Automatic Transmission: Other Honda Element I

How to Check for DTCs with the SCS Mode (retrieving the flash codes)

When the PCM senses an abnormality in the input or output system, the D indicator (A) in the gauge assembly (B) will usually blink.

Scheme 435

When the D indicator has been reported on, connect the HDS to the DLC (A) (located under the driver's side of the dashboard). Turn the ignition switch ON (II), select SCS mode, then the D indicator will indicate (blink) the DTC.

Scheme 436

If the D indicator and the MIL come on at the same time, or if a driveability problem is suspected, follow this procedure

Scheme 437

1. Connect the HDS to the DLC. (See the HDS Help menu for specific instructions.)
2. Turn the ignition switch ON (II), select SCS mode, then observe the D indicator in the gauge assembly. Codes 1 through 9 are indicated by individual short blinks. Codes 10 and above are indicated by a series of long and short blinks. One long blink equals 10 short blinks. Add the long and short blinks together to determine the code. Example: DTC 1-1
3. Record all fuel and emissions DTCs and A/T DTCs.
4. If there is a fuel and emissions DTC, first check the fuel and emissions system as indicated by the DTC (except DTC 70, DTC 70 means there is one or more A/T DTCs, and no problems were detected in the fuel and emissions circuit of the PCM).
5. Clear the DTC and data.
6. Drive the vehicle for several minutes under the same conditions as those indicated by the freeze data, and then recheck for DTC. If the A/T DTC returns, go to the «DTC TROUBLESHOOTING INDEX»(ref-220581-S27237066072006022000000) . If the DTC does not return, there was an intermittent problem within the circuit. Make sure all pins and terminals in the circuit are tight.

OBD Status

The OBD Status shows the current system status of each DTC and all of the parameters. This function is used to see if the technician's repair was successfully finished. The results of diagnostic tests for the DTC are displayed as

1. PASSED: On Board Diagnosis is successfully finished.
2. FAILED: On Board Diagnosis has finished but failed.
3. NOT COMPLETED: The On Board diagnosis was running but is out of the enable conditions of the DTC.

How to Update the PCM

Note. To ensure the latest program is installed, update the PCM whenever it is substituted or replaced. You cannot update a PCM with the program it already has. It will only accept a new program. Before you update the PCM, make sure the vehicle's battery is fully charged. To prevent PCM damage, do not operate any electrical system; audio system, brakes, air conditioning, power windows, moonroof, and door locks, during the update. If you need to diagnose the Honda interface module (HIM) because the HIM's red (#3) light came on or was flashing during the update, leave the ignition switch in the ON (II) position when you disconnect the HIM from the DLC. This will prevent PCM damage.

1. Turn the ignition switch ON (II). Do not start the engine.
2. Connect the Honda interface module (HIM) to the DLC located under the driver's side of the dashboard.
3. Update the PCM according to the procedures described on the HIM label. If the software in the PCM is the latest, replace the PCM.

How to Substitute the PCM

1. Connect the HDS to the DLC.
2. Turn the ignition switch ON (II).
3. Turn the ignition switch OFF.
4. Jump the SCS line with the HDS.
5. Remove the PCM, and install a known-good PCM.
6. Open the SCS line with the HDS.
7. Turn the ignition switch ON. NOTE: For 2005-2006 models: DTC P0630 "VIN Not Programmed or Mismatch" will be stored because VIN has not been programmed into the PCM; ignore it, and continue this procedure.
8. Input the VIN to the PCM with the HDS.
9. Rewrite the immobilizer code with the PCM replacement procedure in the HDS; it allows you to start the engine.
10. Reset the PCM with the HDS.
11. Do the PCM idle learn procedure (see «ECM/PCM IDLE LEARN PROCEDURE»(ref-220572-S08440202922006022000000) )
12. Do the CKP pattern clear/CKP pattern learn procedure (see «CRANK (CKP) PATTERN CLEAR/CRANK (CKP) PATTERN»(ref-220569-S41813416432006022000000) ).

Scheme 438

1. Connect the HDS to the DLC.
2. Jump the SCS line with the HDS.
3. Remove the glove box stops, then open the glove box.
4. Remove the 20P harness connector (A) from its bracket, and disconnect PCM connectors.
5. Disconnect all PCM connectors.
6. Remove the relays from the glove box frame.
7. Loosen the PCM mounting nut (B) on the lower right of the PCM, and remove the mounting bolt (C) and nut (D) on the left of the PCM.
8. Lift the PCM up to clear the mounting nut on the lower right of the PCM, then pull out the PCM.
9. Install the PCM in the reverse order of the removal.

Electronic Control

The electronic control system consists of the powertrain control module (PCM), sensors, and solenoid valves. Shifting and lock-up are electronically controlled for comfortable driving under all conditions. The PCM is located below the dashboard, behind the left side of the glove box.

Hydraulic Control

The valve bodies include the main valve body, the regulator valve body, and the servo body. They are bolted to the torque converter housing. The main valve body contains the manual valve, the shift valves A, B, C, and E, the relief valve, the lock-up control valve, the cooler check valve, the servo control valve, and the ATF pump gears. The regulator valve body contains the regulator valve, the torque converter check valve, lock-up shift valve, and the 1st accumulator. The servo body contains the servo valve, the CPB valve, accumulators for 2nd, 3rd, and 4th, and shift solenoid valves for A, B, C, and E. Fluid from the regulator passes through the manual valve to the various control valves. The 1st and 3rd clutches receive fluid from their respective feed pipes, and the 2nd and the 4th clutches receive fluid from the internal hydraulic circuit.

Shift Control Mechanism

To shift gears, the PCM controls shift solenoid valves A, B, C, and E, and A/T clutch pressure control solenoid valves A, B, and C, 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. A/T clutch pressure control solenoid valves A, B, and C regulate their respective pressure, and pressurize the clutches to engage it and its corresponding gear. The pressures from the A/T clutch pressure control solenoid valves also apply to the shift valves to switch the port.

Lock-up Mechanism

The lock-up mechanism operates in the D position (2nd, 3rd, and 4th) and the D position over drive off mode (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 the hydraulic control, the PCM optimizes the timing and amount of the lock-up mechanism. When shift solenoid valve E is turned on by the PCM, shift solenoid valve E pressure switches the lock-up shift valve lock-up on and off. A/T clutch pressure control solenoid valve A and the lock-up control valve controls the amount of lock-up.

Gear Selection

The shift lever has six positions; P: PARK, R: REVERSE, N: NEUTRAL, D: DRIVE 1st through 4th gear range with over drive mode, and 1st through 3rd gear range with overdrive OFF mode, 2: 2nd gear, and 1: 1st gear.

GEAR SELECTION POSITION AND DESCRIPTION

Starting is possible only in the P and N positions because of a slide-type neutral-safety switch.

The A/T gear position indicator in the instrument panel shows which shift lever position has been selected.

Transfer Mechanism (4WD)

The transfer mechanism consists of the transfer drive gear on the differential, the transfer shaft, the transfer drive gear (hypoid gear), the transfer output shaft (hypoid gear), and the companion flange. The transfer mechanism assembly is on the rear of the transmission, beside the differential. The transfer drive gear on the differential drives the transfer shaft and transfer drive gear (hypoid gear), and the transfer drive gear (hypoid gear) drives the transfer output shaft (hypoid gear). Power is transmitted from the transfer drive gear on the differential to the rear differential via the transfer shaft and the propeller shaft.

Clutches and Gears

The 4-speed automatic transmission uses hydraulically-actuated clutches to engage or disengage the transmission gears. When hydraulic pressure is introduced into the clutch drum, the clutch piston moves. This presses the friction discs and steel plates together, locking them so they don't slip. Power is then transmitted through the engaged clutch pack to its hub-mounted gear. Likewise, when the hydraulic pressure is bled from the clutch pack, the piston releases the friction discs and steel plates, and they are free to slide past each other. This allows the gear to spin independently on its shaft, transmitting no power.

1st Clutch

The 1st clutch engages/disengages 1st gear, and is located at the top of the secondary shaft. The 1st clutch is supplied hydraulic pressure by its ATF feed pipe within the secondary shaft.

2nd Clutch

The 2nd clutch engages/disengages 2nd gear, and is located at the end of the secondary shaft, opposite the end cover. The 2nd clutch is supplied hydraulic pressure by a circuit connected to the internal hydraulic circuit.

3rd Clutch

The 3rd clutch engages/disengages 3rd gear, and is located at the top of the mainshaft. The 3rd clutch is joined back-to-back to the 4th clutch. The 3rd clutch is supplied hydraulic pressure by its ATF feed pipe within the mainshaft.

4th Clutch

The 4th clutch engages/disengages 4th gear, as well as reverse gear, and is located at the top of the mainshaft. The 4th clutch is joined back-to-back to the 3rd clutch. The 4th clutch is supplied hydraulic pressure by a circuit connected to the internal hydraulic circuit.

Transmission Cutaway View

Note. The illustration shows 4WD model; 2WD model does not have the transfer mechanism.

Scheme 439

P Position

Hydraulic pressure is not applied to the clutches. Power is not transmitted to the countershaft. The countershaft is locked by the park pawl interlocking the park gear.

N Position

Engine power transmitted from the torque converter drives the mainshaft idler gear, the idler shaft idler gear, and the secondary shaft idler gear, but hydraulic pressure is not applied to the clutches. Power is not transmitted to the countershaft.

In this position, the position of the reverse selector differs according to whether the shift lever shifted from the D or R position

1. When shifted from the D position, the reverse selector engages with the countershaft 4th gear and the reverse selector hub, and the 4th gear engages with the countershaft.
2. When shifted from the R position, the reverse selector engages with the countershaft reverse gear and the reverse selector hub, and the reverse gear engages with the countershaft.

Note. The illustration shows 4WD model; 2WD model does not have the transfer mechanism.

Scheme 440

1st Gear

1. Hydraulic pressure is applied to the 1st clutch, then the 1st clutch engages the secondary shaft 1st gear with the secondary shaft.
2. The mainshaft idler gear drives the secondary shaft via the idler shaft idler gear and the secondary shaft idler gear.
3. The secondary shaft 1st gear drives the countershaft 1st gear and the countershaft.
4. Power is transmitted to the final drive gear, which in turn drives the final driven gear, and the transfer drive gear (4WD model).
5. 4WD model: The transfer drive gear drives the transfer drive gear (hypoid gear) and the transfer output shaft (hypoid gear).

Note. The illustration shows 4WD model; 2WD model does not have the transfer mechanism.

Scheme 441

2nd Gear

1. Hydraulic pressure is applied to the 2nd clutch, then the 2nd clutch engages the secondary shaft 2nd gear with the secondary shaft.
2. The mainshaft idler gear drives the secondary shaft via the idler shaft idler gear and the secondary shaft idler gear.
3. The secondary shaft 2nd gear drives the countershaft 2nd gear and the countershaft.
4. Power is transmitted to the final drive gear, which in turn drives the final driven gear, and the transfer drive gear (4WD model).
5. 4WD model: The transfer drive gear drives the transfer drive gear (hypoid gear) and the transfer output shaft (hypoid gear).

Note. The illustration shows 4WD model; 2WD model does not have the transfer mechanism.

Scheme 442

3rd Gear

1. Hydraulic pressure is applied to the 3rd clutch, then the 3rd clutch engages the mainshaft 3rd gear with the mainshaft.
2. The mainshaft 3rd gear drives the countershaft 3rd gear and the countershaft.
3. Power is transmitted to the final drive gear, which in turn drives the final driven gear, and the transfer drive gear (4WD model).
4. 4WD model: The transfer drive gear drives the transfer drive gear (hypoid gear) and the transfer output shaft (hypoid gear).

Note. The illustration shows 4WD model; 2WD model does not have the transfer mechanism.

Scheme 443

4th Gear

1. Hydraulic pressure is applied to the servo valve to engage the reverse selector with the countershaft 4th gear and reverse selector hub while the shift lever is in the forward range (D, 2, and 1 positions).
2. Hydraulic pressure is also applied to the 4th clutch, then the 4th clutch engages the mainshaft 4th gear with the mainshaft.
3. The mainshaft 4th gear drives the countershaft 4th gear and the countershaft.
4. Power is transmitted to the final drive gear, which in turn drives the final driven gear, and the transfer drive gear (4WD model).
5. 4WD model: The transfer drive gear drives the transfer drive gear (hypoid gear) and the transfer output shaft (hypoid gear).

Note. The illustration shows 4WD model; 2WD model does not have the transfer mechanism.

Scheme 444

R Position

1. Hydraulic pressure is applied to the servo valve to engage the reverse selector with the countershaft reverse gear and reverse selector hub while the shift lever is in the R position.
2. Hydraulic pressure is also applied to the 4th clutch, then the 4th clutch engages the mainshaft reverse gear with the mainshaft.
3. The mainshaft reverse gear drives the countershaft reverse gear via the reverse idler gear.
4. The rotational direction of the countershaft reverse gear is changed by the reverse idler gear.
5. The countershaft reverse gear drives the countershaft via the reverse selector which drives the reverse selector hub.
6. Power is transmitted to the final drive gear, which in turn drives the final driven gear, and the transfer drive gear (4WD model).
7. 4WD model: The transfer drive gear drives the transfer drive gear (hypoid gear) and the transfer output shaft (hypoid gear).

Note. The illustration shows 4WD model; 2WD model does not have the transfer mechanism.

Scheme 445

Functional Diagram

The electronic control system consists of the powertrain control module (PCM), sensors, and solenoid valves. Shifting and lock-up are electronically controlled for comfortable driving under all conditions.

The PCM receives input signals from the sensors, switches, and other control units, processes data, and output signals for the engine control system and A/T control system. The A/T control system includes shift control, grade logic control, clutch pressure control, and lock-up control.

The PCM activates the shift solenoid valves and the A/T clutch pressure control solenoid valves to control shifting transmission gears and lock-up torque converter clutch.

Scheme 446

Scheme 447

Shift Control

The PCM instantly determines which gear should be selected by various signals sent from sensors and switches, and it actuates the shift solenoid valves A, B, C, and E to control shifting.

Also, a grade logic control system has been adopted to control shifting in the D position. The PCM compares actual driving conditions with memorized driving conditions, based on the input from the throttle position sensor, the engine coolant temperature sensor, the barometric pressure sensor, the brake pedal position switch signal, and the shift lever position signal, to control shifting while the vehicle is ascending or descending a slope.

Scheme 448

The PCM turns the shift solenoid valves A, B, C, and E ON and OFF to control shifting of the transmission. The combination of driving signals to shift solenoid valves A, B, C, and E are shown in table.

DRIVING SIGNALS TO SHIFT SOLENOID VALVES COMBINATION

Grade Logic Control: Ascending Control

When the PCM determines that the vehicle is climbing a hill in the D position, the system extends the engagement area of 2nd and 3rd gears to prevent the transmission from frequently shifting between 2nd and 3rd gears, and between 3rd and 4th gears, so the vehicle can run smooth and have more power when needed. Shift schedules stored in the PCM between 2nd and 3rd gears, and between 3rd and 4th gears, enable it to automatically select the most suitable gear according to the magnitude of a gradient.

Scheme 449

Grade Logic Control: Descending Control

When the PCM determines that the vehicle is going down a hill in the D position, the shift-up speed from 3rd to 4th gear, and from 2nd to 3rd gear (when the throttle is closed) becomes higher than the speed for flat road driving to widen the 3rd gear and 2nd gear driving area. This, in combination with engine braking from the deceleration lock-up, achieves smooth driving when the vehicle is descending. There are three descending modes with different 3rd gear driving areas and 2nd gear driving areas according to the magnitude of a gradient stored in the PCM. When the vehicle is in 4th gear, decelerating, and when you are applying the brakes on a steep hill, the transmission will downshift to a lower gear. When you accelerate, the transmission will then return to a higher gear.

Scheme 450

Clutch Pressure Control

The PCM actuates A/T clutch pressure control solenoid valves A, B, and C to control the clutch pressure. When shifting between lower and higher gears, the clutch pressure regulated by A/T clutch pressure control solenoid valves A, B, and C engage and disengage the clutch smoothly.

The PCM receives input signals from the various sensors and switches, processes data, and outputs a current to A/T clutch pressure control solenoid valves A, B, and C.

Scheme 451

Lock-up Control

Shift solenoid valve E controls the hydraulic pressure to switch the lock-up shift valve and lock-up ON and OFF. The PCM actuates shift solenoid valve E and A/T clutch pressure control solenoid valve A to control the torque converter clutch lock-up. When shift solenoid valve E is turned ON, the condition of lock-up starts.

A/T clutch pressure control solenoid valve A regulates and applies hydraulic pressure to the lock-up control valve to control the amount of lock-up.

The lock-up mechanism operates in 2nd, 3rd, and 4th gears in the D position, and 3rd gear in the D position over drive off mode.

Scheme 452

Scheme 453

Scheme 454

Scheme 455

Scheme 456

Scheme 457

Hydraulic Controls

The valve body includes the main valve body, the regulator valve body, and the servo body. The ATF pump is driven by splines on the left end of the torque converter, which is attached to the engine. Fluid flows through the regulator valve to maintain specified pressure through the main valve body to the manual valve, directing pressure to the shift valves and to each of the clutches via the solenoid valves. The shift solenoid valves A, B, C, and E are bolted on the servo body. The A/T clutch pressure control solenoid valves A, B, and C are mounted on the outside of the transmission housing.

Scheme 458

Main Valve Body

The main valve body contains the manual valve, the shift valves A, B, C, and E, the relief valve, the lock-up control valve, the cooler check valve, the servo control valve, and the ATF pump gears. The primary function of the main valve body is to switch fluid pressure on and off and to control hydraulic pressure going to the hydraulic control system.

Scheme 459

Regulator Valve Body

The regulator valve body contains the regulator valve, the torque converter check valve, lock-up shift valve, and the 1st accumulator.

Scheme 460

Regulator Valve

The regulator valve maintains a constant hydraulic pressure from the ATF pump to the hydraulic control system, while also furnishing fluid to the lubrication system and torque converter. Fluid from the ATF pump flows through B and B'. Fluid entering from B flows through the valve orifice to the A cavity. This pressure of the A cavity pushes the regulator valve to the right side, and this movement of the regulator valve uncovers the fluid port to the torque converter and the relief valve. The fluid flows out to the torque converter and the relief valve, and the regulator valve moves to the left side. According to the level of the hydraulic pressure through B, the position of the regulator valve changes, and the amount of fluid from B' through torque converter also changes. This operation is continued, maintaining the line pressure.

Note. When used, "left" or "right" indicates direction on the illustration.

Scheme 461

Increases in hydraulic pressure according to torque are performed by the regulator valve using stator torque reaction. The stator shaft is splined with the stator in the torque converter, and its arm end contacts the regulator spring cap. When the vehicle is accelerating or climbing (torque converter range), stator torque reaction acts on the stator shaft, and the stator arm pushes the regulator spring cap in the direction of the arrow in proportion to the reaction. The stator reaction spring compresses, and the regulator valve moves to increase the line pressure which is regulated by the regulator valve. The line pressure reaches its maximum when the stator torque reaction reaches its maximum.

Scheme 462

Servo Body

The servo body contains the servo valve, the clutch pressure back-up (CPB) valve, accumulators for 2nd, 3rd, and 4th, and shift solenoid valves for A, B, C, and E.

Scheme 463

Accumulator

The accumulators are located in the regulator valve body and the servo body. The regulator valve body contains the 1st accumulator, and the servo body contains the 2nd, 3rd, and 4th accumulators.

Scheme 464

Distribution of Hydraulic Pressure

As the engine turns, the ATF pump starts to operate. Automatic transmission fluid (ATF) is drawn through the ATF strainer (filter) and discharged into the hydraulic circuit. Then, ATF flowing from the ATF pump becomes line pressure that's regulated by the regulator valve. Torque converter pressure from the regulator valve enters the torque converter through the lock-up shift valve, and it is discharged from the torque converter. The torque converter check valve prevents torque converter pressure from rising.

The PCM controls the shift solenoid valves ON and OFF. The shift solenoid valve intercepts line pressure from the ATF pump via the manual valve when the shift solenoid valve is OFF. When the shift solenoid valve is turned ON, line pressure changes to shift solenoid valve pressure at the shift solenoid valve, then the solenoid valve pressure flows to the shift valve. Applying shift solenoid pressure to the shift valves moves the position of the shift valve, and switches the port of the hydraulic circuit. The PCM also controls A/T clutch pressure control solenoid valves A, B, and C. The A/T clutch pressure control solenoid valves regulate hydraulic pressure, and apply the pressure to the clutches to engage smoothly. The clutches receive optimum clutch pressure which is regulated by the A/T clutch pressure control solenoid valves for comfortable driving and shifting under all conditions.

Hydraulic pressure at the port is as follows

HYDRAULIC PRESSURE DESCRIPTION

The PCM controls the shift solenoid valves. The conditions of the shift solenoid valves and positions of the shift valves are as follows

1. Shift solenoid valve A: OFF Shift valve A stays on in the right side
2. Shift solenoid valve B: ON Shift valve B moves to left side
3. Shift solenoid valve C: ON Shift valve C moves to left side
4. Shift solenoid valve E: OFF Shift valve E stays on in the left side

Line pressure (1) flows to the shift solenoid valves and A/T clutch pressure control solenoid valve A, and changes to A/T clutch pressure control solenoid valve A pressure (55) at A/T clutch pressure control solenoid valve A. A/T clutch pressure control solenoid valve A pressure (55) becomes line pressure (1B) at shift valve A, and stops at the manual valve. Under this condition, hydraulic pressure is not applied to the clutches.

Note. When used, "left" or "right" indicates direction on the hydraulic circuit.

Scheme 465

D Position: 1st gear shifting from the N position

Shift solenoid valves remain the same as in the N position when shifting to the D position from the N. The manual valve is moved to the D position, and switches the port of line pressure (4) leading to A/T clutch pressure control solenoid valve C. Hydraulic pressure to the 1st clutch from A/T clutch pressure control solenoid valve A is created as shift solenoid valve A is OFF, B and C stay ON. A/T clutch pressure control solenoid valve A pressure (55) changes to 1st clutch pressure (10) at shift valve B, and flows to the 1st clutch. A/T clutch pressure control solenoid valves B and C pressures also flow to the 2nd and 3rd clutches. The 1st clutch is engaged gently when shifting to the D position from the N.

Note. When used, "left" or "right" indicates direction on the hydraulic circuit.

Scheme 466

D Position: Driving in 1st gear

The PCM turns shift solenoid valves A ON and keeps B and C ON, and E OFF. Shift solenoid valve A pressure (SA) is applied to the right side of shift valve A. Shift valve A is moved to the left side to uncover the port of line pressure leading to the 1st clutch, and to cover the A/T clutch pressure control solenoid valve pressures port. The A/T clutch pressure control solenoid valves pressures are released at shift valve A.

Fluid flows to the 1st clutch by way of

Line pressure (1) --> A/T clutch pressure control solenoid valve A-A/T clutch pressure control solenoid valve A pressure (55) --> CPB valve-Line pressure (1A) --> Shift valve A-Line pressure (1B) --> Manual valve-Line pressure (5A) --> Shift valve C-Line pressure (5B) --> Shift valve B-1st clutch pressure (10) --> 1st clutch

The 1st clutch pressure (10) is applied to the 1st clutch, and the 1st clutch is engaged securely.

Note. When used, "left" or "right" indicates direction on the hydraulic circuit.

Scheme 467

D Position: Shifting between 1st gear and 2nd gear

As the speed of the vehicle reaches the programmed value, the PCM turns shift solenoid valves A OFF and keeps B and C ON, and E OFF. Shift solenoid valve A pressure (SA) in the right side of shift valve A is released. Shift valve A is moved to the right side to uncover the A/T clutch pressure control solenoid valves pressures port leading to the 1st, 2nd, and 3rd clutches. The PCM controls the A/T clutch pressure control solenoid valves to regulate hydraulic pressure. A/T clutch pressure control solenoid valve B pressure (56) changes to 2nd clutch pressure (20) at shift valve A, and flows to the 2nd clutch. The 2nd clutch is engaged gently.

Note. When used, "left" or "right" indicates direction on the hydraulic circuit.

Scheme 468

D Position: Driving in 2nd gear

The PCM turns shift solenoid valves C OFF and keeps A and E OFF, and B ON. Shift solenoid valve C pressure (SC) in the right side of shift valve C is released. Shift valve C is moved to the right side to switch the ports. This movement covers the A/T clutch pressure control solenoid valve pressure at shift valve C and B, and uncovers the line pressure port leading to the 2nd clutch.

Fluid flows to 2nd clutch by way of

Line pressure (1) --> Manual valve-Line pressure (4) --> Shift valve C-Line pressure (5E) --> Shift valve B-Line pressure (5F) --> Shift valve A-2nd clutch pressure (20) --> 2nd clutch

The 2nd clutch pressure (20) is applied to the 2nd clutch, and the 2nd clutch is engaged securely.

Note. When used, "left" or "right" indicates direction on the hydraulic circuit.

Scheme 469

D Position: Shifting between 2nd gear and 3rd gear

As the speed of the vehicle reaches the programmed value, the PCM turns shift solenoid valves C ON and keeps A and E OFF, and B ON. Shift solenoid valve C pressure (SC) is applied to the right side of shift valve C. Shift valve C is moved to the left side to uncover the A/T clutch pressure control solenoid valve pressure ports leading to the 1st, 2nd, and 3rd clutches. The PCM controls the A/T clutch pressure control solenoid valves to regulate hydraulic pressure. A/T clutch pressure control solenoid valve B pressure (56) changes to 2nd clutch pressure (20) at shift valve A, and A/T clutch pressure control solenoid valve C pressure (57) changes to 3rd clutch pressure (30) at shift valve A. The 2nd and 3rd clutches are engaged gently.

Note. When used, "left" or "right" indicates direction on the hydraulic circuit.

Scheme 470

D Position: Driving in 3rd gear

The PCM turns shift solenoid valves B OFF and keeps A and E OFF, and C ON. Shift solenoid valve B pressure (SB) in the right side of shift valve B is released, and shift valve B is moved to the right side. This movement switches the port of A/T clutch pressure control solenoid valve C pressure leading to the 3rd clutch.

A/T clutch pressure control solenoid valve C pressure (57) changes to (5K) at shift valve B, and becomes 3rd clutch pressure (30) at shift valve A. 3rd clutch pressure (30) is applied to the 3rd clutch, and the 3rd clutch is engaged securely.

Note. When used, "left" or "right" indicates direction on the hydraulic circuit.

Scheme 471

D Position: Shifting between 3rd gear and 4th gear

As the speed of the vehicle reaches the prescribed value, the PCM turns shift solenoid valves C OFF and keeps A, B, and E OFF. Shift solenoid valve C pressure (SC) in the right side of shift valve C is released. Shift valve C is moved to the right side to uncover A/T clutch pressure control solenoid valve A and B pressure ports leading to the 2nd and 4th clutches. The PCM controls the A/T clutch pressure control solenoid valves to regulate hydraulic pressure. A/T clutch pressure control solenoid valve C pressure (57) changes to 3rd clutch pressure (30) at shift valve A, and A/T clutch pressure control solenoid valve B pressure (56) changes to 4th clutch pressure (40) at shift valve B. The 3rd clutch pressure is regulated to low by the A/T clutch pressure control solenoid valve C. The 3rd and 4th clutches are engaged gently.

Note. When used, "left" or "right" indicates direction on the hydraulic circuit.

Scheme 472

D Position: Driving in 4th gear

The PCM turns shift solenoid valves A ON and keeps B, C, and E OFF. Shift solenoid valve A pressure (SA) is applied to the right side of shift valve A. Shift valve A is moved to the left side to cover A/T clutch pressure control solenoid valve A and C pressure ports leading to the 2nd and 3rd clutches.

A/T clutch pressure control solenoid valve B pressure (56) changes to (5G) at shift valve C, and becomes 4th clutch pressure (40) at shift valve B. The 4th clutch pressure (40) is held to high by A/T clutch pressure control solenoid valve B, and the 4th clutch is engaged securely.

Note. When used, "left" or "right" indicates direction on the hydraulic circuit.

Scheme 473

2 Position

The PCM controls the shift solenoid valves. The conditions of the shift solenoid valves and positions of the shift valves are as follows

1. Shift solenoid valve A: OFF Shift valve A stays on in the right side
2. Shift solenoid valve B: ON Shift valve B moves to left side
3. Shift solenoid valve C: OFF Shift valve C stays on in the right side
4. Shift solenoid valve E: OFF Shift valve E stays on in the left side

Line pressure (1) changes (4) at the manual valve, and flows to shift valve C. Line pressure (4) becomes the 2nd clutch pressure (20) at shift valve A.

Fluid Flows to 2nd clutch by way of

Line pressure (1) --> Manual valve-Line pressure (4) --> Shift valve C-Line pressure (5E) --> Shift valve B-Line pressure (5F) --> Shift valve A-2nd clutch pressure (20) --> 2nd clutch

The 2nd clutch pressure (20) is applied to the 2nd clutch, and the 2nd clutch is engaged.

Note. When used, "left" or "right" indicates direction on the hydraulic circuit.

Scheme 474

1 Position

The PCM controls the shift solenoid valves. The conditions of the shift solenoid valves and positions of the shift valves are as follows

1. Shift solenoid valve A: ON Shift valve A moves to left side
2. Shift solenoid valve B: ON Shift valve B moves to left side
3. Shift solenoid valve C: ON Shift valve C moves to left side
4. Shift solenoid valve E: OFF Shift valve E stays on in the left side

Line pressure (1) flows to the shift solenoid valves and A/T clutch pressure control solenoid valve A, and changes to A/T clutch pressure control solenoid pressure (55) at A/T clutch pressure control solenoid valve A.

Fluid Flows to 1st clutch by way of

A/T clutch pressure control solenoid A pressure (55) --> CPB valve-Line pressure (1A) --> Shift valve A-Line pressure (1B) --> Manual valve-Line pressure (5A) --> Shift valve C-Line pressure (5B) --> Shift valve B-1st clutch pressure (10) --> 1st clutch

The 1st clutch pressure (10) is applied to the 1st clutch, and the 1st clutch is engaged.

Note. When used, "left" or "right" indicates direction on the hydraulic circuit.

Scheme 475

R Position: Shifting to the R position from the P or N position

When shifting in the R position, the PCM turns shift solenoid valves B and E ON, and A and C OFF. Shift solenoid valve B pressure (SB) is applied to the right side of shift valve B, and shift valve B is moved to left side. Shift solenoid valve E pressure (SE) is applied to the left side of shift valve E, and shift valve E is moved to the right side. Line pressure (1) changes to (3) at the manual valve, and flows to the servo valve via shift valve E. The servo valve is moved to reverse range position. Movement of shift valves B and E, and servo valve creates 4th clutch pressure line between the 4th clutch and A/T clutch pressure control solenoid valve A. The 4th clutch pressure (40) is applied to the 4th clutch, and the 4th clutch is engaged gently.

Note. When used, "left" or "right" indicates direction on the hydraulic circuit.

Scheme 476

R Position: Driving in reverse gear

After starting off in reverse gear, the PCM turns shift solenoid valves A ON and keeps B and E ON, and C OFF. Shift solenoid valve A pressure (SA) is applied to the right side of shift valve A to cover the A/T clutch pressure control solenoid valve A pressure port, and to uncover the line pressure port leading to the 4th clutch creating full line pressure. The 4th clutch is engaged securely with line pressure.

Reverse Inhibitor Control

While the vehicle is moving forward, the PCM keeps shift solenoid valve E OFF. Shift valve E covers the port of line pressure (3') leading to the servo valve reverse position. The servo valve cannot be shifted to reverse position, and hydraulic pressure is not applied to the 4th clutch from servo valve for reverse. As a result, power is not transmitted in the reverse direction.

Note. When used, "left" or "right" indicates direction on the hydraulic circuit.

Scheme 477

The PCM turns shift solenoid valves B and E ON, and A and C OFF. Line pressure (1) flows to the shift solenoid valves and the A/T clutch pressure control solenoid valve A. Line pressure (3) changes to (3') at shift valve E, and flows to the servo valve. The servo valve is moved to reverse/park position. Hydraulic pressure is not applied to the clutches.

Scheme 478

Lock-up System

The lock-up mechanism of the torque converter clutch operates in the D position (2nd, 3rd, and 4th) and the D position over drive off mode (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 the hydraulic control, the PCM optimizes the timing and amount of the lock-up mechanism. When shift solenoid valve E is turned on by the PCM, the shift solenoid valve E pressure switches the lock-up shift valve lock-up on and off. A/T clutch pressure control solenoid valve A and the lock-up control valve control the amount of lock-up.

No Lock-up

Shift solenoid valve E is turned OFF by the PCM, and shift solenoid valve E pressure (SE) is not applied to the lock-up shift valve. The lock-up shift valve stays to the right to uncover the torque converter pressure ports leading to the left side of the torque converter and releasing pressure from the right side of the torque converter. Torque converter pressure (92) changes to (94) at the lock-up shift valve, and enters into the left side of the torque converter to disengage the torque converter clutch. This keeps the torque converter clutch piston is kept away from the torque converter cover and the torque converter clutch lock-up is OFF.

Note. When used, "left" or "right" indicates direction on the hydraulic circuit.

Scheme 479

Partial Lock-up

As the speed of the vehicle reaches the programmed value, shift solenoid valve E is turned ON by the PCM, and shift solenoid valve E pressure (SE) is applied to the right side of the lock-up shift valve. The lock-up shift valve is moved to the left side to switch the torque converter pressure (91) port, which goes to the right side of the torque converter, and the port of torque converter pressure (94) is released from the left side of the torque converter. Torque converter pressure (91) flows to the right side of the torque converter to engage the torque converter clutch. The PCM also controls the A/T clutch pressure control solenoid valve A, and A/T clutch pressure control solenoid valve A pressure (55) is applies to the lock-up shift valve and lock-up control valve. The position of the lock-up control valve depends on A/T clutch pressure control solenoid valve A pressure (55) and torque converter pressure released from the torque converter. The lock-up control valve controls the amount of torque converter clutch lock-up until fluid between the clutch piston and torque converter cover is fully released; the torque converter clutch is in partial lock-up.

Note. When used, "left" or "right" indicates direction on the hydraulic circuit.

Scheme 480

Full Lock-up

When the vehicle speed increases, the PCM sends a signal to A/T clutch pressure control solenoid valve A to increase A/T clutch pressure control solenoid valve A pressure (55), and the lock-up control valve is moved to the left side by the increased pressure. Then torque converter pressure (94) from the left side of the torque converter is completely released fully at the lock-up control valve, and torque converter pressure (91) engages the torque converter clutch securely; the torque converter clutch is in full lock-up.

Note. When used, "left" or "right" indicates direction on the hydraulic circuit.

Scheme 481

Scheme 482

Scheme 483

ATF Level Check

Note. Keep all foreign particles out of the transmission.

Scheme 484

Scheme 485

Scheme 486

1. Warm up the engine to normal operating temperature (the radiator fan comes on).
2. Park the vehicle on level ground, and turn the engine off. NOTE: Check the fluid level within 60-90 seconds after turning the engine off.
3. Remove the dipstick (yellow loop) (A) from the transmission, and wipe it with a clean cloth.
4. Insert the dipstick back into the transmission.
5. Remove the dipstick (A), and check the fluid level. It should be at the upper mark (B).
6. If the level is below the upper mark, check for fluid leaks at the transmission, hose and line joints, and cooler lines. If a problem is found, fix it before filling the transmission. If the level is above the upper mark, drain the ATF to proper level (see step 3 ).
7. If necessary fill the transmission through the dipstick hole to bring the fluid level up to the upper mark. Always use Honda ATF-Z1 Automatic Transmission Fluid (ATF). Using a non-Honda ATF can affect shift quality.
8. Insert the dipstick (A) back into the transmission with the handle pointing toward the breather pipe (B).

ATF Cooler Cleaning

Special Tools Required

1. ATF Cooler Cleaner GHTTTCF6H
2. Magnetic Nonbypass Spin-on Filter GTHGNBP2 (Available through the Honda Tool and Equipment Program 1-888-424-6857)

Before installing an overhauled or re-manufactured automatic transmission, you must thoroughly clean the ATF cooler to prevent system contamination. Failure to do so could cause a repeat automatic transmission failure.

The cleaning procedure involves heated ATF-Z1 delivered under high pressure (100 psi). Check the security of all hoses and connections. Always wear safety glasses or a face shield, along with gloves and protective clothing. If you get ATF in your eyes or on your skin, rinse with water immediately.

Scheme 487

Scheme 488

Scheme 489

Scheme 490

1. Check the fluid in the cooler cleaner tank. (The fluid level should be 4.5 inches from the top of the filler neck.) Adjust the level if needed; do not overfill. Use only Honda ATF-Z1; do not use any additives.
2. Plug the cooler cleaner into a 110 V grounded electrical outlet. NOTE: Make sure the outlet has no other appliances (light fixtures, drop lights, extension cords) plugged into it. Also, never plug the cooler cleaner into an extension cord or drop light; you would damage the unit.
3. Flip the HEAT toggle switch to ON; the green indicator above the toggle switch comes on. Wait 1 hour for the cooler cleaner to reach its operating temperature. (The cooler cleaner is ready to use when the temperature gauge reads 140 to 150°F.) NOTE: If the red indicator above the HEAT toggle switch comes on, the fluid level in the tank is too low for the tank heater to work (see step 1 of this procedure).
4. Select the appropriate pair of fittings, and attach them to the radiator, to the hoses, or to the banjo bolts for flow through the ATF cooler cleaner.
5. Connect the red hose to the cooler outlet line (the line that normally goes to the external filter on the transmission).
6. Connect the blue hose to the cooler inlet line.
7. Connect a shop air hose (regulated to 100 to 125 psi) to the air purge valve. NOTE: The quick-connect fitting has a one-way check valve to keep ATF from entering your shop's air system. Do not remove or replace the fitting. Attach the coupler provided with the cooler cleaner to your shop air line if your coupler is not compatible.
8. Flip the MOTOR toggle switch to ON; the green indicator above the toggle switch comes on. Let the pump run for 5 minutes. While the pump is running, open and close the air purge valve periodically to cause agitation and improve the cleaning process. Always open the valve slowly. At the end of the 5 minutes cleaning period, leave the air purge valve open. NOTE: While the pump is running with the air purge valve open, it is normal to see vapor coming from the filler/breather tube vents.
9. With the air purge valve open, flip the MOTOR toggle switch to OFF; the green indicator goes off. Leave the air purge valve open for at least 15 seconds to purge the lines and hoses of residual ATF, then close the valve.
10. Disconnect the red and blue hoses from the ATF cooler. Now connect the red hose to the cooler inlet line.
11. Now connect the blue hose to the cooler outlet line.
12. Flip the MOTOR toggle switch to ON, and let the pump run for 5 minutes. While the pump is running, open and close the air purge valve periodically. Always open the valve slowly. At the end of the 5 minutes cleaning period, leave the air purge valve open. NOTE: While the pump is running with the air purge valve open, it is normal to see vapor coming from the filler/breather tube vents.
13. With the air purge valve open, flip the MOTOR toggle switch to OFF. Leave the air purge valve open for at least 15 seconds to purge the lines and hoses of residual ATF, then close the valve.
14. Disconnect the red and blue hoses from the ATF cooler lines.
15. Connect the red and blue hoses to each other.
16. Disconnect the shop air from the air purge valve. Disconnect and stow the coupler if used.
17. Disconnect and stow the fittings from the ATF cooler inlet and outlet lines.
18. Unplug the cooler cleaner from the 110 V outlet.

Exploded View - 2003-2004 Models

Note. The illustration shows 4WD model; 2WD model is similar.

Scheme 491

Exploded View - 2005-2006 Models

Note. The illustration shows 4WD model; 2WD model is similar.

Scheme 492

Note. Refer to the EXPLODED VIEW as needed during the following procedure.

Scheme 493

1. Remove the ATF feed pipes from the regulator valve body and the servo body.
2. Remove the ATF strainer (two bolts).
3. 2003-2004 models: Remove the servo body (13 bolts), then remove the separator plate and dowel pins (two).
4. 2005-2006 models: Remove the servo body (11 bolts), then remove the separator plate and dowel pins (two).
5. Remove the ATF joint pipes (one bolt) from the regulator valve body.
6. Remove the regulator valve body (seven bolts).
7. Remove the stator shaft and stator shaft stop.
8. Remove the regulator separator plate and dowel pins (two).
9. Remove the cooler check valve spring and valve from the main valve body, then remove the main valve body (three bolts). Do not let the check balls fall out.
10. Remove the ATF pump driven gear shaft, then remove the ATF pump gears.
11. Remove the main separator plate and dowel pins (two).
12. Clean the inlet opening (A) of the ATF strainer (B) thoroughly with compressed air, then check that it is in good condition and that the inlet opening is not clogged.
13. Test the ATF strainer by pouring clean ATF through the inlet opening, and replace it if it is clogged or damaged.
14. Remove the O-rings from the stator shaft and ATF strainer. Install the new ones when installing the valve bodies.

Valve Body Repair

Note. This repair is only necessary if one or more of the valves in a valve body do not slide smoothly in their bores. Use this procedure to free the valves.

Scheme 494

Scheme 495

1. Soak a sheet of #600 abrasive paper in ATF for about 30 minutes.
2. Carefully tap the valve body so the sticking valve drops out of its bore. It may be necessary to use a small screwdriver to pry the valve free. Be careful not to scratch the bore with the screwdriver.
3. Inspect the valve for any scuff marks. Use the ATF-soaked #600 paper to polish off any burrs that are on the valve, then wash the valve in solvent and dry it with compressed air.
4. Roll up half a sheet of ATF-soaked #600 paper and insert it in the valve bore of the sticking valve. Twist the paper slightly, so that it unrolls and fits the bore tightly, then polish the bore by twisting the paper as you push it in and out. NOTE: The valve body is aluminum and doesn't require much polishing to remove any burrs.
5. Remove the #600 paper. Thoroughly wash the entire valve body in solvent, then dry it with compressed air.
6. Coat the valve with ATF, then drop it into its bore. It should drop to the bottom of the bore under its own weight. If not, repeat step 4 , then retest. If the valve still sticks, replace the valve body.
7. Remove the valve, and thoroughly clean it and the valve body with solvent. Dry all parts with compressed air, then reassemble using ATF as a lubricant.

Scheme 496

Scheme 497

1. Coat all parts with ATF before assembly.
2. Install the valves and springs in the sequence shown for the main valve body (see «MAIN VALVE BODY DISASSEMBLY, INSPECTION, AND REASSEMBLY»(ref-220581-S04117926852006022000000) ), regulator valve body 2003-2004 models (see «REGULATOR VALVE BODY DISASSEMBLY, INSPECTION, AND REASSEMBLY»(ref-220581-S10745245102006022000000) ), 2005-2006 models (see «2005-2006 MODELS»(ref-220581-S29332882042006022000000) ), and servo body (see «SERVO BODY DISASSEMBLY, INSPECTION, AND REASSEMBLY»(ref-220581-S06346240082006022000000) ). Refer to the following valve cap illustrations, and install each valve cap so the end shown facing up will be facing the outside of the valve body.
3. Install all the springs and seats. Insert the spring (A) in the valve, then install the valve in the valve body (B). Push the spring in with a screwdriver, then install the spring seat (C).

Scheme 498

1. Clean all parts thoroughly in solvent or carburetor cleaner, and dry them with compressed air. Blow out all passages.
2. Do not use a magnet to remove the check balls, it may magnetize the balls.
3. Inspect the valve body for scoring and damage.
4. Check all valves for free movement. If any fail to slide freely, refer to valve body repair (see «VALVE BODY REPAIR»(ref-220581-S22980671372006022000000) ).
5. Coat all parts with ATF during assembly.

SPRING SPECIFICATIONS

SPRING SPECIFICATIONS

Scheme 499

Scheme 500

Scheme 501

1. Install the ATF pump drive gear (A), driven gear (B), and ATF pump driven gear shaft (C) in the main valve body (D). Lubricate all parts with ATF, and install the ATF pump driven gear with its grooved and chamfered side facing up.
2. Measure the side clearance of the ATF pump drive gear (A) and driven gear (B). ATF Pump Gears Side (Radial) Clearance: Standard (New): ATF Pump Drive Gear 0.210-0.265 mm (0.0083-0.0104 in.) ATF Pump Driven Gear 0.070-0.125 mm (0.0028-0.0049 in.)
3. Remove the ATF pump driven gear shaft. Measure the thrust clearance between the ATF pump driven gear (A) and the valve body (B) with a straight edge (C) and a feeler gauge (D). ATF Pump Drive/Driven Gear Thrust (Axial) Clearance: Standard (New): 0.03-0.05 mm (0.001-0.002 in.) Service Limit: 0.07 mm (0.003 in.)

Scheme 502

1. Clean all parts thoroughly in solvent or carburetor cleaner, and dry them with compressed air. Blow out all passages.
2. Inspect the valve body for scoring and damage.
3. Check all valves for free movement. If any fail to slide freely, refer to valve body repair (see «VALVE BODY REPAIR»(ref-220581-S22980671372006022000000) ).
4. Hold the regulator spring cap in place while removing the stop bolt. The regulator spring cap is spring loaded. Once the stop bolt is removed, release the spring cap slowly so it does not pop out.
5. Coat all parts with ATF during assembly.
6. When reassembling the valve body, align the hole in the regulator spring cap with the hole in the valve body, then press the spring cap into the valve body, and tighten the stop bolt.

SPRING SPECIFICATIONS

SPRING SPECIFICATIONS

Scheme 503

1. Clean all parts thoroughly in solvent or carburetor cleaner, and dry them with compressed air. Blow out all passages.
2. Inspect the valve body for scoring and damage.
3. Check all valves for free movement. If any fail to slide freely, refer to valve body repair (see «VALVE BODY REPAIR»(ref-220581-S22980671372006022000000) ).
4. Hold the regulator spring cap in place while removing the stop bolt. The regulator spring cap is spring loaded. Once the stop bolt is removed, release the spring cap slowly so it does not pop out.
5. Coat all parts with ATF during assembly.
6. When reassembling the valve body, align the hole in the regulator spring cap with the hole in the valve body, then press the spring cap into the valve body, and tighten the stop bolt.

SPRING SPECIFICATIONS

SPRING SPECIFICATIONS

Scheme 504

1. Clean all parts thoroughly in solvent or carburetor cleaner, and dry them with compressed air. Blow out all passages.
2. Inspect the valve body for scoring and damage.
3. Check the CPB valve for free movement. If any fail to slide freely, refer to valve body repair (see «VALVE BODY REPAIR»(ref-220581-S22980671372006022000000) ).
4. Do not hold the shift solenoid valve connector to remove and install it. Be sure to hold the shift solenoid valve body. When installing the shift solenoid valves, refer to Shift Solenoid Valves Installation (see «SHIFT SOLENOID VALVE INSTALLATION»(ref-220581-S26247637732006022000000) ).
5. Coat all parts with ATF during assembly.
6. Replace the O-rings with new ones.

SPRING SPECIFICATIONS

SPRING SPECIFICATIONS

Note. The illustration shows 4WD model; 2WD model is similar.

Scheme 505

Note. The illustration shows 4WD model; 2WD model is similar.

Scheme 506

Note. Refer to the EXPLODED VIEW as needed during the following procedure.

Scheme 507

Scheme 508

1. Install the main separator plate (A) and two dowel pins on the torque converter housing. Then install the ATF pump drive gear (B), driven gear (C), and ATF pump driven gear shaft (D). Install the ATF pump driven gear with its grooved and chamfered side facing down.
2. Install the main valve body.
3. Make sure the ATF pump drive gear (A) rotates smoothly in the normal operating direction, and the ATF pump driven gear shaft (B) moves smoothly in the axial and normal operating direction.
4. If the ATF pump drive gear and ATF pump driven gear shaft do not move smoothly, loosen the main valve body bolts. Realign the ATF pump driven gear shaft, and retighten the bolts to the specified torque, then recheck. Failure to align the ATF pump driven gear shaft correctly will result in a seized ATF pump drive gear or ATF pump driven gear shaft.
5. Make sure that the check balls (two) are in the main valve body, and install the cooler check valve and the cooler check valve spring.
6. Install the regulator separator plate and dowel pins (two) on the main valve body.
7. Install the stator shaft and stator shaft stop.
8. Install the regulator valve body (seven bolts).
9. Install the servo separator plate and dowel pins (two) on the main valve body.
10. 2003-2004 models: Install the servo body (13 bolts).
11. 2005-2006 models: Install the servo body (11 bolts).
12. Install the ATF strainer (two bolts).
13. Install the ATF joint pipes (one bolt).
14. Install the ATF feed pipes in the regulator valve body and servo body.

Scheme 509

Note. Refer to the EXPLODED VIEW as needed during the following procedure. The Exploded View shows 4WD model; 2WD model is similar.

Scheme 510

Scheme 511

Scheme 512

Scheme 513

Scheme 514

Scheme 515

Scheme 516

Scheme 517

Scheme 518

Scheme 519

Scheme 520

1. Install the differential assembly in the torque converter housing.
2. 2005-2006 models: Install the baffle plate on the servo body.
3. Assemble the mainshaft, countershaft, and secondary shaft.
4. Join the mainshaft subassembly (A), countershaft subassembly (B), and secondary shaft subassembly (C) together, and install them in the torque converter housing.
5. If the detent arm was removed, install the detent arm (A) with arm collar (B) on the servo body (C), and install the new lock washer (D) by aligning its cutout (E) with the projection (F) of the servo body. Install and tighten the bolt, then bend the lock tab of the lock washer against the bolt head.
6. Install the selector control shaft (A) in the torque converter housing aligning the manual valve lever pin (B) on the selector control shaft with the guide of the manual valve (C). Pull the manual valve gently when aligning the manual valve with the selector control shaft.
7. Hook the detent arm spring (A) to the detent arm (B).
8. Turn the shift fork shaft (A) so the large chamfered hole (B) is facing the fork bolt hole (C) of the shift fork (D).
9. Install the shift fork and reverse selector together on the shift fork shaft and countershaft. Secure the shift fork to the shift fork shaft with the lock bolt and a new lock washer (E), then bend the lock tab of the lock washer against the bolt head.
10. Install the needle bearing and countershaft reverse gear on the countershaft.
11. Install the reverse idler gear in the transmission housing (see «REVERSE IDLER GEAR REMOVAL AND INSTALLATION»(ref-220581-S11816705902006022000000) ).
12. Install the idler gear shaft (see «IDLER GEAR SHAFT REMOVAL AND INSTALLATION»(ref-220581-S09346958242006022000000) ), if it was removed.
13. Install the three dowel pins and a new gasket on the torque converter housing.
14. Align the spring pin (A) on the selector control shaft (B) with the transmission housing groove (C) by turning the selector control shaft. NOTE: Do not squeeze the end (D) of the selector control shaft tips together when turning the shaft. If the tips are squeezed together when turning the shaft. If the tips are squeezed together, it will cause a faulty shift position signal or position due to the play between the selector control shaft and the switch.
15. Place the transmission housing on the torque converter housing. Do not install the input shaft (mainshaft) and output shaft (countershaft) speed sensors before installing the transmission housing on the torque converter housing.
16. While expanding the snap ring of the secondary shaft bearing using snap ring pliers, push the transmission housing down to start the secondary shaft bearing through the snap ring. Then release the pliers, and push down on the housing until it bottoms and the snap ring snaps into place in the secondary shaft bearing snap-ring groove.
17. Verify that the secondary shaft bearing snap ring (A) is seated in the bearing and housing groove, and that the ring end gap (B) is 0-7 mm (0-0.28 in.)
18. Install the transmission housing mounting bolts along with the transmission hanger (A) and harness clamp brackets (B), and tighten the bolts in two or three steps in a crisscross pattern.
19. Install the input shaft (mainshaft) speed sensor (A) and output shaft (countershaft) speed sensor (B) with new O-rings (C).
20. Install the shift solenoid harness connector (F) in the transmission housing with the new O-ring (G).
21. Connect the connector (BLU, WHT and WHT wires) to the shift solenoid valve A.
22. Connect the connectors to the respective solenoid valves: ORN wire to shift solenoid valve B. GRN wire to shift solenoid valve C. RED wire to shift solenoid valve E.
23. Install the shift solenoid valve cover (A) with the two dowel pins (B) and the new gasket (C), and tighten the bolts (eight). Install the one bolt with the bracket for the ATF cooler line in the bolt hole (D).