July 2009

(1)

FOR THE TRANSMISSION REBUILDING INDUSTRY

TM TM

JULY 2009

Toyota Hybrid Transaxle

Cooling Systems

A4BF2/A4AF3 Problems

Before and After Rebuild

Defining Performance in the Transmission

Industry... for Over 30 Years

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Automatic Drive • P

Automatic Drive • P.O. Box 440 • Bellows Falls, VT 05101-0440 .O. Box 440 • Bellows Falls, VT 05101-0440 USA • 800-843-2600 • 802-463-972USA • 800-843-2600 • 802-463-9722 • F: 802-463-4059 • www.sonnax.com • info@son2 • F: 802-463-4059 • www.sonnax.com • [email protected] ©2009 Sonnax Industries, Inc.

Sonnax Leads

with TF80 & TF81 V

alve Bodies

*

PROBLEM

_SOLUTION

_T_T_oo_oo_{l R}_{l R}_eq_eq_ui_ui_re_re_d_d _Pa_Pa_rt_rt_N_N_um_um_be_be_r_r

• Reduced throttle signal oil

1.

1. _{Accumulator Piston Kit}_{Accumulator Piston Kit} _*_*TF-81 Only TF-81 Only 39741-14K 39741-14K

• Reduced solenoid feed oil pressure

• Reduced solenoid feed oil pressure Two Locations Two Locations

• Delayed engagements

• Delayed engagements _2._2.

Accumulator Piston Kit

Accumulator Piston Kit 15741-14K 15741-14K

• Slipping in forward gears

• Slipping in forward gears Five Locations Five Locations

• DTC’s P0734, P0735 or P0729

• DTC’s P0734, P0735 or P0729 _3._3.

Solenoid Modulator Valve Kit

Solenoid Modulator Valve Kit F-39741-TL18F-39741-TL18 39741-18K 39741-18K

• Slippage or shock on kickdown

• Slippage or shock on kickdown & VB-FIX& VB-FIX _{Two Locations}_{Two Locations}

• Harsh

• Harsh downshiftsdownshifts

4.

4. _{Lockup Clutch Control Valve Kit}_{Lockup Clutch Control Valve Kit} F-15741-TL29F-15741-TL29 15741-29K 15741-29K

• RPM surging on coast

• RPM surging on coast & VB-FIX& VB-FIX

• Flare upshifts or downshift-bind-ups

• Flare upshifts or downshift-bind-ups 5.5. _{C1 Clutch Control Valve Kit}_{C1 Clutch Control Valve Kit} F-15741-TL25F-15741-TL25 15741-25K 15741-25K

• Excess clutch overlap & distress

• Excess clutch overlap & distress 6.6. _{C2 Clutch Control Valve Kit}_{C2 Clutch Control Valve Kit} F-39741-TL5F-39741-TL5 39741-05K 39741-05K

• Pressure control out of range codes

• Pressure control out of range codes 7.7. _{C3 Clutch Control Valve Kit}_{C3 Clutch Control Valve Kit} F-39741-TL8F-39741-TL8 _39741-08K_39741-08K

• Harsh

• Harsh downshiftsdownshifts _8._8. _{B1 Band Control Valve Kit}_{B1 Band Control Valve Kit} F-39741-TL22F-39741-TL22 _39741-22K_39741-22K

• Flare on 1-2, 2-3 & 5-6 upshift

• Flare on 1-2, 2-3 & 5-6 upshift & VB-FIX& VB-FIX

• Excess pressure in reverse

9.

9. _{Main Pressure Regulator & Boost Assembly}_{Main Pressure Regulator & Boost Assembly} F-39741-TLF-39741-TL 39741-01K 39741-01K

• Fluid & converter lining overheat

• Fluid & converter lining overheat & VB-FIX& VB-FIX

• Overheating fluid, bushing & converter

• Overheating fluid, bushing & converter _10._10. _{Secondary Regulator Valve Kit}_{Secondary Regulator Valve Kit} F-39741-TL11F-39741-TL11

39741-11K

• Harsh reverse

• Harsh reverse engagementengagement & VB-FIX& VB-FIX

• Shift complaints associated

• Shift complaints associated _11._11.

End Plug Kit

End Plug Kit 15741-35K 15741-35K

with circuit pressure loss

with circuit pressure loss 15741-36K 15741-36K

& VB-FIX & VB-FIX & VB-FIX & VB-FIX & VB-FIX & VB-FIX Rear Rear Cover Cover *TF-80SC Valve Body *TF-80SC Valve Body *TF-81SC Valve Body *TF-81SC Valve Body

fits Ford AF21

& Mazda AW6A-EL.

Front Front Cover Cover Middle Middle Valv

Valve Body e Body

*

*These kits also fit TF-80SC.These kits also fit TF-80SC.

See the Sonnax website

for proper bore locations.

Multiple Multiple locations locations 1. 1. 2. 2. 2. 2. 2. 2. 4. 4. 3. 3. 2. 2. 2. 2. 1. 1. 6. 6. 9. 9. 8. 8. _7._7. 3. 3. 5. 5. 11. 11. 10. 10. 5 Sm 5 Small,all,9mm 9mm 5 Large 5 Large,,11mm 11mm

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SPECIAL INTEREST

& TECHNICAL

4

4 FuFunwnwitiththtraransnsmimissssioionsns::i’nYEveydyBd…i’nYEveydyBd…  

  ——by Bill Brayton by Bill Brayton 12

12 a4BF2/a4aF3PbleBefedafereblda4BF2/a4aF3PbleBefedaferebld —

—by Mike Souza by Mike Souza 18

18 ssxx,Le,Lededeeettiiddyy F

F oovvee 3300YYee 22

22 ttyyhhybybdtdtxxleCleCllggsysyee —

—by Jack Rosebro by Jack Rosebro

24

24 6t76t70/60/6t7t75;t5;teeFFeeinin,P,P22——by Steve Garrett by Steve Garrett 30

30 asaspopoee’’GGdedeeBeBccfsfsccecce——by Bob Spitz by Bob Spitz 32

32 KEEKEEPthPthosEosEtratrannYnnY’sr’sroLLoLLinG:inG:teteElElveveCdCdeP1eP1887887 (t

(tCCCCrreleleeeeCCcc).)...aaFFxxFFeetteeccee  

  ——by Pete Huscher by Pete Huscher 36

36 PlPlyyggFFeeDDmCtmCt  

  ——by Jon Rodriguez by Jon Rodriguez 40

40 advadveeg:tg:tewewddfmfmkekegg  

  ——by Paul by Paul Mathewson Mathewson 4

433 wkplcesfeysldneveGeoldwkplcesfeysldneveGeold——by Judy Kerry by Judy Kerry 4

444 YmgawellFxi…Y’vealedyPdfiYmgawellFxi…Y’vealedyPdfi  

  ——by Thom Tschetter by Thom Tschetter 48

48 mEmmEmBErBErshishiPmaPmattEttErs:rs:seseppppgDgDdd s

seeppppgguupp—— by Kelly Hilmer by Kelly Hilmer 



DEPARTMENTS

2

2 FroFromthmthECEECEo:to:tk…Ck…Cee!—!—by Dennis Madden by Dennis Madden 50

50 aattrraannee 52

52 PPeeiiddynynee 57

57 sspppepedCdCllfefedd 64

64 LLfafadvdveeee

G

EARS

The views expressed in this publication should not necessarily be interpreted as

the official policy of the Automatic Transmission Rebuilders Association (ATRA).

Publication of product information or any

Publication of product information or any advertising does not imply recommenda-advertising does not imply

recommenda-tion by ATRA.

tion by ATRA.

GEARS

GEARS ™™, a publication of ATRA, 2400 Latigo Avenue, Oxnard, CA 93030,, a publication of ATRA, 2400 Latigo Avenue, Oxnard, CA 93030,

is published for the betterment of the transmission industry and is distributed

nine times per year. No part of this issue may be reproduced without prior written

permission of the publisher.

permission of the publisher.GEARS GEARS _{is distributed to members of the transmis-}_{is distributed to members of the}

transmis-sion industry in the United States, Canada, ATRA Members in Mexico & Europe,

sion industry in the United States, Canada, ATRA Members in Mexico & Europe,

and related automotive industry firms and individually. Send changes of address

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GEARS also welcomes articles submitted by members of the industry.also welcomes articles submitted by members of the industry.

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GEARS _{considers all articles for publication that contribute positively to the}_{considers all articles for publication that contribute positively to the}

welfare of the transmission industry, and reserves the right to edit all articles it

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C

ChhiieeffEExxeeccuuttiivveeOOffffiicceerr Dennis MaddenDennis Madden

M

Maannaaggiinngg EEddiittoorr Rodger BlandRodger Bland

T

Teecchhnniiccaall DDiirreeccttoorr Lance WigginsLance Wiggins

A

Addvveerrttiissiinngg Frank PasleyFrank Pasley

SeniorDesigner

SeniorDesigner Jeanet Jeanette Troute Troubb

ContributingEditors

ContributingEditors Steve BodofskySteve Bodofsky

Judy

Judy Kerry Kerry Paul Paul MathewsonMathewson

Thom

Thom Tschetter Tschetter Jack Jack RosebroRosebro

Bob Spitz

A

ATTRRAATTeecchhnniiccaallSSttaaffff Bill BraytonBill Brayton

Mike

Mike Brown Brown Steve Steve GarrettGarrett

Pete

Pete Huscher Huscher Jon Jon RodriguezRodriguez

Randall

Randall Schroeder Schroeder Dave Dave SkoraSkora

Mike Souza

DirectorofMembership&ITSvc

DirectorofMembership&ITSvc Kelly Hilmer Kelly Hilmer

Seminars&ConventionManager

Seminars&ConventionManager Vanessa VelasquezVanessa Velasquez

BookstoreManager

BookstoreManager Shaun VelasquezShaun Velasquez

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On The Cover: Sonnax Leader in

On The Cover: Sonnax Leader in the Transmissionthe Transmission

Industry For Over 30 Years.

(Paid Advertisement)

Page 18

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

 GGEEAARRSS JJuullyy 000099

L

ast month I needed some work ast month I needed some work

done on my 1998 Lincoln

Navigator. As

Navigator. As a a mechanic mechanic I I dodo

most of the work on it myself, but

here in California, we have to have our

vehicles smog checked every two years

before we can

before we can renew the registration.renew the registration.

The smog check can only be

per-formed at an official, smog check-only

formed at an official, smog check-only

station. They can’t perform repairs;

they just report whether your vehicle

passes the

passes the smog check or smog check or not. I got not. I got mymy

registration notice about a month

ear-lier, but put it off until the week it was

lier, but put it off until the week it was

due (naturally!).

I decided to take my truck to a place

called Smogie’s. I went there two years

ago and remember it being pretty quick

(and they sent me a reminder notice a

couple weeks before it was

couple weeks before it was due).due).

That day I had a busy schedule. In

addition, Rodger wanted to shore up

the

theWhat’s Working What’s Working schedule for Expo’sschedule for Expo’s

management program, and suggested

we do it over lunch. But I just

we do it over lunch. But I justhad had to getto get

my truck smog checked, so I figured I’d

leave the office at 10:30, blast across

town to Smogie’s, and we’d meet for

lunch 11:45.

Okay, hit the clock: I dash out of

the office at 10:30, and come

screech-ing into Smogie’s at 10:42. I sprint into

ing into Smogie’s at 10:42. I sprint into

the office to find four other

custom-ers… darn! (or something like that).

ers… darn! (or something like that).

Turns out two were leaving, one was

checking his car in, and the last one

forgot his paperwork and had to go hunt

it down. Wow! I was next.

It’s 10:50 and I realize I’ll

prob-ably be late for lunch, so I call Rodger,

ably be late for lunch, so I call Rodger,

“Don’t leave until I call, I’ll probably

be late.”

I’m pacing around the parking lot

when all of a sudden I see my truck

being

being driven driven into into the the test test bay. bay. It’sIt’s

10:57; great, I’ll make it. At 11:16

I hear my name called; my truck is

ready. I go to the counter and Kevin,

the service agent,

the service agent, asks “Wouasks “Would you likeld you like

to pay your DMV registration while

you’re here? It’s only an additional $10

service fee.”

Huh? I think in complete

bewilder-ment. Y

ment. You mean I’ll ou mean I’ll be able to be able to avoid theavoid the

long lines at the DMV and take care of

the registration right here? Great!

Now it’s 1

Now it’s 11:21 and I’m on my way1:21 and I’m on my way

back

back to to the the office; office; my my truck’s inspect-truck’s

inspect-ed and the registration renewinspect-ed. The

ed and the registration renewed. The

whole process took less time than I’d

have spent in the DMV by itself. What

service! I call Rodger and let him know

I won’t be late; in fact, I’m early. You

can bet this experience was part of our

lunch conversation.

So take a moment and ask yourself,

what do your customers need? It sounds

like a trick question, doesn’t it? “They

need their transmission fixed.” Well,

yeah, but is that what they

yeah, but is that what they reallyreallyneed?need?

I didn’t need a smog check or my

reg-istration renewed, I needed this

istration renewed, I needed this incon-

incon-venience

venience off my plate; I needed my dayoff my plate; I needed my day

back. Smogie’s not only met my needs;

they exceeded all my expectations.

How about your customer?

Yesterday he had a car in his driveway.

He had the freedom to come and go as

he pleased, and the security of knowing

that he’d get where he needed to go,

safely and on his schedule.

To

Today his world has been day his world has been seriouslyseriously

disrupted. He may not be able to get to

work, go to the store, or pick up his kids

from soccer practice or dance class. If

there’s an emergency, he’s now at the

mercy of a friendly neighbor or nearby

family member… or he has to rent a

car. Meanwhile he has his own car to

think about, with a big new expense

that he neither wanted nor expected.

Forget about the transmission repair

for a moment: What are his

for a moment: What are his needs?needs?

Keep in mind that, with every

cus-tomer, the needs will likely be a little

tomer, the needs will likely be a little

different. Maybe it’s more about towing

the car in off the road than about

find-ing alternate transportation. Or maybe

ing alternate transportation. Or maybe

it’s more about price than time. This

is where you need to

is where you need to think customer think customer ……

to identify each customer’s individual

needs, and then helping meet those

needs on a personal basis.

Ask yourself, is there a difference

between

between what what you you provide provide and and whatwhat

your customers need? No doubt you

take the time to make sure that you

provide quality service to your

custom-ers. And you probably make an effort to

ers. And you probably make an effort to

offer a little “value added,” service to

your work. But what do your customers

really need? Think customer.

When their cars are broken, they

need to get their lives back in order as

quickly and inexpensively as possible.

Sure, you’re going to fix their cars,

you’re going to do it right, at a fair

price, and you’re going to

price, and you’re going to get it done asget it done as

quickly as possible.

But what else do your customers

need? What do they

need? What do theyreallyreallyneed? Think need? Think

customer… and the answers becomes

obvious.

FROM

THE

CEO

by Dennis Madden

Think…

Customer!

Ask you

rse

lf, is th

er

e

a difference between

what you provide

and what your

customers need?

SPEAKER

(5)

(6)



 GGEEAARRSS JJuullyy 22000099

The Honda with a Bind in Reverse

I

wrote an article intro-wrote an article

intro-ducing the

ducing the

BAXA-MAXA transmissions

MAXA transmissions

back

back in August in August 2002. 2002. I I alsoalso

wrote an article about the

after-rebuild blues and the

dreaded P0740 code (March

2008). These units have

their share of problems, and

in this issue of

in this issue of Fun Fun withwith

Transmissions

Transmissions it’s about ait’s about a

bind

bind in in reverse, reverse, but but it’it’s s notnot

your everyday bind.

The First Question

The first question that

needs to be answered is

this: Does the car drive in

neutral? If the transmission

drives forward in neutral, we

know we’re dealing with an

internal assembly issue… a

mechanical bind. If it doesn’t

drive in neutral, we’re

look-ing at a

ing at a hydraulic issue.hydraulic issue.

The

The onlyonly clutch that’sclutch that’s

supposed to be applied in

reverse is the 4

reverse is the 4thth clutch.clutch.

When another clutch is

applied, a bindup will occur.

The Diagnosis

You’ll need to use a

pressure gauge to

pressure gauge to determinedetermine

which clutches are receiving

pressure in

pressure in reverse. A faster reverse. A faster

approach might be to loosen

all of the pressure taps by

about one turn and put the

car into reverse. Check to

see which tap starts leaking

then put the gauge on that

tap.

Fun

with

transmissions

It’s Not Your

Everyday Bind…

by Bill Brayton

Figure 1:

Figure 1: The Honda Accord reversThe Honda Accord reverse hydraulics. The 4th clue hydraulics. The 4th clutch and the reverse servo are tch and the reverse servo are appliedapplied

SPEAKER

Unwanted oil pressure causes a Honda BAXA/MAXA to bind in reverse.

(7)

(8)



In this case we found the 3

In this case we found the 3rdrdclutchclutch

pressure

pressure tap tap leaking. leaking. WWe e installed installed aa

gauge on the 3

gauge on the 3rdrd clutch pressure tapclutch pressure tap

to measure the pressure; it was nearly

equal to line pressure. This unwanted

pressure was causing the bindup.

Next,

Next, we we unplugged unplugged the the electricaelectricall

connections to see whether the

condi-tion changed. When

tion changed. When

electronically-con-trolled transmissions are unplugged,

trolled transmissions are unplugged,

they’ll usually act differently than when

they’re plugged in. Failsafe can make a

misbehaving transmission do

interest-ing thinterest-ings.

ing things.

The Honda transmission in our

example did something very unusual

when all the electronics were unplugged:

It no longer bound up in reverse.

V

erify the Diagnosis

The next step is to verify the

diag-nosis. For this verification, all of the

nosis. For this verification, all of the

solenoids must be plugged in, and the

pressure

pressure gauge gauge still still connected connected to to thethe

3

3rdrdclutch tap. The gauge shows there’sclutch tap. The gauge shows there’s

Figure 2:

Figure 2: The 3rd The 3rd clutch circuit in clutch circuit in reversereverse

with the solenoids plugged in.

Figure 3:

Figure 3: 3rd clutch oil exh3rd clutch oil exhausts through this hole austs through this hole in the valve boin the valve body dy

Now let’s look at the 3rd

clutch circuit in reverse

(figure 2). There’s an

exhaust passage next to

shift valve B. This looks

as though it should

keep the clutch from

applying if

there’

s any

oil in the circuit.

(9)

(10)



pressure at the 3

pressure at the 3rdrd clutch, causing theclutch, causing the

bindup.

Next,

Next, I I had had someone someone unplug unplug thethe

solenoids while the car was in

solenoids while the car was in reverse.reverse.

When the pressure dropped to zero, it

confirmed the hydraulic diagnosis.

It was obvious we needed to take

a look at the hydraulics.

“To the Hydraulic

Schematics We Go!

Figure one shows the MAXA in

reverse: The 4

reverse: The 4thth clutch is applied andclutch is applied and

the servo is in the reverse position.

Now

Now let’let’s s look look at at the the 33rdrd clutch cir-clutch

cir-cuit in reverse (figure 2). There’s an

cuit in reverse (figure 2). There’s an

exhaust passage next to shift valve B.

This looks as though it

This looks as though it should keep theshould keep the

clutch from applying if there’s any oil

in the circuit. Then why is this thing

binding in reverse, and why doesn’t it

bind when it’

bind when it’s unplugged?s unplugged?

For the answer to the first part of

this question, let’s look at the exhaust

port in the valve body (figure 3).

Figure 4:

Figure 4: Any oil in Any oil in the 3rd the 3rd clutch circuitclutch circuit

gets backed up at this small orifice

Figure 5:

Figure 5: With the With the transmission unpluggedtransmission unplugged

the valves are in a shifted position

Figure 4 shows the

0.040” orifice in the

plate. This is a very

small hole to exhaust

unwanted oil from the

3rd clutch.

(11)

GEARS

GEARS July July 2009 2009 99

As you can see, a fairly good size

port

port dumps dumps 33rdrd clutch oil back intoclutch oil back into

the transmission case. There are two

different holes in the plate that lead to

the port in the channel casting. But the

first hole in the plate is

first hole in the plate is muchmuch _smaller_smaller

than the hole that 3

than the hole that 3rdrdclutch oil goes toclutch oil goes to

when it’s plugged in.

When the transmission is in its

normal reverse operating mode — all

solenoids connected with no codes in

memory — the oil in the 3

memory — the oil in the 3rdrd clutchclutch

circuit goes through shift valve B to a

small hole in the plate. Figure 4 shows

the 0.040” orifice in the plate. This is

a very small hole to exhaust unwanted

oil from the 3

oil from the 3rdrd clutch.clutch.

When the transmission is in

reverse and unplugged, shift solenoid

B is open, allowing fluid to flow. This

puts

puts shift shift valve valve B B in in the the shifted shifted posi-

posi-tion (figure 5). Now the oil

tion (figure 5). Now the oil getting intogetting into

the 3

the 3rdrdclutch circuit goes through shiftclutch circuit goes through shift

valve B and shift valve A.

After shift valve A the oil goes

through a 0.236” x 0.161” slot in the

plate.

plate. The The unwanted unwanted oil oil then then flowsflows

through shift valve C and similar size

slots to the exhaust port (figure 6).

Figure 7:

Figure 7: Clutch feeClutch feed holesd holes

Figure 6:

Figure 6: Excess oil has no probExcess oil has no problem exhausting here whlem exhausting here whenen

the transmission is unplugged

(12)

1

100 GGEEAARRSS JJuullyy 22000099

Where Is the U

nwanted

Oil Coming From?

Honda transmissions use tubes to

supply oil to the clutch packs (figures

7 and 8). These tubes ride in bushings

(figure 8). When the tubes and bushings

wear, they develop leaks between the

clutch packs. When rebuilding these

units it’s critical to check these

bush-ings. Here’s how:

ings. Here’s how:

Attach a piece of cellophane tape to

one side of the tube. The tape is about

0.002” thick. If the tube goes through

the bushing with the tape attached, the

bushings

bushings need need to to be be replaced. replaced. OmegaOmega

Machine (www.omegamachine.com) is

now producing bushing

puller/installa-tion tools to handle this job. If the tools

tion tools to handle this job. If the tools

and replacement bushings are

unavail-able, you’ll need to replace the shaft.

able, you’ll need to replace the shaft.

A contributing factor for causing

bushing wear is when the

bushing wear is when the shaft supportshaft support

bearing bore get

bearing bore gets worn. This allows thes worn. This allows the

shaft to wobble and take out the

bush-ings (figure 9).

ings (figure 9).

The bearing in this photo has

0.018” play between the bearing and

the case. The bushings down in the

shaft are supposed to have less than

0.002” clearance. You can see why this

situation will wear the bushings out in

no time! Always check the case bore

for wear and replace

or repair the case as

needed. needed.

Conclusion

Repairing Honda Repairing Honda transmissions can be transmissions can be

very profitable when

you do the job right

the first time around.

But if you have to pull

that Honda

transmis-sion back out of the

sion back out of the

car, profitability can go

from the penthouse to

the outhouse real quick.

Take your time and be

very critical of your

rebuild procedures,

and you’ll be spending

your time in the

pent-house, having

house, having fun with fun with

transmissions!

Figure 8:

Figure 8: The bushinThe bushings are deep gs are deep in the shaftin the shaft

Figure 9:

(13)

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1

122 GGEEAARRSS JJuullyy 22000099

I

t’s Monday morning: At’s Monday morning: A

customer arrives at your

shop in a 2000 Elantra

and a harsh 4-3 coastdown

and kickdown shift

com- plaint.

plaint. It It uses uses an A4BF2 an A4BF2 andand

was used in 2000 and 2002

Elantras and Tiburons. The

2000 and later Accent also

has a version of this unit; the

A4AF3.

Both the A4BF2 and

A4AF3 are equipped with six

solenoids (figure 1) instead of

four like the earlier A4AF1

and 2, and

and 2, and the A4BF1. Dennisthe A4BF1. Dennis

Madden wrote three articles

(2006 August, September and

October issues of

October issues of GEARS GEARS ₎₎

that go into great detail on

how this unit functions with

the addition of pressure

con-trol solenoid B and shift

trol solenoid B and shift

sole-noid C.

noid C.

The August article, along

with the hydraulic diagrams (figures

2–4), explains in great detail how

pres-sure control solenoid B controls the

sure control solenoid B controls the for-

for-ward (rear) clutch when shifting from

ward (rear) clutch when shifting from

fourth gear back down to third in three

phases. As Dennis mentions in his

arti-cle, we’ve heard no complaints on the

cle, we’ve heard no complaints on the

HotLine of any downshift issues on the

earlier, four-solenoid version, in which

the forward clutch was controlled by

the line pressure control solenoid.

Harsh Downshift

In the last couple years, quite a

few of these harsh downshift

complaints

plaints have have surfaced surfaced on on the the newnew, , six-

six-solenoid version. A harsh coastdown

solenoid version. A harsh coastdown

or forced downshift into third with

no codes could indicate a mechanical

problem

problem with with pressure pressure control control sole-

sole-noid B, without causing any noticeable

noid B, without causing any noticeable

upshift issues. Since these solenoids are

hard-wired to the connector, the repair

requires replacing all six solenoids.

A more practical solution would be

to cut and splice in another solenoid.

Pressure control solenoid A, which

has the black wire, controls shift feel

(line pressure). Along side of pressure

control solenoid A is pressure control

solenoid B, which has the blue wire

(figure 1). These two solenoids can be

interchanged as a direct replacement.

No Forward in Drive;

Manual Low and Reverse

Okay

A

4

4 B

B

F

2

2 /

/

A

4

4 A

A

F

3

3 Problems Before

Problems Before

and After Rebuild

by Mike Souza

SPEAKER

(15)

Freudenberg-NOK

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4s&

-ILAN/(

(16)

1

144 GGEEAARRSS JJuullyy 22000099 Shift solenoid A is turned

Shift solenoid A is turned

off, moving the Shift Control

Valve to the 3rd Gear position.

This drains the oil holding the

Rear Clutch Exhaust Valve

and 2-3/4-3 Shift

and 2-3/4-3 Shift ValvValve. Bute. But

because of the difference in

valve diameters and the forces

working to move these valves

(spring and hydraulic),

the 2-3/4-3 Shift

the 2-3/4-3 Shift ValveValve

strokes first. This

applies the Front Clutch

and releases the Servo.

As with the other shifts,

shift feel is controlled

by Pressure Control

Solenoid A is turned off;

the Front Clutch and the

Kickdown Servo apply

and release receive full line

pressure. About this time,

pressure on the right side

of the Rear Clutch Exhaust

Valve drops enough to

allow the valve to move.

Recall that Pressure Control

Solenoid B controls the apply

rate of the Rear Clutch, and

the Rear clutch reapplies

during the 4-3 downshift. In

4th Gear, Pressure Control

Solenoid B is off, providing full

line pressure between

the two parts of the

Rear Clutch Exhaust

Valve. During the 4-3

downshift, Pressure

Control Solenoid B

reduces the pressure to

the Rear clutch Exhaust

Valve. If this pressure is

above about 45 PSI, the

two valves in the Rear

Clutch Exhaust Valve

train will split apart. Rear

clutch apply oil seats the #3

checkball. The apply rate of

the Rear Clutch is controlled

by the orifice next to the #3

checkball. This is also the

sequence used if Pressure

Control Solenoid B fails

closed (failsafe).

A4BF2/A4AF3 Problems Before and After Rebuild

(17)

(18)

1

166 GGEEAARRSS JJuullyy 22000099 Recall that Pressure Control

Recall that Pressure Control

Solenoid B controls the apply

rate of the Rear Clutch, and

the Rear Clutch, and the Rear

Clutch reapplies during the

4-3 downshift. In 4th

4-3 downshift. In 4th Gear,Gear,

Pressure Control Solenoid B

is off, providing full line

pressure between the

two parts of the Rear

Clutch Exhaust Valve.

During the 4-3

During the 4-3 downshift,downshift,

Pressure Control Solenoid

B reduces the pressure to

the Rear Clutch Exhaust

Valve. If this pressure is

below about 45 PSI, both

parts of the Rear Clutch

Exhaust Valve train will

stroke. Now the apply

rate of the Rear Clutch

is controlled solely by

Pressure Control Valve

B and Pressure Control

Solenoid B.

Shift Solenoids A and B are

energized, moving the Shift

Control Valv

Control Valve to the e to the 1st Gear 1st Gear

position. Pressure Control

Solenoid B is cycled by the

computer

computer, controlling , controlling thethe

apply rate of the Rear

apply rate of the Rear ClutchClutch

via Pressure control Valve B.

Once the Rear Clutch is fully

applied, Pressure Control

Solenoid B remains off until

the Rear Clutch releases

and then reapplies. The sole

purpose of Pressure Control

Solenoid B is to control the

apply rate of the Rear

apply rate of the Rear Clutch.Clutch.

Pressure Control Solenoid

A is on, which keeps the

Low/reverse Brake off. Shift

Solenoid C is off.

A4BF2/A4AF3 Problems Before and After Rebuild

(19)

GEARS

GEARS July July 2009 2009 1717

The sole purpose of

pres-sure control solenoid B is to

sure control solenoid B is to

control the apply rate of the

forward clutch. Pressure control

solenoid A is on, which keeps

the low/reverse brake off. Shift

solenoid C is off (figure 5).

As mentioned before, pressure

control solenoids A and B are

identical and located next to

each other. The only visible

dif-ference is the wire color, so it’d

ference is the wire color, so it’d

be

be easy easy to to accidentally accidentally swapswap

them during a rebuild, without

setting any codes.

The hydraulic diagrams

(figures 6 and 7) show why this

would cause no forward

move-ment in drive. When placed in

ment in drive. When placed in

the correct locations, pressure

control solenoid A is on and the

low/reverse clutch is released,

while pressure control solenoid

B is off and the forward clutch

applied.

If installed incorrectly

(fig-ure 7), when press(fig-ure control

ure 7), when pressure control

solenoid B is

solenoid B is off, the low/reverseoff, the low/reverse

clutch applies, and while

pres-sure control solenoid A is on,

sure control solenoid A is on,

the forward clutch releases. The

solution? Switch the solenoids

back where the

back where they belong, and they belong, and the

transmission should start

work-ing properly.

ing properly.

This mistake can really have

you pulling your hair out, with

no codes or obvious failures to

guide you. Hopefully this

infor-mation will help prevent dealing

mation will help prevent dealing

with the problems before and

after a rebuild. after a rebuild.

July 2009

FOR THE TRANSMISSION REBUILDING INDUSTRY

FOR THE TRANSMISSION REBUILDING INDUSTRY

JULY 2009

JULY 2009

Toyota Hybrid Transaxle

Toyota Hybrid Transaxle

Cooling Systems

Cooling Systems

A4BF2/A4AF3 Problems

A4BF2/A4AF3 Problems

Before and After Rebuild

Before and After Rebuild

Defining Performance in the Transmission

Defining Performance in the Transmission

Industry... for Over 30 Years

Sonnax Leads

Sonnax Leads

with TF80 & TF81 V

with TF80 & TF81 V

alve Bodies

alve Bodies

*

*

SOLUTION

SOLUTION

SPECIAL INTEREST

SPECIAL INTEREST

& TECHNICAL

& TECHNICAL

DEPARTMENTS

DEPARTMENTS

G

G

EARS

EARS

TABLE OF CONTENTS

TABLE OF CONTENTS

G

G

EARS

EARS

L

L

FROM

FROM

THE

THE

CEO

CEO

by Dennis Madden

by Dennis Madden

Think…

Think…

Customer!

Customer!

Ask you

Ask you

rse

rse

lf, is th

lf, is th

er

er

e

e

a difference between

a difference between

what you provide

what you provide

and what your

and what your

customers need?

customers need?

I

I

The First Question

The First Question

The Diagnosis

The Diagnosis

_SOLUTION

_SOLUTION