Ｓ０Ｘ４ＡＡ１Ｅ１０４００００００００ＣＡＡＴ００
General Operation
Torque Converter, Gears, and Clutches
Electronic Control
Hydraulic Control
Shift Control Mechanism
Lock-up Mechanism
14-262
Automatic Transmission
System Description
The automatic transmission is a combination of a 3-element torque converter and triple-shaft electronically controlled
unit which provides 5 speeds forward and 1 reverse. The entire unit is positioned in line with the engine.
The torque converter consists of a pump, turbine, and stator assembly in a single unit. The converter housing (pump)
is connected to the engine crankshaft and turn as the engine turns. Around the outside of the torque converter is a ring
gear which meshes with the starter pinion when the engine is being started. The entire torque converter assembly
serves as a flywheel, transmitting power to the transmission mainshaft. The transmission has three parallel shafts: the
mainshaft, the countershaft, and the secondary shaft. The mainshaft is in line with the engine crankshaft. The
mainshaft includes the 4th and 5th clutches, and gears for 3rd, 4th, 5th, and reverse, (reverse gear is integral with the
5th gear). The countershaft includes the final drive, 1st, 4th, 5th, reverse, 2nd, park, and 3rd gears (the final drive gear
is integral with the countershaft). The secondary shaft includes the 1st, 1st-hold and 2nd clutches, and gears for 1st,
2nd, and idler. The countershaft 5th gear and the countershaft reverse gear can be locked to the countershaft at its
center, providing 5th gear or reverse, depending with which way the selector is moved. The gears on the mainshaft
and the secondary shaft are in constant mesh with those on the countershaft. When certain combinations of gears in
the transmission are engaged by the clutches, power is transmitted through the mainshaft, then to the secondary shaft,
and/or to the countershaft to provide drive.
The electronic control system consists of the powertrain control module (PCM), sensors, and seven solenoid valves.
Shifting and lock-up are electronically controlled for comfortable driving under all conditions. The PCM is located
below the dashboard, under the front lower panel behind the center console.
The valve bodies include the main valve body, the regulator valve body, the servo body, and the accumulator body.
They are bolted to the torque converter housing. The main valve body contains the manual valve, the modulator valve,
the shift valve C, the shift valve D, the kick-down valve, the servo control valve, the torque converter check valve, the
reverse CPC valve, the lock-up shift valve, the relief valve, the cooler check valve, and the ATF pump gears. The
regulator valve body contains the regulator valve, the lock-up timing valve, and the lock-up control valve. The servo
body contains the servo valve, the shift valve A, the shift valve B, the CPC valves A and B. The top accumulator body
contains shift valve E, CPC valve C, 1st-hold accumulator piston, 4th accumulator piston, and 5th accumulator piston.
The accumulator body contains the 1st and 2nd accumulators and lubrication check valve. Fluid from the regulator
passes through the manual valve to the various control valves. The 1st/1st-hold, 3rd, 4th, and 5th clutches receive fluid
from their respective feed pipes, and the 2nd clutch receives fluid from the internal hydraulic circuit.
To shift gears, the PCM controls shift solenoid valves A, B, and C, and A/T clutch pressure control solenoid valves A
and B while receiving input signals from various sensors and switches located throughout the vehicle. The shift
solenoid valves shift the positions of the shift valves to switch the port leading hydraulic pressure to the clutch. The
A/T clutch pressure control solenoid valves A and B control the CPC valves A and B to shift smoothly between lower
gear and higher gear. This pressurizes a line to one of the clutches, engaging the clutch and its corresponding gear.
The lock-up mechanism operates in the D position (3rd, 4th, and 5th), and D3 position (3rd). The pressurized fluid is
drained from the back of the torque converter through a fluid passage, causing the torque converter clutch piston to be
held against the torque converter cover. As this takes place, the mainshaft rotates at the same speed as the engine
crankshaft. Together with hydraulic control, the PCM optimizes the timing of the lock-up mechanism. When the torque
converter clutch solenoid valve activates, modulator pressure changes to switch lock-up on and off. The lock-up
control valve and the lock-up timing valve control the amount of lock-up according to A/T clutch pressure control
solenoid valve C. The torque converter clutch solenoid valve is mounted on the torque converter housing, and A/T
clutch pressure control solenoid valve C is mounted on the transmission housing. They are all controlled by the PCM.
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