Automatic Transmission - 5-SPEED & 6-SPEED: Overview Saab 9-3 II

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1. Place covers over the wings to keep the paintwork clean and protect it from damage.
2. Remove the upper engine cover.
3. Remove the battery cover.
4. Remove the battery with coolant pipe, bonnet switch and fuse box.
5. Unplug the control module connector and remove the battery tray. Unplug the connector under the control module.
6. Remove the ventilation hose from the transmission.
7. Remove the gear cable from the selector lever arm. The selector lever must be in position N.
8. Remove the cable from the cable retainer by pulling back the locking sleeve.
9. Remove the ground cable from the transmission casing.
10. Remove the upper bolts of the transmission casing. For simpler dismantling, use «87 92 723 ACCESS TOOL, BOLT IN JOINT BETWEEN AUTOMATIC TRANSMISSION AND ENGINE»(ref-275843-S18994204032007122900000) .
11. Lift off the expansion tank from its holder and fit «83 96 178 KIT, LIFTING EYES B207»(ref-275840-S24398113142007122900000) onto the engine.
12. Place «83 94 850 LIFTING BEAM»(ref-275843-S24660715012007122900000) and «83 95 287 HOLDER»(ref-275843-S36067387332007122900000) on the engine. Remove the oil dipstick and take the weight off the engine and transmission. Note the location of the hooks.
13. Undo the upper bumper shell mountings.
14. Suspend two «83 95 212 STRAPS»(ref-275843-S21830883812007122900000) in place above the radiator core so they are accessible from below.
15. Raise the car.
16. Remove the front wheels.
17. Remove the spoiler shield. CV: Remove «CHASSIS REINFORCEMENT, FRONT SUBFRAME, CV, PETROL»(ref-275876-S05650643942007122900000)
18. Secure the radiator core with the straps.
19. Remove the radiator brackets from the subframe.
20. Remove the exhaust system assembly.
21. Remove the engine torque rod from the subframe.
22. Remove the bolt and nut holding the suspension arm to the steering swivel member on both sides.
23. Unplug the connector and detach the cable clip of the headlamp angle sensor (option)
24. Remove the steering gear from the subframe. Keep the nuts and washers safe. Leave the steering gear hanging.
25. Remove the clamps holding the power steering pipe from the subframe.
26. Remove the front part of the wing liner and bend it out of the way.
27. Position a trolley lift with jig underneath.
28. Remove the subframe bolts and the rear brackets.
29. Lower the subframe slightly.
30. Pull out the steering arm ball joints from the steering swivel members.
31. Remove the anti-roll bar from the subframe.
32. Lower the subframe.
33. Remove the rear and front torque rod bracket.
34. Unplug the starter motor electric connections and remove the starter motor.
35. Undo the six bolts holding the torque converter to the driver plate. Turn the crankshaft clockwise with the center bolt on the belt pulley.
36. Undo the plug and press the torque converter towards the transmission and fit «87 92 574 HOLDER»(ref-275843-S03980828392007122900000) for holding the torque converter in place while removing the transmission.
37. Place a receptacle under the car and drain the transmission fluid. Refit the oil plug with a new seal. Tightening torque 45 Nm (33 lbf ft)
38. Detach the transmission oil cooling hoses and plug the holes and hoses with 82 92 955 Plugs, spare part kit.
39. Remove the bolts in the charge air pipe bracket and move away the pipe.
40. Remove the lower gearbox bolts. Leave one bolt in place.
41. Detach the ABS cable from the clip and undo the left drive shaft using «87 92 616 REMOVAL TOOL, DRIVE SHAFTS»(ref-275843-S22658641692007122900000) .
42. Suspend the shaft by means of a cable tie.
43. Lower the car. Mark the location of the bolts on the left engine bracket with a marker to ensure correct refitting and remove the bracket from the mounting. Remove the mounting from the gearbox.
44. Lower the power train with the lifting beam to facilitate removal of the transmission.
45. Raise the car. Fit «87 92 608 HOLDER FOR SINGLE-COLUMN LIFT»(ref-275843-S29044136652007122900000) on a column jack. Adjust and tighten the tool in the gearbox. Use the M12 holes for the torque rods.
46. Remove the remaining bolts securing the transmission to the engine.
47. Remove the last bolt, pull out the transmission and lower it. IMPORTANT: The jack can tip over. Be careful.
48. Lift the transmission down from the column jack with an engine lift and «87 92 442 LIFTING CABLE»(ref-275843-S32457949722007122900000) while undoing the lifting tool from the transmission.
49. Plug the holes for the drive shafts if the transmission is to undergo transport.

Detailed description FA 57

The FA 57 automatic transmission is an electronically-controlled 5-speed automatic gearbox with lock-up. The transmission casing constitutes one unit integrated with the engine, which is mounted transversely in the engine bay and drives the front wheels. The different gear positions, P-R-N-D-M+, M-, can be selected with gear selector mounted on a floor console between the front seats. Manual shifting can also be achieved using the buttons on the steering wheel (certain models).

The FA 57 is principally constructed around 4 planetary gear units, disc clutches, brakes, torque converter with lock-up coupling, which can be locked or allowed to slip in certain operating conditions, hydraulic and electronic control systems.

The transmission hydraulic system is controlled by a Control module TCM 502, which continuously processes information from its own sensors and other control modules.

The FA 57 has the following advantages over conventional hydraulic transmissions

1. Improved shifting performance and smoother shifting as torque is reduced when shifting takes place.
2. Reduced mechanical stresses on the entire drive train due to torque limitation.
3. Improved fuel economy through a consumption-optimised driving program and lock-up on 3rd, 4th and 5th gears. To further save on fuel, a certain slip is allowed in the lock-up clutch. This means that a difference in speed of 50-200 rpm is allowed between the engine speed and the speed of the input shaft. This results in the engine pulling longer with lockup engaged (although slipping) so that the transmission need not engage an open gear (power through the torque converter) or shift down. If the gearbox fluid temperature rises, a temperature-dependent program that protects the gearbox from heat damage is selected automatically. See «GEARBOX FLUID TEMPERATURE»(ref-275843-S24199560932007122900000) below.
4. Possibility to change gear manually between 1st and 5th gears.
5. Self-diagnosis and storage of diagnostic trouble codes.
6. TCM sends and receives information from other control modules in the car through analogue signals and bus communication, see «BRIEF DESCRIPTION, BUS COMMUNICATION»(ref-275843-S25225132982007122900000) .

The transmission control module (TCM) controls principally

1. Shift points
2. System pressure
3. Engagement of lock-up (fixed engagement or slip)

Transmission functions can be divided into three main groups

1. Electronic control system
2. Hydraulic control system
3. Mechanical

Brief description, gear selector mechanism

The desired gear position (P, R, N, D or M) is engaged with the gear selector. The movement of the gear selector lever is conveyed by a cable to the gear selector position sensor mounted on the transmission casing.

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The gear selector position sensor is connected to the manual shifting valve in the valve housing, which is also actuated by the selector lever.

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The selector lever housing has the following lock functions: Park Brake Shift Lock and Shiftlock. The Park Brake Shift Lock function requires that the brake pedal is depressed and the ignition key is in the OFF position for the selector lever to be shifted from P or N. The function is governed by SLM which actuates a solenoid. The solenoid mechanically locks the selector lever segment if it is not activated. When the brake pedal is depressed (brake light switch closed), SLM reads the bus message "brake light on" sent by Relay, +15, REC (757R) and then supplies voltage to the solenoid. The solenoid is grounded internally in SLM, which in turn is grounded in point G41, at which time the selector lever can be shifted from P or N.

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The gear position interlock function prevents the lever from being moved from P to R, D or M without first pressing the release button in front of the lever. The interlock also prevents the lever from being moved from N to R and from R to P.

Proceed as follows to release Park Brake Shift Lock when there is no power

Release the solenoid by inserting a screwdriver or the like into the hole in front of the lever housing. This will release the Park Brake Shift Lock.

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System overview

COMPONENT DESCRIPTION

The gear selector is used to select the desired gear (P, R, N, D or M). The movement of the gear selector is conveyed by a wire to the gearbox. The gear position sensor is integrated in the control module, which is mounted directly on the gearbox.

The gear selector lever acts not only on the gear position sensor but also the manual shift valve in the valve housing.

The selector lever housing contains the following blocking functions: Park Brake Shift-lock and gear position detent. The Park Brake Shift-lock function means the brake pedal must be depressed and the ignition key must be turned to OFF or further before the gear selector can be moved away from the P and N positions. This function is controlled by the Shift lever module (726), which acts on a solenoid. The solenoid blocks the mechanical gear selector segment if it is not activated. REC sends the status of the brake light and SLM uses the value to activate the solenoid to release the block on the gear selector segment.

To release the Park Brake Shift-lock in case of an electrical fault, proceed as follows: Press a screwdriver or similar into the hole in front of the lever housing and move the lever.

The gear position interlock function prevents the lever from being moved from P to R, D or M without first pressing the release button on the front of the lever. The interlock also prevents the lever from being moved from N to R and from R to P.

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The AF 40-6 automatic transmission is an electronic 6-speed automatic gearbox with lock-up. The gearbox is mounted directly against the engine and has a final drive with integrated differential. The power unit is transverse mounted with front-wheel drive. Gear positions P-R-N-D-M are selected with the selector lever mounted in the center console.

A new automatic transmission fluid, AW-1, or 93 165 147 Automatic transmission fluid must be used. The gearbox does not have an oil dipstick. The drain plug has an extra, central plug for checking the level that is connected to a pipe that reaches up to the correct level in the box. Fill the oil through the conventional filler plug until the level is correct and oil runs out of the center plug in the drain plug. Measure the old temperature when checking the level. The temperature is read using Tech 2.

AF 40-6 has planetary gears, disc clutches, brakes and torque converter with lock-up. The clutches and brakes are applied hydraulically. The hydraulic system is controlled by TCM with the help of 8 solenoids.

The TCM is mounted directly on top of the gearbox and has one connector to the car's electrical system and one directly to the gearbox. The gear position sensor is a Hall sensor and is integrated in the control module. The TCM is mounted so that the selector lever shaft goes through the control module. The selector lever position can be calibrated with Tech 2, there is no mechanical adjustment.

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TCM controls the gearbox according to its programming, the information from its own sensors and from other control modules. The control module adapts its control of the solenoids to compensate for normal wear in the gearbox. TCM is SPS programmable using Tech 2.

Detailed description of gearbox

The AF 40-6 automatic transmission is an electronic 6-speed automatic gearbox with lock-up. The gearbox is mounted directly against the engine and has a final drive with integrated differential. The power unit is transverse mounted with front-wheel drive. Gear positions P-R-N-D-M are selected with the selector lever mounted in the center console.

Gearbox functions can be divided into three parts

1. Mechanical
2. Hydraulic
3. Control system

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1. Torque converter with lock-up clutch
2. 2 planetary gear units, of which the rear is double.
3. 3 disc clutches
4. 1 band type brake
5. 1 multi-disc brake
6. 1 free wheel
7. Final drive with differential

COMPONENT WITH FUNCTION

The torque converter is bolted to the engine flywheel (flexplate). The converter is filled with oil via pressure from the automatic transmission pump. This is itself a hydraulic gearbox that amplifies the engine torque the more it slips. The greatest torque amplification is obtained when the engine stalls (car stationary and full throttle in Drive), as the engine torque is at a maximum while the gearbox input shaft is stationary. There will not be any amplification if the engine speed is the same as the gearbox input shaft speed.

The torque converter clutch (lock up) is activated at a steady speed when there is no need for torque amplification. The difference in speed between the engine and the gearbox does give an amplification of torque even at steady speeds but also entails heat loss. These losses result in unnecessary fuel consumption.

Note. The car must not be stalled (car held with brakes and full throttle in D position) for longer than 5 seconds.

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TORQUE CONVERTER LEGENDS

The gearbox has 2 planetary gear units; front and rear. The front one is a single planetary gear and the rear one is double. The rear unit is Ravigneaux type with two planet gears between the rear sun gear and the only ring gear, which is the gearbox output shaft. The two planet gears are fitted on a common planet carrier.

The front planetary gear sun gear is fixed and the power from the torque converter enters via its ring gear. This entails a reduction of the planet carrier speed used for gear 1-5 and R. The power from the planet carrier is conveyed to the rear planetary gear unit via clutches C1 and C3.

The rear planetary gear unit receives power either directly from the torque converter via clutch C2 or from the front planetary gear via clutches C1 and C3. The 2 brakes, B1 and B2, are used to hold firm the components in the rear planetary gear unit. B2 is combined with a free wheel (F1).

The activation of one or more friction elements results in a gear ratio. Brakes and clutches are activated hydraulically using solenoids controlled by the transmission control module (TCM).

The ACTIVE ELEMENTS FOR EACH OF GEARS TABLE shows the active elements for each of the gears.

ACTIVE ELEMENTS FOR EACH OF GEARS TABLE

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PLANETARY GEAR LEGENDS

GEAR REFERENCE

Gear changing performance is controlled by the applied element. When changing gear, it is not possible to apply more than one friction element for consistent behavior. In the same way, it is not possible to release more than one friction element when changing gear. This means it is not possible to change from one gear to an optional gear. The following shows the normal gear changing sequence from standstill

NORMAL GEAR CHANGING SEQUENCE

In this sequence you can clearly see that no more than 1 element is released or applied at one time. If you suddenly release the accelerator in 3rd gear after accelerating at full throttle, it is logical to change up to 6th gear.

Changing directly from 3 --> 6, however, is not suitable because C1 and C3 must then be released and C2 and B1 applied. Changing 3 --> 5 and 5 --> 6 must be done instead. The need of these intermediate changes is especially noticeable during kickdown at various speeds. The permitted changing sequences are determined by a program in TCM.

The transmission is blocked mechanically in selector lever position P.

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A new automatic transmission fluid, AW-1, or 93 165 147 Automatic transmission fluid must be used. The gearbox does not have an oil dipstick. The drain plug has an extra, central plug for checking the level that is connected to a pipe that reaches up to the correct level in the box. Fill the oil through the conventional filler plug until the level is correct and oil runs out of the level hole.

The temperature of the oil is important when checking the level. The temperature can be read with Tech 2. See CHECKING/ADJUSTING OIL LEVEL for more information.

All the friction elements are applied hydraulically. The hydraulic pressure is generated by a pump driven by the engine. The pump is mounted in the gearbox behind the torque converter. The drive is direct from the torque converter.

Oil passes to the valve housing where the manual valve is integrated. The valve is affected by the gear selector wire, which in turn is operated by the selector lever. The valve has 3 positions, P/N, R and D/M. In position P/N, the oil will drain directly back to the gearbox sump. In position R, the oil will pass directly to brake B2, which is used for reverse gear. In position D/M, oil will pass to the circuits used for the forward gears.

To control the flow of oil to and from the friction elements, 6 stepless (linear) solenoids are used. With them, TCM can regulate the pressure precisely. Each solenoid is connected to a mechanical control valve. They work as variable relay valves and are needed to control the relatively high flow of oil that is required. The solenoids do not possess the flow capacity needed to feed the oil directly to each friction element.

The ABBREVIATION TABLE below shows the linear solenoids and their task

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ABBREVIATION TABLE

SLC1, SLC2, SLC3, SLB1

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There are also 2 on/off-type solenoids. The ABBREVIATION TABLE shows these digital solenoids and their duties.

ABBREVIATION TABLE

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