149

JA750F AUTOMATIC TRANSMISSION

1. General

A newly developed A750F 5-speed automatic transmission [Super ECT (Electronically Controlled Trans-
mission)] has been adopted.
In addition, the vehicle’s fuel economy and driving performance have been improved by the change into
a 5-speed.

229LC170

" Specification A
Model ’03 Model ’02 Model
Transmission Type A750F A343F
1st 3.520 2.804
2nd 2.042 1.531
3rd 1.400 1.000
Gear Ratio
4th 1.000 0.754
5th 0.716 —
Reverse 3.224 2.393
Fluid Capacity
10.8 (11.4, 9.5) 12.0 (12.7, 10.6)
Liters (US qts, Imp. qts)
Fluid Type ATF Type T-IV ATF D-II or equivalent
Dry Weight kg (lb) 79.9 (176.1) 78.6 (173.3)
150

C2 C3
F1 B1
B3 F3
B2 B4

Input Shaft

Rear Planetary
Gear

Center Planetary Gear

C1 F2 Front Planetary Gear
229LC171

" Specification A

Model A750F
C1 No.1 Clutch 6
C2 No.2 Clutch 5
C3 No.3 Clutch 5
B1 No.1 Brake The No. of Discs 3
B2 No.2 Brake 3
B3 No.3 Brake 4
B4 No.4 Brake 8
F1 No.1 One-Way Clutch 24
F2 No.2 One-Way Clutch The No. of Sprags 25
F3 No.3 One-Way Clutch 26
The No. of Sun Gear Teeth 40
Inner 22
Front Planetary Gear The No. of Pinion Gear Teeth
Outer 21
The No. of Ring Gear Teeth 91
The No. of Sun Gear Teeth 31
Center Planetary Gear The No. of Pinion Gear Teeth 23
The No. of Ring Gear Teeth 77
The No. of Sun Gear Teeth 25
Rear Planetary Gear The No. of Pinion Gear Teeth 19
The No. of Ring Gear Teeth 63
 151

2. Torque Converter

D A compact, lightweight and high-capacity torque converter has been adopted.

D Compared to the ’02 model, this torque converter offers improved transmission efficiency and a more
compact and lightweight construction by optimizing the fluid passages and the impeller configuration.
D The torque converter clutch supports flex lock-up clutch control, thus improving the fuel economy.

229LC172

" Specification A

A750F A343F
Model
2UZ-FE 2UZ-FE
Type 3-Element, 1-Step, 2-Phase 
Stall Torque Ratio 1.80 
Dry Weight 9
15.2 (33.5) 16.2 (35.7)
kg (lb)

3. Oil Pump

A new type oil pump is used in which the shape of the teeth in the oil pump have been changed and the
crescent has been discontinued. As a result, the oil pump has been made more compact, and the driving
torque has been reduced, thus attaining excellent volumetric efficiency during low-speed operation.

Crescent

A750F Conventional
165CH10
152

4. Planetary Gear Unit

Construction
D The 5-speed configuration has been achieved without increasing the number of planetary gears, thus
creating a 5-speed automatic transmission, practically the same as the previous 4-speed automatic trans-
mission.
D The front planetary carrier is made of aluminum to reduce the weight.
D A centrifugal fluid pressure canceling mechanism has been adopted in the C1, C2, and C3 clutches that
are applied when shifting from 2nd to 3rd, from 3rd to 4th and from 4th to 5th. For details, refer to page
157.

B3 B1 B2 B4

F2 F1 F3
Front Planetary Rear Planetary Gear
C3 Gear

C1
Input Output

San Gear
Input Shaft C2 Intermediate Shaft

Center Planetary Gear 229LC160

Function of Component

Component Function
C1 No.1 Clutch Connects input shaft and intermediate shaft.
C2 No.2 Clutch Connects input shaft and center planetary carrier.
C3 No.3 Clutch Connects input shaft and front sun gear.
Prevents front planetary carrier from turning either clockwise or
B1 No.1 Brake
counterclockwise.
Prevents front and center ring gear from turning either clockwise
B2 No.2 Brake
or counterclockwise.
Prevents outer race of F2 from turning either clockwise or counter-
B3 No.3 Brake
clockwise.
Prevents rear ring gear from turning either clockwise or counter-
B4 No.4 Brake
clockwise.
F1 No.1 One-Way Clutch Prevents front planetary carrier from turning counterclockwise.
When B3 is operating, prevents planetary sun gear from turning
F2 No.2 One-Way Clutch
counterclockwise.
Prevents center planetary carrier and rear ring gear from turning
F3 No.3 One-Way Clutch
counterclockwise.
These gears change the route through which driving force is trans-
Planetary Gears mitted, in accordance with the operation of each clutch and brake,
in order to increase or reduce the input and output speed.
 153

Transmission Power Flow

Shift One-way
Solenoid Valve Clutch Brake
Lever Gear Clutch
Position S1 S2 SR SL1 SL2 SLU C1 C2 C3 B1 B2 B3 B4 F1 F2 F3
P Park ON ON
R Reverse* ON ON f f f f
N Neutral ON ON
1st ON ON f f
2nd ON ON ON f f f f
D 3rd ON ON f f F f
4th ON ON f f F F
5th ON ON ON f f f F
1st ON ON f f
2nd ON ON ON f f f f
4
3rd ON ON f f F f
4th ON ON f f F F
1st ON ON f f
3 2nd ON ON ON f f f f
3rd* ON f f f F
1st ON ON f f
2
2nd* ON ON ON f f f
L 1st* ON f f
f: Operation
F: Operate but is not related to power transmission
* : with Engine Brake 9
154

1st Gear (D, 4, 3 or 2 Position)

B3 B1 B2 B4

F2 F1 Front Planetary F3
Gear
C3

C1

Input Shaft Sun Gear Output Shaft

C2 Intermediate Shaft
Rear Planetary Gear
Center Planetary Gear 229LC174

2nd Gear (D, 4 or 3 Position)

B3 B1 B2 B4

F2 F1 Front Planetary F3
Gear
C3

C1

Input Shaft Sun Gear Output Shaft

C2 Intermediate Shaft
Rear Planetary Gear
Center Planetary Gear 229LC175

3rd Gear (D or 4 Position)

B3 B1 B2 B4

F2 F1 Front Planetary F3
Gear
C3

C1

Input Shaft Sun Gear Output Shaft

C2 Intermediate Shaft
Rear Planetary Gear
Center Planetary Gear 229LC176
 155

4th Gear (D or 4 Position)

B3 B1 B2 B4

F2 F1 Front Planetary F3
Gear
C3

C1

Input Shaft Sun Gear Output Shaft

C2 Intermediate Shaft
Rear Planetary Gear
Center Planetary Gear 229LC177

5th Gear (D Position)

B3 B1 B2 B4

F2 F1 Front Planetary F3
Gear
C3

C1

9
Input Shaft Sun Gear Output Shaft
C2 Intermediate Shaft
Rear Planetary Gear
Center Planetary Gear 229LC178

1st Gear (L Position)

B3 B1 B2 B4

F2 F1 Front Planetary F3
Gear
C3

C1

Input Shaft Sun Gear Output Shaft

C2 Intermediate Shaft
Rear Planetary Gear
Center Planetary Gear 232CH118
156

2nd Gear (2nd Position)

B3 B1 B2 B4

F2 F1 Front Planetary F3
Gear
C3

C1

Input Shaft Sun Gear Output Shaft

C2 Intermediate Shaft
Rear Planetary Gear
Center Planetary Gear 232CH119

3rd Gear (3rd Position)

B3 B1 B2 B4

F2 F1 Front Planetary F3
Gear
C3

C1

Input Shaft Sun Gear Output Shaft

C2 Intermediate Shaft
Rear Planetary Gear
Center Planetary Gear 232CH120

Reverse Gear (R Position)

B3 B1 B2 B4

F2 F1 Front Planetary F3
Gear
C3

C1

Input Shaft Sun Gear Output Shaft

C2 Intermediate Shaft
Rear Planetary Gear
Center Planetary Gear 229LC169
 157

Centrifugal Fluid Pressure Canceling Mechanism

There are two reasons for improving the conventional clutch mechanism:
D To prevent the generation of pressure by centrifugal force applied to the fluid in the piston fluid pressure
chamber (hereafter referred to as “gchamber A”) when the clutch is released, a check ball is provided.
Therefore, before the clutch could be subsequently applied, it took time to fill chamber A.
D During shifting, in addition to the original clutch pressure that is controlled by the valve body, centrifugal
pressure acts on the fluid in the chamber A exerting increased pressure depending on RPM.
To address these two needs for improvement, a canceling fluid pressure chamber (hereafter referred to
as “chamber B”) has been provided opposite chamber A.

Piston C1 Clutch

Chamber A Chamber B

229LC168

9
By utilizing the lubrication fluid such as that of the shaft, the same amount of centrifugal force is applied,
thus canceling the centrifugal force that is applied to the piston itself. Accordingly, it is not necessary
to discharge the fluid through the use of a check ball, and a highly responsive and smooth shifting character-
istic has been achieved.
Centrifugal Fluid Pressure Clutch
Applied to the Chamber A
Target Fluid Pressure

Centrifugal Fluid Pressure

Applied to Chamber B
Piston Fluid
Chamber B
Pressure
Chamber (Lubrication Fluid)

Fluid Pressure Shaft Side

Applied to Piston
157CH17

Fluid pressure Centrifugal fluid pressure Target fluid pressure

applied to piston − applied to chamber B
= (original clutch pressure)
158

5. Valve Body Unit

General

The valve body consists of the upper and lower valve bodies and 7 solenoid valves.

Solenoid Valve SR
No.2 Upper Solenoid Valve SLU
Valve Bode

Lover Valve Body

Solenoid Valve SL2

No.1 Upper
Valve Bode

Solenoid Valve S2

Solenoid Valve S1

Solenoid Valve SLT

Solenoid Valve SL1 229LC161

" No. 2 Upper Valve Body A

Coast Brake
Relay Valve
229LC163
 159

" No. 1 Upper Valve Body A

Solenoid 1-2 Shift Valve
Clutch Modulator Valve
Lock Valve 2-3 Shift Valve
B1 Apply
Control Valve

B-1
Accumulator

Brake Control Valve

Secondary Lock-up
Regulator Valve Control Valve 3-4 Shift Valve 229LC162

Lock-up
Relay Valve C-3 Check Valve

" Lower Valve Body A

Clutch Apply
Control Valve Sequence Valve
9

SLT
Damper

Clutch
Control Valve 229LC164

Primary Accumulator
Regulator Valve Control Valve
160

Solenoid Valve

1) Solenoid Valve S1, S2 and SR

D Solenoid valves S1 and SR use a 3-way solenoid valve.

D Solenoid valve S2 uses a 2-way solenoid valve.
D A filter has been provided at the tip of the solenoid valve to further improve operational reliability.

Filter
Drain

Line
Pressure

Control Pressure Control Pressure

Solenoid Valve S1 OFF Solenoid Valve S1 ON

229LC165

Filter Control Pressure

Line
Pressure

Solenoid Valve S2 OFF Solenoid Valve S2 ON

229LC166

" Function of Solenoid Valve S1, S2 and SR A

Solenoid Valve Type Function

S1 3-way Switches the 2-3 shift valve.
• Switches the 1-2 shift valve.
S2 2-way
• Switches the 3-4 shift valve.
SR 3-way Switches the clutch apply control valve.
 161

2) Solenoid Valve SL1, SL2, SLT and SLU

D In order to provided a hydraulic pressure that is proportion to current that flows to the solenoid coil,
the solenoid valve SL1, SL2, SLT, and SLU linearly controls the line pressure and clutch and brake
engagement pressure based on the signals it receives from the ECM.
D The solenoid valves SL1, SL2, SLT, and SLU have the same basic structure.

Spool Valve Solenoid Coil

Sleeve
Solenoid Valve SLT

Hydraulic Hydraulic
Pressure Pressure
9

Current Current

Solenoid Valve SL1, SL2 and SLT Solenoid Valve SLU

229LC181

" Function of Solenoid Valve SL1, SL2, SLT and SLU A

Solenoid Valve Function

• C 1 clutch pressure control
SL1
• Accumulator back pressure control
SL2 B1, B2 and B4 clutch pressure control
• Line pressure control
SLT
• Accumulator back pressure control
• Lock-up clutch pressure control
SLU
• Accumulator back pressure control
162

6. Electronic Control System

General
The electronic control system of the ’03 model’s A750F automatic transmission control and the ’02 model’s
A343F are compared below.
’03 ’02
System Function Model Model
A750F A343F
• Controls the pressure that is applied directly to B1 brake and
Clutch Pressure C 1 clutch by actuating the linear solenoid valves SL1 and
SL2 in accordance with the ECM signals.
Control f —
• The solenoid valve SLT and SL1 minutely controls the
(See Page 166) clutch pressure in accordance with the engine output and
driving conditions.
Line Pressure Actuates the solenoid valve SLT to control the line pressure in
Optimal Control accordance with information from the ECM and the operating f f
(See Page 167) conditions of the transmission.
Engine Torque Retards the engine ignition timing temporarily to improve shift
f f
Control feeling during up or down shifting.
The ECM sends current to the solenoid valve S1, S2 and/or SR
f —
Shift Timing based on signals from each sensor and shifts the gear.
Control The ECM sends current to the solenoid valve No.1 and/or No.2
— f
based on signals from each sensor and shifts the gear.
Controls the solenoid valve SLU, provides an intermediate mode
Flex Lock-up
between the ON/OFF operation of the lock-up clutch, and
Clutch Control f —
increase the operating range of the lock-up clutch to improve fuel
(See Page 168)
economy.
The ECM sends current to the shift solenoid valve SLU based on
signals from each sensor and engages or disengages the lockup f —
Lock-up Timing clutch.
Control The ECM sends current to the shift solenoid valve SL based on
signals from each sensor and engages or disengages the lockup — f
clutch.
When the shift lever is shifted from “N” to “D” position, the gear
is temporarily shifted to 2nd and then to 1st to reduce vehicle f —
“N” to “D” squat.
Squat Control When the shift lever is shifted from “N” to “D” position, the gear
is temporarily shifted to 3rd and then to 1st to reduce vehicle — f
squat.
Enabling the vehicle to take off in the 2nd gear and thus make it
2nd Start System f f
easy to take off on snowy, sandy or muddy terrain.
AI
Based on the signals from various sensors, the ECM determines
(artificial
the road conditions and the intention of the driver. Thus, the shift
Intelligence) f —
pattern is automatically regulated to an optimal level, thus
-SHIFT
improving drivability.
(See Page 169)
When the ECM detects a malfunction, the ECM makes a
f f
diagnosis and memorizes the failed section.
Diagnosis
To increase the speed for processing the signals, the 32-bit CPU
f f
of the ECM has been adopted.
Even if a malfunction is detected in the sensors or solenoids, the
Fail-safe ECM effects fail-safe control to prevent the vehicle’s drivability f f
from being affected significantly.
 163

Construction

The configuration of the electronic control system in the ’03 model’s A750F is as shown in the following
chart.
SENSORS ACTUATORS
VG ESA
MASS AIR FLOW METER
IGT1,4,6,7
IGNITION COIL with IGNITER
IGF1
CRANKSHAFT POSITION NE Nos. 1, 4, 6 and 7
SENSOR IGT2,3,5,8
IGNITION COIL with IGNITER
IGF2
Nos. 2, 3, 5 and 8
THROTTLE POSITION VTA1
SENSOR VTA2
SPARK PLUGS SPARK PLUGS

ENGINE COOLANT THW Nos. 2, 3, 5 and 8 Nos. 1, 4, 6 and 7

TEMP. SENSOR
S1
OIL SOLENOID VALVE S1
FLUID TEMP. SENSOR
OIL2
S2
SOLENOID VALVE S2
NT
INPUT SPEED SENSOR
SL1
SOLENOID VALVE SL1
PER
PATTERN SELECT SWITCH
SL2
SOLENOID VALVE SL2
2nd MODE SWITCH
SNWI 9
SLT
SOLENOID VALVE SLT
TRANSFER NEUTRAL TFN
DETECTION SWITCH SLU
SOLENOID VALVE SLU
TRANSFER L4 L4
DETECTION SWITCH SR
SOLENOID VALVE SR

PARK/NEUTRAL NSW
POSITION SWITCH SNWO 2nd START
R, D, 3, 2
INDICATOR LIGHT

TRANSMISSION 4, L
PWR
CONTROL SWITCH POWER INDICATOR LIGHT

SP2 W MALFUNCTION
OUTPUT SPEED SENSOR
INDICATOR LAMP

STP SIL, TC
STOP LIGHT SWITCH DATA LINK CONNECTOR 3
WFSE

229LC129
164

Layout of Component

Power Indicator Light 2nd Start Indicator Light

Pattern Select Switch and

2nd Mode Switch

ECM
DLC3
Malfunction Indicator Lamp Stop Light Switch

Transmission Control Switch

Output Speed Sensor

Input Speed Sensor

Park/Neutral
Position Switch Solenoid Valve SL1

Solenoid Valve SL1

Solenoid Valve S1
Solenoid Valve S2
Fluid Temp. Sensor

Solenoid Valve SL2

Solenoid Valve SR
Solenoid Valve SUL
228LC10
 165

Construction and Operation of Main Component

1) Fluid Temperature Sensor No.1 and No.2

Fluid Temperature
D Fluid temperature sensor No.1 (OIL) is used Sensor No.1 (OIL)
for hydraulic pressure control. This sensor is
used for revision of clutches and brakes pres-
sure to keep smooth shift quality every time.
D Fluid temperature sensor No.2 (OIL2) is used
for the switching of the shift timing control of Front
ECT when the fluid temperature is high and
ATF temp. warning light control.

Fluid Temperature
Sensor No.2 (OIL2)
229LC132

2) Transmission Control Switch

The transmission control switch is installed inside

shift lever assembly to detect the shift lever posi- Transmission Control
Switch
tion (“4th” or “D” and “2nd” or “L”) and to inform
ECM the shift position indicator light in the com-
bination meter.
9

229LC133

3) Output Speed Sensor and Input Speed Sensor

D A rotor is provided on the output shaft of the transmission, and the output speed sensor on the right
side of the transmission case detects the speed and outputs it to the ECM.

D The input speed sensor detects the input speed of the transmission. The direct clutch drum is used
as the timing rotor for this sensor.
166

Clutch Pressure Control

1) Clutch to Clutch Pressure Control

This control has been adopted for shifting from the 4th to 5th gear and from the 5th to 4th gear.
Actuates solenoid valves SL1 and SL2 in accordance with the signals from the ECM, and guides this
output pressure directly to the control valves B1 and C1 in order to regulate the line pressure that acts
on the B1 brake and C1 clutches.
As a result, high response and excellent shift characteristics have been realized.

Sensor Signal
• Input Speed Sensor
ECM • Output Speed Sensor
• Throttle Position
SL1 SL2 Sensor
• Mass Air Flow Meter
• Fluid Temp. Sensors
• Engine Coolant
Temp. Sensor
C1 Control Valve B1 Control Valve •
•
•

C1 B1
C1 B1
4th  5th OFF ON
5th  4th ON OFF
Line Pressure 229LC134

2) Clutch Pressure Optimal Control

The ECM monitors the signals from various types of sensor such as the input turbine speed sensor,
allowing shift solenoid valves SLT and SL1 to minutely control the clutch pressure in accordance with
engine output and driving conditions.
As a result, smooth shift characteristics have been realized.
ECM
Target rpm Change
Ratio Engine Transmission
Input Shaft CPU CPU
rpm
Practical rpm Change Ratio
Time Output
Speed Sensor
Input
Speed Sensor

Fluid Temp
Accumlator Sensor
Control Valve SLT, SL1

Clutch/
Block Output Shaft
Pressure Torque

Solenoid Drive Signal Time

229LC135
 167

Line Pressure Optimal Control

Through the use of the solenoid valve SLT, the line pressure is optimally controlled in accordance with
the engine toque information, as well as with the internal operating conditions of the toque converter
and the transmission.
Accordingly, the line pressure can be controlled minutely in accordance with the engine output, traveling
condition, and the ATF temperature, thus realizing smooth shift characteristics and optimizing the work-
load in the oil pump.

Line Pressure

Primary Regulator Solenoid Valve SLT

Solenoid Drive Signal

Fluid
Input Speed Sensor
Pres- Trans-
sure mission Fluid Temperature
CPU
Current Shift Position

Pump Throttle Pressure Throttle Valve Opening

Engine Intake Air Volume
Water Temperature
CPU
Engine rpm 9
ECM

161ES26
168

Flex Lock-up Clutch Control

In addition to the conventional lock-up timing control, a flex lock-up clutch control is used.
In the low-to mid-speed range, this flex lock-up clutch control regulates the solenoid valve SLU to provide
an intermediate mode between the ON/OFF operation of the lock-up clutch in order to improve the energy
transmitting efficiency in this range.
As a result, the operating range of the lock-up clutch has been increased and fuel economy has been im-
proved. The flex lock-up clutch control operates in the 4th and 5th gears in the D range and 4th gear
in the 4 range.

ECM

Engine Transmission
CPU CPU

Engine Speed
Duty Ratio
Engine Speed Signal

Engine Speed
Water Temp. Signal
Engine Speed
Throttle Position Signal Signal Input Turbine
Speed Signal
Throttle Position
Vehicle Speed
Sensor Input Turbine
Speed Signal

Duty Ratio
Linear
Solenoid
Input Turbine Signal
Speed Sensor
Time

Linear
Solenoid
Water Temp. Signal
Sensor
Fluid Temp. Sensor
Lock-Up
Control Valve
Solenoid Valve SLU 189CH11

Large Lock-Up Operating Range



Flex Lock-Up Operating Range

Throttle
Opening
Angle

151CH26
Vehicle Speed  High
 169

AI (Artificial Intelligence)- SHIFT Control

1) General

In addition to the switching of the shift pattern through the pattern select switch, the AI- SHIFT control
enables the ECM to estimate the road conditions and the driver’s intention in order to automatically
switch the optimal shift pattern. As a result, comfortable ride has been realized at high levels.

Basic Shift
• Throttle Pattern
Opening Angle AI-SHIFT Control*
• Vehicle Speed
Road Condition
• Engine Speed
Uphill/Downhill Driving
• Brake Signal
Small Estimating
• Vehicle The Grade
Acceleration Road Condition
Large Support Control
• Criterion Acceleration
•
Actual Acceleration
•
•
•
Driver’s Intention
• Acceleration
pedal Estimating Driver’s
Operation the Driver’s Intention
• Vehicle Intention Support 9
Condition Control

229LC182

*: Shift control that is determined by the PWR or 2nd mode that is selected by the pattern select switch,
or by the normal mode.
170

2) Road Condition Support Control

Under road condition support control, the ECM determines throttle valve opening angle and the vehicle
speed whether the vehicle is being driven uphill or downhill.
To achieve an optimal drive force while driving uphill, this control prevents the transmission from upshift-
ing to the 4th or 5th gear. To achieve an optimal engine brake effect while driving downhill, this control
automatically downshifts the transmission to the 4th or 3rd gear.

5th
5th 3rd 4th 3rd 5th 4th (Brake Operating)
Without Control
5th 4th 3rd 4th 3rd 4th 5th
With Control

229LC183

3) Driver’s Intention Support Control

Estimates the driver’s intention based on the accelerator operation and vehicle condition to switch to
a shift pattern that is well-suited to each driver, without the need to operate the shift pattern select switch.
 171

Diagnosis

D When the ECM detects a malfunction, the ECM makes a diagnosis and memorizes the failed section.
Furthermore, the MIL (Malfunction Indicator Lamp) in the combination meter illuminates or blinks to
inform the driver.
D At the same time, the DTCs (Diagnosis Trouble Codes) are stored in memory. The DTCs can be read
by the SST (09843-18040) between the Tc and CG terminals DLC3 and observing the blinking of the
check engine warning light, or by connecting a hand-held tester.

Service Tip
The length of time to clear the DTC by the battery terminal disconnection has been changed from the
previous 10 seconds to 1 minute.

Fail Safe

This function minimizes the loss of operability when any abnormality occurs in each sensor or solenoid.

" Fail-Safe Control List A

Malfunction Part Function

Output Speed Sensor During a output speed sensor malfunction, shift control is effected through
(SP2) the input speed sensor signal.
During a fluid temperature sensor No.1 malfunction, 5th upshift and flex
Fluid Temp. Sensor
lock-up clutch control are prohibited.
The current to the failed solenoid valve is cut off and control is effected
Solenoid Valve by operating the other solenoid valves with normal operation.
S1, S2 and SR Shift control is effected depending on the failed solenoid as described in
the table on the next page.
9
Solenoid Valve During a solenoid valve SL1 or SL2 malfunction, 5th upshift is
SL1 and SL2 prohibited.
During a solenoid valve SLU malfunction, the current to the solenoid
Solenoid Valve SLU valve is stopped. Because this stops lock-up control and flex lock-up
control, fuel economy decreases.
During a solenoid valve SLT malfunction, the current to the solenoid
valve is stopped. Because this stops line pressure optimal control, the shift
Solenoid Valve SLT
shock increases. However, shifting is effected through normal clutch
pressure control.
172

Normal Shift Solenoid Valve S1 Malfunction

Position Shift Solenoid Shift Solenoid
Gear Gear
S1 S2 SR SL1 SL2 S1 S2 SR SL1 SL2
OFF 4th
ON OFF OFF OFF ON 1st × OFF OFF ON
ON 3rd
ON ON OFF OFF ON 2nd × ON OFF OFF ON 3rd
D OFF ON OFF OFF ON 3rd × ON OFF OFF ON 3rd
OFF OFF OFF OFF ON 4th × OFF OFF OFF ON 4th
OFF OFF ON ON OFF 5th × OFF ON ON OFF 5th
OFF 4th
ON OFF OFF OFF ON 1st × OFF OFF ON
ON 3rd
4 ON ON OFF OFF ON 2nd × ON OFF OFF ON 3rd
OFF ON OFF OFF ON 3rd × ON OFF OFF ON 3rd
OFF OFF OFF OFF ON 4th × OFF OFF OFF ON 4th
3rd
OFF ON
ON OFF OFF OFF ON 1st × OFF OFF 3rd
ON OFF
(E/B)
3rd
3 ON
ON ON OFF OFF ON 2nd × ON OFF OFF 3rd
OFF
(E/B)
3rd 3rd
OFF ON OFF OFF OFF × ON OFF OFF OFF
(E/B) (E/B)
ON OFF OFF OFF ON 1st × OFF OFF OFF ON 1st
2 2nd 3rd
ON ON ON OFF OFF × ON ON OFF OFF
(E/B) (E/B)
1st 1st
L ON OFF OFF OFF OFF × OFF OFF OFF OFF
(E/B) (E/B)

Shift Solenoid Valve S2 Malfunction Shift Solenoid Valve SR Malfunction

Position Shift Solenoid Shift Solenoid
Gear Gear
S1 S2 SR SL1 SL2 S1 S2 SR SL1 SL2
ON × OFF OFF ON 1st ON OFF × OFF ON 1st
ON 1st
× OFF OFF ON ON ON × OFF ON 2nd
OFF 4th
D OFF × OFF OFF ON 4th OFF ON × OFF ON 3rd
OFF × OFF OFF ON 4th OFF OFF × OFF ON 4th
OFF × ON ON OFF 5th OFF OFF × ON OFF 4th
ON × OFF OFF ON 1st ON OFF × OFF ON 1st
ON 1st
× OFF OFF ON ON ON × OFF ON 2nd
4 OFF 4th
OFF × OFF OFF ON 4th OFF ON × OFF ON 3rd
OFF × OFF OFF ON 4th OFF OFF × OFF ON 4th
ON × OFF OFF ON 1st ON OFF × OFF ON 1st
1st
ON ON
× OFF OFF 3rd ON ON × OFF ON 2nd
OFF OFF
3 (E/B)
3rd
3rd OFF
OFF × OFF OFF OFF OFF ON × OFF (E/B)
(E/B) ON
3rd
ON × OFF OFF ON 1st ON OFF × OFF ON 1st
2 2nd
ON OFF
× ON OFF (E/B) ON ON × OFF OFF 2nd
OFF ON
4th
1st 1st
L ON × OFF OFF OFF ON OFF × OFF OFF
(E/B) (E/B)
E/B: Engine Brake
 173

Shift Solenoid Valve S1 and S2 Malfunction Shift Solenoid Valve S1 and SR Malfunction
Position Shift Solenoid Shift Solenoid
Gear Gear
S1 S2 SR SL1 SL2 S1 S2 SR SL1 SL2
OFF 4th
× × OFF OFF ON 4th × × OFF ON
ON 3rd
× × OFF OFF ON 4th × ON × OFF ON 3rd
D × × OFF OFF ON 4th × ON × OFF ON 3rd
× × OFF OFF ON 4th × OFF × OFF ON 4th
ON OFF
× × ON ON OFF 5th × OFF × 4th
OFF ON
OFF 4th
× × OFF OFF ON 4th × × OFF ON
ON 3rd
4 × × OFF OFF ON 4th × ON × OFF ON 3rd
× × OFF OFF ON 4th × ON × OFF ON 3rd
× × OFF OFF ON 4th × OFF × OFF ON 4th
3rd
ON OFF
× × OFF OFF 3rd × × OFF ON 3rd
OFF ON
(E/B)
3rd
ON
3 × × OFF OFF 3rd × ON × OFF ON 3rd
OFF
(E/B)
3rd
3rd OFF
× × OFF OFF OFF × ON × OFF (E/B)
(E/B) ON
3rd
× × OFF OFF ON 1st × OFF × OFF ON 1st
2 OFF
× × ON OFF 4th × ON × OFF OFF 2nd
ON
1st 1st
L × × OFF OFF OFF × OFF × OFF OFF
(E/B) (E/B)

Shift Solenoid Valve S2 and SR Malfunction Shift Solenoid Valve S1, S2 and SR Malfunction
Position Shift Solenoid Shift Solenoid 9
Gear Gear
S1 S2 SR SL1 SL2 S1 S2 SR SL1 SL2
ON × × OFF ON 1st × × × OFF ON 4th
ON 1st
× × OFF ON × × × OFF ON 4th
OFF 4th
D OFF × × OFF ON 4th × × × OFF ON 4th
OFF × × OFF ON 4th × × × OFF ON 4th
ON OFF ON OFF
OFF × × 4th × × × 4th
OFF ON OFF ON
ON × × OFF ON 1st × × × OFF ON 4th
ON 1st
× × OFF ON × × × OFF ON 4th
4 OFF 4th
OFF × × OFF ON 4th × × × OFF ON 4th
OFF × × OFF ON 4th × × × OFF ON 4th
ON × × OFF ON 1st × × × OFF ON 3rd
ON 1st
× × OFF ON × × × OFF ON 3rd
OFF 3rd
3
3rd 3rd
OFF OFF
OFF × × OFF (E/B) × × × OFF (E/B)
ON ON
3rd 3rd
ON × × OFF ON 1st × × × OFF ON 1st
2 1st 1st
OFF OFF
ON × × OFF (E/B) × × × OFF (E/B)
ON ON
1st 1st
1st 1st
L ON × × OFF OFF × × × OFF OFF
(E/B) (E/B)
E/B: Engine Brake
174

7. Shift Control Mechanism

General

D A gate type shift lever has is used in conjunction with the installation of the 5-speed automatic transmis-
sion. With the gate type, the shift lever button and the overdrive switch of the straight type shift lever
have been discontinued. Similar functions are achieved through a single-shift operation (fore-aft and
side-to-side).
D The shift lock system consists of the key interlock device and shift lock mechanism.

229LC136 211CH23

Shift Lock System

1) General

D A shift lock system with key interlock device and shift lock mechanism, that helps prevent the unin-
tended operation of the shift lever has been provided.

D An electrical key interlock device and an electrical shift lock mechanism are used.

Shift Lock ECU

Stop Light Switch

Ignition Switch

Override Button
Shift Lock Solenoid 229LC137
 175

2) Key Interlock Device

The activation of the key interlock solenoid,

mounted on the upper column bracket, moves the
lock pin to restrict the movement of the key cylin-
der. Therefore, if the shift lever is shifted to any
position other than “P”, the ignition key cannot
be moved from “ACC” to the “LOCK” position.

Key Interlock
Solenoid
Lock Pin
229LC138

3) Shift Lock Mechanism

D The shift lock mechanism prevents the shift lever from being shifted out of the “P” position to any
other position unless the ignition switch is turned ON and the brake pedal is pressed.

D A shift lock override button, which manually overrides the shift lock mechanism, is provided.

" System Diagram A

Stop Light Switch

Shift Lock
ECU
Ignition Switch

Shift Lock
Solenoid

229LC139