AUTOMATIC TRANSMISSION AND DIFFERENTIAL [4AT] 3-2a SUBARU. M_ MECHANISM AND FUNCTION 1992 . Torque Converter . Lock-up Control System . Oil Pump Planetary Gear .. Reverse Clutch . High Clutch . Band Brake . One-way Clutch . Low & Reverse Brake SERVICE Forward Clutch & Overrunning Clute 6 MANUAL Reduction oar is . Final Reduction . Range Select Mechanisi Parking Mechanism... ”, AWD Transfer System . Hydraulic Control Valve ). Gearshifting Mechanism . Power train mn 21, Electronic-Hydraulic Control System 22, Transmission Control Unit (TCU) 23, Self-diagnosis System 24. Fail-safe Function .. Reeseconaoe SSBASFESRAS CerOMAawN $ SPECIFICATIONS AND SEAVICE DATA . 92 © COMPONENT PARTS . 99 W SERVICE PROCEDURE .. 109 1. Precaution 109 2. On-Car Service 110 3. Performance Te 119 4, Overall Transmission 128 §. Reduction Drive Gear Assembly 155 6. Control Valve Body . 156 : 7. Oil Pump Assembly 158 8. Drive Pinion Shaft .. 160 9. Reverse Clutch 163 10, High Clutch 164 11. Forward Clutch Drum 165 12. 1» 168 168 14, Differential Case Assembly 169 15, Transfer Clutch 170 16, Transfer Valve 172 T TROUBLESHOOTING 1, Precaution 2. Troubleshooting System 3, Transmission Control Unit (TCU) 1/0 Signal 4, Troubleshooting Chart with Trouble Code 5. Troubleshooting Chart with Select Monitor 6. General Troubleshooting Table . art for Self-diagnosis2a_{Mi01] AUTOMATIC TRANSMISSION AND DIFFERENTIAL [4AT] M MECHANISM AND FUNCTION 1. General 1. FWD MODEL This system utilizes a microcomputer for accurate con- trol of the vehicle speed, engine brake operation, lock- up operation, gear shift timing and others. It corre- sponds to the throttle opening, actual vehicle speed, engine rpm and range position signal. Further, it is also provided with an automatic drive pattern selecting fu tion which selects between the “normal drive pattern” suitable for ordinary economical driving and the ive pattern” suitable for acceleration and 1g depending upon depression of the accel- (Features) © Two one-way clutches and four accumulators are used to reduce gear shift shock and gear select shock, and a fully electronic control system is employed for accurate gearshift control from ‘st to 4th speed, hydraulic oil pressure (line pressure), lock-up operation, etc. © A hydraulic lock-up type torque converter, variable delivery oil pump, gear train with two sets of simple planetary gears (permitting four forward and one reverse stage) are used to improve driving dynamics and fuel consumption. © A push-pull cable featuring less vibration to the high rigid transmission case and control unit is. used for improved quietness during driving. © A self-diagnosis function and fail-safe function are incorporated for improved serviceability and reliabil- ity. 2, 4WD MODEL ‘An electronically controlled full-time 4WD system designed uniquely for SUBARU on the basis of the FWD ion is adopted, This system has e transfer hydraulic pressure control unit incorporating duty sole- noid and a multi-plate transfer (MPT) consisting of wet type multiplate clutch on the rear of the automatic transmission section. ‘The control unit stores optimum transfer clutch torque {duty ratio) data for various driving conditions. When actual driving conditions (vehicle speed, throttie opening, gear range, wheel slip, etc.) are detected by various sensors, the control unit selects the most suit le duty ratio from memory, and controls thé transmit- ting torque of the transfer clutch by means of the hydraulic pressure controlling duty solenoi (Features) 1. The transfer clutch capacity can be accurately con- trolled by means of the electronic control system. This lly effective for eliminating tight corner brak- jomenon which occurs at low speeds, thereby achieving smooth driving. 2. An optimum rear wheel drive distribution is achieved which corresponds to engine output and gear shift position and improves fuel consumption and steer- ing stability. 3, For the car equipped with ABS, the braking perfor mance is improved by the control of the clutch and gear locking at a particular shift position through ABS oper- ation-time control. 4, Driveability and comfort a of manual range. improved with the use[Mi103]_3-2a AUTOMATIC TRANSMISSION AND DIFFERENTIAL [4AT] ) 3, CROSS SECTIONAL VIEW ones sysuess, onset uopemussven snewonny Seanad fer erenttd uma 2 snp os sans sess sores smn jonueg 10 10 yews vow ava sensu 2018 vanup vonsnpey RE) 9809 vorsueg, iat Heo OA O10} rl | fox baw ae fi A Lb; yes onup ay | wean apue. 82 eu voponpoy I (eye Aaa pom a. eine dnon “yeu sap wonanpens pin promot ‘sump ats, seuenved onbion v 4a1n7 hom ou 6 rn 00! uoyusvel yee anda sot Arne og | eam wm ‘tn Bojuunseag. aan ‘urnoy duina 40 ure 10, ayes ane dnd no 809 auanyeo snbi01 Fig. 1‘a_IM2A0] 2. Torque Converter CONSTRUCTION composed of impeller, i © The torque converter i turbine, stator, and lock-up clutch. It is filled with therefore it must not be disassembled. ‘* The impeller is directly coupled to the crankshaft via a drive plate. A sleeve for driving the oil pump, which is the source of the hydraulic pressure for the auto- matic transmission, is welded to the rear of the impeller. © The turbine transmits mul iplied engine torque in the torque converter range, unmultiplied engine torque in the coupling range, or engine torque itself directly is- through the lock-up clutch to the automatic transi sion via the input shaft spline fitted to the internal spline of the turbine hub. © The stator incorporates a sprag type one-way clutch. The stator is spline-fitted to the oil pump cover via the inner race of the one-way clutch, and secured to the torque converter case. }: FUNCTION 9.447) Fig. 2 Function of torque converter When the impeller rotates, centrifugal force pushes out cil which then enters the turbine. The oil flows along the turbine blade and exerts force on the blade. This causes the turbine to rotate and power is transmitted to the input shaft. If turbine speed is below impeller speed, the oil leaving the turbine flows in the direction impeding impeller AUTOMATIC TRANSMISSION AND DIFFERENTIAL [4AT] ‘the stator so that the oil will Fig. 2). With this action, the torque is multiplied. ‘The stator is subject to reverse torque when it changes the direction of oil flow, hence it must be secured to the casing. As turbine speed increases and approaches impeller speed, the oil from the turbine begins to push directly on the back of the stator blade. (This change- ‘over point s called the “coupling point”) If the stator is still fixed under this condition, the oil flow will be impeded by the stator. To avoid this, the stator is mounted to the case via a one-way clutch so that it can rotate freely in the same direction as the impeller and turbine. C: PERFORMANCE “Torque converter range Coupling range Torque ratio} ' 100 Etticiney (4) ° os 0 Speed ratio Fig. 3 ‘The torque converter characteristics are shown in the above greph. The torque converter range refers to & range where the impeller and turbine rotate at different ‘speeds end the torque is multiplied by a fixed stator. In the coupling range, on the other hand, the turbine rotates at high speed, and the stator is also rotating. The coupling range provides no torque multiplication because the torque converter functions as a fluid cou- pling in this range. If the impeller (engine side) alone is rotating with sta- tionary turbine (vehicle standstill) when the speed ratio is zero (0), this state is called the stall point, In this state, the torque ratio of impeller and turbine is the largest. The torque ratio in this state is called the stall torque and the engine rpm is called the stall rpm.AUTOMATIC TRANSMISSION AND DIFFERENTIAL [4AT] __ivzao} ) 3. Lock-up Control System re Impetesover Lockeup eluteh ‘Torslenal damper Feietion washer & wave spring ™ Drive pte —__|] Stator ) am ramet B Fig. 4 A: CONSTRUCTION This system causes the impeller and turbine to be cou- pled directly without the aid of oil when the engine rpm teaches a certain level, This direct coupling eliminates torque converter slip and thus leads to a reduction in engine rpm, which in turn results in less fuel consump- ) tion and tess 1 The single plate type lock-up clutch is used, and the transition hydraulic oll pressure is controlled for reduc- ing the lock-up shock of the clutch thereby achieving ‘smooth lock-up operation. The lock-up clutch is fitted with torsional dampers and the diaphragm spring friction washer sdopted for reducing the vibration and noise in the driving system.Im3e0} B: FUNCTION AUTOMATIC TRANSMISSION AND DIFFERENTIAL [4AT] Tockaup canara valve Fy “Throttle opening (7 sos ATF temperature AMT control unit ange signa [r ign ‘Torque converter REG. presiure Lockup duty presture or pilot pressure Drala Pitot presure \Fiter Plunger Duty solenoid 8 lock-up) colt 2.450 Fig. & The lock-up control valve is pushed downward by ‘torque converter REG pressure and pilot pressure. It is pushed upward by lock-up duty pressure and spring force. 1, LOCK-UP OPERATION Oil pressure at the lock-up control duty solenoid valve is drained (duty ratio 95%) by a signal from the auto- matic transmission control unit so that no lock-up duty pressure is developed and the lock-up control valve ret condition (A). As a result, hydraulic oil flows into the lock-up apply circuit. On the other hand, the lock-up release circuit drains. This causes a pressure differential across the lock-up piston. The piston is then forced against the impeller cover and turned as an inte- gral unit with the cover. Thus, power from the engine is, directly transmitted to the transmission input shaft, That is, the transmission is directly coupled to the engine, 2. NON-LOCK-UP OPERATION In this mode, the lock-up control duty solenoid is driven at @ 5% duty ratio. This causes the lock-up duty pres- sure (pilot pressure) to be generated. With this pressure, the lock-up control valve is set to condition (8), and hydraulic oil flows into the lock-up rel cuit. On the other hand, the lock-up apply circuit is con- nected to the oil cooler in the radiator. Accordingly, the relationship between “lock-up release pressure lock-up apply pressure” is established. As a result, the lock-up piston is forced to separate from the impeller cover, ‘and power is transmitted from impeller to turbine to input shaft, as with an ordinary torque converter cou- pling. 3. SMOOTH CONTROL When the lock-up clutch activates, the clutch partially engages. Lock-up apply pressure increases smoothly to engage the lock-up clutch, 4. NON-LOCK-UP OPERATION DURING “1ST SPEED”, “N", “R” AND ”P” POSITION In this mode of operation, pilot pressure is generated, and the lock-up control valve is set to condition (B) where lock-up is inoperative.AUTOMATIC TRANSMISSION AND DIFFERENTIAL [4AT] ) 4. Oil Pump CONSTRUCTION 59-451 ) fia. The vane pump is housed in the oil pump housing. It consists of a rotor, vanes, vane rings, cam ring, control piston, return spring, seal ring and oil pump cover, Hydraulic pressure (feedback pressure) from the oil passage @) of the pressure regulator valve is applied to the back of the control piston. [M4B0)_3-2a B: FUNCTION 1) The automatic transmission fluid (ATF) is drawn through the oil strainer mounted under the control valve ASSY, and is routed to the transmission case, to ‘the oil pump housing, and to the oil pump cover. Itthen goes to the suction port of section A shown in the Fig- ure, 2) The ATF sucked into section A rotates in the direc- tion of the arrow (driven directly by engine), and is com- pressed at the delivery side of section B, It is then dis- charged. 3) The discharged ATF flows from the oil pump cover to the oil pump housing. It then goes to the transmis- sion case, the control valve and to the regulator valve, thus serving as hydraulic oil and lubricating oil for the es, clutch and brake. increases, the delivery rate of the vane pump also increases. 5) Feedback pressure from the regulator valve is applied to section C in the Figure. The cam ring position (the amount of eccentricity) is controlled by this pres- sure so that the pump delivery rate remains constant at speeds exceeding the preset pump speed. 6) As the cam ring position changes, the suction vol- ume at section A varies. In this manner, the pump deliv- ery volume is controlled,AUTOMATIC TRANSMISSION AND DIFFERENTIAL [4AT] O-ieg Friction ring ‘Oi! purnp cover i pump houting ea ' ; = E ie eae ‘Rev, clutch pressure Line preszure 2 | THD eveck prone 7 Cm Terao evra ote eee on BY xe 9 pou : orm x eect ss contin 7] 1 Rotor: er een a N\ pistes Jon pan Fig. 7AUTOMATIC TRANSMISSION AND DIFFERENTIAL [4AT] 5. Planetary Gear A: CONSTRUCTION The planetary gear train uses two simple planetary gear sets (front planetary gear and rear planetary geer), four sets of multi-plate clutches (reverse clutch, high clutch, forward clutch, and overrunning clutch), one brake band, one set of multi-plate brake, and two sets of one- way clutches (one-way clutch 1-2 and one-way clutch 3-4) in order. to allow shifting of four forward speeds and one reverse speed. Front planetary carer High etuccshu /” per sun eer Soap cng Overunning clutch hab owe. f cuter rece | ar siernl seorASSY utr ceca reac curier ASSY—~ hrust warher Leone sun gear Basa Fig. Two sets of simple planotary gears are used to allow gear shifting from 1st speed to th speed or to reverse. Both the front and rear planetary gear carriers are made from pressed steel which is electron-beam welded to ‘other structural members. The front planetary gear has IMSB0]_3-2: three pinions while the rear planetary gear has four ions. Both are part of an integral unit, and disassom- bling is not allowe B: FUNCTION Internat gear Fig. 9 ‘The automatic transmission uses a planetary gear sys- tem instead of the parallel shaft (two shafts) gear sys- ‘tem adopted in the manual transr . ‘The advantage of the planetary gear system is that it is compact because it has only one center shaft. The gear ratio can be changed by simply locking or releasing or rotating certain portions, unlike the manual transmis- sion that requires changing gear engagement. ‘The construction of the planetary gear is shown above. ‘The sun gear is located at the center, and each of the pinion gears revolves around the sun gear while rotat- ing on its axis. These gears are all enclosed in a large ring, called the internal gear. Each pinion geer is sup- ported by a planetary carrier, so that the pinion gears revolve an equal amount in the same direction. As men- tioned above, the planetary gear consists of four ele- ments: the sun gear, pinion gears, internal gear, and planetary carrier. The gears are shifted by imposing cer- tain conditions on two of the following three elements: sun gear, internal gear, and planetary cartier. ‘The clutches and brakes are used to impose the condi- tions on the planetary gear set,2a_[M6AQ} AUTOMATIC TRANSMISSION AND DIFFERENTIAL [4AT] 6, Reverse Clutch A: CONSTRUCTION 4. Revert eluteh drum 2 Upseat 3 Revere clutch pleton 44 Lathe cut seal rng 5 Serna 6 Soring 43: Seaping 7 Spring retelner 44 High euteh dram 0.455, Fig. 10 B: FUNCTION DURING OPERATION Hydraulic pressure is applied to the reverse clutch pis- ton@ from the control valve when shifting in reverse. The drive plate @) and driven plate @) are connected by this pressure, and engine power from the high clutch drum @ is transmitted to the front sun gear. 89-456) Fig. 11 10AUTOMATIC TRANSMISSION AND DIFFERENTIAL [4AT] _ [M700] ) DURING NON-OPERATION When the shift lever is in any position other than reverse, no hydraulic prossure is applied to the reverse clutch piston @ . Hence the drive plate and driven plate are separated, and no power is transmitted. The check ball @ is built into the clutch piston. This check ball releases oil pressure from the clutch piston while the drum rotates idle. It thus avoids build-up of residual pressure in the clutch drum and a resultant half-engaged clutch, which may otherwise be caused by centrifugal oil pressure, Fig. 12 High eluteh hub Fig. 13 applied to'the high clutch from the control valve and another hydraulic pressure controller. The cli (drive and driven plates) are connected by this hydr lic pressure, and engine power from the i transmitted to the front planetary ca high clutch hub. ‘through the "3-2a_IM8Ao] AUTOMATIC TRANSMISSION AND DIFFERENTIAL [4AT] 8, Band Brake A: CONSTRUCTION FUNCTION Lock aut Washer Ortog rake band adjusting sere Brake band ASSY suut Retainer 0.0. return spring 23.459 Fig. 14 The band brake consists of a flex type brake band, a band brake adjusting mechanism, two servo pistons, two retainers, two return springs, @ stem, a strut, and others. The band brake can be adjusted as installed on ‘the vehicle, Fig. 15 ‘One end of the brake band is secured to the transmis- | sion case via the brake band adjusting screw. When no hydraulic pressure is applied to the servo pis- ton from the hydraulic pressure controller, the servo piston and band servo piston O.D. are forced down- Ward by the return spring, as shown in (A) of the Figure. When hydraulic pressure 2A is applied to the servo chamber (Il, it causes the band servo piston to come into contact with the stepped portion of the band servo piston stem, thereby pushing the band servo piston ‘stem upward to state (B). Under this condition, the brake band slowly tightens the reverse clutch drum and fixes the front sun gear of the front planetary gear. (2nd speed state) Next, when the release pressure 3R to the servo cham- ber (I) and the hydraulic operating pressure 2A to the servo chamber (Il) are applied simultaneously, the band servo piston is pushed downward by the force of the return spring and the pressure difference between chamber (I) and chamber (I), caused by the difference in operating areas of the band servo pistons. Under this condition, state (A) is resumed, and the brake band loosens and releases the reverse clutch drum. (3rd speed state)AUTOMATIC TRANSMISSION AND DIFFERENTIAL [4AT] When hydraulic pressure 4A is applied to the. servo chamber (Ii) under the 3rd speed condition, the band servo piston O,D. is brought into contact with the retainer installed at the lower end of the band servo piston stem. Hence, the stem is pushed upward. As a result, state (C) Is achieved where the brake band slowly tightens the reverse clutch drum and fixes the front sun gear of the front planetary gear. (4th speed state) The accumulator is. bui $ shown in the Figure. When hydraulic pressures 2A, 3R, and 4A are applied from the hydraulic control unit to the tive servo chambers, the hydraulic shock loads ‘absorbed by the accumulator. This is because the accumulator piston moves slowly, and the brake band tightened or released slowly. This results in smooth gearshift operation. ‘Accumulator plsten Spring Fig. 17 9. One-way Clutch ‘A: CONSTRUCTION The one-way clutch (O.W.C.) is a Sprag type. Two clutches are used. One is mounted between the one- way clutch outer race and the rear internal gear ASSY. The other Is located between the forward clutch drum and the one-way clutch inner race, 13 IM9B0] FUNCTION The former O.W.C. (3-4) is provided to prevent counter- clockwise rotation (as viewed from the front) of the rear internal gear ASSY of the rear planetary gear during 1st, 2nd and 3rd speeds of the “D” range, “3” range, “2” range and “Tsthold”, At the 4th speed of the “D” range, therefore, the rear internal gear ASSY rotates clockwise s0 that the O.W.C. rotates freely to ensure smooth tran- sition between 3rd and 4th speeds. On the other hand, the latter O.W.C. (1-2) is provided to prevent counterclockwise rotation (as viewed from the front) of the forward clutch ASSY during 1st speed of the “D” range and ‘ist speed of the “3” rang Therefore, when shifting from 1st speed of the “D” range or “3” range to 2nd speed, the forward clutch ASSY rotates clockwise. As a result, the O.W.C. now rotates freely ensuring smooth transition between Ist and 2nd speeds, Sana ‘As viewed trom the tront of body Fig. 183-2a_[M10a0]|__ AUTOMATIC TRANSMISSION AND DIFFERENTIAL [4AT] 10. Low & Reverse Brake : CONSTRUCTION Snap reg Retaining plate Tearumission Up seat Dish plate Piston ‘Lathe cut seat cing Clutch spring retainer Forward clutch drum Drive Place Driven Plato 9-464 Fig. 19 The piston, dish plate, drive plate, driven plate, retain. ing plate and snap ring are mounted directly to the transmission case. The spring retainer which is integral with the spring is secured to the inner race of the trans- mission case engagement surface. 14 B: FUNCTION During 1st speed of the “2” range and 1st speed of the “tat hold”, and reverse, hydraulic pressure from the hydraulic pressure controller is applied to the low & reverse piston. This pressure causes the drive plete and driven plate to engage, and the forward clutch to be fixed,AUTOMATIC TRANSMISSION AND DIFFERENTIAL [4AT]__[M11B0)_3-2a 11. Forward Clutch & Overrun- ning Clutch ‘A: CONSTRUCTION Fara pe —_ Bila Foveaid cic on ‘tre apg Up! seo a eting ie rth Fond ch dram vsrnning et pinen an pe td 1+ tt ‘Snap ring | ——J LI on ‘Snap ig | O.W.C, (1-2) Bushing tH - Noodle be r—] ar sem} | tat a Return sprieg—t—__| ‘Snap ring ri pat were rv pa o a Oran pn. rhe pate oes Fig. 20 The forward clutch drum is manufactured by pressing sheet metal. The clutch drum, outer race and sleeve are welded together by the electron beam welding tech- nique. This clutch drum accommodates two multi-plate clutches (forward clutch end overrunning clutch). The ‘overrunning clutch piston is mounted on the internal periphery of the forward clutch piston for common use of the return spring and reduction in size. B; FUNCTION When hydraulic pressure is applied to the pressure chamber (I) from the hydraulic pressure controller dur- ing forward operation in the “D", "3", “2” range or “Ist hold”, the forward clutch piston forces the overrunning clutch piston, This causes the drive and driven plates of the forward clutch to engage while causing the drive and driven plates of the overrunning clutch to slide for- ward. A groove is provided on the outside of-the retaining plate and driven plate of the overrunning clutch in which the forward clutch piston slides. When hydraulic pressure is applied to the pressure ‘chamber (Il) from the hydraulic pressure controller dur- ing “3” range, “2” range or “Ist hold” operation, the forward clutch piston is forced onto the side of the for- ward clutch drum, The overrunning clutch piston, however, is moved to the left by the hydraulic pressure. This causes the drive and driven plates of the overrun- ning clutch to engage, When this occurs, the outside splines of the overrunning clutch retaining plate and driven plate fit into the internal spline grooves of the forward clutch. This allows power to be transmitted between the overrunning clutch hub and the forward clutch drum. 15a_[M1200) | AUTOMATIC TRANSMISSI 12. Input Shaft JON AND DIFFERENTIAL [4AT] teh rare Rear un gear ee ee ‘euro fining tocp 7 st 7 7 a \ \ Rollin Turbine hud rain ereutt for abrir fing aurea tockeup mecheaia Bo.466 Fig. 21 The input shaft front end is spline-fited to the torque converter turbine hub. The rear end is spline-fitted to ‘the high clutch drum and rear sun gear. Power from the torque converter is transmitted to the high clutch drum and rear sun gear. The input shaft is hollow. A seal is 13. Reduction Gear fitted inside the shaft by a roll pin, The torque converter side of the shaft becomes the drain circuit for the lock-up mechanism, The other side becomes the lubri- cating circuit for the planetary gears and high clutch. eS oo Ball bering: eduction dive arar— J “Transfer clutch hub ‘seateing Reduetion deve gear shaft ‘Reduction slvan goa. SC inap vn Drive pinion shat 9.467. Fig. 22 Engine power is transmitted from the reat planetary cartier to the reduction drive shaft and the reduction, drive gear. In an FWD vehicle, power is then transmitted to the final gear through the reduction driven gear and drive pinion. In a 4WD vehicle, power transmission to the front wheels is the same as an FWD vehicle, Power 16 to the rear wheels is transmitted from the transfer clutch hub, welded to the side of the reduction drive gear, and passes through the transfer clutch (multi-plate clutch), to the reat drive shaft -» propeller shaft -> rear differ- ential -» rear wheel,AUTOMATIC TRANSMISSION AND DIFFERENTIAL [4AT] _ [M1402] 14, Final Reduction Gears 1. GENERAL The hypoid drive gear is mounted to the cast iron oil pump housing by double taper roller bearings, The hypoid driven gear and the differential are mounted to the differential case. Both ends rotate and are sup- Ported by taper roller bearings in the converter case, 2. HYPOID GEAR Rolie besring Double taper roller basing Gave rive hypold 9.468, Fig. 23 The front end of the drive pinion shaft is supported by ‘the double-taper roller bearing on the oil pump hous- ing. The rear end is supported by two roller bearings on the transmission case and extension case, The double- taper roller bearing is preloaded by tightening the lock Rut to a specified torque via the collar. The tooth con- tact of the hypoid gear is adjusted by changing the shim thickness between the double-taper roller bearing flange and oil pump housing. The rear end of the drive pinion shaft is spline-fitted to ‘the reduction driven gear, which is secured with a lock nut. The external helical spline has some lead, and the reduction driven gear is force-fitted to this shaft end. 73-2a_{M1403] 3, DIFFERENTIAL GEAR AUTOMATIC TRANSMISSION AND DIFFERENTIAL [4AT] 4. SPEEDOMETER GEAR Differential bevel pinion vs & Me oe teal it - ce a = eat my ene ees te ec ae ase idl! ‘Straight pin’ ‘Hypold drive gear Pee ae Waa ret Fig. 24 ‘The differential bevel gear is locked to the axle shaft by aclip. 18 Fig. 26 The speedometer drive gear is mounted directly on the differential case, and the flexible cable is led from tt right side of the converter case. With this arrangement, the speedometer drive and driven gears are properly lubricated.AUTOMATIC TRANSMISSION AND DIFFERENTIAL [4AT] 15. Range Select Mechanism ‘The range select mechanism consists of a select lev (on the floor/center console in the driver's compartment), push-pull cable, linkages, manual valve, parking pawl, ete. When the select lever is moved either forward or backward, the push-pull cable moves in the corre- sponding direction. This turns the manual shaft by way of the range select lever. At this point, the pin at the end of the range select lever tums the inhibitor switch arm to transmit a range signal to the control unit. A manual plate and manual lever are attached to the manual shaft. The menual plate is fan-shaped and is provided with seven grooves on its edge correspond. ing to shift ranges (from "P” to 1"), A detent spring [M1500] 3-2a toller fits into the groove corresponding to the range selected, This regulates effort requited to operate the select lover. A hydraulically controlled manual valve is installed on ‘the lower pin of the manual lever. It slides in response to rotation of the manual shaff, thereby selecting an oi passage inside the lower valve body in response to the position (P, R, N, D, 3, 2 oF 1) of the select lever. ‘A parking rod located on the upper portion of the lever mechanicelly holds the output shaft when the select lever is shifted to "P”. A shift lock mechanism is incorporated in the select lover mount. For the shift lock mechanism, see “3-3 ‘Transmission Control System”. Trentmision cave Manual vate Select ver ASSY Fig. 27 19sua AUTOMATIC TRANSMISSION AND DIFFERENTIAL [4AT] 16H Rarking Mechanism 7he5 289 the parking pawl engages mechanically with, he cove of the parking gear. This gear is spline- Hae drive pinion sheft. iff the select lever to “P", the confiected to the manual shaft turns, mi ing fod backward. Acam and spring are installed on the rear of the parking rod, The parking cam slides freely on the parking rod. The parking rod and cam contact the ‘4/" groove of the actuator (secured to the transmission case) and the back of the parking pawl. With this arrangement, when the parking rad moves backward, the cam moves to the back of the parking pawl and the "4" groove of the actuator. The parking paw! turns in the direction of the parking gear using 1g pawl shaft as a pivot. It then engages with the parking gear groov If the end of the parking pawl rides over the tooth of the parking gear so that the parking cam does not move midway between the pawl and actuator, the parking rod will move to “P”. This compresses the parking spring so that the parking camis ready to move to “P”, Under this, condition, ifthe vehicle moves slightly, the parking ge: will rotate to engage the paw! completely. Except for the P range, the parking pawl s tensed by the parking pawl return spring in the direction that moves away from the parking gear. aduetion driven gear Parking oar Parking rod Parking rod Parkirg cam (aides on parking rod) Stopper 9.473 Fig. 28 (17, 4WD Transfer System 4. OUTLINE ‘This Is the electronically controlled MP-T (multi-plate transfer) type 4WD transfer system, origi for SUBARU, consisting of a transfer hydraulic pressure control unit incorporating a vehicle speed sensor, con- trol unit, and duty solenoid and a transfer clutch (hydraulic multi-plate clutch). ‘The control unit stores optimum transfer clutch torque data for a variety of driving conditions. When actual driving conditions (vehicle speed, throttle opening, gear AUTOMATIC TRANSMISSION AND DIFFERENTIAL [4AT] [M1701]_3-2a range, wheel slip, etc.) are detected by various sensors, the control unit selects a duty ratio most suitable to the given condition from the memory, It then controls the ‘operation of the transfer clutch by means of the hydrau- lic pressure which controls the duty solenoid end pro- vides optimum rear torque distribution. Various sensors and the control unit also serve as gear shift control, lock-up control and hydraulic pressure control. ‘The 4WD transfer unit is housed in the extension case together with the be r drive shaft, ete, 7m Oo oF = Conte velve oo PILoTV Line pressure x= sou TaFcv-E— = Transfer presucs soz Fig. 29 213-2a_[M1702) 2. TRANSFER CLUTCH (MULTI-PLATE CLUTCH) F unit consists of a hydraulic multi-plate clutch end a transfer hydraulic control system incorpo- rating a duty solenoid vaive. It is housed in the exten- n case together with the bearings, rear drive shaft, ete. The transmission control unit has duty ratios memo- rized in advance according to running conditions. In order to obtain the optimum transfer torque for the run- . the oil pressure that is applied to the AUTOMATIC TRANSMISSION AND DIFFERENTIAL [4AT] drive plates and driven plates oil pressure to the transfer piston from:the transfer oil pressure control device including the duty solenoid. Also, the transfer clutch drum and rear drive shaft are joined to each other by welding. The rear drive shaft thas drilled oil passages for transfer clutch control and ‘also for lubrication of extension bushing and ball bear- ing in it. A seal piston is positioned in the transfer clutch to accurately control transfer torque in the high-speed range. controlled by applying ‘Brap ong Prewure plate ‘Dave plate Driven plate ‘Thrust needle beering ‘Spring retainer CP. Lathe cut sal rng “Transfer clutch pton 10 Lathe cut aa ing 11 Needle basting 12 Rear drive sate, 13 Ball bearing 14 Seating 16 Reduction drive gear 16. Seal wanster piston 22AUTOMATIC TRANSMISSION AND DIFFERENTIAL [44 _[M1703] 3-2 3. TRANSFER OIL PRESSURE CONTROL DEVICE The transfer vaive body is bolted to the side of the extension case through two gaskets and one separate plato. ‘Operating oil for the transfer valve body is routed to the extension case through a pipe connecting the discharge circuit of the oil pump on the front of the transmission case to the rear of the case. Its then delivered to the oll pressure circuit provided in the plane on which the trarisfer valve body is mounted, This line pressure is reduced to a fixed level by the pilot valve, and becomes the initial pressure of the duty sole- noid C. Line pressure is also delivered to the transfer control. valve where it is regulated by duty pressure Varlations to control the oil pressure so that optimum rear torque distribution is obtained according to run- ning conditions. Revolution vm (aw) Plot ye pipe ‘uty sl. transfert ‘camer eters ene aah ‘lle Durem B9.476R, Fig. 31AUTOMATIC TRANSMISSION AND DIFFERENTIAL [4AT] 3-2a_[M1eA0] lic Control Valve automatically by the electronic control system, it coe draulic = hydraulically controls the gearshifting mechanism. A: GENERAL B; CONSTRUCTION ‘The hydraulic control system consists of an oil pump, control valve bodies, clutches, brakes and connecting passages and pipes. When it is activated manually, or 1. OVERALL 1. Presture regulator valve 2 Presure regulator plug 6 Plot 7 Accumulator conto! lug 8 ‘Accumulator con! eave 8 Forward clutch cont vale 10 Shitvate A 49 Shiftval 8 12 Shutte wit votre 18 Oerraning ote contre valve 14 42 leysave 18 2 ceqvanc aie 16. Sevocehage vaio 17 32 timings 18 erreducing valve 19 Ovarunning ten reducing vee 20 Tago carve rg ae 1 Leckup conte! vee 22 Lock-up control plug oe 23. Lock contro! vara 24 Shee duty sit ve LOWER VALVE BODY Fig. 32AUTOMATIC TRANSMISSION AND DIFFERENTIAL [4AT] _[M1882]_3-2a ) 2. vaLve Bopy CONFIGURATION ‘< Upper valve body > ‘Torque converter ragulotor vale Prassur rgulator vale Pressure modifier vale 42 quence valve} 42 rely vabe 1 ovarrunning iuteh contrat valve ‘Overrunning clutch radvelng valve 0.478 Fig. 33 < Lowor valve body > 9.479 Fig. 34 253-2a [M1883] “AUTOMATIC TRANSMISSION AND DIFFERENTIAL [4AT] 3, RELATED PARTS (1) The control valve body is fitted with Solenoid 1 (shift), Solenoid 2 (shift), Solenoid 3 (overrunning clutch), Duty solenoid A (line pressure), Duty solenoid 8 (lock-up) and an ATF temperature sensor. : Solenoids (overrunning cutch) Duty sotenald B (totk-up? Fig. 36 Fig. 35 4. RELATED PARTS (2) < Upper valve body > < Lower valve body > Fig. 37 26AUTOMATIC TRANSMISSION AND DIFFERENTIAL [4AT] : [M1885] 3-2a 8, RELATED PARTS (3) Wiring harness connector Manual snate xtentsaring Fig. 38 (Pipe names) Description Hydraulic circuit oil cooler outlet pipe Cooling line rer control valve to oll cooler inside radiator Tranefer control pipe {ino-preseure supply lina to transfer control valve Roveres clutch pressure pips [Accumulator crcult of reverse clutch pressure [aA pressure pipe [4A pressure circuit [aR pressure pipe 3R pressure cout, Forward clutch pressure pipe Supply line to N — D accumulator Pilot pressure pipe Pilot pressure supply line to shutle shit valve S Pressure-modiier pressure pipe ‘Supply line to pressure modifier accurnulator 73-Za_IMTéCo| AUTOMATIC TRANSMISSION AND DIFFERENTIAL [4ATJ. mre ae | | |__| 4 Function FRoguletes the pressure of oll dalivard from the oll pump to en optimum level (ine pressure) corresponding to vehicle running conditions. # Presaute regulator sleeve plug Pressure modifier vate [An auxiliary valve for the pressure regulator valve. This valve adjusts pressure used to regu ete Hine pressure to an optimum level corresponding to running conditions. Pressure modifier accumulator piston | Soothes the pressure ragulated by the pressure modifier valve to prevent pulsation in line rossure. Pitot valve (Crestos the constant pressure (plot pressure) nacessary to cortral line pressure, lock-up, ‘verrunning cluteh, 3-2 timing, and gearshift operations from line pressure, ‘Accumulator control plug beeAanulippettpooeert rey Adjusts accumulator back pressure to correspond to running conditions. Wenalvave Dalvars nopranneto ach Gra eaesponding the tote’ pon cea Range ©{0/9/® ‘Line pressure x o ' ranoay X® ay a o) a mt Se D oO o® 2 [9 2 o|o 1 olo}o Fig. 39 89-484 When the valve is set in the “line pressure no delivery” position, the pressure is relieved. ‘Shift valve A ‘Simultaneously changes threo different oll passages using chif solenoid 1 output pressure corrésponding to such operating conditions ae vehicle speed and throttle opening, Combined with ah valve 8, thie valve permite automatic shifting of 1st st 2nd st 3rd x2 ath speeds. Shit valve B ‘Simukaneously changes three different oll passages using shift solenoid 2 output pressuro corresponding to such operating conditions as vehicle speed and throttl opening. Combined with shift valve A, this valve pormits automatic shifting of tat = 2nd s2 Sid e2 4th speeds. ‘Shuttle shift valve ‘Changes the 3-2 timing control and overrunning clutch contol oll passages corresponding to the throttle opening. When the throttle is wide open, the ovarrunning clutch becomes inopor= alive to prevent interlocking at 4th speed. ‘Overrunring clutch conteol valve ‘Changes oll paceages 0 a8 to prevent elmuftansous operation of the overrunning clutch ‘when the breke band ia actuated at éth peed. (Operation of averrunning clutch at D4 speed results in interlocking )3-2a IMT9A0] _ AUTOMATIC TRANSMISSION AND DIFFERENTIAL [4AT} | ___19._Gearshifting Mechanism _ A: OPERATION TABLE rove] or [rnc oie] ONS Tovar] t2/ | OE © @® [Oo | 3 @ T = o|O 3 H+ e|_ [ol [ole On ofolo iE lath O!|O|O = OfO o «| tH 4 i| fel _[o[_[olo 1k olo/olo Hole lololo} ty = aloo, fo tt 4 or_lol_telole te olofolo = [Olo[o bal [0/010 oe [ol fololo | “| folo[ofo ={_lolo[o 11 For prevention af engine overrevolution Fig. 40 30AUTOMATIC TRANSMISSION AND DIFFERENTIAL [4AT] _[m18Co]_3-2a ‘Name Function 42 relay valve Memorizes the 4th speed postion, and prevents gear shifting from ath to 3rd to 2nd epeede ‘due to combined operation ofthe 4-2 sequence valve, shit valve A and shift valve B when shiting down from 4th to 2nd speeds. ‘42 sequonce valve Inhibits release of bend servo operating pressure acting at 4th epeed unt the high clutch ‘operating pressure and bend servo release pressure (same hydraulic clicut) are drained. ]when shifting down from 4th epoad to 2nd speed. ‘Servo charger valve ‘The 2nd speed band servo actuating hydraulic cleult has an scoumulator and one-way ori= ice for relieving shit shock when shifting from 1st apeod to 2nd speed. The sorve charger valve is instlind to ensure sufficient ol flow when shihing down from 4th te 2nd speed, ot {rom 8rd to 2nd speed. It operates at 3rd or higher speeds and supplies the 2nd spoed band servo actuating prassure by bypassing the one-way oftice. 8.2 timing valve ‘When shitting down from D 3rd to D 2nd speed, the timing valve retards the release of band- ‘servo pressure and creates @ temporary neutral condition so that vehicle speed can be ‘changed smoothly. “7 Reducing valve Reduces the low 8 reverse brake operating pressure co ae to relieve engine braking shock whan changing from "2" range 2nd speed to Tet speed. ‘Overrunning dutch reducing valve ‘Reduces the operating pressure applied to the averrunning clutch 80 as to relieve engine braking shock. nthe “2” and "3" ranges, ine prassurais applied to the valve to raise the pressure adjusting point thereby increasing engine braking capacity. “Torque convertor regulator valve Prevents excessive rise of torque converter pressure, ® Lock-up control valve Lockup contre! plug # Lock-up control sleave Controls the oparation of the lock-up function. ‘Smeothes the transition between tho lock-up state end rele stato, ‘Shute shift valve D L ‘Changes the oll passage eo that output pressure tothe duty solenoid B (lock-up) wil bo ‘applied tothe lock-up valve In the “Drange 2nd, 3rd, or 4th speed. {Look-up et 1st speed is inhibited.) * Lock-up control isnot actuated if the lock-up solenoid does not generate output pressure ‘when signaled from the control unit, even if the vehicle is in the "D” range 2nd, 31d, or Ath peo 28Input member ‘Output member Fixed member Free amber Gear ratio Fig. 41 31| 3-2a [M203] _ AUTOMATIC TRANSMISSION AND DIFFERENTIAL [4AT] 3, FIRST SPEED OF 2) © When the throttle is open wide, as during accelera- tion in the low-speed range, the forward clutch, one- way clutch (3-4) and one-way clutch (1-2) operate to prevent the rear internal gear from turning in the reverse direction, ‘© While coasting, the rear internal gear turns normally ‘and the one-way clutch (3-4) is released and idles. OR 2 RAI (Dy. By. © During deceleration, the overrunning clutch applied and the one-way clutch (3-4) is prevented from idling; however, since the one-way clutch (1-2) 1d and is idling, reverse power is not trans- mitted and engine braking is not performed. ‘Operating condition of parte Power flow (in acceleration) * Foward clutch + Applied © inp shat One-way oleh (34) + Operating © Onesway clue (12) + Operating ‘¢ Rear sun goar {© Overcunning etch + Applied «Rear pinion goat «Rea planetary carrion «Reduction goar «© Diiva pinion Front aterertil + Reor fferertiol Frontplesary or Raw sinatBy GFT” Only sunt a tite oration tacked ‘One-way clutch 4) Oneayeuten (12) oes Tote: BBQ Locked TO ino WM output Inu nate LOnesway etch (34) Onenay cuteh (12) edution gear Frontera ‘ee platon 83-498 Fig. 61