7B

AUTOMATIC TRANSAXLE
(Electron ical ly Control led)

OUTLINE ..78- 2
CONSTRUCTION....... 7B,- 2
SPECIFICATION ....... 78_ 3
COMPONENT LOCATION......... 7B,- 4
STRUCTURAL VIEW... 7B'- 5
OPERATION OF COMPONENTS............. 78_ 6
INTERCHANGEABILITY OF
MAJOR COMPONENTS........ ..7B'- 7
SHIFT PATTERN ...... 78- 8
RANGE AND MODE ............ ..7B,- 8
SHIFT PATTERN OF EACH RANGE 78- 9
PRIORITY OF RANGE AND
MODE DETERMINATION...... . 7B_10
EC-AT ELECTRICAL SYSTEM ..78-11
SOLENOID VALVES AND SHIFT CONTROLTB-12
SOLENOID VALVE OPERATION TABLE ...79'-12
2-4 BRAKE BAND APPLY SIDE
DRAIN CONTROL . 78-13
2-4 BRAKE BAND ENGAGEMENT
PRESSURE CONTROL
.,1" RANGE 2ND GEAR
79_14
CONTROL 78-16
3RD GEAR CONTROL 78-17
SELF.DIAGNOSIS SYSTEM ...... 7B-18
SELF-DIAGNOSIS FUNCTION .. 7B-18
FAIL-SAFE FUNCTION 78-19
DISPLAY OF WARNING CODE 78-19
DIFFERENTIAL........ .78-21
orL cooLER .......... .78-22
coNDITION IN EACH RANGE ,..7e,-23
REVERSE GEAR (R RANGE) ............. ..... 78-24
lST GEAR (D, S, AND L RANGES) 78-28
1ST GEAR (HOLD L RANGE) ..78-32
2ND GEAR (D AND S RANGES) ............. 79-34
2ND GEAR (HOLD S, AND L RANGES).... 78-38
3RD GEAR (D AND S RANGES).............. 78-42
oD (D RANGE) .,....79,-48
86U078-501
OUTLINE
CONSTRUCTION
The 1988 model EC-AT is an improved version of that used in the 1987 EC-AT, resulting in improved
driveability and fuel economy.
1 , As a result of modification of the shape of the fins, the maximum efficiency of the torque converter
is improved from 78oh to 830/0.
2. ln order to reduce weight, the 3-4 clutch drum is changed from a cast piece to a pressed piece.
3, With the increased power of the turbo engine models, the number of drive and driven plates, as
well as the width of the teeth of the idle, output and drfferential gears, have jointly been increased.
4.The shift selector ranges are changed as described below.

1988EC-AT .PRNDSL
1987 EC-AT. P R N D 2 1

D range shift patiern: '1st * 2nd * 3rd (lock-up) * OD (lock-up)

S range shift pattern: lst *r 2nd .' 3rd
I ranoe shift nattern: lst * 2nd
5. A "HOLD" mode is added to the previous "ECONOMY" and "POWER" modes.
The shift pattern in the "HOLD" mode is as follows:

D range... (2nd ++) 3rd

S range... ., 2nd (fixed)
L range..... 1 st (f ixed)
6. To further improve the feeling during shifts, modifications have been made to the passages within
the valve body, the springs. and to solenoid valve operation.
7. ln order to suppress lateral vibrations transmitted to the body during sudden acceleration from a
stop, the position of the differential has been lowered.
8. An air-cooled oil cooler is equipped to reduce the temperature of the automatic transmission fluid.
86U078,502

7B-2
i

SPECIFICATION

EC-AT (G4A-EL)

Model 1988 626

1987 626
Turbo Non-Turbo

Torque converter stall torque ratio 1.600-1 .800 : 1 1.700-1 .900 : 1 1 .900-2.1 O0 : 1

First 2.800

Second 1.540

Gear ratio Third 1.000

Fourth (OD) 0.700

Reverse 2.333

Final gear ratio 3.700

Forward clutch 4t4 3t3

Coasting clutch 2t2

Number of
3-4 clutch 5/5
drive platesldriven plates
Reverse clutch 2t2

Low and reverse brake cic 414 .t/.t

Servo diameter (Piston outer dia./retainer inner dta ) mm (in) 78t36 (3.07t1.42) 78140 (3.0711.57) 76150 (2.9911.97)

P185/70R14 20 :25
Speedometer gear ratio
(Driven/Drive gear) P195/60HR15
21 .25
P195/60T15 87H
Type Dexron ll or M lll
Automatic transmission
fluid Capacity liters 6.2 (6.6, 5.4) 6.0 (6.3, 5 3)
(US ot. lmo ot)
86U078-503

7B-3
COMPONENT LOCATION

EC-AT control unit

Vehicle soeed Mode indicator
sensor light

Cruise
control unit

/)
l__-_/

Cruise control switch Mode switch

Hold switch

Water temperature switch

Throttle sensor

c-7
7
ldle switch
'\'--'-
temperatu re switch

t/ I

l/

Solenoid valves

86U07B-504

7B-4
STRUCTURAL VIEW

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7B-5
OPERATION OF COMPONENTS
Low reverse Torque convertor
Forward clutch 2-4 brake
3-4 clutch
Reverse clutch Parking gear

Coasting
clutch

One-way
clutch 1

Large sun
gear

Small sun gear

Long pinion Short plnion
Damper piston
One-way clutch 2 Internal gear
76U078-508

Engine Operation elements

Range Gear braking Forward Coasting 3-4 Reverse 2-4 brake Low & re. 0ne-way One-way
effect clutch clutch clutch clutch Applied Released verse l)fa|(e clutch 1 clutch 2
P
R Reverse tcJ C o
N
1st No o C
2nd No o o
Below approx
D 40 km/h . toJ o o o o C
3rd
tSoo',f,300'o' t"' C C C o C o
OD YES C o o
1st No C o c
2nd No o o o
3e ow approx
S
40 km/h
YeS C o C C C
3rd
Above approx
40 km/h
tcJ C o o o o o
L
lst No C o C
2nd Yes C C o o
2nd No C o
D
Be ow approx,
40 km/h
tcJ C o C o o
3rd
Above approx,
40 km/h
C o o @ o o
2nd Yes C o o o
Below approx.
S 40 km/h
Yes C o o C C
3rd
Above approx.
40 km/h
Yes o o C @ o o
L
1st Yes o o C c C
2nd Yes Co o C
@: Indicates fluid pressure to servo but band not applied due to pressure difference in servo. B6u07B-506

7B-6
 INTERCHANGEABILITY OF MAJOR COMPONENTS
Parts interchangeability and changes between the 1988 626 and the 1987 626 automatic transaxle
are shown below.

Symbols
A rn+arnhannaahra '88 626 Non_Turbo and'87 626
^^tween
X : Not interchangeable

lnter-
Part name Remark
changeability
Center line of differential lowered to reduce driveshaft
Converter housing vibration

Transaxle case Additional No.4 engine mount bolts

Torque converter Efficiencv imoroved from 780/o to 830/o

I
Oil pump Oil pump body shape changed

t Shape of reverse-forward drum and sun gear drum

Clutch and one-way clutch assembly cnangeo
One-way clutch 2 Outside diameter enlarged for increased strength
Carrier hub assembly Shape changed for weight reduction
Pressed-type drum instead of cast drum {or weight
3-4 clutch assembly reduction
I
Output shell S ze enlarged for increased strength
Turbine shaft Shaft diameter reduced for weioht reduction
Oil pump shaft A Shape changed due to changed transaxle case
Sprng specification, valve shape. and oil pressure pas-
Control valve body X
sage changed to mprove shift feeling
Differential assembly X Gear width rncr€dS€d for increased strencth
Shaft diameter and gear width increased with change ol
Output gear assembly A
differentlal
Shaft dlameter and gear width increased with change ol
ldle gear assembly A
differentlal
Accumulator changed to two-piece type and body
Bearing housing X
changed to aluminum for weight reduction
86U078-507

7B-7
SHIFT PATTERN
RANGE AND MODE
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86U07B-508

7B-B
SHIFT PATTERN OF EACH RANGE
The 1988 626 has nine shift programs described below. The EC-AT control unit selects the proper
program based on the range and mode conditions.

1. D range
Three shift programs are provided.
(1) Power and Economy modes
1st, 2nd, 3rd, 3rd (lock-up), OD, and OD (lock-up) shifts are provided. Shift points in power mode
are al higher speeds than those of economy mode.
(2) Hold mode
2nd and 3rd shifts are provided. 2nd gear is selected only at 20 kmlh (12 mph) or below to
assure acceleration. After that, 3rd gear is held. To prevent over speeding the engine when
Hold is selected in OD, OD is held until OD * 3 downshift speed (168 km/h, 104 mph) is reached.

2. S range
Two shift programs are provided.
(1) Power and Economy modes
1st, 2nd and 3rd shifts are provided. The shift points for both modes are the same, and these
^'^ +''^
cilu ^^*^ as those of D ranoe oower mode.
Utu JcltItu
(2) Hold mode
2nd gear rs provided and held. To prevent over speeding the engine when Hold is selected
in 3rd, 3rd gear is held until 3 - 2 downshift speed (122 kmlh,69 mph) is reached.

3.L range
Two shift programs are provided.
(1) Power and Economy modes
1st and 2nd shifts are provided. The shift points for both modes are the same, and these are
the same as those of D range power mode. To prevent over speeding the engine during 3 --
2 downshift, 3rd gear is held until 3 -- 2 downshift speed (112 kmlh,69 mph) is reached.
(2) Hold mode
1st gear is provided and held. To prevent over speeding the engine during 3 -, 2 -- 1 down-
shift, 3rd and 2nd gears are held until 2 -- '1 downshift speed (47 kmlh,29 mph) is reached.

4.P&Nrange
The transmission is in neutral position hydraulically. However, the shift solenoid valves are in the
pattern for 3rd or 1st gear according to vehicle speed in preparation for shifting to D range.

5. R range
The transmission is in reverse gear position hydraulically. The shift solenoid valves are in the pattern
lnr Q,rr1 naar
86U07B 509

7B-9
PRIORITY OF RANGE AND MODE DETERMINATION

MODE switch
(Power switch)

^KZ
.sy
HOLD switch

HOLD indicator MODE indicator

86U078 51 0

The range is determined according to signals received from the switches (D, S, L, N and P) within
the inhibitor switch.
The mode is determined according to signals from the MODE switch and those from the HOLD switch,
When the HOLD swrtch is ON, the HOLD mode has priority, regardless of the setting of the MODE switch.
Therefore, the POWER and ECONOMY modes cannot be selected in either the D, S or L ranges while
in the HOLD mode. The HOLD indicator within the instrument cluster illuminates. The POWER/ECON-
OMY indicator will not illuminate.

SWITCH I
HOLD indicator Power indicator Economy indicator
HOLD MODE
ON ON or OFF ON OFF OFF
OFF ON OFF ON OFF
OFF OFF OFF OFF ON

7B-10
I

EC-AT ELECTRICAL SYSTEM

t

I
Range and HOLD
indicator light
Throtlle sensor
Mode indicator light
Fluid
.1 -_/>
lal
tUL---^t
u
remp
switch
ldle switch l(
,/\

Water temp switch

Pulse
genelator
EC-AT
Control unit

Vehicle
speed
sensor

@
Cruise control switch

EI
tPtl
lBll
rT\
-A
Ell
,/\-t/I totl ll:ll
./Y tEll
tErl
EI
llEcNll
@,
HOLD II Input
sWncH lnhiibitor Mode Brake light
swiltch switch switch Output

86U078-51 1

System modifications
1 . With the addition of the HOLD function, a HOLD switch and HOLD indicator are added in the instru-
ment cluster. I
2.fhe kickdown switch has been discontinued, and the detection of a 718 or more opening of the
accelerator (formerly performed by the kickdown switch) is now done by the throttle sensor.
3. The air conditioner cut-off relav has been discontinued.

t6-t I
 SOLENOID VALVES AND SHIFT CONTROL
SOLENOID VALVE OPERATION TABLE

SOLENOID VALVES
RANGE GEAR
1-2 2-3 3-4 Lock-up
P Non ON

R Reverse ON

Below approx 18 km/h (11 mph) ON

N
Above approx, 18 km/h (11 mph) ON

lsl ON ON

2nd ON ON ON

Below approx. 40 km/h (25 mph)

D 3rd Ahnrio annrnv Lock-up OFF ON

40 km/h (25 mph)
Lock-up ON ON ON

Lock-up OFF ON ON
OD
Lock-up ON ON ON ON

1st ON ON

2nd ON ON ON
S

I t*,o* approx. 40 kmih (25 mph)

Above approx 40 km/h (25rnph) ON

I
1st ON ON

L Below approx. 110 km/h (68 mph) ON ON

2nd
Above approx. 110 km/h (68 mph) ON

2nd ON ON ON

D Below approx. 40 km/h (25 mph)

3rd
Above approx 40 km/h (25 mph) ON

2nd ON ON

HOLD S Below approx. 40 kmih (25 mph)

3rd
Above approx. 40 km/h\zs mptr; ON

'1
st ON

L Below approx. 110 km/h (68 mph) ON ON

2nd
Above approx. 110 km/h (68 mph) ON
86U078-51 2

7B-12
2.4 BRAKE BAND APPLY SIDE DRAIN CONTROL

2-4 brake band

Apply side 9

1-2 accumulator Release side

t-z 2-3
shift valve shift valve

ON
'-l
|J

86U078-51 6

During a downshift (kickdown) to 1st gear, the 2-4 brake band release speed is quickened and shift-
ing time is shortened, thus improving vehicle response.
In order to increase the band releasb speed, a band servo "apply" side drain port is added to the
2-3 shift valve. This is in addition to the drain at the 1-2 shift valve.

Operation
Downshift from OD, D3 or D2 to 1st gear
fhe 1-2 and 2-3 shift valves are positioned as shown in the illustration because the 1-2 solenoid valve
to 1st gear.
is switched OFF (closed) and the 2-3 solenoid valve is switched ON (drain) when there is a shift
As a result, the drain speed is faster than previously because the 2'4 brake band "apply" side line
pressure (9) is drained from the ports of both shift valves.
Consequently, the shift to 1st gear is faster.

/ t1- tJ
2.4 BRAKE BAND ENGAGEMENT PRESSURE CONTROL

2-4 brake band

Apply side 9
'l

1-2 accumulator Release side

Line oressure Line pressure

ln Ds and

Line pressure Line pressure

2-4 brake band

Apply side 9

1-2 accumulator Release side

Line oressure

t12 OFF
il X

i
Drain Line pressure
tJ

86U07B-51 3

7B-14
In order to reduce the feeling of shift impact during a shift from 3rd gear to OD, the two devices described
below have been adopted to weaken the initial engagement pressure applied to the 2-4 brake band
servo.
. Addition of 1-2 accumulator rear surface pressure (13).
For the 1987 EC-AT, line pressure was only applied to the 1-2 accumulator in one location (7) in
all gears.
Forthe 1988 EC-AT, however, the line pressure is also applied to one additional location (13) for
3rd gear to OD shift. The accumulator now functions during 3rd to OD shifts as well as during shifts
from 1st to 2nd gear.
. Apply side line pressure control is changed.
Operation
1987 EC-AT
Operation of the 2-4 brake band was accomplished by simply taking away the "release" pressure
of applied to both sides ("apply" and "release") of the brake band during 3rd gear.

1988 EC-AT
Explained briefly, for 2-4 brake band operation, when the "release" pressure of the band servo is
drained, the "apply" pressure is also drained momentarily.
Then, when reapplied, movement of the 1-2 accumulator causes low initial engagement pressure to
be applied to the "apply" side.
.1-2
The 1-2 shift valve, solenoid valve and 1-2 accumulator act so as to control this "apply" side pres-
sure. The details are explained below.
.1
. When there is a shift from 3rd gear to OD, the 1-2 solenoid valve is switched OFF (close) momentarily.
2. Llne pressure (12) causes the'1-2 shift valve to move to the left.
3. The 1-2 shift valve drains the "apply" side pressure.
At the same time, the 1-2 accumulator is caused to move to the right.
4. The 1-2 solenoid valve is once again switched ON (drain).
5. The 1-2 shift valve moves to the right.
6. Line pressure (1) is applied to the "apply" side.
The initial engagement pressure then becomes low, because the 1-2 accumulator (which receives
additional back pressure at this time) is activated, and the engagement of the 2-4 brake becomes
smooth.

7B-15
,.L'' RANGE 2ND GEAR CONTROL

3-4 clutch oressure

2-3 timing valve

2-3 shift valve

3
I
I
I
XX OFF
l_J

Line pressure Line pressure

(ln "D" and "S" range)

At a vehicle speed of 110 km/h (68 mph), the 2-3 solenoid is switched OFF (closes), and the 1-2 shift
valve is caused to move to the left side. I
As a result, delay in activation of the 3-4 clutch by line pressure (3) (not applled during "L" range)
is eliminated when there is a shift to "S" or "D" rance.

78-16
3RD GEAR CONTROL

2-4 brake band

lN Ds APPROX. 40 km/h (25 mPh)
Apply side
I

Release side
1-2 accumulator

1-2
shift
valve
OFF
LJ
Line oressure
2-4 brake band

Apply side 9
lN Dz 15

1-2 accumulator Release side

1-2 shift
VAIVE

E6UO /8.51 8

In order to reduce shift impact during a downshift from 3rd gear to 2nd gear, the 1-2 solenoid valve
is switched OFF (closed) at a vehicle speed of below 40 km/h (25 mph), and the line pressure at the
2-4 brake band servo "apply" side is drained.
The reason for this is to activate the 1-2 accumulator when there is a shift to 2nd gear (i.e., when the
2-4 brake band is activated).
Previously, when there was a shift to 2nd gear, there was only a drain of the "release" side of the
line pressure applied to the 2'4 brake band.

7B-17
SELF-DIAGNOSIS SYSTEM
The EC-AT control unit has built-in self-diagnosis, fail-safe, and warning code display functions for the
.main input sensors and all of the output solenoid valves.

SELF.DIAGNOSIS FUNCTION

HOLD indicator
r- ..8"^"d;;;- r
aEi Lq;"'" t*T '*i=o
t.//7
:." o z a'": "lo,o
*,Knan
r'/6----1a., s

Flashing cycle

l 1 sec.

-- ON (llluminated)

OFF (Not illuminated)

L'cy.r"--l
86U07B-51 9
lf a malfunction occurs in any of the EC-AT system components described below, the HOLD indicator
flashes to warn the driver of a malfunction.
. Vehicle soeed sensor
o Throttle sensor
. Pulse generator
. 1-2 shift solenoid valve
. 2-3 shift solenoid valve
. 3-4 shift solenoid valve
o Lock-up solenoid valve
lf a condition as shown in the table below exists, the EC-AT control unit judges that the component
has a malfunction.

Component Conditions for judgement of malfunction

No input signal from speed sensor while driving at drum speed above 600 rpm in D,
Vehicle speed sensor
S or L ranges
Open-circuit when accelerator pedal not depressed more than 7/8, short-circuit, or in-
Throttle sensor
correct adjustment
No input signal from pulse generator while driving at 40 km/h (25 mph) or higher in
Pulse generator
D,SorLranges
Open or short-circuit of transistor within EC-AT contrOl unit or wiring harness of sole-
Solenoid valves
noid valves

78-18
FAIL-SAFE FUNCTION
lf a malfunction occurs in the following components, the fail-safe function makes it possible to drive
the vehicle with only slightly diminished performance.

1. Throttle sensor
The EC-AT control unit considers the throttle opening to be at 4/8 stroke. Shifting is performed in
accordance with siqnals from the vehrcle speed sensor and the shift pattern for that fail-safe function.

2. Pulse generator
Shifting is performed in accordance with signals from the vehicle speed sensor and the shift pattern
for that fail-safe function. lf a malfunction occurs at one of the solenoid valves along with a malfunc-
tion of the pulse generator, the operation of the malfunctioning valve is cancelled.

3.1-2, 2-3 or 3-4 solenoid valve (all for shifting)

The operation of the remaining normal solenoid valve(s) performs the shifting with as little interfer-
ence as possible with driving performance, lf a malfunction occurs at all four solenoid valves, the
.1st,
operation of all solenoid valves is cancelled, and 3rd, and reverse gears are obtained hydraulically.

4. Lock-uo solenoid valve

The solenoid valves for shifting operate normally but no lock-up is obtained.

Note
It allsolenoid valves are switched OFF, D and S ranges become 3rd gear position, L range
becomes 1st gear position, and R range is reverse gear position. These gears are obtained
hydraulically.

DISPLAY OF WARNING CODE

lf a malfunction occurs in components which the EC-AT control unit can diagnose, the control unit
causes the HOLD indicator to flash while the malfunction is continuing. At the same time, the control
unit memorizes the code of the malfunction for diagnosis with the EC-AT Tester.
The flashing of the HOLD indicator goes out if the malfunction recovers.

When the EC-AT 1-pin service connector is grounded and the ignition switch is turned ON, the EC-AT
control unit outputs any memorized warning codes by flashing of the HOLD indicator.
The EC-AT Tester displays the codes by numbers when connected to the 6-pin service connector.
lf there is more than one malfunction, the code numbers are displayed in numerical order.

1-pin
86U078-520

7B-19
Warning Code Table
The following table shows malfunction code numbers and code patterns.

Malfunction Code number Code pattern

ON
Vehicle speed sensor 06
OFF

Throttle sensor 1a
tz

Pulse generator 55

1-2 shift solenoid valve 60

2-3 shift solenoid valve ol

2-3 shift solenoid valve 62

Lock-up solenoid valve 63

86U078-521

Note
The memory of a malfunction can be cancelled by disconnecting the negative battery ter-
minal for approximately 5 seconds.

7B-20
DIFFERENTIAL

o
o
12 mm
(0.472 in)

(0.472 in)

86UO78-522

In order to prevent lateral vibratrons during sudden acceleration from a stop, the center ltne of the
differential is lower, and the driveshqft angle has been reduced.
Refer to Section 9 for more information

7B-21
OIL COOLER

t\\
//7
,")[
t,(
4'// r{\
\\>/
-

Water-cooled
Oil cooler
(RadiatoQ

Air cooled
Cil cooler

86U078-523

An air-cooled oil cooler is added to the previous water-cooled oil cooler to further reduce the tempera-
ture of the automatic transmission fluid. The oil flow is shown below.

Water-cooled oil cooler

7B-22
CONDITION IN EACH RANGE
Hydraulic Circuit (P range)

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-9

B6UO78-524

7B-23
REVERSE GEAR (R RANGE)

and
Reverse clutch (C+) reverse brake (Bz)
I

86U07B-525

Operating Elements:
Reverse clutch (C+), low and reverse brake (Bz)

Power Flow
The force (counterclockwise) from the turbine shaft is input (counterclockwise) to the large sun gear
(St) by the reverse clutch (C+).
The input (counterclockwise) of the large sun gear (St) causes the long prnion (Pt) to rotate (clockwise).
Because planetary carrier (C) is held at this,time by low and reverse brake (Bz), the output passes
through internal gear (R), and flows from th'e output gear (clockwise).

Note
All directions of rotation are as viewed from the oil pump.

7B-24
Hydraulic Circuit (R Range)

5o
I eA
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qE g; x:y
E€gE9
oo6

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sss.€[
EEgSF
mffillI -oc4*
ii;

f
6 6 o
E o o

3 6 E
o o
u tr o 6
N

-9

=
F

86U078,526

7B-25
Hydraulic Circuit (N Range, Below Approx. 18 km/h (11 mph))

If9
gd
ar,
o.E
=

s€Eo E
gE; H
@o9:
-EEo-5
99
:EE.=O
eg
FFJF

nffirH

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o
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d

Y
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86U078-527

78-26
Hydraulic Circuit (N Range, Above Approx. 18 km/h (11 mph))

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86U078-528

7B-27
1ST GEAR (D, S, AND L RANGES)

One-way clutch 2
(owc 4 '/t

One-way clutch
(owc 1)

Forward clutch (Cl)

86U078-529

Operating Elements:
Forward clutch (Cr), one-way clutch 1 (OWC1), one-way clutch 2 (OWC2)

Power Flow
When the forward clutch (Ct) is engaged, the force of the turbine shaft (counterclockwise) is trans-
ferred, via the reverse-forward drum, to the outer race of the one-way clutch 1 (OWCl).
Rotation (clockwise) of the inner race is prevented by the action of one-way clutch 1, and the small
sun gear (Sz) rotates (counterclockwise).
The iotation of this small sun gear (Sz) causds the short pinion (Pz) to rotate (clockwise) and the long
pinion (Pt) to rotate (counterclockwise).
Because one-way clutch 2 (OWC2) is activated at this time, the power flows through the internal gear
(R) and out from the output gear (counterclockwise).
The engine brake effect is not possible, because the one-way clutch '1 allows slippage.

Note
All directions of rotation are as viewed from the oil pump.

7B-28
Hydraulic Circuit (D range, 1st)

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76U078-586

7B-29
Hydraulic Circuit (S range, 1st)

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86U078-530

7B-30
Hydraulic Circuit (L range, 1st)

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86U078-531

7B-31
1ST GEAR (HOLD L RANGE)

One-way clutch 2
(owc 2)
Low and reverse brake
(Bd

Coasting clutch (Cz)

One-way clutch 1

(owc 1)

Forward clutch (Cr)

86U07B-532

Operating Elements:
Forward clutch (Ct), coasting clutch (Cz), low and reverse brake (Bz), one-way clutch (OWC1)

Power Flow
The 1 range (1st gear) is the same as in D range (1st gear) except that the coasting clutch (Cz) is
engaged, and the low and reverse brake (Bz) engages instead of one-way clutch 2 (OWC2), thus secur-
ing the planetary carrier (C), and, engine brake effect is possible.

I E-JZ
Hydraulic Circuit (Hold; L range, 1st)

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86U078-533

7B-33
2ND GEAR (D, AND S RANGE)

2-4 brake
(B')

Revolution
Revolution

clutch 1

(owc 1)

clutch (Cr)

86U078 534

Operating Elements:
Forward clutch (Ct),2-4 brake (Bt), one-way clutch (OWC1)

Power Flow
The force (counterclockwise) of the turbine shaft, as a result of the engagement of the forward clutch
(Ct), causes the small sun gear (Sz) to rotate (counterclockwise), the same as in D range (1st gear).
The rotation of this small sun gear (Sz) causes the short pinion (Pz) to rotate (clockwise), and the long
pinion (Pr) to rotate (counterclockwise).
tat
because the large sun gear (St) is secured tf is time, the planetary carrier (C) revolves around the
large sun gear (St) and the power flows (counterclockwise) from the output gear, via the internal gear
(R)
The engine brake effect is not possible, as in D range ('1st gear), because of one-way clutch 1 slippage.

Note
All directions of rotation are as viewed from the oil pump.

7B-34
 Hydraulic Circuit (D range, 2nd)

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76U078-588

7B-35
Hydraulic Circuit (S range, 2nd)

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86U078-535

7B-36
MEMO
2ND GEAR (HOLD S, AND L RANGES)

2-4 brake
(B')

Revolution

Revolution

Coasting clutch (Cz)

One-way clutch 1

(owc 1)

Forward clutch (Cr)

86U07B-536

Operating Elements:
Forward clutch (Ct), coasting clutch (Cz), 2-4 brake (Bt), one-way clutch 1 (OWC1)

Power Flow
The 2 and 1 range (2nd gear) operate the same as in D range (2nd gear), except that one-way clutch
1 (OWC1) is locked as a result of the engagement of coastrng clutch Cz, and the engine brake effect
is oossible.

7B-38
Hydraulic Circuit (Hold; S range, 2nd)

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86U07B,537

7B-39
Hydraulic Circuit (L Range, 2nd; Below Approx. 110 km/h (68 mph))

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86U078-538

7B-40
Hydraulic Circuit (L Range, 2nd; Above Approx. 110 km/h (68 mph))

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86U078-539

7B-41
3RD GEAR (D AND 2 RANGES)

3-4 clutch (Ce)

Revolution

Coasting clutch
(cr)

One-way clutch 1

(owc 1)
Forward clutch (Cr)

86U078-540

Operating Elements
Forward clutch (Ct), coasting clutch (Cz), 3-4 clutch (Cs)

Power Flow
Power force (counterclockwise) of the turbine shaft is transferred from the 3-4 clutch (Cs)to the plane-
tary carrier (C). Also, power force is transferred, via the forward clutch (Ct) and the coasting clutch
(Cz), to the small sun gear (Sz).
As a result, the planetary carrier (C) and the small sun gear (Sz) rotate (counterclockwise) at the same
soeed.
The internal gear (R) also rotates (counterclockwise) at the same speed, and there is power output
from the output gear.
Because one-way clutch 1 (OWC1) is locked as a result of the engagement of the forward clutch (Ct)
and the coasting clutch (Cz), the engine brake effect is possible.

Note
All directions of rotation are as viewed from the oil pump.

7B-42
Hydraulic Circuit (D Range, 3rd; Below Approx. 40 km/h (25 mph))

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86U07B-541

7B-43
Hydraulic Circuit (D Range, 3rd; Above Approx. 40 km/h (25 mph), lock-up ON)

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86U078-542

7B-44
Hydraulic Circuit (S Range, 3rd; Below Approx. 40 km/h (25 mph))

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86U078-543

7B-45
Hydraulic Circuit (S Range, 3rd; Above Approx. 4O km/h (25 mph))

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86U078-544

78-46
 MEMO

I
oD (D RANGE)

2-4 brake
(B') 3-4 clutch (Cs)

Revolution

One-way clutch
(owc 1)
Forward clutch (Cr)

86U078-545

Operating Elements:
Forward clutch (Ct), 3-4 clutch (Cs), 2-4 brake (Br)

Power Flow
The force (counterclockwise) from the turbine shaft, as a result of the engagement of the 3-4 clutch
(Cs), causes the planetary carrier (C) to rotate (counterclockwise).
Because the large sun gear (St) is secured by the engagement of the 2-3 brake (Bt) at this time, the
power flows out, through the internal gear.(R), to the output gear.
The force from the turbine shaft is also applied to the forward clutch (Cr), but, because the rotation
of the small sun gear (Sz) (counterclockwise) is faster than that of the forward clutch, one-way clutch
1 (OWCI) slips, and force is not applied.
The engine brake effect tries to rotate the planetary carrier (clockwise), but, because rotation is prevented,
reverse drive is applied to the engine.
As a result the engine brake effect is possible.

Note
All directions of rotation are as viewed from the oil pump.

7B-48
Hydraulic Circuit (D range, OD; Lock-up ON)

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86U07B-546

7B-49