the vehicle
Instructor Guide Maintenance Owners
No Precautions
manual manual
If the vehicle breaks down, raise the front wheels off the
1
ground and tow the vehicle. If the vehicle is to be towed using
a rope, the towing speed should not exceed 35 km/h and the
{
towing should be completed within an hour.
If the interior of the automatic transmission is damaged, it

2
may cause foreign material to enter the oil cooler and may
cause clogging. If necessary, clean and/or replace the oil
{
cooler.
Be sure to use only specified ATF, ESSO JWS3314.

3 Different type of ATF may cause problems with the clutch and { {
brake.
When the vehicle is stationary with the brake applied and the
"D", "2", "L" or "R" range is selected, continuing the high-
4 speed rotation of the engine (stall test operation) will cause {
overheating. Do not allow this to continue for more than 5
seconds.
If the AT fluid temperature is less than 20C, shifting-up to 4th

gear and lock-up operation are not possible. These, however,
5 are not a problem. (It allows the interior of the automatic { {
transmission to be protected.) When the AT fluid temperature
exceeds 20C, normal gear shifting is possible.
6
"P" should be selected when the vehicle has been brought to
a complete stop.
{ {
Shifting from forward ranges ("D", "2", or "L") to reverse ("R")
7 and vice versa should only happen when the vehicle has { {
been brought to a complete standstill.
If the engine is turning over at high speed when "N" or "P" is

8
selected, do not select another range.(This may cause the
vehicle to start suddenly and may cause damage to the
{ {
interior of the automatic transmission.)
While driving the vehicle, do not drive continuously with the

9
"N" range is selected or do not repeat the shift operation to
"N" range. (The interior of the automatic transmission may be
{ {
damaged.)
rev 02
Precautions 3-75
M-Car:
Automatic
When diagnosing and servicing AT Transaxle
1. When electronic problems are suspected for shifting malfunction. Instructor Guide
: Other than authentic parts or after-sales parts could sometimes
cause problems such as
- TCM malfunction by voltage drop by TV, Stereo sets and so on.
- TCM malfunction by electro-magnetic noise from low resistance high
tension cable.
2. Abnormal shifting point and Shifting shock
: Throttle position sensor could be a cause.
Throttle sensor with long mileage is worn out and its linearity is
degraded.
3. ATF replacement
- Non-authentic ATF can cause clutch capacity shortage, as a result,
shifting shock and slip in shifting.
- In case of water mixing with oil, ATF color becomes milk white.
You should replace AT TM
- If ATF color changes or air bubble is generated because of minor
water mixing or long mileage (0.1 million km), you should replace
ATF.
But, if ATF is polluted badly or you can smell burnt inside, you should
dismantle the AT and repair it.
4. If oil level is too high, abnormal heat generation and oil pressure drop
can cause clutches burn by resistance in operation.
5. Even in case of AT internal damage or breakage, Torque converter
circuit is protected by oil strainer, so you can re-use T/C after cleaning
it.
But, if you can confirm T/C is damaged, then replace it.
rev 02
3-76 Precautions
M-Car:
Automatic
Transaxle
Repairing Torque Converter
Instructor Guide : You can not re-use T/C in case of the follows.
- ATF color changes milk white because of water intrusion inside
AT with lock-up function
- Lock-up clutch malfunction
- Internal breakage by T/C damage
* Inspecting and Cleaning
1. After removing T/C from TM, inspect T/C surface
2. After draining ATF from T/C, inspect the following.
- In case that steel or foreign material is shown inside T/C, replace T/C
- In other cases, go to the third step and clean T/C
- As long as extremely much steel dust is not shown, it is not a matter.
3. Cleaning T/C inside
- ATF drain
- Put ATF 0.5L in T/C and clean T/C by swing T/C left and right.
- Drain ATF
- Repeat the above three steps three times.
rev 02
Disassembling Inspection 3-77
M-Car:
Automatic
Item Inspection Measures Transaxle
- Scratches and Burrs - Replace
Casting parts Instructor Guide
- Clogged oil passages - Passing through with wire or air
and Machining
- Gasket remnant - Remove the gasket remnant.
parts
- Cracked parts - Replace
- Not turning smoothly
- Replace
Bearings - Streaks, pitching, scratches,
- Replace
cracks
Bush and Thrust - Scratches, burrs, wears,
- Replace
washer scorch
- Scratches or Hardened
- Replace
Oil seal and - Circuferential wear
- Replace
Gasket - Piston seal ring, Oil seal,
- Replace
Gasket
- Scratches or Burrs - Replace
Gear
- Teeth considerably worn - Replace
Spline - Burrs, Scratches, Distortion - Replace
Snap ring - Wear, Scratches, Deformation - Replace
Screws - Burrs or Damaged parts - Replace
Spring - Sinking, scorching - Replace
- Wear, Scorching, Plate warp
Clutch disk and
- Clutch distortion, damaged - Replace
Brake disk
spline
Clutch plate and - Wear, Scorch, Deformation

- Replace
Brake plate - Damaged spline
Seal face
- Scratches, Dry spots, wear - Replace
(Lip- contacting
- Clogged with foreign material - Repair
face)
rev 02
3-78 Valve body Maintenance
M-Car:
Automatic
Transaxle
Instructor Guide
1. Shift Solenoid A
2. Shift Solenoid B
3. Line Pressure Solenoid
4. ATF Temperature Sensor
5. Lock-up Solenoid
6. Oil Strainer
Dismantling
1. Remove the battery terminal
2. Remove the drainage plug to drain the AT fluid.
3. Remove the oil pan.
4. Remove the connector from the solenoid.
5. Remove the ATF temperature sensor fixing bolts.
6. Remove the strainer.
7. Remove the valve body assembly and the shift solenoid.
Note: Since AT fluid cant be drained through the drain hole thoroughly, put a
vessel under the transmission when removing the oil pan.
Tightening torque
- Shift solenoid bolt 8 N - m {80 kgf - cm}
- Valve body installation bolt 8 N - m {80 kgf - cm}
- Strainer installation bolt 8 N - m {80 kgf - cm}
- Drainage plug 44 N - m {430 kgf - cm}
rev 02
Bearing 3-79
M-Car:
Automatic
Transaxle
Instructor Guide
* Legend
A. Race built-in bearing
B. One-side race needle bearing (Side cover direction)
B. One-side race needle bearing (Engine side direction)
C. One-side race needle bearing + Race
1. Low & Reverse Brake

2. Low Clutch
3. Internal Gear
4. Rear Carrier
5. Rear Sun Gear
6. Front Carrier
7. One-way Clutch
8. Front Sun Gear Assy
9. High Clutch Hub
10. High Clutch
11. Reverse Clutch
rev 02
Servo Release
Servo Apply Cooler Outlet
Cooler Inlet =
Low Clutch Centrifugal Torgue Converter Outlet
Oil Pressure Cancel &
Bearing LUB.
Line P
Check
Cooler Inlet Reverse Clutch
T/C REL O/P OUT High Clutch
T/C APP
Oil Pump Inlet
Oil Pressure Circuit
L&R/B
Low Clutch
Servo Apply
Case
Servo Release High Clutch Reverse Clutch

M-Car:
Automatic
Transaxle
Instructor Guide
3-80
rev 02
Oil Pressure Circuit 3-81
M-Car:
Automatic
Side Cover and Oil Pump Transaxle
Instructor Guide
High Clutch
Reverse Clutch
Cooler Outlet
Cooler Inlet
Oil Pump Outlet Torque Converter Outlet
Torque Converter Release = Cooler Inlet
Torque Converter Apply
Oil Pump Inlet

Low Clutch Centrifugal Oil Pressure
Cancel & Bearing Lubrication
rev 02
3-82 Oil Pressure Circuit
M-Car:
Automatic
Transaxle
Valve Body
Instructor Guide
Line Pressure Duty Solenoid
Shift Solenoid B
Shift Solenoid A
Lock-up Duty Solenoid
T/C Release T/C Apply

Oil Pump Outlet
Oil Pump Inlet
Lower Clutch
Low & Reverse Brake
Cooler Inlet
High Clutch
Servo Apply
Servo Release
Reverse Clutch
rev 02
Symptom Troubleshooting 3-83
M-Car:
Symptom Troubleshooting Chart Automatic
Transaxle
Onboard check Dis as s embly check
P robable caus e E lectrical s ys tem
Instructor Guide
Oil P owerflow s ys tem
E xternal AT X Internal AT X pres s ure
T rouble s ymptoms
Vehicle will not move in an

Vehicle will not move in " D"
Vehicle will not move in " D" ,
Vehicle will not move in " R " .
Vehicle moves in " N" .
Lower than normal
maximum s peed
and/or poor
acceleration
No s hift in any range

No 1-2 s hift-up
No 2-3 s hift-up
No 3-4 s hift-up
S hift point is high or low.
Lock-up does not operate.
Clutch s lips when

vehicle s tarts
(in forward ranges ).
Clutch s lips when
vehicle s tarts
(in the revers e range).
Clutch s lips in 1-2 s hift-up.
No engine braking in L.
H ars h s hock in 1-2 s hift-up.

H ars h s hock during
driving when
s elector is moved from
" N" to " D" .
H ars h s hock during
driving when
s elector is moved from
" N" to " R " .
Nois e when idling

Nois e when s elector is m
Nois e when driving
Nois e when s hifting
E ngine s talls .
Oil blows out from air breath
S tarter will not rotate in " P
rev 02
3-84 Symptom Troubleshooting
M-Car:
Automatic
1-1 Vehicle will not move in any range.
Transaxle
Probable cause
Instructor Guide - Low line pressure - Error in control valve spool sliding
- Incorrect ATF level adjustment - Damage to gear(s)
- Incorrect select linkage adjustment - Faulty parking release
- Broken or damaged oil pump - Faulty engine system
- Malfunction of torque converter
Step Check Action

Carry out an engine performance check to
ensure that the engine is behaving
normally. Then proceed with the ATX
check.
YES Go to the next step.

Is the ATF level correct when
1
checked during the primary check?
Adjust the ATF level as specified.
NO
*If the ATF is burnt or dirty, replace the ATX.
Is there any slippage in the select YES Go to the next step.

2 linkage when checked during the
primary check? NO Adjust the select linkage.
Check the following: (ATX disassembly)

- Damage to each of the gears
YES (Output gear, idle gear, and differential gear)
- Torque converter
Is the measured line pressure within - Operation of the parking mechanism
3
the specified range?
NO - Damage to or wear of the oil pump
- Operation of the control valve spool
rev 02
1-2 Vehicle will not move in Dor 2 M-Car:
Automatic
Probable cause Transaxle
- Low clutch slip
Instructor Guide
- Low one-way clutch slip
Step Check Action
In the case where the ATF level Check the following: (ATX
and the line pressure measured disassembly)
in the primary check are correct: - Bum or wear of the low clutch
- Operation of the tow one-way
clutch
1-3 Vehicle will not move in D, 2 or L

Probable cause
- Low clutch slip
- Low & reverse clutch slip
Step Check Action
- Bum or wear of the low & reverse
clutch

Probable cause
- Reverse clutch slip
- Low & reverse clutch slip
Step Check Action
- Bum or wear of the low & reverse
clutch

Probable cause
- Sticking of the low clutch resulting form burning or malfunction
Step Check Action
In the case where the select Check the following: (ATX
linkage adjustment checked in disassembly)
the pramary check is corred: - Operation of the low clutch rev 02
M-Car:
Automatic
Transaxle 1-6 Lower than normal maximum speed and/or poor acceleration.
Instructor Guide Probable cause

- Faulty ATCU - Damage to or wear of oil pump
- Faulty O/D switch - Malfunction of torque converter
- Faulty ATF temperature sensor - Error in control valve spool sliding
- Faulty line pressure solenoid - Slip or malfunction of high clutch
- Faulty shift solenoid - Slip or malfunction of 2-4 brake band
Step Check Action

According to the service code check, verify the
following parts:
- O/D switch (No service code)
YES
Has the service code been output - ATF temperature sensor
1 - Line pressure solenoid
during the primary check?
- Shift solenoid
NO Go to step 2.
Is the problem rectified by replacing YES Replace the ATCU.

the ATCU with that of the same
2
vehicle type?
NO Go to step 3.

- Disassemble the oil pump assembly and
check it for damage or wear.
Disassemble the ATX and check the - Check the sliding of the control valve spool.
3
interior. - Check operation of the high clutch and check
the plates for burning.
- Check operation of the 2-4 brake band and
check the band for burning.
4 If no faults are detected in step 3. - Replace the torque converter.
rev 02
M-Car:
2-1, 2-2 No shift in any rage. No 1-2 shift-up.
Automatic
Transaxle
Probable cause
Instructor Guide
- Improper positioning of inhibitor switch - Faulty vehicle speed sensor
- Fault in inhibitor switch itself - Faulty ATCU
- Malfunction of shift solenoid A - Malfunction of 2-4 brake band
- Malfunction of shift solenoid B - Malfunction of control valve spool
Step Check Action
1 Has the service code been output YES According to the service code check,
during the primary check? verity the following parts:
- Shift solenoid A
- Shift solenoid B
- Vehicle Speed sensor
- Positioning of inhibitor switch and short or
open circuit inside the switch.
NO Go to step 2.
2 Is the problem rectified by YES Replace the ATCU.

replacing the ATC11 with that of
the same vehicle type? NO Go to step 3.
3 Is the line pressure measured YES Check the following: (ATX disassembly)
during the primary check within - Operation of the 2-4 brake band
the specified range? NO Check the following: (ATX disassembly)
2-3 No 2-3 shift-up.
Probable cause
- Improper positioning of inhibitor switch - Malfunction of high clutch
- Fault in inhibitor switch itself - Malfunction of control valve spool
- Malfunction of shift solenoid B
Step Check Action
1 Has the service code been According to the service code check,
output short or during the verify the following parts:
primary check? YES - Shift solenoid B
- Positioning of the inhibitor switch and
open circuit inside the switch.
NO Go to step 2.
2 Is the check within the specified YES Cheek the following: (ATX disassembly)
primary range? Is the line pressure measured during
- Operation of the high clutch
NO Check the following: (ATX disassembly)
rev 02
M-Car:
Automatic 2-4 No 3-4 shift-up
Transaxle
Probable cause
Instructor Guide
- Fault in inhibitor switch itself - Faulty ATF temperature sensor
- Malfunction of shift solenoid A - Faulty ATCU
- Malfunction of shift solenoid B - Malfunction of control valve spool
- Faulty O/D switch
Step Check Action
1 Has the service code been output According to the service code check,
ATF temperature sensor during verify the following parts:
the primary check? - Shift solenoid A
YES - Shift solenoid B
- O/D switch (No service code)
- Short or open circuit inside inhibitor
switch
NO Go to step 2.
2 Is the problem rectified by YES Replace the ATCU.

replacing the ATCU with that of
the same vehicle type? NO Check the following: (ATX disassembly)
2-5 Shift points is high or low.
Probable cause
- Error in throttle position sensor
- Faulty vehicle speed sensor
- Malfunction of control valve spool
Step Check Action
during the primary check? YES verity the following parts:
- Vehicle speed sensor
NO Go to step 2.
2 In response to the throttle YES Check the following: (ATX disassembly)

opening angle is the throttle - Operation of the control valve spool
voltage of the throttle position NO Adjust the mounting angle of the throttle
sensor within the cheek? position specified range in the primary
sensor.
rev 02
M-Car:
Automatic
2-6 Lock-up does not operate.
Transaxle
Probable cause
- Faulty ATCU - Faulty speed sensor Instructor Guide
- Fault in inhibitor switch itself - Faulty ATF temperature sensor
- Engine speed sensor - Malfunction of control valve spool
- Faulty turbine sensor - Malfunction of torque converter
- Malfunction of lock-up solenoid
Step Check Action

According to service code check, verify the
following parts:
- Lock-up solenoid
- Engine speed sensor
YES
1 - Vehicle speed sensor
- Turbine sensor
- Short or open circuit inside inhibitor switch
NO Go to step 2.
Is the problem rectified by YES Replace the ATCU.

2 replacing the ATCU with that of
the same vehicle type? Check the following: (ATX disassembly)
NO
In the case where no faults are

3 - Replace the torque converter.
detected in steps 1 and 2.
rev 02
M-Car:
Automatic
3-1 Clutch slips when vehicle starts (in forward ranges).
Transaxle
Probable cause
Instructor Guide - Low line pressure - Malfunction of line pressure solenoid
- Incorrect adjustment of select - Malfunction of low clutch
linkage - Malfunction of low one-way clutch
- Error in throttle position sensor - Malfunction of control valve spool
- ATF level out of specification
Step Check Action

Carry out an engine performance
check to ensure that the engine is
behaving normally. Then proceed with
the ATX check.
According to the service code check, verify
YES the following parts:
Has the service code been output - Line pressure solenoid
1
NO Go to step 2.
YES Go to step 3.
2 checked during the primary Adjust the ATF level as specified.
check? NO *If the ATF is burnt or dirty, replace the
ATX.
Were any faults detected in the YES Check and adjust the select linkage.
3 select linkage during the primary
check? NO Go to step 4.
In response to the throttle opening Adjust the mounting angle of the throttle
angle is the throttle voltage of the YES
position sensor.
4 throttle position sensor within the
specified range in the primary NO Go to step 5.
check?
Is the line pressure measured YES - Operation of the low clutch
5 during the primary check within - Operation of the low one-way clutch
the specified range? Check the following: (ATX disassembly)
NO
rev 02
M-Car:
Automatic
3-2 Clutch slips when vehicle starts (in the reverse range).
Transaxle
Probable cause
- Low line pressure - Malfunction of line pressure solenoid Instructor Guide
- Incorrect adjustment of select - Malfunction of low & reverse clutch
linkage - Malfunction of reverse clutch
Step Check Action

the ATX check.
1
NO Go to step 2.
YES Go to step 3.
ATX.
position sensor.
check?
Is the line pressure measured YES - Operation of the low & reverse clutch
5 during the primary check within - Operation of the reverse clutch
NO
rev 02
M-Car:
Automatic
3-3 Clutch slips in 1-2 shift-up
Transaxle
Probable cause
linkage - Malfunction of 2-4 brake band
Step Check Action

the ATX check.
1
NO Go to step 2.
Is the ATF level correct when YES Go to step 3.

checked during the primary
2 Adjust the ATF level as specified.
check?
NO *If the ATF is burnt or dirty, replace the
ATX.
position sensor.
check?
5 during the primary check within - Operation of the 2-4 brake band
NO
rev 02
M-Car:
Automatic
3-4 Clutch slips in 2-3 shift-up
Transaxle
Probable cause
- Low line pressure - Malfunction of line pressure solenoid Instructor Guide
linkage - Malfunction of high clutch
Step Check Action

the ATX check.
1
NO Go to step 2.
YES Go to step 3.
ATX.
position sensor.
check?
Is the line pressure measured in YES - Operation of the low clutch
5 the primary check within the - Operation of the high clutch
specified range? Check the following: (ATX disassembly)
NO
rev 02
M-Car:
Automatic
3-5 Clutch slips in 3-4 shift
Transaxle
Probable cause
- Incorrect adjustment of select - Malfunction of high clutch
linkage - Malfunction of 2-4 brake band
Step Check Action

the ATX check.
1
NO Go to step 2.
YES Go to step 3.
ATX.
position sensor.
check?
YES - Operation of the high clutch
Is the line pressure measured - Operation of the 2-4 brake band
5 during the primary check within
the specified range? NO
rev 02
M-Car:
Automatic
3-6 No engine braking in L.
Transaxle
Probable cause
- Low line pressure - Malfunction of shift solenoid A Instructor Guide
- ATF level out of specification - Malfunction of shift solenoid B
linkage - Malfunction of low & reverse clutch
- Incorrect positioning of inhibitor - Malfunction of control valve spool
switch
- Faulty ATCU
Step Check Action
the ATX check.
the following parts:
YES - Shift solenoid A
Has the service code been output - Shift solenoid B
1
during the primary check? - Positioning of the inhibitor switch
NO Go to step 2.
YES Go to step 3.
2 Adjust the ATF level as specified.
checked in the primary check?
NO *If the ATF is burnt or dirty, replace the
ATX.
Is the problem rectified by YES Replace the ATCU.

4 replacing the ATCU with that of
the same vehicle type? NO Go to step 5.

5 during the primary check within - Operation of the low & reverse clutch
NO
rev 02
M-Car:
Automatic
4-1 Harsh shock in 1-2 shift-up
Transaxle
Probable cause
Instructor Guide - Low or high line pressure (shifting - Malfunction of line pressure solenoid
out of specification) - Error in control valve spool sliding
- Error in throttle position sensor - Malfunction of 1-2 accumulator
- Incorrect adjustment of 2-4 brake - Faulty ATCU
band
- Breakage of or damage to oil pump
- Faulty ATF temperature sensor
Step Check Action
YES - ATF temperature sensor
1
during the primary check? - Throttle position sensor
NO Go to step 2.
In response to the throttle opening
angle is the throttle voltage of the YES Go to step 3.
throttle position sensor within the
2
specified range in the primary Adjust the mounting angle of the throttle
check? NO
position sensor.
Check whether the problem is rectified by

replacing the ATCU with that of the same
vehicle type.
3 Check the ATCU itself.
- If the problem is rectified, replace the
ATCU.
- If not, go to step 4.
YES - Return at the 2-4 brake band adjustment
Is the line pressure measured - Operation of the 1-2 accumulator
rev 02
M-Car:
Automatic
Transaxle
Probable cause
- Low or high line pressure (shifting - Malfunction of line pressure solenoid Instructor Guide
- Error in throttle position sensor - Malfunction of servo release accumulator
- Malfunction of high clutch - Faulty ATCU
- Breakage of or damage to oil pump - No steel ball in control valve
Step Check Action
1
NO Go to step 2.
NO
check? position sensor.
vehicle type.
ATCU.
- Operation of the high clutch
YES
- Operation of the servo release
Is the line pressure measured accumulator
the specified range?
- Damage or wear of the oil pump
NO
- No steel ball in the control valve
rev 02
M-Car:
Automatic
Transaxle
Probable cause
Instructor Guide - Low or high line pressure (shifting - Malfunction of line pressure solenoid
- Error in throttle position sensor - Malfunction of servo release accumulator
- Malfunction of 2-4 brake band - Faulty ATCU
Step Check Action
the following parts.
1
NO Go to step 2.
NO
check? position sensor.
vehicle type.
ATCU.
- Return of the 2-4 brake band after
YES adjustment
Is the line pressure measured - Operation of the servo release
4 during the primary check within accumulator
the specification?
rev 02
M-Car:
Automatic
4-4 Harsh shock during driving when selector is moved from N to D range Transaxle
Probable cause
- Low or high line pressure (shifting - Malfunction of line pressure solenoid
Instructor Guide
- Improper positioning of inhibitor - Malfunction of low clutch accumulator
switch - Faulty ATCU
- Malfunction of low clustch - Faulty engine system
Step Check Action
the ATX check.
YES
NO Go to step 2.
YES Go to step 3.
Is the inhibitor switch positioned
2
properly?
NO Adjust the positioning of the inhibitor switch.
vehicle type.
3 Check the ATCU itself
ATCU.
YES - Operation of the low clutch
Is the line pressure measured - Operation of the low clutch accumulator
rev 02
M-Car:
Automatic
Transaxle 4-5 Harsh shock during driving when selector is moved from N to R range
Instructor Guide Probable cause

- High line pressure - Malfunction of line pressure solenoid
- Incorrect positioning of inhibitor - No steel ball in control valve
switch - Malfunction of low & reverse clutch
- Malfunction of reverse clutch - Faulty ATCU
- Breakage of or damage to oil pump - Faulty engine system
Step Check Action
the ATX check.
YES
NO Go to step 2.
YES Go to step 3.
Is the inhibitor switch positioned
2
properly?
NO Adjust the positioning of the inhibitor switch.
vehicle type.
ATCU.
YES - Operation of the reverse clutch
Is the line pressure measured - Operation of the low & reverse clutch
- No steel ball in the control valve
rev 02
M-Car:
5-1 Noise when idling
Automatic
Transaxle
Probable cause
Instructor Guide
- Pump noise caused by trouble in oil circuit or oil control system
- Noise from engine auxiliaries
Step Check Action
1 Does the tone change according Check the following: (Visual inspection,
to the engine speed? ATX disassembly)
And, does the noise level increase YES - Dent in the oil pan
when the line pressure is - Cloggin up in the strainer
maximized in intentional fail safe - Error in the oil pump rotor
mode? NO Check the following: (ATX disassembly)
- Error in the engine auxiliaries
5-2 Noise when selector is moved
Probable cause
- Faufty low clutch (N_>D)
- Faulty reverse clutch (N__)R)
- Faulty low & reverse brake (N_>R)
Step Check Action
Is the line pressure measured Check the following: (ATX disassembly)

during the primary check within - Low clutch assembly
the specified range? YES - Bum or wear of the low clutch
- Reverse clutch assembly
- Bum or wear of the reverse clutch
NO - Operation of the control valve spool
- Damage to or wear of the oil pump
rev 02
M-Car:
Automatic 5-3 Noise when vehicle is moving
Transaxle
Probable cause
Instructor Guide
- Planetary gear noise - Oil pump noise
- Output gear noise - Torque converter noise
- Final gear noise - Noise from engine auxiliary
- Low one-way clutch sliding noise - Noise from vehicle drive shaft
- Bearing noise - Noise from vehicle wheel bearing
Step Check Action
1 Does the tone change according Check the following: (Visual inspection,
to the engine speed? ATX disassembly)
And, does the noise level increase - Dent in the oil pan
when the line pressure is YES - Clogging up in the strainer
maximised in intentional fail safe - Error in the oil pump rotor
mode? - Torque converter
No Go to step 2.
2 Does the noise occur in a specific Check the following: (ATX disassembly)
range other than in 3rd gear? YES - Damage or abnormal wear of the
Also, does the tone change planetary gear
according to vehicle speed? NO Go to step 3.
3 Does the noise occur in all Check the following: (ATX disassembly)
ranges? - Damage or abnormal wear of output and
Also, does the tone change final gears
according to vehicle speed? - Flaw or abnormal wear of the low one-
way clutch
YES - Flaw or abnormal wear of each bearing
- Rattle or abnormality in the vehicle drive
shaft
- Abnormal wear or flaws in the vehicle
wheel bearing
- Errors related to engine auxiliary
5-4 Noise when shifting
Probable cause
- Clutch slip or error when shifting
- Planetary gear noise when shifting
- C1V operation noise when shifting
Step Check Action
1 Is the line pressure measured Check the following: (ATX disassembly)

during the primary check within YES - Clutches related to shifting
the specified range? - Damage to or abnormal wear of the
planetary gear
rev 02
M-Car:
6-1 Engine stalls
Automatic
Transaxle
Probable cause
Instructor Guide
- Incorrect ATF level adjustment - Error in control valve spool sliding
- Line pressure out of specification - Malfunction of torque converter
- Malfunction of line pressure solenoid - Faulty engine system
- Malfunction of lock-up solenoid
Step Check Action

check to ensure that the engine
is behaving normally. Then
proceed with the ATX check.
during the primary check? verify the following parts:
YES - Line pressure solenoid
- Lock-up solenoid
NO Go to step 2.
2 Is the ATF level correct when YES Go to step 3.

checked during the primary NO Adjust the ATF level as specified.
check? *if the ATF is burnt or dirty, replace the
ATX.
3 Is the line pressure measured YES Go to step 4.

during the primary check within Check the following: (ATX disassembly)
the specified range? NO - Damage to or wear of the oil pump
4 Replace the torque converter.
6-2 Oil blows out from air breather.
Probable cause
- Too much ATIF
Step Check Action
1 Check and adjust the ATF level.
rev 02
M-Car:
Automatic
6-3 Starter will not rotate in P and/or N.
Transaxle
Probable cause
Instructor Guide - Improper adjustment of select - Improper positioning of inhibitor switch
linkage - Faulty ATCU
- Faulty engine system
Step Check Action

the ATX check.
Following the inhibitor switch inspection,
YES check and adjust the positioning of the
Is the inhibitor switch positioned inhibitor switch.
2
properly?
NO Go to step 3.

3 - Damage to or wear of the oil pump
rev 02
Special Tool 3-105
M-Car:
Automatic
Transaxle
Instructor Guide
Valve Lifter Attatchment Valve Lifter
Low Clutch Spring Compressor Reverse Clutch Spring Compressor
Low&Reverse Brake Spring Compressor High Clutch Spring Compressor
rev 02
3-106 Special Tools
M-Car:
Automatic
Transaxle
Instructor Guide Low One Way Clutch Installer Spring Pin Remover
Spring Pin Installer Output Gear Holder
Output Gear Locknut Remover/Installer Input Shaft Oil Seal Installer
rev 02
Special Tools 3-107
M-Car:
Automatic
Transaxle
Differential Side Oil Seal Installer (Oil Pan Side) Differential Front Side Oil Seal Installer Instructor Guide
Transaxle Remove/Install Support
rev 02
3-108
M-Car:
Automatic
Transaxle
Instructor Guide
rev 02

Transmision Automatica M-Car at r02 IG

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Transmision Automatica M-Car at r02 IG

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M-Car

Service Training Manual:

Front carrier Rear carrier Input shaft Torque converter

Front sun gear

Front ring gear

Rear sun gear

Month: May (Jan - Sep: 1-9, Oct X, Nov: Y, Dec: Z)

2. Engine 0.8L MPI Max : 110Nm (1.0L)

- Output Shaft Speed sensro (VSS)

- Overdrive signal (O/D) On/Off Switch Gear shift control

Vehivle speed (km/h)

AT-4 Oil Cooler

A. When the sun gear is locked, planetary

Clutch and Brakes

Low Lo & Rev. High Reverse 2-4 brake Lo one-way

* Locked only while accelerating

Input: Rear sun gear Output: Rear Carrier ns > nc

ns > nc indicates that output is the reduction to input.

1st gear (D and 2 ranges)

Low & Reverse Brake One-Way Clutch

1. Input Shaft (rear sun gear) 4. Front Sun Gear

Input: Rear sun gear

ns > nc indicates that output is the reduction to input.

1. Input Shaft (rear sun gear) 4. Front Sun Gear

Internal gear Rotates CW (nirpm) Rotates CW (nirpm) Instructor Guide

Carrier Rotates CW (ncrpm) Rotates CW (ncrpm)

Low & Reverse Brake One-Way Clutch

1. Input Shaft (rear sun gear) 4. Front Sun Gear

Input: Front carrier

1. Input Shaft (rear sun gear) 4. Front Sun Gear

Carrier Locked Rotates CCW (ncrpm)

Input: Rear sun gear

1. Input Shaft (rear sun gear) 4. Front Sun Gear

Pressure Pressure regulator

Pilot Pressure from

Manual Valve Shift Solenoid A

8. Shift solenoid valve B

9. Servo release timing valve

From Shift Valve

Pilot Pressure Pressure Modifier Valve

Line Pressure Solenoid Valve

11. Line pressure relief valve

13. Accumulator control valve AT-14

15. Lock-up control valve

Lubrication Torque Converter

Line Pressure Lock-up Solenoid

From Shift Valve B

Drain Drain Line Pressure

Drain Shift Valve B AT-16

Check Ball ShiftSolenoid

Pilot Valve Shift Solenoid A (ON) Shift Valve A

Shift Solenoid B (ON) Shift Valve B

17. Neutral Control Valve

Pilot Valve Shift Solenoid A (ON) Shift Valve A

Shift Solenoid B (ON) Shift Valve B

17. Neutral Control Valve

Shift Valve B Low Clutch

Pilot Valve Shift Solenoid A (ON)

Shift Solenoid B (ON) Shift Valve B

17. Neutral Control Valve

Shift Valve B Low Clutch

Pilot Valve Shift Solenoid A (ON)

Shift Solenoid B (ON)

17. Neutral Control Valve