SPECIFICATIONS (A/T)
| Item | A4AF3 | ||
|---|---|---|---|
| Torque converter type | D3-element, 1-stage, 2-phase type | ||
| Transaxle type | D4-speed forward, 1-speed reverse | ||
| Engine displacement | 1.5 SOHC | 1.6 DOHC | |
| Gear ratio | 1st | 2.846 | < |
| 2nd | 1.581 | < | |
| 3rd | 1.000 | < | |
| 4th | 0.685 | < | |
| Reverse | 2.176 | < | |
| Final gear ratio | 3.656 | 4.041 | |
| End play (mm) | Front clutch snap ring | 0.5 ± 0.1 | |
| Rear clutch snap ring | 0.8 ± 0.1 | ||
| End clutch snap ring | 0.5 ± 0.1 | ||
| Low and reverse brake snap ring | 0.675~0.987 | ||
General Specifications
TIGHTENING TORQUE (A/T)
| Item | N.m | Kg.cm |
|---|---|---|
| Shift lever mounting bolt | 12 -- 15 | 120 -- 150 |
| Starter motor mounting bolt | 27 -- 34 | 270 -- 340 |
| Shift lever cam rod nut | 14 -- 20 | 140 -- 200 |
| Knob and lever assembly | More than 2 | More than 20 |
| Bell housing cover to engine | 8 -- 10 | 80 -- 100 |
| Transaxle mounting bracket to body frame | 30 -- 40 | 300 -- 400 |
| Transaxle mounting insulator bolt | 90 -- 110 | 900 -- 1100 |
| Front roll stopper to subframe | 30 -- 40 | 300 -- 400 |
| Front roll stopper insulator bolt | 45 -- 60 | 450 -- 600 |
| Rear roll stopper to subframe bolt | 30 -- 40 | 300 -- 400 |
| Rear roll stopper insulator bolt | 45 -- 60 | 450 -- 600 |
| Kick down servo lock nut | 15 -- 22 | 150 -- 220 |
| Lever indicator panel | More than 15 | More than 150 |
| Oil drain plug, filler plug | 30 -- 35 | 300 -- 350 |
| Transaxle range switch | 10 -- 12 | 100 -- 120 |
Torque Specifications
Scheme 1
Scheme 2
Scheme 3
Scheme 4
Scheme 5
Scheme 6
Scheme 7
Scheme 8
Scheme 9
Scheme 10
Scheme 11
Scheme 12
Scheme 13
Scheme 14
Scheme 15
Scheme 16
Scheme 17
Scheme 18
Scheme 19
Scheme 20
Scheme 21
Scheme 22
Scheme 23
Scheme 24
Scheme 25
Scheme 26
Scheme 27
Scheme 28
Scheme 29
Scheme 30
Scheme 31
Scheme 32
Scheme 33
Scheme 34
Scheme 35
Scheme 36
Scheme 37
Scheme 38
Scheme 39
Scheme 40
Scheme 41
Scheme 42
STALL SPEED ABOVE SPECIFICATION IN "D"
If stall speed is higher than specification, the rear clutch or overrunning clutch of the transaxle is slipping. In this case, perform a hydraulic test to locate the cause of slippage.
STALL SPEED ABOVE SPECIFICATION IN "R"
If the stall speed is higher than specification, the front clutch of the transaxle or low-reverse brake is slipping. In this case, perform a hydraulic test to locate the cause of slippage.
STALL SPEED BELOW SPECIFICATION IN "D" & "R"
If the stall speed is lower than specification, insufficient engine output or a faulty torque converter is suspected. Check for engine misfiring, improper ignition timing, or valve clearance etc. If these are good, the torque converter is faulty.
Scheme 43
- Drive the vehicle until the fluid reaches normal operating temperature [80-90°C (176-194°F)].
- Place the vehicle on a level surface.
- Move the selector lever through all gear positions. This will fill the torque converter and hydraulic system with fluid, then place lever in "N" (Neutral) position.
- Before removing the dipstick, wipe all contaminants from around the dipstick. Then take out the dipstick and check the condition of the fluid. The transaxle should be overhauled under the following conditions. If there is a "burning" door. If the fluid color has become noticeably black. If there is a noticeably excessive amount of metal particles in the fluid.
- Check to see if the fluid level is in the "HOT" range on dipstick. If fluid level is low, add automatic transaxle fluid until the level reaches the "HOT" range. Transaxle fluid: GENUINE DIAMOND ATF SP-III Low fluid level can cause a variety of abnormal conditions because it allows the pump to take in air along with fluid. Air trapped in the hydraulic system forms bubbles which are compressible. Therefore, pressures will be erratic, causing delayed shifting, slipping clutches and brakes, etc. Improper filling can also raise fluid level too high. When the transaxle has too much fluid, gears churn up foam and cause the same conditions which occur with low fluid level, resulting in accelerated deterioration of automatic transaxle fluid. In either case, air bubbles can cause overheating, and fluid oxidation, which can interfere with normal valve, clutch, and servo operation. Foaming can also result in fluid escaping from the transaxle vent where it may be mistaken for a leak.
- Be sure to examine the fluid on the dipstick closely.