CHASSIS 

– AUTOMATIC TRANSAXLE CH-37

 U34
U341
1E AUTOMATIC
AUTOMATIC TRANSAXLE
TRANSAXLE

1. Ge
Gene
ner
ral
The compact and high-capacity 4-speed U341E automatic transaxle [Super ECT (Electronic Controlled
Transaxle)] is used.
The following chart describes the changes from the previous model.

Destination New Model Previous Model Change (from previous model)

Adopted newly.
 Multi-mode automatic transmission has been adopted.
Europe U341E A246E  The shift lever with multi-mode automatic transmission has
been adopted.
 DTC (Diagnostic Trouble Codes) changed

 Specification 
CH
Model New Previous
Transaxle U341E A246E
Engine 1ZZ-FE 1ZZ-FE
1st 2.847 4.005
2nd 1.552 2.208
Gear Ratio* 3rd 1.000 1.425
4th 0.700 0.981
Reverse 2.343 3.272
Differential Gear Ratio 4.237 2.962
Fluid Capacity* 2 Liters (US qts, Imp.qts) 6.9 (7.3, 6.1) 7.6 (8.0, 6.7)
Fluid Type ATF Type T-IV ATF Type D-II
Weight (Reference)* 3 kg (lb) 70 (31.8) 80.2 (36.4)

*1: Counter Gear Ratio Included

*2: Differential Included
*3: Weight shows the figure with the fluid fully filled
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CH-38 CHASSIS – AUTOMATIC TRANSAXLE

Counter Drive Gear

Front Planetary Gear
C1
F2 B3
C2

F1

Rear Planetary Gear Input Shaft

C3

B1 B2

Counter Driven Gear

216CH05

 Specification 

C1 Forward Clutch 4
C2 Direct Clutch 3
C3 Reverse Clutch 3
e o. o scss
sc
B1 OD & 2nd Brake 2
B2 2nd Brake 4
B3 1st & Reverse Brake 4
F1 No.1 One-Way Clutch The No. of Sprags 16
F2 No.2 One-Way Clutch The No. of Rollers 15
The No. of Sun Gear Teeth 46
Front Planetary Gear The No. of Pinion Gear Teeth 21
The No. of Ring Gear Teeth 85
The No. of Sun Gear Teeth 32
Rear Planetary Gear The No. of Pinion Gear Teeth 21
The No. of Ring Gear Teeth 75
The No. of Drive Gear Teeth 52
oun
oun er ear
ear
The No. of Driven Gear Teeth 53
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CHASSIS – AUTOMATIC TRANSAXLE CH-39

2. Torq
orque
ue Conve
Converte
rter
r
 This torque converter has optimally designed fluid passages and impeller configuration resulting in
substantially enhanced transmission efficiency to ensure better starting, acceleration and fuel economy
economy..
 Furthermore, a hydraulically operated lock-up mechanism which cuts power transmission losses due to
slippage at medium and high speeds is used.

 Specification 
Pump Turbine Runner
3-Element, 1-Step, 2-Phase Impeller
orque onver
onver er ype
(with Lock-up Mechanism)
Stall Torque Ratio 1.8 Lock-up
Stator Clutch

OD Input
Shaft

CH
One-way
Clutch

240CH102

3. Oi
Oill Pu
Pump
The shape of the teeth in the oil pump have been changed and the crescent has been discontinued, has been
adopted.
As a result, the oil pump has been made more compact, and the driving torque has been reduced, thus attaining
excellent volumetric efficiency during low-speed operation.

Crescent

U341E Conventional
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CH-40 CHASSIS – AUTOMATIC TRANSAXLE

4. Pla
Plane
neta
tary
ry Gear
Gear Unit

Construction

 A CR-CR type planetary gear has been adopted in the planetary gear unit, which is located on the input
shaft. This planetary gear is a type of planetary gear unit that joins the front and rear planetary carriers
to the ring gear. As a result, the unit has been made significantly more simple and compact.
 A centrifugal fluid pressure canceling mechanism has been adopted in the C1 clutch, which is applied
when the gears are shifted from 3rd to 4th.

F2
B3
Front Planetary Gear
Rear Planetary Gear
Counter Drive Gear

C1
C2

Intermediate Shaft

C3 F1

B1 B2
Counter Driven Gear

216CH07

Function of Component

Component Function
C1 Forward Clutch Connect input shaft and front planetary sun gear.
C2 Direct Clutch Connect intermediate shaft and rear planetary carrier.
C3 Reverse Clutch Con
Connect intermediate shaft and rear planetary sun gear.
B1 OD & 2nd Brake Lock the rear planetary sun gear.
B2 2nd Brake Prevents rear planetary sun gear from turning counterclockwise.
B3 1stt & Re
1s Reve
vers
rsee Bra
Brake
ke Lock
Lock th
thee fro
front
nt pl
plan
anet
etar
ary
y rin
ring
g gea
gearr and
and re
rear
ar pl
plan
anet
etar
ary
y car
carri
rier
er..
F1 No.1
No.1 One-
One-W
Way Clu
Clutch
tch Preven
Prevents
ts rea
rearr plan
planeta
etary
ry sun gea
gearr from
from tur
turnin
ning
g coun
counter
terclo
clockw
ckwise
ise..
Prevents front planetary ring gear and rear planetary carrier from turning
F2 No.2 One-Way Clutch
counterclockwise.
These gears change the route through which driving force is transmitted, in
Planetary Gears accordance with the operation of each clutch and brake, in order to increase
or reduce the input and output speed.
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CHASSIS – AUTOMATIC TRANSAXLE CH-41

Transaxle Power Flow

Shift Solenoid Valve Clutch Brake One-way Clutch

ear
Position S1 S2 C1 C2 C3 B1 B2 B3 F1 F2

P P a rk  
R Reverse
N Neutral
1st

D, 2nd
S (4)* 3rd
4th
1st
S (3)* 2nd
3rd CH
1st
*
2nd
S (1)* 1st

: Operation
* : When the shift lever position is “S” and the range position indicator shows “4”, “3”, “2” or “1”

1st Gear (D or S mode 2, 3, 4 Position)

F2 B3 Front Planetary Gear

Rear Planetary Gear
Counter Drive Gear

C1
C2

Intermediate Shaft

C3 F1

B1 B2
Counter Driven Gear

193CH39
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CH-42 CHASSIS – AUTOMATIC TRANSAXLE

2nd Gear (D or S mode 3, 4 Position)

F2
Rear Planetary Gear
B3 Front Planetary Gear
Counter Drive Gear

C1
C2

Intermediate Shaft

C3 F1

B1 B2 Counter Driven Gear

193CH40

3rd Gear (D or S mode 3, 4 Position)

F2
Rear Planetary Gear B3 Front Planetary Gear

Counter Drive Gear

C1
C2

Intermediate Shaft

C3
F1

B1 B2 Counter Driven Gear

193CH41

4th Gear (D or S mode 4 Position )

F2
B3 Front Planetary Gear
Rear Planetary Gear
Counter Drive Gear

C1
C2

Intermediate Shaft
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CHASSIS – AUTOMATIC TRANSAXLE CH-43

2nd Gear (S mode 2 Position)

F2
B3 Front Planetary Gear
Rear Planetary Gear
Counter Drive Gear

C1
C2

Intermediate Shaft

C3
F1

B1 B2 Counter Driven Gear

193CH42

CH
1st Gear (S mode 1 Position)

F2
B3 Front Planetary Gear
Rear Planetary Gear
Counter Drive Gear

C1
C2

Intermediate Shaft

C3 F1

B1 B2 Counter Driven Gear

193CH43

Reverse Gear (R Position)

F2
B3 Front Planetary Gear
Rear Planetary Gear
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CH-44 CHASSIS – AUTOMATIC TRANSAXLE

Centrifugal Fluid Pres

Pressure
sure Canceling Mecha
Mechanism
nism
 A centrifugal fluid pressure canceling mechanism has been adopted in the C 1 clutch. There are two
reasons for improving the conventional clutch mechanism:
 To prevent the generation of pressure by centrifugal force applied to the fluid in the piston fluid pressure
chamber (hereafter referred to as “chamber A”) when the clutch is released, a check ball was provided.
Therefore, before the clutch could be subsequently applied, it took time to fill chamber A.
 During shifting, in addition to the original clutch pressure that is controlled by the valve body,
body, centrifugal
pressure acts on the fluid in the chamber A exerting increased pressure depending on RPM.
 To address these two needs for improvement, a canceling fluid pressure chamber (hereafter referred to
as “chamber B”) has been provided opposite chamber A.

C1 Clutch

Piston

Chamber A
C1 Clutch

Chamber B

240CH88

By utilizing the lubrication fluid such as that of the shaft, the same amount of centrifugal force is applied,
thus canceling the centrifugal force that is applied to the piston itself. Accordingly, it is not necessary to
discharge the fluid through the use of a check ball, and a highly responsive and smooth shifting
characteristic has been achieved.
Clutch
Centrifugal Fluid Pressure
Applied to the Chamber A
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CHASSIS – AUTOMATIC TRANSAXLE CH-45

5. Valv
alve
e Bod
Body
y Unit

General

 The valve body consists of the upper and lower valve bodies and 6 solenoid valves.
 The 6 solenoid valves are installed in the lower valve body for serviceability
serviceability..

Solenoid Valve SL

Upper Valve Body

Lower Valve Body

CH

Solenoid Valve S2
Solenoid Valve S1 Solenoid Valve SLT
Solenoid Valve SB Solenoid Valve ST

240CH21

 Upper Valve Body 

Low Coast Modulator Valve

3-4 Shift Timing Valve 2-3 Shift Valve
Lock-up Relay
Coast Relay Valve
Valve
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CH-46 CHASSIS – AUTOMATIC TRANSAXLE

 Lower Valve Body 

Primary Regulator Valve 3-4 Shift Valve

1-2 Shift Valve

Pressure Relief Valve

Accumulator
Control Valve

240CH22
4-3 Shift Timing
Lock-Up Control Valve
Valve No.2

Function of Solenoid Valve

Solenoid Valve Action Function

S1 For 2-3 shift valve control
S2 For 1-2 and 3-4 shift valve control
For clutch to clutch pressure
Shift gears by switching the 2-3 shift valve and
controlling the C 2 clutch.
Shift gears by switching the 1-2 and 3-4 shift valves
and controlling 2 clutches (C 1 and C2) and 2 brakes
(B1 and B2).
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CHASSIS – AUTOMATIC TRANSAXLE CH-47

6. Ele
Electr
ctronic
onic Control
Control System
System

General

The electronic control system of the U341E automatic transaxle consists of the controls listed below.
below.

System
Clutch Pressure Control
Line Pressure Control
Engine Torque Control
Shift Control in Uphill
U phill Traveling
Shift Timing Control
Lock-up Timing Control
“N” to “D” Squat Control
2nd Start Control
(SNOW Mode)
Multi-Mode Automatic
Transmission
agno
agnoss s
Function
The solenoid valve SLT minutely controls the clutch pressure in accordance
with the engine output and driving conditions.
Actuates the solenoid valve SLT to control the line pressure in accordance
with information from the engine & ECT ECU and the operating conditions
of the transaxle.
Retards the engine ignition timing temporarily to improve shift feeling
during up or down shifting .
Controls to restrict the 4th upshift or to provide appropriate engine braking
by using the engine & ECT ECU to determine whether the vehicle is traveling
uphill. CH
The engine & ECT ECU sends current to the solenoid valve S1 and/or S2
based on signals from each sensor and shifts the gear
gear..
The engine & ECT ECU sends current to the shift solenoid valve SL based
on signals from each sensor and engages or disengages the lockup clutch.
When the shift lever is shifted from “N” to “D” position, the gear is
temporarily shifted to 2nd and then to 1st to reduce vehicle squat.
Enabling the vehicle to take off in the 2nd gear and thus helps to take off on
ice or snow.
The engine and ECT ECU perform shift control upon receiving signals from
the transmission control switch (+: up-shift range switch signal and –:
down-shift range switch signal). This system is the same as that of the U241E.
(See page CH-33)
CH-33)
When the engine & ECT ECU detects a malfunction, the engine & ECT ECU
makes a diagnosis and memorizes the failed section.
To increase the speed for processing the signals, the 32-bit CPU of the engine
& ECT ECU has been adopted.
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CH-48 CHASSIS – AUTOMATIC TRANSAXLE

2. Con
Const
stru
ruct
ction
ion
The configuration of the electronic control system in the U341E automatic transaxle is as shown in the
following chart.
SENSORS ACTUATORS

NE S1
CRANKSHAFT POSITION SENSOR SOLENOID VALVE S1

THW
WATER TEMP. SENSOR
S2
SOLENOID VALVE S2

VTA1
THROTTLE POSITION SENSOR

SLT
SLT
STA
STA SOLENOID
SOLEN OID VALVE SLT
NEUTRAL START SWITCH
P, R, N, D

KD
KICK DOWN SWITCH*
SL
SOLENOID VALVE SL

ABS SPEED SENSOR

Engine &
ECT ECU ST
SOLENOID VALVE ST
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CHASSIS – AUTOMATIC TRANSAXLE CH-49

3. La
Layou
youtt of Compone
Component
nt
Engine & ECT ECU
Integration Relay
SNOW Mode Switch

Check Engine
Warning Light

CH
SNOW Mode
DLC3 Indicator Light
240CH30
S Mode Indicator
Range Position Light
Stop Light Switch Shift Lever
Kick Down Switch* Indicator
Transmission
Control Switch
240CH29
*: Only for the Engine LHD Models
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CH-50 CHASSIS – AUTOMATIC TRANSAXLE

Construction and Operation of Main Component

1) Flui
Fluid
d Tempera
emperature
ture sensor

A fluid temperature sensor is installed in the valve body for direct detection of the fluid temperature.
Fluid temperature sensor is used for adjusting clutch and brake pressures to keep the shift quality smooth.

2) Inp
Input
ut Turb
Turbine
ine Speed
Speed Sensor
Sensor

This sensor detects the input speed of the transaxle. The forward clutch (C 1) drum is used as the timing
rotor for this sensor
sensor..
Thus, the engine & ECT ECU can detect the timing of the shifting of the gears and appropriately control
the engine torque and hydraulic pressure in response to the various conditions.

Input Turbine Speed Sensor

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CHASSIS – AUTOMATIC TRANSAXLE CH-51

Clutch Pressure Control

1) Clutc
Clutch
h to Clutc
Clutch
h Pressur
Pressuree Control
Control
A clutch to clutch pressure control has been adopted for shifting from the 3rd to 4th gear, and from the
4th to 3rd gear. This actuates solenoid valves ST and SLT in accordance with the signals from the engine
& ECT ECU, and guides this output pressure directly to the 4-3 timing valve and the 3-4 timing valve
in order to regulate the line pressure that acts on the B 1 brake C1 clutch. As a result, compact B 1 and C1
accumulators without a back pressure chamber have been realized.
Smooth shifting is achieved by enabling the solenoid valve ST to switch the orifice of the 4-3 timing valve
and the 3-4 timing valve.
Linear Control
Valve SLT Accumulator Control
3-4 Shift Valve Valve

CH
3-4
C1
Timing
Valve

4-3
Timing
Valve
Linear Control
Valve SLT Solenoid Valve ST
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CH-52 CHASSIS – AUTOMATIC TRANSAXLE

Line Pressure Optimal Control

Through the use of the solenoid valve SLT,

SLT, the line pressure is optimally controlled in accordance with the
engine torque information, as well as with the internal operating conditions of the toque converter and the
transaxle.
Accordingly, the line pressure can be controlled minutely in accordance with the engine output, driving
conditions, and the ATF
ATF temperature, thus achieving smooth shifts and optimizing the workload in the oil
pump.

Line Pressure

Primary Regulator Solenoid Valve SLT

Solenoid Drive Signal

Fluid
Pressure Input Turbine Speed Sensor
Trans- Fluid Temperature
axle
Current Shift Position

Pump Throttle Pressure Throttle Valve Opening

Intake Air Volume
Engine Engine Coolant Temperature
Engine rpm
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CHASSIS – AUTOMATIC TRANSAXLE CH-53

Shifting Control in Uphill Driving

1) General

With shifting control in uphill driving, the engine & ECT ECU calculates the throttle opening angle and
the acceleration rate to determine whether the vehicle is in the uphill state. While driving uphill on a
winding road with ups and downs, the 4th upshift is restricted to ensure a smooth drive.

Uphill
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CH-54 CHASSIS – AUTOMATIC TRANSAXLE

Fail Safe

This function minimizes the loss of operability when any abnormality occurs in each sensor or solenoid.

 Fail Safe List 

Malfunction Part Function

Veh
ehic
icle
le Sp
Spee
eed
d Si
Sign
gnal
al Duri
During
ng a veh
vehic
icle
le sp
spee
eed
d si
sign
gnal
al ma
malf
lfun
unct
ctio
ion
n, 4t
4th ups
upshi
hifft pr
proh
ohiibi
bitted
ed..
Inpu
Inputt Tur
Turbi
bine
ne Spe
Speed
ed Sen
Senso
sorr Duri
During
ng an
an inpu
inputt turb
turbin
inee spee
speed
d sign
signal
al,, 4th
4th upsh
upshif
iftt proh
prohib
ibit
ited
ed..
Fluid Temp. Sensor During a fluid temp. se
sensor malfunction, 4t
4th upshift prohibited.
Sole
Soleno
noid
id Val
Valve
ve SL
SLT or SL
SL Duri
During
ng a sol
solen
enoi
oid
d valv
valves
es SL
SLT or SL mal
malfu
func
ncti
tion
on,, 4th
4th upsh
upshif
iftt proh
prohib
ibit
ited
ed..
During a solenoid valve SB malfunction, S shift control prohibited, and the
Solenoid Valve SB
driving mode turns to the ordinal D range.
Water Temp. Sensor, Knock
During a engine coolant temp. sensor, knock sensor, or throttle position sensor
Sensor, or Throttle Position
malfunction, 4th upshift prohibited.