Automatic Transaxle System: Other Hyundai Tucson I

LUBRICANT

LUBRICANT CHART

SEALANT

SEALANT CHART

CHARACTERISTICS

HIVEC: Hyundai Intelligent Vehicle Electronic Control It differs drastically compared to previous T/M such as alpha, Bcta or KM series automatic transaxles.

All vehicles adopted with an engine volume of 2.0 liters or more has the HIVEC automatic transaxle developed and produced by Hyundai.

Some of the characteristics include

Scheme 113

1. Different power transfer
2. Different component layout
3. New shift logic (HIVEC) to improve shift feeling
4. Position of Valve Body
5. Variable shift pattern
6. Communication protocol and method

ITEM DETAILS CHART Item Details Weight Reduction Aluminum oil pump 2.3 kg Approx Pressed parts Retainer and hub of brakes and clutches Carrier of planetary gear set Better shift quality Independent control of clutches and brakes enabled better control of hydraulic pressure and skip shift possible (4 to 2, 3 to 1) During N to D or N to R shift, feedback control adopted. When starting from Creep condition, reduction of shock. (Creep condition is controlled with 1st gear) Solenoid valve frequency is increased for more accurate control. 35 Hz to 61.3 Hz except DCCSV that is 35 Hz. HIVEC adoption for better shift feeling. Variable shift pattern. Increase in Power train efficiency Variable oil level An oil dam is incorporated in the case to temporarily contain ATF, so the damage of power train is decreased at low temperatures Dynamic drive by sports mode Manual shifting possible

Scheme 114

Scheme 115

OPERATING ELEMENTS

OPERATING ELEMENTS CHART

1. O: OWC is operated when shifts from 1st gear to 2nd gear.
2. L & R brake is released in 1st gear when the vehicle speed is more than 5 KPH approximately.

CLUTCHES

The gear changing mechanism utilizes three multi-disc clutches. The retainers of these clutches are fabricated from high-precision sheet metal for lightness and ease of production. Also, more responsive gearshifts at high engine speeds are achieved by a pressure-balanced piston mechanism that cancels out centrifugal hydraulic pressure. This mechanism replaces the conventional ball check valve.

UNDERDRIVE CLUTCH

The underdrive clutch operates in 1st, 2nd, and 3rd gears and transmits driving force from the input shaft to the underdrive sun gear (A).

The components comprising the under clutch are as illustrated below.

Hydraulic pressure acts in the piston pressure chamber (B) (between the piston (c) and retainer) and thus pushes the piston (C). In turn, the piston depresses the clutch discs and thereby transmits driving force from the retainer (D) to the hub (E) side.

Scheme 116

At high speed, fluid remaining in the piston pressure chamber is subjected to centrifugal force and attempts to push the piston.

However, fluid in the balance fluid chamber (A) (the space between the piston and return spring retainer (B)) is also subjected to centrifugal force.

Thus, the hydraulic pressure on one side of the piston cancels out the hydraulic pressure on the other side, and the piston does not move.

Scheme 117

REVERSE CLUTCH AND OVERDRIVE CLUTCH

The reverse clutch (C) operates when the reverse gear is selected and transmits driving force from the input shaft to the reverse sun gear.

The overdrive clutch (D) operates in 3rd and 4th gears and transmits driving force from the input shaft to the overdrive planetary carrier and low-reverse annulus gear.

Scheme 118

BRAKES

The gear changing mechanism utilizes two multi-disc brakes.

LOW-REVERSE BRAKE AND SECOND BRAKE

The low-reverse brake (A) operates in 1st and reverse gears, when the vehicle is parked, and during manual operation. It locks the low-reverse annulus gear and overdrive planetary carrier to the case.

The second (C) brake (B) operates in 2nd and 4th gears and locks the reverse sun gear (D) to the case.

The components comprising the low-reverse brake and second brake are as illustrated below.

As shown, the discs and plates of the two brakes are arranged on either side of the rear cushion plate (E), which is itself secured to the case (F) by a snap ring.

Scheme 119

OWC

To improve the shift feeling from 1st. to 2nd gear, OWC was adopted on the Low & reverse brake annulus gear. Instead of hydraulic fixing by Low & reverse brake at the 1st gear, this mechanical fixing device was used. This structure is not new concept, because this OWC already has been installed on the

ACCUMULATORS

ACCUMULATORS CHART

Scheme 120

OBJECTIVE

* Energy (hydraulic pressure) storage

* Impact and pulsation damping when solenoid valves operating

* Operation as spring element

* Smooth shifting by preventing sudden operation of clutches and brakes

TRANSFER DRIVE GEAR

With the transfer drive gear, increased tooth height and a higher contact ratio have reduced gear noise.

Also, the bearing that supports the drive gear is a preloaded type that eliminates rattle, and the rigidity of the gear mounting has been increased by bolting the bearing directly onto the case.

Scheme 121

OUTPUT SHAFT/TRANSFER DRIVEN GEAR

As shown in the illustration below, the transfer driven gear is press-fitted onto the output shaft, and the output shaft is secured by a locking nut and supported by bearings.

The locking nut has a left-handed thread, and a hexagonal hole in the other end of the shaft enables the shaft to be held in position for locking nut removal.

Scheme 122

MANUAL CONTROL LEVER

The manual control lever is fitted to the top of the valve body and is linked to the parking roller rod and manual control valve pin.

A detent mechanism is provided to improve the gear shift feeling during manual selection.

PARKING MECHANISM

When the manual control lever is moved to the parking position, the parking roller rod moves along the parking roller support and pushes up the parking sprag.

As a result, the parking sprag meshes with the transfer driven gear (parking gear), thereby locking the output shaft. To minimize the operating force required, a roller is fitted to the end of the rod.

Scheme 123

P POSITION

Hydraulic pressure is applied to the LR brake and the RED brake, so power is not transmitted from the input shaft to the UD clutch or OD clutch, and the output shaft is locked by the park brake pawl interlocking the park gear.

N POSITION

Hydraulic pressure is applied to the LR brake (A) and the RED brake, so power is not transmitted from the input shaft to the UD clutch or OD clutch.

Scheme 124

1ST GEAR POWER FLOW

Hydraulic pressure is applied to the UD clutch (B) the LR brake (A) and the one way clutch (OWC), then the UD clutch transmits driving force from the input shaft to the UD sun gear, and the LR brake locks the LR annulus gear to the case. The UD sun gear of the planetary gear drives the output pinion gear, and the LR brake locks the annulus gear, and the output pinion drives the output carriers, and the output carrier drives the transfer drive gear, and the transfer drive gear drives the transfer driven gear of the output shaft, and power is transmitted to the differential gear through the differential drive gear.

Scheme 125

2ND GEAR POWER FLOW

Hydraulic pressure is applied to the UD clutch (A) the 2nd brake (B) and the one way clutch (OWC), then the UD clutch transmits driving force from the input shaft to the UD sun gear, and the 2nd brake locks the reverse sun gear to the case. The UD sun gear of the planetary gear drives the output pinion gear and the LR annulus gear, and the LR annulus gear drives the OD planetary carriers, and OD planetary carriers drives OD pinion gear, and the OD pinion gear drives the output carriers, and the output carrier drives the transfer drive gear, and the transfer drive gear drives the transfer driven gear of the output shaft, and power is transmitted to the differential gear through the differential drive gear.

Scheme 126

3RD GEAR POWER FLOW

Hydraulic pressure is applied to the UD clutch (A) and the OD clutch (B), then the UD clutch transmits driving force from the input shaft to the UD sun gear, and the OD clutch transmits driving force from the input shaft to the overdrive planetary carrier and low-reverse annulus gear. The UD sun gear of the planetary gear drives the output pinion gear and the LR annulus gear, and the LR annulus gear drives the OD pinion gear through the OD planetary carrier, and the OD pinion gear drives the reverse sun gear and the output carrier. The OD clutch drives the OD carrier, and the OD carrier drives the OD pinion gear, and the OD pinion gear drives the reverse sun gear and the output carrier, and the output carrier drives the transfer drive gear, and the transfer drive gear drives the transfer driven gear of the output shaft, and power is transmitted to the differential gear through the differential drive gear.

Scheme 127

4TH GEAR POWER FLOW

Hydraulic pressure is applied to the OD clutch (A) and the 2nd brake (B), then the OD clutch transmits driving force from the input shaft to the OD planetary carrier and LR annulus gear, and the 2nd brake locks the reverse sun gear to the case. The OD clutch drives the OD carrier, and the OD carrier drives the OD pinion gear and the LR annulus gear, and the OD pinion gear drives the output carrier, and the output carrier drives the transfer drive gear, and the transfer drive gear drives the transfer driven gear of the output shaft, and power is transmitted to the differential gear through the differential drive gear.

Scheme 128

REV GEAR POWER FLOW

Hydraulic pressure is applied to the reverse clutch (A) and the LR brake (B), then the reverse clutch transmits driving force from the input shaft to the reverse sun gear, and the LR brake locks the LR annulus gear and OD planetary carrier to the case. The reverse clutch drives the reverse sun gear, and the reverse sun gear drives the output carrier through the OD pinion gear, and the output carrier drives the transfer drive gear, and the transfer drive gear drives the transfer driven gear of the output shaft, and power is transmitted to the differential gear through the differential drive gear.

Scheme 129

Scheme 130

1. Better and smoother shift quality.
2. In order to prevent ATF leakage from the valve body or each elements, the exhaust ports have been grouped into only one with an addition of a check ball.
3. If a failure occurs in its electric control, the switch valve and fail safe valve is able to move to enable 3rd speed drive or reverse.
4. The hydraulic system consists of oil pump, regulator valve, solenoid valves, pressure control valve and valve body.

Oil Pump

The oil pump is made of aluminum to reduce its weight. The oil pump is not a serviceable part; it must be replaced as a pump assembly.

Do not disassemble the pump as improper alignment during assembly will cause pump failure and could cause damage to the transaxle.

When removing the oil pump from the T/M case, the S.S.T. (09452-33100) must be used.

P AND N POSITION

The TCM controls the solenoid valves. The conditions of the solenoid valve and positions of the solenoid valve are as follows

1. The LR solenoid valve is turned off, and the LR pressure solenoid valve is moved to the left side.
2. The 2nd solenoid valve is turned on, and the 2nd pressure solenoid valve remains in the right side.
3. The UD solenoid valve is turned on, and the UD pressure solenoid valve remains in the right side.
4. The OD solenoid valve is turned on, and the OD pressure solenoid valve remains in the right side.
5. The line pressure is supplied to the regulator valve and the fail-safe valve A.
6. The line pressure is supplied to each element (fail-safe valve B, switch valve, DCCV, LR solenoid valve, LR pressure control valve).
7. The fail-safe valve B moves to the left side by the line pressure through the manual valve.
8. The switch valve moves to the left side by the line pressure.
9. The line pressure is supplied to the DCCV, and DCCV moves to the right side.
10. The line pressure is supplied to the LR pressure control valve and the LR solenoid valve, and TCM turns off the LR solenoid valve, so the line pressure is supplied to the LR brake through the switch valve and the fail-safe valve A.
11. The regulator valve moves to the left side by the line pressure through the manual valve, and the line pressure is supplied to the torque converter pressure control valve and the oil pump.

Scheme 131

D POSITION: 1ST GEAR

The TCM controls the solenoid valves. The conditions of the solenoid valve and positions of the solenoid valve are as follows

1. The LR solenoid valve is turned off, and the LR pressure solenoid valve is moved to the left side.
2. The 2nd solenoid valve is turned on, and the 2nd pressure solenoid valve remains in the right side.
3. The UD solenoid valve is turned off, and the UD pressure solenoid valve is moved to the left side.
4. The OD solenoid valve is turned on, and the OD pressure solenoid valve remains in the right side.
5. The line pressure is supplied to the regulator valve and the fail-safe valve A.
6. The line pressure is supplied to each element (fail-safe valve B, switch valve, damper clutch control valve, LR solenoid valve, LR pressure control valve).
7. The line pressure through the manual valve is supplied to each element (DCCV, 2nd solenoid valve, 2nd pressure control valve, OD solenoid valve, OD pressure control valve, UD solenoid valve, UD pressure control valve).
8. The fail-safe valve B moves to the left side by the line pressure.
9. The switch valve moves to the left side by the line pressure.
10. The line pressure is supplied to the DCCV, and TCM turns off the DCCSV, so the DCCV remains in the right side
11. The line pressure is supplied to the LR pressure control valve and the LR solenoid valve, and TCM turns off the LR solenoid valve, so the line pressure is supplied to the LR brake through the switch valve and the fail-safe valve A.
12. The line pressure is supplied to the UD pressure control valve and the UD solenoid valve, and TCM turns off the UD solenoid valve, so the line pressure is supplied to the UD clutch and the fail-safe valve B.
13. The regulator valve moves to the left side by the line pressure through the manual valve, and the line pressure is supplied to the torque converter pressure control valve and the oil pump.

Scheme 132

D POSITION: 2ND GEAR

The TCM controls the solenoid valves. The conditions of the solenoid valve and positions of the solenoid valve are as follows

1. The LR solenoid valve is turned on, and the LR pressure solenoid valve remains in the right side.
2. The 2nd solenoid valve is turned off, and the 2nd pressure solenoid valve is moved to the left side.
3. The UD solenoid valve is turned off, and the UD pressure solenoid valve is moved to the left side.
4. The OD solenoid valve is turned on, and the OD pressure solenoid valve remains in the right side.
5. The line pressure is supplied to the regulator valve and the fail-safe valve A.
6. The line pressure is supplied to each element (fail-safe valve B, switch valve, damper clutch control valve, LR solenoid valve, LR pressure control valve).
7. The line pressure through the manual valve is supplied to each element (DCCV, 2nd solenoid valve, 2nd pressure control valve, OD solenoid valve, OD pressure control valve, UD solenoid valve, UD pressure control valve).
8. The fail-safe valve B moves to the right side by the line pressure through 2nd pressure control valve and the line pressure through the UD pressure control valve.
9. The pressure through the manual valve is supplied to the fail-safe valve A, and the fail-safe valve A moves to the left side
10. The switch valve moves to the left side by the line pressure.
11. The line pressure is supplied to the DCCV and the DCCSV, and TCM turns off the DCCSV, so the DCCV remains in the right side
12. The line pressure is supplied to the 2nd pressure control valve and the 2nd solenoid valve, and TCM turns off the 2nd solenoid valve, so the line pressure is supplied to the 2nd brake and the fail-safe valve A through the fail-safe valve B.
13. The line pressure is supplied to the UD pressure control valve and the UD solenoid valve, and TCM turns off the UD solenoid valve, so the line pressure is supplied to the UD clutch and the fail-safe valve B.
14. The regulator valve moves to the left side by the line pressure through the manual valve, and the line pressure is supplied to the torque converter pressure control valve and the oil pump.

Scheme 133

D POSITION: 3RD GEAR

The TCM controls the solenoid valves. The conditions of the solenoid valve and positions of the solenoid valve are as follows

1. The LR solenoid valve is turned on, and the LR pressure solenoid valve remains in the right side.
2. The 2nd solenoid valve is turned on, and the 2nd pressure solenoid valve remains in the right side.
3. The UD solenoid valve is turned off, and the UD pressure solenoid valve is moved to the left side.
4. The OD solenoid valve is turned off, and the OD pressure solenoid valve is moved to the left side.
5. The line pressure is supplied to the regulator valve and the fail-safe valve A.
6. The line pressure is supplied to each element (fail-safe valve B, switch valve, DCCV, LR solenoid valve, LR pressure control valve).
7. The line pressure through the manual valve is supplied to each element (DCCSV, 2nd solenoid valve, 2nd pressure control valve, OD solenoid valve, OD pressure control valve, UD solenoid valve, UD pressure control valve).
8. The fail-safe valve B moves to the right side by the line pressure through the UD pressure control valve and the line pressure through the OD pressure control valve.
9. The pressure is supplied to the fail-safe valve A through the OD pressure control valve, but the fail-safe valve A does not move to the right side
10. The line pressure is supplied to the DCCV and the DCCSV, and TCM turns on the DCCSV, and the DCCV moves to the left side, and the damper clutch is operated.
11. The line pressure is supplied to the UD pressure control valve and the UD solenoid valve, and TCM turns off the UD solenoid valve, so the line pressure is supplied to the UD clutch and the fail-safe valve B.
12. The line pressure is supplied to the OD pressure control valve and the OD solenoid valve, and TCM turns off the OD solenoid valve, so the line pressure is supplied to the OD clutch and the fail-safe valve A/B and the switch valve.
13. The switch valve moves to the right side by the line pressure through the OD pressure control valve.
14. The regulator valve moves to the left side by the pressure through the manual valve and the pressure through the switch valve, and the line pressure is more supplied to the oil pump.

Scheme 134

D POSITION: 4TH GEAR

The TCM controls the solenoid valves. The conditions of the solenoid valve and positions of the solenoid valve are as follows

1. The LR solenoid valve is turned on, and the LR pressure solenoid valve remains in the right side.
2. The 2nd solenoid valve is turned off, and the 2nd pressure solenoid valve is moved to the left side.
3. The UD solenoid valve is turned on, and the UD pressure solenoid valve remains in the right side.
4. The OD solenoid valve is turned off, and the OD pressure solenoid valve is moved to the left side.
5. The line pressure through the manual valve is supplied to the regulator valve and the fail-safe valve A.
6. The line pressure is supplied to each element (fail-safe valve B, switch valve, DCCV, LR solenoid valve, LR pressure control valve).
7. The line pressure through the manual valve is supplied to each element (DCCSV, 2nd solenoid valve, 2nd pressure control valve, OD solenoid valve, OD pressure control valve, UD solenoid valve, UD pressure control valve).
8. The fail-safe valve B moves to the right side by the line pressure through the 2nd pressure control valve and the line pressure through the OD pressure control valve.
9. The line pressure through the OD pressure control valve is supplied to the fail-safe valve A, and the fail-safe valve A moves to the right side by the line pressure through the fail-safe valve B and the line pressure through the OD pressure control valve.
10. The line pressure is supplied to the DCCV and the DCCSV, and TCM turns on the DCCSV, so DCCV moves to the right side, and the damper clutch is operated.
11. The line pressure is supplied to the OD pressure control valve and the OD solenoid valve, and TCM turns off the OD solenoid valve, so the line pressure is supplied to the OD clutch and the fail-safe valve A/B and the switch valve.
12. The line pressure is supplied to the 2nd pressure control valve and the 2nd solenoid valve, and TCM turns off the 2nd solenoid valve, so the line pressure through the 2nd pressure control valve is supplied to the 2nd brake through the fail-safe valve B.
13. The regulator valve moves to the left side by the line pressure through the manual valve and the line pressure through the switch valve, and the line pressure is more supplied to the oil pump.

Scheme 135

REVERSE POSITION

The TCM controls the solenoid valves. The conditions of the solenoid valve and positions of the solenoid valve are as follows

1. The LR solenoid valve is turned off, and the LR pressure solenoid valve is moved to the left side.
2. The 2nd solenoid valve is turned on, and the 2nd pressure solenoid valve remains in the right side.
3. The UD solenoid valve is turned on, and the UD pressure solenoid valve remains in the right side.
4. The OD solenoid valve is turned on, and the OD pressure solenoid valve remains in the right side.
5. The line pressure through the manual valve is supplied to the reverse clutch and the fail-safe valve B.
6. The line pressure is supplied to each element (fail-safe valve B, switch valve, DCCV, LR solenoid valve, LR pressure control valve).
7. The fail-safe valve B moves to the left side by the line pressure.
8. The switch valve moves to left side by the line pressure, and the line pressure through the LR pressure control valve is supplied to the LR brake through the fail-safe valve A.
9. The line pressure is supplied to the DCCV, so the DCCV remains in the right side.
10. The fail-safe valve A moves to the right side by the line pressure through the switch valve.
11. The line pressure is supplied to the LR pressure control valve and the LR solenoid valve, and TCM turns off the LR solenoid valve, and the line pressure is supplied to the LR brake through the LR pressure control valve and the switch valve and the fail-safe valve A.
12. The regulator valve moves to the right side by the no line pressure through the manual valve, and the line pressure is higher than other range.

Scheme 136

OPERATING COMPONENTS AND FUNCTIONS

SENSOR FUNCTIONS CHART

HIVEC

In addition to the variable shift pattern control, the HIVEC system with neural network is also adopted for the first time in HMC. HIVEC uses information from various inputs and feedback adaptation and selects the best appropriate gear position and shift timing under all possible driving conditions.

CONTROL FOR ALL DRIVING CONDITION

This function makes TCM decide optimal gear range under all driving condition. The optimal operation of the manual shift lever by several drivers' and various driving condition is pre-set in the TCM. On the basis of mapping data, TCM decides the driving condition from throttle opening, vehicle speed and brake signal. And then TCM controls the gear position optimally. Optimal gear position is achieved under various driving condition by HIVEC logic.

Scheme 137

HIVEC INHIBIT CONDITIONS

1. ATF temperature below 40°C.
2. When standard pattern is not used. Inhibitor switch: P, R, N, L Extremely low temperature mode Lower emission shift pattern ATF control variable shift pattern
3. During fail safe mode (3rd gear hold)
4. In case of prohibition of Intelligent shift TPS faulty (Short: P1702, Open: 1701) ATF Temperature sensor faulty (P1712) Stop lamp s/w faulty (P0703)
5. TCM faulty (Check engine lamp ON)
6. After IG ON until first time stop lamp S/W comes ON-->OFF.

SPORTS MODE

SPORTS MODE SWITCH

Scheme 138

Scheme 139

Sports mode allows the manual up-shift and downshift with the accelerator pedal is depressed. The prompt response and shift would be obtained due to the continuous shifting without cutting of driving power. The shifting time is also decreased about 0.1 SEC during up-shift, 0.2sec during downshift. As the selector lever is pushed upward or downward one time, the gear is up shifted or downshifted by one gear.

SIGNALS OF SPORTS MODE SWITCH

SIGNALS OF SPORTS MODE SWITCH CHART

CLUTCH TO CLUTCH SHIFT CONTROL

As can be seen in the solenoid valve layout below, there are major differences between the previous A/T and New A/T.

Scheme 140

In previous A/T, there were only two solenoid valves to enable shift and one solenoid valve to control hydraulic pressure which resulted in inaccurate shift and rough ride.

In the new A/T which is adopted for the EF and XG-Car, there are solenoid valves for each clutch & brake which enable control of both the disengaging and engaging clutch simultaneously for independent control. This system provides a much smoother shift and comfortable ride as well as preventing Engine run-up or clutch interlock. In addition to advanced shift feeling, the 1st gear is selected at the creep state for eliminating the shift shock during 2nd gear --> 1st gear.

Scheme 141

Scheme 142

Scheme 143

FEEDBACK SHIFT CONTROL

The turbine speed is monitored and controlled during shifting to satisfy target turbine speed which is accomplished by feedback control of solenoid valve duty value. Therefore the compensation of torque for the outworn engine or A/T is possible. This has resulted in the ability to control the change in torque during shifting and produce smooth shift and better shift feeling. Feedback shift control is also applicable in N-->D and N-->R.

Scheme 144

DAMPER CLUTCH CONTROL

The Lock-up clutch is designed in a torque converter for the fuel economy. The lock-up clutch works in low speed range as minor slip. And it operates in high speed range as Full lock-up. Low fuel consumption and silence can be obtained with combination of Partial lock-up and Full lock-up control. The damper clutch is operated in 3rd and 4th gear in 4-speed ATA, 4th and 5th gear in 5ATA. In addition, Lock-up control is adapted in order to improve the fuel economy, when reducing vehicle speed too.

DAMPER CLUTCH OPERATING RANGE

As all the conditions below are satisfied, it locks up. The cross point of throttle opening and turbine RPM is within shadowed area.

Scheme 145

1. D range (more than 2nd speed), but damper clutch operating in 2nd speed, the ATF temperature must be higher than 125 °C.
2. The TCM does not control under N --> D or N --> R.
3. Oil temperature is above 50°C under full lock-up.
4. Oil temperature is above 70°C under minor slip.
5. The system is not under Fail - Safe (3rd gear hold) condition. Uphill (above 5%) longer than 1.5sec.: Reducing speed Lock-up During this control, the vehicle is running uphill (less than 2.5%) for 1 SEC., the partial lock-up control is functioned again.

SERIAL COMMUNICATION INTERFACE (SCI)

This uses a integrated computer which contains both the ECM and the TCM within the same unit. We will refer to this unit as integrated ECM.

Scheme 146

Communication Speed: 15.625Kbit/sec

Frequency: 20ms

If a fault occurs in either ECM or TCM, the entire integrated ECM must be replaced.

CONTROLLER AREA NETWORK (CAN)

Previously, for different computers in the vehicle to share the same information, each signal required a different pin and wiring. However, with the introduction of a CAN system, only two lines are required to achieve the same function. The information is in digital format. This method does not use a integrated ECM.

Scheme 147

Input signals to TCM through ' CAN communication'

1. Engine RPM, TPS signal
2. A/CON signal, Engine coolant temperature
3. Quantity of intake airflow, Vehicle speed
4. Shift holding signal (FTCS ON)

Output signals from TCM through ' CAN communication'

1. Request signal for torque reduction
2. ATF temperature, TCM type, TCM error or not
3. Damper clutch ON, OFF / Gear position

Scheme 148

TERMINAL NUMBER DESCRIPTION

Scheme 149

TERMINAL NUMBER - PIN DESCRIPTION

TCM INPUT/OUTPUT SIGNAL VOLTAGE CHECK SHEET

(GASOLINE 2.7 ENGINE)

TCM INPUT/OUTPUT SIGNAL VOLTAGE CHART

Scheme 150

1. Type: Hall sensor
2. Current consumption: 22mA (MAX.)
3. Sensor body and sensor connector have been unified as one.

Oil Temperature Sensor

The oil temperature sensor is of the thermistor type, and senses the automatic transaxle fluid temperature. Using the signal from this sensor, TCM controls the shift pattern optimally during shift. In order to operate the damper clutch, this signal is also referred.

1. Range of temperature: -40°C ~ 145°C
2. Type: Separated type (High / Low temperature)
3. Standard value of internal resistance

TEMPERATURE RESISTANCE CHART

Scheme 151

Scheme 152

1. Type: Rotary contact type
2. Range of temperature: -40°C ~ 145°C

Scheme 153

Scheme 154

1. Sensor type: Normal open 3-way
2. Operating temperature: -30°C ~ 130°C
3. Frequency: LR, 2ND, UD, OD: 61.27Hz (at the ATF temp. -20°C above) DCC: 30.64Hz
4. Internal resistance: 2.6ohms or more
5. Surge voltage: 56 V

LOCATION

Scheme 155

CONTROLLED PRESSURE

SOLENOID VALVE SPECIFICATION CHART

SOLENOID VALVES SCHEDULE

SOLENOID VALVE SCHEDULE SPECIFICATION

A/T Control Relay

The control relay supplies power to the solenoid valves. As soon as the A/T control relay is ON, the battery voltage is directly supplied to solenoid valves and each solenoid valve is operated when the TCM grounds the opposite terminal. (-) Control At fail safe condition, the power is cut causing 3 gear hold.

Scheme 156

Scheme 157

INSTRUCTION

With the advent of electronic control vehicles, the system efficiency increases with the complexities, as you would realize.

As medical diagnostic devices do, the advanced testers can help identify and fix the problems.

The scan tool can provide you with the versatile and user friendly monitoring capabilities.

HOW TO CONNECT

For vehicles with 16 pin Data Link Connector (DLC), power is supplied from the DLC terminal through the DLC CABLE without the need for an additional power supply.

For connections between the Hi-scan and these vehicle data link terminals the DLC CABLE 16 is all that is required.

Scheme 158

Scheme 159

Scheme 160

Scheme 161

1. Select "HYUNDAI VEHICLE DIAGNOSIS"
2. Select "VEHICLE NAME"
3. Select "AUTOMATIC TRANSAXLE SYSTEM"

TCM DTCS

DTC TROUBLESHOOTING INDEX

HIVEC-SAT (SIEMENS ADAPTIVE TRANSMISSION CONTROL) MODE (SHIFT PATTERN)

SHIFT PATTERN DESCRIPTION

VERIFICATION OF VEHICLE REPAIR

After a repair, it is essential to verify that the fault has been corrected.

1. Connect scan tool and select "Diagnostic Trouble Codes (DTCs)" mode.
2. Using a scantool, Clear DTC.
3. Operate the vehicle within DTC Enable conditions in General information.
4. Are any DTCs present ? YES : --> Go to the applicable troubleshooting procedure . NO : --> System performing to specification at this time.

After a repair, it is essential to verify that the fault has been corrected.

1. Connect scan tool and select "Diagnostic Trouble Codes (DTCs)" mode
2. Using a scantool, Clear DTC
3. Operate the vehicle within DTC Enable conditions in General information.
4. Are any DTCs present ? YES : --> Go to the applicable troubleshooting procedure. NO : --> System performing to specification at this time.

Scheme 162

After a repair, it is essential to verify that the fault has been corrected.

1. Connect scan tool and select "Diagnostic Trouble Codes (DTCs)" mode.
2. Using a scantool, Clear DTC.
3. Operate the vehicle within DTC Enable conditions in General information.
4. Are any DTCs present? YES : --> Go to the applicable troubleshooting procedure. NO : --> System performing to specification at this time.

Scheme 163

After a repair, it is essential to verify that the fault has been corrected.

1. Connect scan tool and select "Diagnostic Trouble Codes (DTCs)" mode.
2. Using a scantool, Clear DTC.
3. Operate the vehicle within DTC Enable conditions in General information.
4. Are any DTCs present? YES : --> Go to the applicable troubleshooting procedure. NO : --> System performing to specification at this time.

MONITOR SCANTOOL DATA

Refer to DTC P0707 .

After a repair, it is essential to verify that the fault has been corrected.

1. Connect scan tool and select "Diagnostic Trouble Codes (DTCs)" mode.
2. Using a scantool, Clear DTC.
3. Operate the vehicle within DTC Enable conditions in General information.
4. Are any DTCs present? YES : --> Go to the applicable troubleshooting procedure. NO : --> System performing to specification at this time.

Scheme 164

After a repair, it is essential to verify that the fault has been corrected.

1. Connect scan tool and select "Diagnostic Trouble Codes (DTCs)" mode.
2. Using a scantool, Clear DTC.
3. Operate the vehicle within DTC Enable conditions in General information.
4. Are any DTCs present? YES : --> Go to the applicable troubleshooting procedure. NO : --> System performing to specification at this time.

Refer to DTC P0711 .

Refer to DTC P0711 .

Refer to DTC P0711 .

Refer to DTC P0711 .

Scheme 165

After a repair, it is essential to verify that the fault has been corrected.

1. Connect scan tool and select "Diagnostic Trouble Codes (DTCs)" mode.
2. Using a scantool, Clear DTC.
3. Operate the vehicle within DTC Enable conditions in General information.
4. Are any DTCs present? YES : --> Go to the applicable troubleshooting procedure. NO : --> System performing to specification at this time.

Scheme 166

After a repair, it is essential to verify that the fault has been corrected.

1. Connect scan tool and select "Diagnostic Trouble Codes (DTCs)" mode.
2. Using a scantool, Clear DTC.
3. Operate the vehicle within DTC Enable conditions in General information.
4. Are any DTCs present? YES : --> Go to the applicable troubleshooting procedure. NO : --> System performing to specification at this time.

Scheme 167

OPERATING ELEMENT OF EACH SHIFTING RANGE

SHIFTING RANGE CHART

* Low & Reverse Brake is released When the Vehicle speed over the 5 MPH (7Km/h).

Stall test procedure in D1 and reason

Procedure

1. Warm up the engine
2. After positioning the select lever in "D", depress the foot brake pedal fully after that, depress the accelerator pedal to the maximum * The slippage of 1st gear operating parts can be detected by stall test in D

Reason for stall test

1. If there is no mechanical defaults in A/T, every slippage occur in torque converter.
2. Therefore, engine revolution is output, but input and output speed revolution must be "zero" due to wheel's lock.
3. If 1st gear operating part has faults, input speed revolution will be out of specification.
4. If output speed revolution is output. It means that the foot brake force is not applied fully. Remeasuring is required.
5. Is "STALL TEST" within specification? YES : --> Go to " «SIGNAL CIRCUIT INSPECTION»(ref-276745-S31719031862008011000000) " procedure. NO : --> Go to " «COMPONENT INSPECTION»(ref-276745-S02034350442008011000000) " procedure. CAUTION: Do not let anybody stand in front of or behind the vehicle while this test is being carried out. Check the A/T fluid level and temperature and the engine coolant temperature. Fluid level: At the hot mark on the oil level gauge. Fluid temperature: 176 °F~ 212 °F (80~100 °C). Engine coolant temperature: 176 °F~ 212 °F (80~100 °C). Chock both rear wheel (left and right). Pull the parking brake lever on with the brake pedal fully depressed. The throttle should not be left fully open for more than eight second. If carrying out the stall test two or more time, move the select lever to the "N" position and run the engine at 1,000 RPM to let the A/T fluid cool down before carrying out subsequent.

Scheme 168

1. Connect Scantool.
2. Engine "ON".
3. Monitor the "INPUT & OUTPUT SPEED SENSOR" parameter on the scantool.
4. Accelerate the Engine speed until about 2000 RPM in the 1st gear. Specification: INPUT SPEED - (OUTPUT SPEED x GEAR RATIO) < or = 200 RPM
5. Are "INPUT & OUTPUT SPEED SENSOR" within specifications? YES : --> Go to " «COMPONENT INSPECTION»(ref-276745-S02034350442008011000000) " procedure. NO : --> Check for electrical noise of circuit in INPUT & OUTPUT SPEED SENSOR or Replace INPUT & OUTPUT SPEED SENSOR. Repair as necessary and Go to " «VERIFICATION OF VEHICLE REPAIR»(ref-276745-S08775898952008011000000) " procedure.

After a repair, it is essential to verify that the fault has been corrected.

1. Connect scan tool and select "Diagnostic Trouble Codes (DTCs)" mode.
2. Using a scantool, Clear DTC.
3. Operate the vehicle within DTC Enable conditions in General information.
4. Are any DTCs present ? YES : --> Go to the applicable troubleshooting procedure. NO : --> System performing to specification at this time.

Scheme 169

SIGNAL WAVEFORM

Refer to DTC P0731 .

Scheme 170

1. Connect scantool to data link connector (DLC).
2. Engine "ON".
3. Monitor the "ENGINE SPEED, INPUT SPEED SENSOR, OUTPUT SPEED SENSOR, GEAR POSITION" parameter on the scantool.
4. Perform the "STALL TEST" with gear position "2" Specification: 2000~2700 engine RPM

OPERATING ELEMENT OF EACH SHIFTING RANGE

* Low & Reverse Brake is released When the Vehicle speed over the 5 MPH (7Km/h).

Stall test procedure in D2 and reason

Procedure

1. Warm up the engine
2. After positioning the select lever in "D", depress the foot brake pedal fully after that, depress the accelerator pedal to the maximum * The slippage of 2nd gear operating parts can be detected by stall test in D2

Reason for stall test

1. If there is no mechanical defaults in A/T, every slippage occur in torque converter.
2. Therefore, engine revolution is output, but input and output speed revolution must be "zero" due to wheel's lock.
3. If 2nd brake system (2nd gear operating part) has faults, input speed revolution will be out of specification.
4. If output speed revolution is output. It means that the foot brake force is not applied fully. Remeasuring is required.
5. Is "STALL TEST" within specification? YES : --> Go to " «SIGNAL CIRCUIT INSPECTION»(ref-276745-S14143104982008011000000) " procedure. NO : --> Go to " «COMPONENT INSPECTION»(ref-276745-S09429793282008011000000) " procedure. CAUTION: Do not let anybody stand in front of or behind the vehicle while this test is being carried out. Check the A/T fluid level and temperature and the engine coolant temperature. Fluid level: At the hot mark on the oil level gauge. Fluid temperature: 176 °F~ 212 °F (80~100 °C). Engine coolant temperature: 176 °F~ 212 °F (80~100 °C). Chock both rear wheel (left and right). Pull the parking brake lever on with the brake pedal fully depressed. The throttle should not be left fully open for more than eight second. If carrying out the stall test two or more time, move the select lever to the "N" position and run the engine at 1,000 RPM to let the A/T fluid cool down before carrying out subsequent.

Scheme 171

1. Connect Scantool.
2. Engine "ON".
3. Monitor the "INPUT & OUTPUT SPEED SENSOR" parameter on the scantool.
4. Accelerate the Engine speed until about 2000 RPM in the 2nd gear. Specification: INPUT SPEED - (OUTPUT SPEED x GEAR RATIO) < or = 200 RPM
5. Are "INPUT & OUTPUT SPEED SENSOR" within specifications? YES : --> Go to " «COMPONENT INSPECTION»(ref-276745-S09429793282008011000000) " procedure. NO : --> Check for electrical noise of circuit in INPUT & OUTPUT SPEED SENSOR or Replace INPUT & OUTPUT SPEED SENSOR. Repair as necessary and Go to " «VERIFICATION OF VEHICLE REPAIR»(ref-276745-S21202743882008011000000) " procedure.

Refer to DTC P0731 .

Scheme 172

Refer to DTC P0731 .

Scheme 173

1. Connect scantool to data link connector (DLC).
2. Engine "ON".
3. Monitor the "ENGINE SPEED, INPUT SPEED SENSOR, OUTPUT SPEED SENSOR, GEAR POSITION" parameter on the scantool.
4. Disconnect the solenoid valve connector and Perform the "STALL TEST". Specification: 2000~2700 engine RPM

OPERATING ELEMENT OF EACH SHIFTING RANGE

* Low & Reverse Brake is released When the Vehicle speed over the 5 MPH (7Km/h).

Stall test procedure in D3 and reason

Procedure

1. Warm up the engine
2. After making 3rd gear hold by disconnecting the solenoid connector, and Then depress the foot brake pedal fully After that, step on the accelerator pedal to the maximum * The slippage of 3rd gear operating parts can be detected by stall test in D3

Reason for stall test

1. If there is no mechanical defaults in A/T, every slippage occur in torque converter.
2. Therefore, engine revolution is output, but input and output speed revolution must be "zero" due to wheel's lock.
3. If OD clutch system (3rd gear operating part) has faults, input speed revolution will be out of specification.
4. If output speed revolution is output. It means that the foot brake force is not applied fully. Remeasuring is required.
5. Is "STALL TEST" within specification? YES : --> Go to " «SIGNAL CIRCUIT INSPECTION»(ref-276745-S19163244412008011000000) " procedure. NO : --> Go to " «COMPONENT INSPECTION»(ref-276745-S09129379212008011000000) " procedure. CAUTION: Do not let anybody stand in front of or behind the vehicle while this test is being carried out. Check the A/T fluid level and temperature and the engine coolant temperature. Fluid level: At the hot mark on the oil level gauge. Fluid temperature: 176 °F~ 212 °F (80~100 °C). Engine coolant temperature: 176 °F~ 212 °F (80~100 °C). Chock both rear wheel (left and right). Pull the parking brake lever on with the brake pedal fully depressed. The throttle should not be left fully open for more than eight second. If carrying out the stall test two or more time, move the select lever to the "N" position and run the engine at 1,000 RPM to let the A/T fluid cool down before carrying out subsequent.

Scheme 174

1. Connect Scantool.
2. Engine "ON".
3. Monitor the "INPUT & OUTPUT SPEED SENSOR" parameter on the scantool.
4. Accelerate the Engine speed until about 2000 RPM in the 3rd gear. Specification: INPUT SPEED - (OUTPUT SPEED x GEAR RATIO) < or = 200 RPM
5. Are "INPUT & OUTPUT SPEED SENSOR" within specifications? YES : --> Go to " «COMPONENT INSPECTION»(ref-276745-S09129379212008011000000) " procedure. NO : --> Check for electrical noise of circuit in INPUT & OUTPUT SPEED SENSOR or Replace INPUT & OUTPUT SPEED SENSOR. Repair as necessary and Go to " «VERIFICATION OF VEHICLE REPAIR»(ref-276745-S32853326052008011000000) " procedure.

Scheme 175

1. Connect Oil pressure gauge to "UD" and "OD" port.
2. Engine "ON".
3. Drive a car with gear position 3 in fail mode.
4. Compare it with reference data as below. Specification: shown below ITEM SPECIFICATION Measurement condition Standard hydraulic pressure kPa (psi) Selector lever position Shift position Engine speed (RPM) Under drive clutch pressure Reverse clutch pressure Overdrive clutch pressure Low and reverse brake pressure Second brake pressure Torque converter pressure P - 2,500 - - - 310-390 (45-56) - 250-350 (36-56) R Reverse 2,500 - 1,270-1,770 (185-256) - 1,270-1,770 (185-256) - 500-700 (185-256) N 2,500 - - - - 310-390 (45-56) - 250-390 (36-56) D 1st gear 2,500 1,010-1,050 (146-152) - - 1,010-1,050 (146-152) - 500-700 (73-101) 2nd gear 2,500 1,010-1,050 (146-152) - - - 1,010-1,050 (146-152) 500-700 (73-101) 3rd gear 2,500 590-690 (85-100) - 590-690 (85-100) - - 450-650 (65-94) 4th gear 2,500 - - 590-690 (85-100) - 590-690 (85-100) 450-650 (65-94) * The values are subject to change according to vehicle model or condition
5. Is oil pressure value within specification? YES : --> Repair AUTO TRANSAXLE (Clutch or Brake) as necessary and Go to " «VERIFICATION OF VEHICLE REPAIR»(ref-276745-S32853326052008011000000) " procedure. NO : --> Replace AUTO TRANSAXLE (BODY CONTROL VALVE faulty) as necessary and Go to " «VERIFICATION OF VEHICLE REPAIR»(ref-276745-S32853326052008011000000) " procedure.

Refer to DTC P0731 .

Scheme 176

Refer to DTC P0731 .

* It is difficult to "STALL TEST" in 4th gear, therefore Go to " SIGNAL CIRCUIT INSPECTION " procedure.

OPERATING ELEMENT OF EACH SHIFTING RANGE

* Low & Reverse Brake is released When the Vehicle speed over the 5 MPH (7Km/h).

Scheme 177

1. Connect Scantool.
2. Engine "ON".
3. Monitor the "INPUT & OUTPUT SPEED SENSOR" parameter on the scantool.
4. Accelerate the Engine speed until about 2000 RPM in the 4th gear. Specification: INPUT SPEED - (OUTPUT SPEED x GEAR RATIO) < or = 200 RPM
5. Doed "INPUT & OUTPUT SPEED SENSOR" within specifications? YES : --> Go to " «COMPONENT INSPECTION»(ref-276745-S13098832492008011000000) " procedure. NO : --> Check for electrical noise of circuit in INPUT & OUTPUT SPEED SENSOR or Replace INPUT & OUTPUT SPEED SENSOR. Repair as necessary and Go to " «VERIFICATION OF VEHICLE REPAIR»(ref-276745-S11277538942008011000000) " procedure.

Refer to DTC P0731 .

Scheme 178

Refer to DTC P0731 .

Scheme 179

1. Connect scantool to data link connector (DLC).
2. Engine "ON".
3. Monitor the "ENGINE SPEED, INPUT SPEED SENSOR, OUTPUT SPEED SENSOR, GEAR POSITION" parameter on the scantool.
4. Perform the "STALL TEST" with gear position "R". Specification: 2000~2700 engine RPM OPERATING ELEMENT OF EACH SHIFTING RANGE OPERATING ELEMENT OF EACH SHIFTING RANGE UD/C OD/C REV/C 2ND/B LR/B OWC P • R • • N • D1 • • o D2 • • D3 • • D4 • • * Low & Reverse Brake is released When the Vehicle speed over the 5 MPH (7Km/h). Stall test procedure in Reverse and reason Procedure Warm up the engine After positioning the select lever in "R" range, Depress the foot brake pedal fully after that, depress the accelerator pedal to the maximum * The slippage of REVERSE clutch and L/R brake can be detected by stall test in R range Reason for stall test If there is no mechanical defaults in A/T, every slippage occur in torque converter. Therefore, engine revolution is output, but input and output speed revolution must be "zero" due to wheel's lock. If REVERSE clutch and L/R brake system (reverse gear operating parts) has faults, input speed revolution will be out of specification. If output speed revolution is output. It means that the foot brake force is not applied fully. Remeasuring is required.
5. Is "STALL TEST" within specification? YES : --> Go to " «SIGNAL CIRCUIT INSPECTION»(ref-276745-S37701268202008011000000) " procedure. NO : --> Go to " «COMPONENT INSPECTION»(ref-276745-S35926738432008011000000) " procedure. CAUTION: Do not let anybody stand in front of or behind the vehicle while this test is being carried out. Check the A/T fluid level and temperature and the engine coolant temperature. Fluid level: At the hot mark on the oil level gauge. Fluid temperature: 80~100 °C. Engine coolant temperature: 80~100 °C. Chock both rear wheel (left and right). Pull the parking brake lever on with the brake pedal fully depressed. The throttle should not be left fully open for more than eight second. If carrying out the stall test two or more time, move the select lever to the "N" position and run the engine at 1,000 RPM to let the A/T fluid cool down before carrying out subsequent.

Scheme 180

1. Connect Scantool.
2. Engine "ON".
3. Monitor the "INPUT & OUTPUT SPEED SENSOR" parameter on the scantool.
4. Accelerate the Engine speed until about 2000 RPM in the "R" gear. Specification: INPUT SPEED - (OUTPUT SPEED x GEAR RATIO) < or = 200 RPM
5. Are "INPUT & OUTPUT SPEED SENSOR" within specifications? YES : --> Go to " «COMPONENT INSPECTION»(ref-276745-S35926738432008011000000) " procedure. NO : --> Check for electrical noise of circuit in INPUT & OUTPUT SPEED SENSOR or Replace INPUT & OUTPUT SPEED SENSOR. Repair as necessary and Go to " «VERIFICATION OF VEHICLE REPAIR»(ref-276745-S13135662942008011000000) " procedure.

Refer to DTC P0731 .

After a repair, it is essential to verify that the fault has been corrected.

1. Connect scan tool and select "Diagnostic Trouble Codes (DTCs)" mode.
2. Using a scantool, Clear DTC.
3. Operate the vehicle within DTC Enable conditions in General information.
4. Are any DTCs present ? YES : --> Go to the applicable troubleshooting procedure. NO : --> System performing to specification at this time.

1. Connect scantool to data link connector (DLC).
2. Engine "ON".
3. Select "D RANGE" and drive vehicle.
4. Monitor the "TORQUE CONVERTER (DAMPER) CLUTCH" parameter on the scantool. Specification: TCC SLIP > 5 RPM
5. Are "TCC SOLENOID DUTY and TCC SLIP" within specifications? YES : --> Fault is intermittent caused by poor contact in the sensor's and/or TCM(PCM)'s connector or was repaired and TCM(PCM) memory was not cleared. Thoroughly check connectors for looseness, poor connection, bending, corrosion, contamination, deterioration or damage. Repair or replace as necessary and go to " «VERIFICATION OF VEHICLE REPAIR»(ref-276745-S09613631312008011000000) " procedure. NO : --> Go to " «COMPONENT INSPECTION»(ref-276745-S18499458752008011000000) " procedure.

Refer to DTC P0741 .

Scheme 181

Refer to DTC P0741 .

After a repair, it is essential to verify that the fault has been corrected.

1. Connect scan tool and select "Diagnostic Trouble Codes (DTCs)" mode.
2. Using a scantool, Clear DTC.
3. Operate the vehicle within DTC Enable conditions in General information.
4. Are any DTCs present ? YES : --> Go to the applicable troubleshooting procedure. NO : --> System performing to specification at this time.

Refer to DTC P0750 .

Refer to DTC P0750 .

Refer to DTC P0750 .

Scheme 182

After a repair, it is essential to verify that the fault has been corrected.

1. Connect scan tool and select "Diagnostic Trouble Codes (DTCs)" mode.
2. Using a scantool, Clear DTC.
3. Operate the vehicle within DTC Enable conditions in General information.
4. Are any DTCs present ? YES : --> Go to the applicable troubleshooting procedure. NO : --> System performing to specification at this time.

Scheme 183

After a repair, it is essential to verify that the fault has been corrected.

1. Connect scan tool and select "Diagnostic Trouble Codes (DTCs)" mode.
2. Using a scantool, Clear DTC.
3. Operate the vehicle within DTC Enable conditions in General information.
4. Are any DTCs present ? YES : --> Go to the applicable troubleshooting procedure. NO : --> System performing to specification at this time.

1. Connect scantool to data link connector (DLC).
2. Engine "ON".
3. Monitor the "CAN COMMUNICATION SERVICE DATA (ENGINE RPM, VEHICLE SPEED SENSOR, THROTTLE P. SENSOR)" parameters on the scantool.
4. Compare it with reference data as below.
5. Does "CAN BUS LINE DATA" follow the reference data? YES : --> Fault is intermittent caused by poor contact in the sensor's and/or TCM's connector or was repaired and TCM memory was not cleared. And go to «VERIFICATION OF VEHICLE REPAIR»(ref-276745-S17310328142008011000000) procedure. NO : --> Substitute with a known-good TCM and check for proper operation. If the problem is corrected, replace TCM as necessary and then go to " «VERIFICATION OF VEHICLE REPAIR»(ref-276745-S17310328142008011000000) " procedure.

Refer to DTC P1603

Scheme 184

Scheme 185

Scheme 186

Scheme 187

Scheme 188

Scheme 189

Scheme 190

Scheme 191

Scheme 192

Scheme 193

Scheme 194

Scheme 195

Scheme 196

1. Remove the air duct.
2. Remove the battery.
3. Remove the battery tray.
4. Remove the air cleaner assembly.
5. Remove the intercooler inlet pipe.
6. Disconnect the connectors relevant to a transaxle.
7. Disconnect the ground earth wire.
8. Remove the bolt (B) which mounts the clutch release cylinder (A) to the inhibitor switch.
9. Detach the clutch release cylinder (B) clip (A).
10. Detach the hoses (A), loosening the oil cooler hose clamps.
11. Using SST (09200-38001), support the engine.
12. Remove the transaxle mounting bracket bolts (A).
13. Remove the transaxle upper mounting bolts (A).
14. Remove the bolts which mount the transaxle to the front sub frame.
15. Lift up the vehicle.
16. After removing the oil drain plug (A), Drain the fluid.
17. Support the transaxle with a jack.
18. Remove the steering column bolt (See «STEERING COLUMN AND SHAFT»(ref-276678) ).
19. Remove the driveshafts (See «FRONT DRIVESHAFT ASSEMBLY»(ref-276695) ).
20. Remove the bolt (A) which mount the transaxle to the rear sub-frame.
21. Remove the sub-frame. If it is 4 wheel 1 drive vehicle (4WD), remove the propeller shaft first (See «PROPELLER SHAFT ASSEMBLY»(ref-276698) ).
22. Remove the transaxle lower mounting bolts.
23. Remove the transaxle assembly.