Automatic Transaxle - Aisin AW21: Other Lincoln MKZ I рестайлинг

GEAR RATIO TABLE

GEAR RATIO TABLE

SHIFT SPEED TABLE

SHIFT SPEED TABLE

STALL SPEED TABLE

STALL SPEED TABLE

SOLENOID RESISTANCE READING TABLE

SOLENOID RESISTANCE READING TABLE

CLUTCH AND BRAKE PRESSURE TABLE

CLUTCH AND BRAKE PRESSURE TABLE

Range Selection

This transaxle has 5 fixed range positions: P, R, N, D, M and 2 spring-loaded manual positions (-) and (+).

Scheme 69

Park

In the P position

1. the transmission is locked and prevents the wheels from turning.
2. there is no powerflow through the transaxle.
3. the parking pawl locks the final drive.
4. the engine may be started.
5. the ignition key may be removed.

Reverse

In the R position

1. the vehicle may be operated in a backward direction, at a reduced gear ratio.
2. engine braking will occur.

Neutral

In the N position

1. the vehicle is able to roll.
2. there is no powerflow through the transaxle.
3. the output shaft is not held and is free to turn.
4. the engine may be started.

Drive

D is the normal position for most forward driving.

D provides

1. automatic shifts - 1st through 6th gears, which includes Overdrive (O/D).
2. apply and release of the Torque Converter Clutch (TCC).
3. maximum fuel economy during normal operation.

Scheme 70

The transaxle is in MANUAL when the selector lever is moved to the right (M) position without commanding a gear by pushing the selector lever backward (+) or forward (-).

In the M position

1. O/D is cancelled.
2. the transmission operates in gears 1st through 4th.
3. the message center will show D and the grade assist lamp will illuminate.
4. grade assist is activated.
5. some engine braking may occur.

Grade Assist

1. Improves vehicle handling in hilly terrain or mountainous areas by providing additional engine braking and extends lower gear operation on uphill climbs.
2. Additional engine braking is provided through the automatic transaxle shift strategy which reacts to vehicle inputs including vehicle acceleration, accelerator pedal, brake pedal and vehicle speed.
3. The transaxle will select gears that will provide the engine braking desired, based on the vehicle inputs, this will increase engine rpm during engine braking.

It is recommended to return to DRIVE mode on flat terrain to provide the best fuel economy and transaxle function. The transaxle returns to O/D when the selector lever is moved back into the D position.

Scheme 71

The select shift transmission selector lever gives the driver the ability to change gears up or down manually as desired.

The transaxle is in the select shift whenever the selector lever is moved backward to the (+) position or forward to the (-) position from the (M) position.

In the - M + position

1. Gears 1 through 6 available.
2. The grade assist lamp turns OFF and the instrument cluster will display (S) and the current gear (1-6).
3. Moving the selector lever to the forward (-) or backward (+) position will allow the transmission to utilize the Manual Mode for select shifting.
4. Moving the spring-loaded selector lever forward into (-) in the gate and releasing the selector lever, the selector lever will return to the M position and the transmission will downshift.
5. Moving the spring-loaded selector lever backward into (+) in the gate and releasing the selector lever, the selector lever will return to the M position and the transmission will upshift.

When selecting the appropriate gear in select shift transmission mode, the message center will display the current selected gear the vehicle is in.

The select shift transmission will make some shifts automatically, primarily to protect the engine from stalling.

The transmission will not upshift if the redline is approached and must be shifted manually by moving the selector lever back into (+) and releasing.

Scheme 72

Shift Patterns

Based on signals from the sensors, the system controls gear shift lockup.

Downshifts

Under certain conditions the transaxle will downshift automatically to a lower gear range (without moving the selector lever). There are 3 categories of automatic downshifts

1. Coastdown
2. Torque demand
3. Forced or kickdown shifts

Coastdown

The coastdown downshift occurs when the vehicle is coasting down to a stop.

Kickdown

For maximum acceleration, the driver can force a downshift by pressing the accelerator pedal to the floor. A forced downshift into a lower gear is possible below calibrated speeds. Specifications for downshift speeds are subject to variations due to tire size, engine and transmission calibration requirements.

Automatic Gearshift Control

In automatic gearshift control, based on each gearshift pattern, Shift Solenoid A (SSA) and Shift Solenoid B (SSB) turn ON or OFF and Shift Solenoid C (SSC), Shift Solenoid D (SSD), Shift Solenoid E (SSE) and Shift Solenoid F (SSF) are operated linearly according to information that includes vehicle speed, the degree to which the accelerator is open and brake signal.

Driver Adaptive Shift Control

This automatic transaxle does not have a driving mode selection switch that allows drivers to select a mode themselves. The vehicle is ordinarily in adaptive mode. However, when specific conditions are met, the Transmission Control Module (TCM) selects a shifting pattern appropriate to driving conditions from all of the shifting patterns and switches automatically.

1. GREEN - Mode 1 - Switched from mode 2 to warm up the transmission fluid. This mode acts to protect the transaxle before the adaptive mode.
2. GREEN - Mode 2 - After engine start-up, warm-up speed is increased for a certain period when transmission fluid temperature is low and the vehicle speed is 0.
3. HIGH TEMP - When transmission fluid temperature becomes too high, this mode activates lock-up at an earlier timing to stop the temperature rise and lower the temperature.
4. DOWN SLOPE - When driving down a slope, the TCM detects a down slope based on the engine control unit signal and output rpm. TCM switches to down slope mode to alleviate the load to the brake by downshifting.

Gear Shift Control

When the selector lever is moved from N to D or from N to R, after the engine is started, shift control solenoid assembly SSC , SSD or SSE is used for the fluid pressure required by C1 clutch or C3 clutch and appropriately regulated fluid pressure is supplied to the clutch, engaging smoothly without shock.

Reverse Converter Control

If the selector lever is moved from N to R while the vehicle is moving forward and the transaxle shifts into REVERSE, the wheels will be locked, which is extremely dangerous. In order to avoid this, the TCM inhibits the transaxle from shifting into REVERSE while moving forward.

Geartrain

The geartrain consists of the planetary gearsets, apply components, final drive gearset and differential.

Gear Ratio

GEAR RATIO TABLE

Differential

The differential allows the halfshafts and wheels to rotate at different speeds during cornering.

The differential assembly consists of the following components

1. Differential case (part of the final drive carrier)
2. Two pinion gears supported by a pinion shaft
3. Two side gears supported by the differential case and halfshafts

When driving in a straight line, both front wheels rotate at relatively the same speed. This means both side gears are rotating at the same speed, as well, while both pinion gears revolve (but do not rotate) with the side gears. During cornering, the wheel on the outside of the turn is forced to rotate faster than the wheel on the inside of the turn. Since the side gears must now rotate at different speeds, the pinion gears rotate on the pinion shaft allowing the drive axles to rotate at different speeds while still transferring output torque.

C1 Drive Clutch

The C1 clutch connects the front planetary carrier to the rear sun gear of the rear planetary set. The C1 clutch is applied in 1st (typical operation during engine braking), 2nd, 3rd and 4th gears.

C2 Drive Clutch

The C2 clutch connects the intermediate shaft to the rear planetary carrier. The C2 clutch is applied in 4th, 5th and 6th gears.

C3 Drive Clutch

The C3 clutch connects the front planetary carrier to the middle sun gear of the rear planetary set. The C3 clutch is applied in 3rd and 5th gears, and also in REVERSE when the vehicle speed is 7 km/h (4 mph) or less.

B1 Brake Clutch

The B1 brake locks the middle sun gear of the rear planetary gear set. The B1 brake is applied in 2nd and 6th gears.

B2 Brake Band

The B2 brake locks the rear planetary carrier in REVERSE gear when the vehicle speed is 7 km/h (4 mph) or less.

F1 One-Way Clutch

The F1 one-way clutch locks the counterclockwise rotation of the rear planetary carrier during 1st gear operation (during both normal operation and engine braking).

Valve Body

The valve body supplies transmission fluid by switching the transmission fluid circuit for the hydraulic pressure that is generated by the transmission fluid pump. Based on the hydraulic pressure generated by the transmission fluid pump the Transmission Control Module (TCM) sends control signals to the solenoid valves in accordance with vehicle conditions. When the solenoid valve is activated, the control hydraulic pressure to the clutch and brakes is determined (according to the equilibrium with the obtained hydraulic pressure) and gear shift and lockup are accomplished. In addition, an appropriate amount of transmission fluid is supplied to the torque converter, planetary gears and lubricating parts.

Transmission Control Module (TCM) Control Function

The Transmission Control Module (TCM) and its input/output network controls the following operations

1. Shift timing
2. Line pressure (shift feel)
3. Torque Converter Clutch (TCC)

The transaxle control is separate from the engine control strategy in the PCM, although some of the input signals are shared between the TCM and PCM. When determining the best operating strategy for transaxle operation, the TCM uses input information from certain engine-related and driver-demand related sensors and switches supplied by the PCM.

In addition, the TCM receives input signals from certain transaxle-related sensors and switches. The TCM also uses these signals when determining transaxle operating strategy.

Using all of these input signals, the TCM can determine when the time and conditions are right for a shift, or when to apply or release the torque converter clutch. It will also determine the best line pressure needed to optimize shift feel. To accomplish this the TCM uses output solenoids to control transaxle operation.

The following provides a brief description of each of the sensors and actuators used to control transaxle operation.

Transmission Range (TR) Sensor

The Transmission Range (TR) sensor is built in the TCM , it detects the automatic transmission range information via the Hall-effect sensor and outputs the information to the TCM . The TCM reads the voltage and adjusts the automatic transmission range.

Brake Pedal Position (BPP)

The Brake Pedal Position (BPP) switch tells the PCM when the brakes are applied. The TCC disengages when the brakes are applied and the BPP switch closes when the brakes are applied and opens when they are released.

Scheme 73

The Transmission Fluid Temperature (TFT) sensor, which is integrated within the transmission wiring, is installed on the front of the valve body. It directs the transmission fluid temperature within the hydraulic pressure control circuit and transmits a signal based on that temperature to the TCM . Through this it controls gear shift, lockup and slip in response to changes in transmission fluid temperature for smooth shifting across wide fluid temperature zones.

Scheme 74

ITEM DESCRIPTION

The transaxle Shift Solenoid A (SSA) is installed on the middle valve body. The transaxle solenoid assembly Shift Solenoid B (SSB) is installed on the front valve body. The solenoids turn ON and OFF in response to signals output from the TCM . According to the ON or OFF status of SSA or SSB , the 1st gear engine brake operates or the gear shifts into REVERSE. As a fail-safe function, if any transaxle solenoid assembly abnormality occurs, the TCM will disable the current to the solenoids.

Scheme 75

ITEM DESCRIPTION TABLE

The shift control solenoid assembly (Shift Solenoid C (SSC), Shift Solenoid D (SSD), Shift Solenoid E (SSE), Shift Solenoid F (SSF)) is installed on the front valve body. The solenoids linearly control hydraulic pressure in response to signals, output from the TCM . Through this, it controls hydraulic pressure to the clutch (C1, C2, C3) and brakes (B1) for smooth shifting. According to the combination of ON or OFF status of the shift control solenoid assembly, the transaxle shifts from 1st gear into 6th gear and vice versa. As a fail-safe function, if any shift control solenoid assembly abnormality occurs, the TCM will disable the current to the shift control solenoids.

Scheme 76

The Pressure Control Solenoid A (PCA) is installed on the front valve body. Based on a signal indicating the degree to which the throttle is opened, engine torque, and according to a duty ratio predetermined in the TCM , the solenoids control line hydraulic pressure by linearly changing the comparable throttle hydraulic pressure. Through this, it controls operating hydraulic pressure to the clutch and brakes for smooth shifting. As a fail-safe function, if any shift control solenoid assembly abnormality occurs, the TCM will disable the current to the shift control solenoids. The line pressure is maximized, if the shift control solenoid assembly current is disabled when any abnormality other than locking occurs.

Speed Sensor

The 2 speed sensors are installed in the transaxle case. One speed sensor detects revolutions of the intermediate shaft's C2 drum as input shaft revolutions. The other speed sensor detects the counterdrive gear as output shaft revolutions. These signals are transmitted to the TCM . Based on these signals, the TCM controls engine torque, shift timing and lockup.

Adaptive Shift Control

The TCM has an adaptive learning strategy to electronically control the transaxle which will automatically adjust the shift feel. The first few hundred miles of operation of the transaxle may have abrupt shifting. This is a normal operation. If the battery has been disconnected for any reason it will need to be kept disconnected for approximately 20 minutes to reset the adaptive shift pressure strategy or use the scan tool to carry out the keep alive memory reset.

Scheme 77

The TCC solenoid is used in the transaxle control system to control the application, modulation and release of the torque converter clutch.

The TCC control solenoid is installed on the front valve body. Based on engine rpm, throttle opening degree signals and speed sensor signals, it linearly controls clutch hydraulic pressure. Through this, engagement and slip are controlled. As a fail-safe function, if any control solenoid assembly abnormality occurs, the TCM will disable the current to the TCC solenoid.

Material

MATERIAL SPECIFICATIONS TABLE

The following items must be checked prior to beginning the diagnostic procedures.

Know and Understand the Concern

In order to correctly diagnose a concern, first understand the customer complaint or condition. Customer contact may be required in order to begin to verify the concern. Understand the conditions as to when the concern occurs. For example

1. Hot or cold vehicle temperature
2. Hot or cold ambient temperatures
3. Vehicle driving conditions
4. Vehicle loaded/unloaded

After understanding when and how the concern occurs, proceed to verifying the concern.

Verification of Condition

This part of the article provides information which must be used in both determining the actual cause of customer concerns and carrying out the appropriate procedures.

The following procedures must be used when verifying customer concerns for the transmission.

Determine Customer Concern

Note. Some transaxle conditions may cause engine concerns. An Electronic Pressure Control (EPC) short circuit can cause engine misfiring. The Torque Converter Clutch (TCC) not disengaging will stall the engine.

Determine customer concerns relative to vehicle use and dependent driving conditions, paying attention to the following items

1. Hot or cold vehicle operating temperature
2. Hot or cold ambient temperatures
3. Type of terrain
4. Vehicle loaded/unloaded
5. City/highway driving
6. Upshift
7. Downshift
8. Coasting
9. Engagement (harsh or soft)
10. Noise/vibration - check for dependencies, either rpm dependent, vehicle speed dependent, shift dependent, gear dependent, range dependent or temperature dependent

Selector Lever Linkage Check

Hydraulic leakage at the manual control valve can cause delay in engagements and/or slipping while operating if the selector lever linkage is not correctly adjusted. Refer to SELECTOR LEVER CABLE ADJUSTMENT -- AISIN AW21 and/or SELECTOR LEVER CABLE ADJUSTMENT -- 6F35 .

Check TSBs

Refer to all TSBs which pertain to the concern and follow the procedure.

Before Pinpoint Tests

Note. Prior to entering pinpoint tests, check the PCM wiring harness for correct connections, bent or broken pins, corrosion, loose wires, correct routing, correct seals and their condition. Check the PCM, sensors and actuators for damage. Refer to INTRODUCTION - GASOLINE MODELS .

Note. If a concern still exists after electrical diagnosis has been carried out, refer to DIAGNOSIS BY SYMPTOM .

If DTCs appear while carrying out the on-board diagnostics, refer to DIAGNOSTIC TROUBLE CODE (DTC) TABLES for the appropriate repair procedure. Prior to entering pinpoint tests, refer to any TSBs for transaxle concerns.

Pinpoint Tests

Refer to the appropriate SYSTEM WIRING DIAGRAMS article for schematic and connector information.

Engine Idle Speed Check

Refer to INTRODUCTION - GASOLINE MODELS for diagnosis and testing of the engine idle speed.

Scheme 78

ITEM DESCRIPTION

Note. If the pressure is low at stall, do not continue with the test or further transaxle damage will occur. Do not maintain Wide Open Throttle (WOT) in any transaxle range for more than 5 seconds.

This test verifies that the pressure is within specification.

1. Connect the Transmission Fluid Pressure Gauge to the appropriate pressure tap.
2. Start the engine and check the pressures, see the pressure tables to determine if the pressures are within specification. CLUTCH AND BRAKE PRESSURE TABLE Clutch/Band Range Pressure C1 (Drive Clutch) Drive (1st-4th) 196-1,372 kPa (28-199 psi) C2 (Drive Clutch) Drive (4th-6th) 196-1,372 kPa (28-199 psi) C3 (Drive Clutch) Drive (3rd-5th) 196-1,372 kPa (28-199 psi) C3 (Drive Clutch) Reverse 392-1,863 kPa (57-270 psi) B1 (Brake Clutch) Drive (2nd and 6th) 196-1,372 kPa (28-199 psi) B2 (Brake Band) Low manual (1st) 588-1,372 kPa (85-199 psi) B2 (Brake Band) Reverse 392-1,863 kPa (57-270 psi) PRESSURE DIAGNOSTIC TABLE Test Results Possible Source Values of both DRIVE and REVERSE ranges are lower than the standards . Pressure Control Solenoid A (PCA) Primary regulator valve failure Transmission oil pump failure Leak from hydraulic circuit of DRIVE or REVERSE range Only the value of DRIVE range is lower than the standards . DRIVE range hydraulic circuit failure C1 clutch failure Only the value of REVERSE range is lower than the standards . REVERSE range hydraulic circuit failure C3 clutch failure B2 brake failure
3. If the pressure is not within specification, install a new main control valve body.
4. If the pressures are OK, clear all DTCs. Test drive vehicle, code could be intermittent. If DTC returns, install a new valve body.

MATERIAL SPECIFICATIONS TABLE

Note. Do not try to stop the fluid leak by increasing the torque beyond specifications. This may cause damage to the case threads.

Use the following table below to inspect and correct any external transmission fluid leaks.

External Sealing

The transaxle has the following parts to prevent external transmission fluid leakage

1. Gaskets
2. Lip type seals
3. O-ring seals
4. Seal rings
5. Seal grommets
6. Thread sealant

Scheme 79

ITEM DESCRIPTION TABLE

Engagement Concerns: No Forward and/or No Reverse

DIAGNOSTIC ROUTINES REFERENCE - ENGAGEMENT CONCERNS NO FORWARD AND NO REVERSE

Engagement Concerns: Harsh

DIAGNOSTIC ROUTINES REFERENCE - ENGAGEMENT CONCERNS HARSH

Engagement Concerns: Soft

DIAGNOSTIC ROUTINES REFERENCE - ENGAGEMENT CONCERNS SOFT

Other Concerns: Transmission Control Module (TCM) Software

DIAGNOSTIC ROUTINES REFERENCE - OTHER CONCERNS TCM SOFTWARE TABLE

MATERIAL SPECIFICATIONS TABLE

Note. Transmission fluid cooler backflushing and cleaning will be performed using the Transmission Heated Cooler Line Flusher or equivalent. Follow the manufacturer's instructions included with the machine. Test the equipment to make sure that a vigorous fluid flow is present before proceeding.

Note. If the vehicle is equipped with an in-line transmission fluid thermal by-pass valve, the in-line transmission fluid thermal bypass valve must be removed prior to flushing out the transmission fluid cooler and transmission fluid cooler lines.

1. Check and top off fluid level of the cooler line flusher tank with transmission fluid.
2. Allow the fluid in the cooler line flusher 15-30 minutes to heat up to 60°C (140°F) before using.
3. Install the line adapters into the transmission cooler lines.
4. Attach the cooler line flusher red line to the transmission fluid cooler pressure line quick disconnect fitting.
5. Attach the cooler line flusher blue line to the transmission fluid cooler return line quick disconnect fitting.
6. Follow the equipment instructions to purge the cooler lines and cooler prior to starting the flushing procedure.
7. Allow the cooling system to backflush for 10-15 minutes, then flush the cooler in a normal flow direction for an additional 10-15 minutes.
8. If equipped, clean the in-line transmission fluid thermal by-pass valve by hand.

MATERIAL SPECIFICATIONS TABLE

Note. The use of any fluid other than what is recommended for this transmission will cause transmission damage.

Draining

MATERIAL SPECIFICATIONS TABLE

1. A new or remanufactured torque converter must be installed if one or more of the following statements is true: A torque converter malfunction has been determined based on complete diagnostic procedures. The torque converter stud or studs, impeller hub or bushing are damaged. The torque converter exhibits external discoloration (due to overheating). There is evidence of transmission assembly or fluid contamination due to the following transmission or converter failure modes. Major metallic failure Multiple clutch plates or band failures Sufficient component wear which results in metallic contamination Water or antifreeze contamination
2. If none of the above conditions are present, continue with the following fluid inspection.
3. Pour a small amount of transmission fluid from the torque converter onto an absorbent white tissue or through a paper filter.
4. Examine the fluid for contaminants, color and smell. The fluid must be free of contaminants, red in color and not have a burnt smell.
5. If the fluid passed inspection: drain the remaining fluid from the torque converter. using only the recommended transmission fluid, add 1.9L (2 qt) of clean fluid into the converter and agitate by hand. thoroughly drain the fluid. NOTE: Do not use water-based cleaners or mineral spirits to clean or flush the torque converter or transmission damage will occur.

MATERIAL SPECIFICATIONS TABLE

Note. Use transmission fluid specific for this transmission. Do not use any supplemental transmission fluid additives or cleaning agents. The use of these products can cause internal transmission components to fail, which will affect the operation of the transmission.

1. With the vehicle in NEUTRAL, position it on a hoist. For additional information, refer to «JACKING & LIFTING»(ref-355922) .
2. Use the Heavy-Duty Transmission and Power Steering Fluid X-Changer to change the fluid.
3. Connect the Heavy-Duty Transmission and Power Steering Fluid X-Changer to the transmission fluid cooler tube after the transmission fluid cooler on the return tube. This will help remove any foreign material trapped in the transmission fluid coolers.
4. Perform the transmission fluid exchange using the Heavy-Duty Transmission and Power Steering Fluid X-Changer. Follow the manufacturer's instructions included with the machine.
5. Once the transmission fluid exchange is completed, disconnect the Heavy-Duty Transmission and Power Steering Fluid X-Changer. Reconnect any disconnected transmission fluid cooler tubes.
6. Using the scan tool with the engine running, check and make sure that the transmission is at normal operating temperature 66-77°C (150-170°F). Check and adjust the transmission fluid level and check for any leaks. If transmission fluid is needed, add transmission fluid in increments of 0.24L (0.5 pt) until the correct level is achieved.

MATERIAL SPECIFICATIONS TABLE

MATERIAL SPECIFICATIONS TABLE

MATERIAL SPECIFICATIONS TABLE

MATERIAL SPECIFICATIONS TABLE

MATERIAL SPECIFICATIONS TABLE

Servo Kit - 3.5L Engine

Note. Kit assembly part number is 7D027.

Scheme 80

ITEM DESCRIPTION TABLE

Scheme 81

Scheme 82

Scheme 83

Scheme 84

Scheme 85

1. With the vehicle in NEUTRAL, position it on a hoist. For additional information, refer to «JACKING & LIFTING»(ref-355922) .
2. Remove the screws and the underbody cover.
3. Using an adjustable jackstand and a suitable tool, support the load of the servo spring and remove the servo snap ring. NOTE: The servo cover is under pressure from the servo spring. Failure to use a jackstand can result in damage to the snap ring, servo piston, servo cover or the transaxle case.
4. Position a drain pan under the transaxle and slowly lower the jackstand to allow the servo spring to push the servo cover out of the bore. Remove the servo cover, servo piston and the servo spring from the transaxle case. NOTE: Transmission fluid will drain from the transaxle when removing the servo cover. NOTE: If the servo cover is stuck in the bore, lightly tap on the servo cover to dislodge it from the bore.
5. Using a pick, gently scrape the snap ring groove to clean the groove of any loose corrosion or debris.
6. Remove the servo spring and the servo piston from the servo cover.
7. Discard the servo cover.
8. Remove the O-ring from the piston.

Scheme 86

Scheme 87

Scheme 88

Scheme 89

1. Install 2 new O-rings on the new servo cover and lubricate them with clean transmission fluid.
2. Install a new O-ring on the servo piston and lubricate it with clean automatic transmission fluid.
3. Position the servo spring on the piston and install the servo piston in the servo cover. NOTE: The piston will rest on top of the servo.
4. Position the servo in place in the servo bore.
5. Using a suitable tool and an adjustable jackstand, compress the servo spring. Install the servo and the snap ring into the transaxle case with the snap ring gap facing the right (engine side) of the transaxle. NOTE: Shake the servo cover when installing the servo to help align it in the bore or damage to the O-ring can result causing a leak. NOTE: Install the snap ring with the bevel facing down or the snap ring can come loose causing damage to the transaxle. NOTE: Position the snap ring under the servo cover before positioning the tool used to push the servo in the transaxle case.
6. Inspect the snap ring to be sure it is fully seated in the snap ring groove. Be sure that the snap ring gap is facing right.
7. Install the underbody cover and the screws.
8. Slowly fill the transaxle through the transmission fluid level indicator tube with approximately 1.9L (2 qt) of clean transmission fluid.
9. With the transaxle in PARK, the vehicle on a level surface, the engine at idle (680-780 rpm) and foot pressed on the brake, move the selector lever through each gear and allow engagement of each gear. Place the selector lever back in the PARK position.
10. Wipe the transmission fluid level indicator with a clean cloth.
11. If transmission fluid needs to be added, add transmission fluid in 0.25L (1/2 pt) increments through the transmission fluid level indicator tube. Do not overfill the transmission fluid. Install the transmission fluid level indicator back in the transmission fluid filler tube until it is fully seated, then remove the transmission fluid level indicator. The transmission fluid level should be at the upper most mark on the transmission fluid level indicator. Only fill to the upper most mark on the transmission fluid level indicator. Do not overfill. Damage to the transaxle will occur. NOTE: In order to get an accurate transmission fluid level reading, the vehicle should be on a level surface. Idle the engine to reach the normal operating temperature. Using the scan tool, verify that the transaxle is at normal operating temperature 60°C-70°C (140°F-158°F), prior to adjusting the transmission fluid level.
12. Fill the transaxle to the correct transmission fluid level. NOTE: The correct transmission fluid level at normal operating temperature of 60°C-70°C (140°F-158°F) is between the top 2 marks on the transmission fluid level indicator.
13. If the Transmission Fluid Temperature (TFT) is low, fill the transaxle with transmission fluid to the cold range on the transmission fluid level indicator. Recheck the transmission fluid level when the transaxle has reached the normal operating temperature. NOTE: The correct transmission fluid level at cool operating temperature of 15°C-25°C (59°F-77°F), is at the bottom mark on the transmission fluid level indicator.

MATERIAL SPECIFICATIONS TABLE

Transaxle Support Insulator

Scheme 90

ITEM DESCRIPTION TABLE

Scheme 91

Scheme 92

Scheme 93

Scheme 94

Scheme 95

Scheme 96

1. With the vehicle in NEUTRAL, position it on a hoist. For additional information, refer to «JACKING & LIFTING»(ref-355922) .
2. Remove the battery and battery tray. For additional information, refer to «BATTERY AND BATTERY TRAY, ALL OTHER VEHICLES»(ref-355968-S22201977172010013000000) .
3. Remove the 4 screws and position the LH fender splash shield aside.
4. Remove the 6 pin-type retainers and the LH front structure-to-subframe splash shield.
5. Remove the lower 2 transaxle insulator-to-frame bolts.
6. Remove the exhaust Y-pipe. For additional information, refer to «REMOVAL AND INSTALLATION»(ref-355930-S33509004322010013000000) .
7. Position a floor jack and the Oil Pan Holding Fixture under the oil pan. NOTE: The Oil Pan Holding Fixture must be carefully aligned to the mounting bosses on the oil pan. Failure to follow these instructions may result in damage to the oil pan.
8. Remove the Air Cleaner (ACL). For additional information, refer to «REMOVAL AND INSTALLATION»(ref-355993-S17034955402010013000000) .
9. Remove the transaxle support insulator through bolt.
10. Remove the upper 2 transaxle insulator-to-frame bolts and remove the transaxle insulator.

MATERIAL SPECIFICATIONS TABLE

Note. The use of any transmission fluid other than what is recommended for this transaxle will cause transaxle damage.

Note. If the transaxle was overhauled, or if installing a new transaxle and the transmission fluid cooler has not been flushed, flush the transmission fluid cooler at this time. For additional information, refer to TRANSMISSION FLUID COOLER - BACKFLUSHING AND CLEANING .

All vehicles