TUCSON(JM) > 2008 > G 2.

7 DOHC > Automatic Transaxle System

Automatic Transaxle System > General Information > Special Service Tools
(F4A42-2)

Special Service Tools

Tool
Illustration Use
(number and name)

09200 - 38001 Removal and installation of transaxle.

Engine support fixture

09432 - 33200 Removal of 4WD coupling flange oil seal

Bearing removing plate

Automatic Transaxle System > General Information > Specifications (F4A42-2)

Specifications

Item F4A42

Torque converter type 3-element, 1-stage, 2-phase type

Transaxle type 4-speed forward, 1-speed reverse

Engine displacement 2.0L GSL 2.7 GSL

1st 2.842 ←

2nd 1.592 ←

Gear ratio 3rd 1.000 ←

4th 0.712 ←

Reverse 2.480 ←

2WD 4.626 4.042

Final gear ratio
4WD ↑ ↑

Shift pattern Variable

Shift range 4range ( P-R-N-D) + Sports mode

Shift range valve PWM ; 5EA(Duty control)

 Planetary gear 2EA(Output planetary/Overdrive planetary)

Clutch 3EA

Brake 2EA

OWC 1EA

Service Specifications
Items Standard value

Output shaft preload 0.01-0.09 mm (0.0004-0.0035 in)

Brake reaction plate end play 0-0.16 mm (0-0.0063 in)

Low and reverse brake end play 1.65-2.11mm (0.065-0.083 in)

Second brake end play 0.79-1.25 mm (0.0311-0.0492 in)

Underdrive sun gear end play 0.25-0.45 mm (0.0098-0.0177 in)

Input shaft end play 0.70-1.20 mm (0.0276-0.0472 in)

Differential case preload 0.045-0.105 mm (0.0018-0.0041 in)

Underdrive clutch end play(wave disk) 1.25-1.45 mm (0.0492-0.057 in)

Overdrive clutch return spring retainer end play 0-0.09 mm (0-0.0035 in)

Overdrive clutch end play(wave disk) 1.6-1.8 mm (0.0630-0.0709 in)

Reverse clutch end play 1.5-1.7 mm (0.0590-0.0609 in)

Backlash between differential side gear and pinion 0.025-0.150 mm (0.001-0.006 in)

Tightening Torques
Item N·m kgf·cm lb-ft

Wiring harness bracket 20 ~ 26 200 ~ 260 14.8 ~ 19.1

Control cable bracket bolt 20 ~ 26 200 ~ 260 14.8 ~ 19.2

Oil cooler feed tube 10 ~ 12 100 ~120 7.4 ~ 8.9

Input shaft speed sensor 10 ~ 12 100 ~ 120 7.4 ~ 8.9

Output shaft speed sensor 10 ~ 12 100 ~ 120 7.4 ~ 8.9

Manual control lever 18 ~ 25 180 ~ 250 13.3 ~ 18.4

Transaxle range switch 10 ~ 12 100 ~ 120 7.4 ~ 8.9

Speedometer gear 4~6 40 ~ 60 3.0 ~ 4.4

Valve body cover 8 ~ 10 80 ~ 100 5.9 ~ 7.4

Valve body mounting bolt 10 ~ 12 100 ~ 120 7.4 ~ 8.9

Oil temperature sensor 10 ~ 12 100 ~ 120 7.4 ~ 8.9

Oil filler plug 29 ~ 34 290 ~ 340 21.4 ~ 25.1

Oil drain plug 29 ~ 34 290 ~ 340 21.4 ~ 25.1

Differential drive gear to subframe bolts 130 ~ 140 1300 ~ 1400 95.9 ~ 103.3

Solenoid valve support 5~7 50 ~ 70 3.7 ~ 5.2

Pressure check plug 8 ~ 10 80 ~ 100 5.9 ~ 7.4

Front roll stopper bracket to subframe

40 ~ 55 400 ~ 550 29.5 ~ 40.6
bolts

Front roll stopper insulator bolt and nut 50 ~ 65 500 ~ 650 36.9 ~ 47.9

Front roll stopper bracket to transaxle

60 ~ 80 600 ~ 800 44.3 ~ 59.0
bolts

Rear roll stopper bracket 40 ~ 55 400 ~ 550 29.5 ~ 40.6

Rear roll stopper insulator bolt and nut 50 ~ 65 500 ~ 650 36.9 ~ 47.9

Rear roll stopper bracket to transaxle

60 ~ 80 600 ~ 800 44.3 ~ 59.0
bolts

Transaxle mounting sub bracket nut 60 ~ 80 600 ~ 800 44.3 ~ 59.0

Transaxle mounting bracket bolts 40 ~ 55 400 ~ 550 29.5 ~ 40.6

Transaxle mounting insulator bolt 90 ~ 110 900 ~ 1100 66.4 ~ 81.1

Lubricants
Item Specified lubricant Quantity

Transmission oil Diamond ATF SP-III 7.8ℓ(8.2 Us qt, 6.9Imp.qt)

Sealant
Item Specified Sealant

Rear cover
Torque converter housing Three Bond - TB 1281B or LOCTITE - FMD - 546
Valve body cover

Transmission case side cover Three Bond - TB 1389 or LOCTITE - 518

Side cover Three Bond - TB 1389 or LOCTITE - 518/587

Automatic Transaxle System > Automatic Transaxle System > Description and
Operation (F4A42-2)

Description
The automatic transmission is a combination of 3-element 2-phase 1-stage torque converter and
double shaft electrically-controlled unit which provides 4 speeds forward and 1 reverse. The entire
unit is in line with the engine.

Characteristics
HIVEC: Hyundai Intelligent Vehicle Electronic Control
It differs drastically compared to previous T/M such as alpha, Bcta or KM series automatic transaxles.
All vehicles adopted with an engine volume of 2.0 liters or more has the HIVEC automatic transaxle
developed and produced by Hyundai.
Some of the characteristics include:
▶Different power transfer
▶Different component layout
▶New shift logic(HIVEC) to improve shift feeling
▶Position of Valve Body
▶Variable shift pattern
▶Communication protocol and method

Item Details

1. Aluminum oil pump

- 2.3kg Approx
Weight Reduction 2. Pressed parts
- Retainer and hub of brakes and clutches
- Carrier of planetary gear set

1. Independent control of clutches and brakes enabled better control

of hydraulic pressure and skip shift possible (4 to 2, 3 to 1)
2. During N to D or N to R shift, feedback control adopted.
3. When starting from Creep condition, reduction of shock.(Creep
Better shift quality condition is controlled with 1st gear)
4. Solenoid valve frequency is increased for more accurate control.
35Hz to 61.3Hz except DCCSV that is 35Hz.
5. HIVEC adoption for better shift feeling.
6. Variable shift pattern.

1. Variable oil level

Increase in Power train
- An oil dam is incorporated in the case to temporarily contain ATF,
efficiency
so the damage of power train is decreased at low temperatures
 - Manual shifting possible

Dynamic drive by sports mode

Mechanical System
Operation Components And Function
Operating Element Symbol Function
Under drive clutch UD Connect input shaft and under drive sun gear

Reverse clutch REV Connect input shaft and reverse sun gear

Overdrive clutch OD Connect input shaft and over drive carrier

Low&Reverse brake LR Hold LR annulus gear and OD carrier

Second brake 2ND Hold reverse sun gear

One way clutch OWC Restrict the rotating direction of low & reverse annulus gear

Operating Elements
UD/C OD/C REV/C 2ND/B LR/B OWC

P ●

R ● ●

N ●

D1 ● ● ○

D2 ● ●

D3 ● ●

D4 ● ●

1) O : OWC is operated when shifts from 1st gear to 2nd gear.

2) L&R brake is released in 1st gear when the vehicle speed is more than 5KPH approximately.

Torque Converter And Shaft

The torque converter consists of a impeller(pump), turbine and stator assembly in a single unit. The
pump is connected to the engine crankshaft and turns as the engine turns. This drawing force is
transmitted to the turbine through the oil which is recycled by the stator.
The transmission has two parallel shafts ; the input shaft and the output shaft. Both shafts are in line
with the engine crankshaft. The input shaft includes the overdrive clutch, reverse clutch, underdrive
clutch, one way clutch, 2ND brake, low&reverse brake, overdrive planetary carrier, output planetary
carrier and transfer drive gear. The output shaft includes the transfer driven gear.

Clutches
The gear changing mechanism utilizes three multi-disc clutches. The retainers of these clutches are
fabricated from high-precision sheet metal for lightness and ease of production. Also, more
responsive gearshifts at high engine speeds are achieved by a pressure-balanced piston mechanism
that cancels out centrifugal hydraulic pressure. This mechanism replaces the conventional ball check
valve.

Underdrive Clutch
The underdrive clutch operates in 1st, 2nd, and 3rd gears and transmits driving force from the input
shaft to the underdrive sun gear(A).
The components comprising the under clutch are as illustrated below.
Hydraulic pressure acts in the piston pressure chamber(B) (between the piston(c) and retainer) and
thus pushes the piston(C). In turn, the piston depresses the clutch discs and thereby transmits driving
force from the retainer(D) to the hub(E) side.

At high speed, fluid remaining in the piston pressure chamber is subjected to centrifugal force and
attempts to push the piston.
However, fluid in the balance fluid chamber(A) (the space between the piston and return spring
retainer(B)) is also subjected to centrifugal force.
Thus, the hydraulic pressure on one side of the piston cancels out the hydraulic pressure on the other
side, and the piston does not move.
Reverse Clutch And Overdrive Clutch
The reverse clutch(C) operates when the reverse gear is selected and transmits driving force from the
input shaft to the reverse sun gear.
The overdrive clutch(D) operates in 3rd and 4th gears and transmits driving force from the input shaft
to the overdrive planetary carrier and low-reverse annulus gear.

Brakes
The gear changing mechanism utilizes two multi-disc brakes.

Low-reverse Brake And Second Brake

The low-reverse brake(A) operates in 1st and reverse gears, when the vehicle is parked, and during
manual operation. It locks the low-reverse annulus gear and overdrive planetary carrier to the case.
The second(C) brake(B) operates in 2nd and 4th gears and locks the reverse sun gear(D) to the case.
The components comprising the low-reverse brake and second brake are as illustrated below.
As shown, the discs and plates of the two brakes are arranged on either side of the rear cushion
plate(E), which is itself secured to the case(F) by a snap ring.
OWC
To improve the shift feeling from 1st. to 2nd gear, OWC was adopted on the Low&reverse brake
annulus gear. Instead of hydraulic fixing by Low&reverse brake at the 1st gear, this mechanical fixing
device was used. This structure is not new concept, because this OWC already has been installed on
the:

Accumulators
Number Function Name Color

1 Low&Reverse Brake None

2 Underdrive Clutch Yellow

3 Second Brake Blue

4 Overdrive Clutch None

Objective
* Energy (hydraulic pressure) storage
* Impact and pulsation damping when solenoid valves operating
* Operation as spring element
* Smooth shifting by preventing sudden operation of clutches and brakes

Transfer Drive Gear

With the transfer drive gear, increased tooth height and a higher contact ratio have reduced gear
noise.
Also, the bearing that supports the drive gear is a preloaded type that eliminates rattle, and the rigidity
of the gear mounting has been increased by bolting the bearing directly onto the case.

Output Shaft/transfer Driven Gear

As shown in the illustration below, the transfer driven gear is press-fitted onto the output shaft, and
the output shaft is secured by a locking nut and supported by bearings.
The locking nut has a left-handed thread, and a hexagonal hole in the other end of the shaft enables
the shaft to be held in position for locking nut removal.

Manual Control System

Manual Control Lever
The manual control lever is fitted to the top of the valve body and is linked to the parking roller rod and
manual control valve pin.
A detent mechanism is provided to improve the gear shift feeling during manual selection.

Parking Mechanism
When the manual control lever is moved to the parking position, the parking roller rod moves along
the parking roller support and pushes up the parking sprag.
As a result, the parking sprag meshes with the transfer driven gear (parking gear), thereby locking the
output shaft. To minimize the operating force required, a roller is fitted to the end of the rod.

Power Train

P Position
Hydraulic pressure is applied to the LR brake and the RED brake, so power is not transmitted from
the input shaft to the UD clutch or OD clutch, and the output shaft is locked by the park brake pawl
interlocking the park gear.

N Position
Hydraulic pressure is applied to the LR brake(A) and the RED brake, so power is not transmitted from
the input shaft to the UD clutch or OD clutch.
1st Gear Power Flow
Hydraulic pressure is applied to the UD clutch(B) the LR brake(A) and the one way clutch(OWC), then
the UD clutch transmits driving force from the input shaft to the UD sun gear, and the LR brake locks
the LR annulus gear to the case.The UD sun gear of the planetary gear drives the output pinion gear,
and the LR brake locks the annulus gear, and the output pinion drives the output carriers, and the
output carrier drives the transfer drive gear, and the transfer drive gear drives the transfer driven gear
of the output shaft, and power is transmitted to the differential gear through the differential drive gear.

2nd Gear Power Flow

Hydraulic pressure is applied to the UD clutch(A) the 2nd brake(B) and the one way clutch(OWC),
then the UD clutch transmits driving force from the input shaft to the UD sun gear, and the 2nd brake
locks the reverse sun gear to the case.The UD sun gear of the planetary gear drives the output pinion
gear and the LR annulus gear, and the LR annulus gear drives the OD planetary carriers, and OD
planetary carriers drives OD pinion gear, and the OD pinion gear drives the output carriers, and the
output carrier drives the transfer drive gear, and the transfer drive gear drives the transfer driven gear
of the output shaft, and power is transmitted to the differential gear through the differential drive gear.
3rd Gear Power Flow
Hydraulic pressure is applied to the UD clutch(A) and the OD clutch(B), then the UD clutch transmits
driving force from the input shaft to the UD sun gear, and the OD clutch transmits driving force from
the input shaft to the overdrive planetary carrier and low-reverse annulus gear.The UD sun gear of the
planetary gear drives the output pinion gear and the LR annulus gear, and the LR annulus gear drives
the OD pinion gear through the OD planetary carrier, and the OD pinion gear drives the reverse sun
gear and the output carrier.The OD clutch drives the OD carrier, and the OD carrier drives the OD
pinion gear, and the OD pinion gear drives the reverse sun gear and the output carrier, and the output
carrier drives the transfer drive gear, and the transfer drive gear drives the transfer driven gear of the
output shaft, and power is transmitted to the differential gear through the differential drive gear.

4th Gear Power Flow

Hydraulic pressure is applied to the OD clutch(A) and the 2nd brake(B), then the OD clutch transmits
driving force from the input shaft to the OD planetary carrier and LR annulus gear, and the 2nd brake
locks the reverse sun gear to the case.The OD clutch drives the OD carrier, and the OD carrier drives
the OD pinion gear and the LR annulus gear, and the OD pinion gear drives the output carrier, and
the output carrier drives the transfer drive gear, and the transfer drive gear drives the transfer driven
gear of the output shaft, and power is transmitted to the differential gear through the differential drive
gear.
Rev Gear Power Flow
Hydraulic pressure is applied to the reverse clutch(A) and the LR brake(B), then the reverse clutch
transmits driving force from the input shaft to the reverse sun gear, and the LR brake locks the LR
annulus gear and OD planetary carrier to the case.The reverse clutch drives the reverse sun gear,
and the reverse sun gear drives the output carrier through the OD pinion gear, and the output carrier
drives the transfer drive gear, and the transfer drive gear drives the transfer driven gear of the output
shaft, and power is transmitted to the differential gear through the differential drive gear.

Hydraulic Control System

Description

• Better and smoother shift quality.

• In order to prevent ATF leakage from the valve body or each elements, the exhaust ports have
 been grouped into only one with an addition of a check ball.
• If a failure occurs in its electric control, the switch valve and fail safe valve is able to move to
enable 3rd speed drive or reverse.
• The hydraulic system consists of oil pump, regulator valve, solenoid valves, pressure control valve
and valve body.

Operation Components And Functions

Oil Pump
The oil pump is made of aluminum to reduce its weight. The oil pump is not a serviceable part; it must
be replaced as a pump assembly.
Do not disassemble the pump as improper alignment during assembly will cause pump failure and
could cause damage to the transaxle.
When removing the oil pump from the T/M case, the S.S.T. (09452-33100) must be used.

Operation Of Each Valve

Torque converter pressure control valve : The function of this valve is to maintain a constant pressure
within the torque converter.
Damper clutch control valve : Its function is to control the hydraulic pressure that acts on the Damper
Clutch. Manual valve :The position of the manual valve is determined by the selector lever and
applies or cuts line pressure to different valves.
Pressure control valve & Solenoid valve : The pressure control valve prevents a rapid decrease in
hydraulic pressure when the clutch becomes disengaged. It also reduces the sharp increase in input
shaft speed during clutch to clutch control.
Switch valve : When the OD clutch is applied, the hydraulic pressure is applied to the regulator valve
via the switch valve. Hence, the line pressure is reduced at 3rd and 4th gear.
Fail Safe Valve-A : During fail safe mode, this valve releases the pressure in the LR Brake.
Fail Safe Valve-B : During fail safe mode, this valve cuts the pressure from the 2nd pressure control
valve to 2nd brake.

Electronic Control System

Description
The electronic control system used in the new generation auto transaxle is far superior to the previous
systems. This system is able to adopt a variable shift pattern for smooth and problem free shifting.
A solenoid valve is applied to each of the clutches and brakes and is independently controlled.
Feedback control and correction control is performed in all gears as well as utilization of mutual
control system to increase shift feeling.
The torque converter damper clutch uses a partial lock up and full lock-up system. An additional
control method called the HIVEC system (neural network) is adopted to increase shift feeling.

Block Diagram (CAN)

Electric Control Location
The TCM is located below the dashboard. However, in the ß-engine vehicles, there is not TCM but
PCM.
Operating Components And Functions
Sensor Function

Input shaft speed sensor Detect turbine speed at UD retainer

Output shaft speed sensor Detect T/F drive gear speed at T/F driven gear (4A/T)

Crank angle sensor Detect engine speed

TPS(Gasoline) Throttle opening ratio by potentiometer

APS(Diesel) Accelerator position sensor

Air conditioner switch A/C load by thermister

Inhibitor switch Select lever position by contact switch

Brake switch Brake pedal position

Vehicle speed sensor Detect vehicle speed by speedometer driven gear

Sport mode switch Sport mode On/Off signal

Kick down servo switch Kick down piston position

Vehicle speed sensor Vehicle speed

Sport mode up-shift switch Sport mode up-shift signal

Sport mode downshift switch Sport mode downshift signal

Request of torque reduction Send the request of torque reduction to ECM

ABS-ECM, Engine ECM In case of CAN communication

HIVEC
In addition to the variable shift pattern control, the HIVEC system with neural network is also adopted
for the first time in HMC. HIVEC uses information from various inputs and feedback adaptation and
selects the best appropriate gear position and shift timing under all possible driving conditions.
Control For All Driving Condition
This function makes TCM decide optimal gear range under all driving condition. The optimal operation
of the manual shift lever by several drivers’ and various driving condition is pre-set in the TCM. On the
basis of mapping data, TCM decides the driving condition from throttle opening, vehicle speed and
brake signal. And then TCM controls the gear position optimally. Optimal gear position is achieved
under various driving condition by HIVEC logic.

Optimal Control For All Driving Condition

HIVEC Inhibit Conditions
- ATF temperature below 40°C.
- When standard pattern is not used.
• Inhibitor switch: P, R, N, L
• Extremely low temperature mode
• Lower emission shift pattern
• ATF control variable shift pattern
- During fail safe mode (3rd gear hold)
- In case of prohibition of Intelligent shift
• TPS faulty (Short: P1702, Open: 1701)
• ATF Temperature sensor faulty (P1712)
• Stop lamp s/w faulty (P0703)
- TCM faulty (Check engine lamp ON)
- After IG ON until first time stop lamp S/W comes ON→OFF.

Sports Mode
Sports Mode Switch
Sports mode allows the manual up-shift and downshift with the accelerator pedal is depressed. The
prompt response and shift would be obtained due to the continuous shifting without cutting of driving
power. The shifting time is also decreased about 0.1sec during up-shift, 0.2sec during downshift. As
the selector lever is pushed upward or downward one time, the gear is up shifted or downshifted by
one gear.
Signals of sports mode switch
Items Mode S/W UP S/W DOWN S/W

D range selection OFF OFF OFF

Sports mode selection ON OFF OFF

Sports mode up-shift selection ON ON OFF

Sports mode downshift selection ON OFF ON

Clutch To Clutch Shift Control

As can be seen in the solenoid valve layout below, there are major differences between the previous
A/T and New A/T.

In previous A/T, there were only two solenoid valves to enable shift and one solenoid valve to control
hydraulic pressure which resulted in inaccurate shift and rough ride.
In the new A/T which is adopted for the EF and XG-Car, there are solenoid valves for each
clutch&brake which enable control of both the disengaging and engaging clutch simultaneously for
independent control. This system provides a much smoother shift and comfortable ride as well as
preventing Engine run-up or clutch interlock. In additionto advanced shift feeling, the 1st gear is
selected at the creep state for eliminating the shift shock during 2nd gear → 1st gear.
Skip Shift Control

Feedback Shift Control

The turbine speed is monitored and controlled during shifting to satisfy target turbine speed which is
accomplished by feedback control of solenoid valve duty value. Therefore the compensation of torque
for the outworn engine or A/T is possible. This has resulted in the ability to control the change in
torque during shifting and produce smooth shift and better shift feeling. Feedback shift control is also
applicable in N→D and N→R.
Damper Clutch Control
The Lock-up clutch is designed in a torque converter for the fuel economy. The lock-up clutch works
in low speed range as minor slip.And it operates in high speed range as Full lock-up. Low fuel
consumption and silence can be obtained with combination of Partial lock-up and Full lock-up
control.The damper clutch is operated in 3rd and 4th gear in 4-speed ATA, 4th and 5th gear in 5ATA.
In addition, Lock-up control is adapted in order to improve the fuel economy, when reducing vehicle
speed too.

Damper Clutch Operating Range

As all the conditions below are satisfied, it locks up. The cross point of throttle opening and turbine
rpm is within shadowed area.
- D range (more than 2nd speed), but damper clutch operating in 2nd speed, the ATF temperature
must be higher than 125 °C.
- The TCM does not control under N → D or N → R.
- Oil temperature is above 50°C under full lock-up.
- Oil temperature is above 70°C under minor slip.
- The system is not under Fail - Safe (3rd gear hold) condition.

Uphill (above 5%) longer than 1.5sec. : Reducing speed Lock-up During this control, the vehicle is
running uphill (less than 2.5%) for 1sec., the partial lock-up control is functioned again.

Serial Communication Interface (SCI)

This uses a integrated computer which contains both the ECM and the TCM within the same unit. We
will refer to this unit as integrated ECM.
Communication Speed: 15.625Kbit/sec
Frequency: 20ms
If a fault occurs in either ECM or TCM, the entire integrated ECM must be replaced.

Controller Area Network (CAN)

Previously, for different computers in the vehicle to share the same information, each signal required
a different pin and wiring. However, with the introduction of a CAN system, only two lines are required
to achieve the same function. The information is in digital format. This method does not use a
integrated ECM.

Input signals to TCM through 'CAN communication'

- Engine rpm, TPS signal
- A/CON signal, Engine coolant temperature
- Quantity of intake airflow, Vehicle speed
- Shift holding signal (FTCS ON)
Output signals from TCM through 'CAN communication'
- Request signal for torque reduction
- ATF temperature, TCM type, TCM error or not
- Damper clutch ON, OFF / Gear position

TCM Pin Descripition

Terminal Number Wire Color Description

1 G SOLENOID VALVE(UD)

2 P POWER 1(SOLENOID VALVE)

C24-1
3 P POWER 2(SOLENOID VALVE)

4 - -
 5 - -

6 - -

7 - -

8 - AUTO CRUISE

9 - -

10 - -

11 O POWER(IG.1)

12 B EARTH FOR POWER

13 B EARTH FOR POWER

14 Br SOLENOID VALVE(OD)

15 R/W SOLENOID VALVE(DCC)

16 W SOLENOID VALVE(2ND)

17 - -

18 - -

19 P POWER FOR FLASH ROM

20 - -

21 G/O SHIFT POSITION SIGNAL

22 - -

23 - -

24 O POWER(IG.1)

25 B EARTH FOR POWER

26 B EARTH FOR POWER

1 W SENSOR-INPUT SPEED

2 W SENSOR-OUTPUT SPEED

3 - -

4 - -

C24-2 5 - -

6 - -

7 - -

8 R/O POWER FOR S-RAM

9 - -
 10 - -

11 - -

12 - -

13 Br EARTH FOR SENSOR

14 Gr OIL TEMPERATURE SENSOR

15 - -

16 - -

1 - -

2 - -

3 O CAN-'HIGH'

4 G CAN-'LOW'

5 L INHIBITOR SW.(P)

6 P INHIBITOR SW.(N)

7 Y SPT SELECT SW.

8 W/B SPT DOWN SW.

9 W/B STOP LAMP SW.

10 - -

11 - -
C24-3
12 P SOLENOID VALVE(LR/DIR)

13 G/B K-LINE

14 - -

15 - -

16 Br INHIBITOR SW.(R)

17 Y INHIBITOR SW.(D)

18 R/B SPT UP SW.

19 - -

20 - -

21 P A/T CONTROL RELAY

22 B EARTH FOR SIGNAL

 Terminal NO. Wire Color PIN Description

1 - -

2 - -

3 - -

4 - -

5 W/B Sports down switch

6 P Inhibiter switch(N)

7 - -

8 - -

9 - -

10 - -

11 W Auto cruise
C130-2
12 - -

13 R/B Sports up switch

14 Br Inhibiter switch(R)

15 - -

16 - -

17 - -

18 Br Sensor ground

19 W/B Stop switch

20 W Output speed sensor

21 Y Sports select switch

22 L Inhibiter switch(P)
 23 - -

24 G/O Shift signal(PWM)

25 - -

26 Gr Oil temperature sensor

27 - -

28 W Input speed sensor

29 Y Inhibiter switch(D)

30 - -

31 - -

32 P A/T relay

33 B Solenoid valve(OD)

34 - -
C130-2
35 R/B Solenoid valve(DCC)

36 P Power source(SOL.)

37 B Ground1

38 L Solenoid valve(LR)

39 W Solenoid valve(2ND)

40 G Solenoid valve(UD)

TCM Input/output Signal Voltage Check Sheet

(Gasoline 2.7 Engine)
Input/Output Signal Test
No. SIGNAL NAME CONDITION Remark
TYPE Level Result

HI : V_BAT 14.5V
1 UD Solenoid Shifting Pulse
LO : Max . 1.0V 0.31V

2 IG Off Max. 1.0V 0.0mV

A/T PWR Source DC "L"
3 IG On V_BAT 12.7V

1st Speed V_BAT 13.8V

C24-1 4 1ST Lamp DC
Otherwise Max. 1.0V 8mV

3rd Speed V_BAT 13.8V

5 3rd Lamp DC
Otherwise Max. 1.0V 8mV

6 N.A - - - -

7 N.A - - - -
 Non-operating V_BAT
8 ACC Cancel SIG DC
Operating Max. 0.5V

9 N.A - - - -

10 N.A - - - -

11 IG Off Max. 0.5 V 0.0mV

V_IG DC TCM
24 IG On V_BAT 12.4V

12 GND_PWR1 Idle DC Max. 50 mV 0.0mV

13 GND_PWR2 Idle DC Max. 50 mV -2.0mV

14 OD Solenoid Shifting Pulse

Damper Clutch Lock_Up HI : V_BAT 14.5V

15 Pulse
Solenoid On LO : Max. 1.0V 0.31V

HI : V_BAT 14.4V
16 2ND Solenoid Shifting Pulse
LO : Max. 1.0V 0.27V

2nd Speed V_BAT 13.8V

17 2nd Lamp DC
Otherwise Max. 1.0V 8mV

4th Speed V_BAT 13.8V

18 4th Lamp DC
Otherwise Max. 1.0V 8mV

Flash PWR IG On 4.0~5.0V 4.5V

19 DC Flash ROM
Source IG Off Max. 0.5 V 0.0mV

20 N.A - - - -

C24-1 21 N.A - - - -

22 N.A - - - -

23 N.A - - - -

25 GND_PWR3 Idle DC Max. 50 mV -2.0mV

26 GND_PWR4 Idle DC Max. 50 mV -2.0mV

Speed Sensor- HI : Min. 4.0V 4.96V

1 Idle Pulse
Input LO : Max. 1.0V 354mV

Speed Sensor- HI : Min. 4.0V 4.95V

2 30kph Pulse
Output LO : Max. 1.0V 359mV

3 N.A - - - -
C24-2
4 N.A - - - -

5 N.A - - - -

6 N.A - - - -

7 N.A - - - -
 Key removal DC vol. Below 1.0 mA 0.41mA
8 V_BAT TCM
Always Current V_BAT 12.6V

9 N.A - - - -

10 N.A - - - -

11 N.A - - - -

12 N.A - - - -

13 GND_Sensor Idle DC Max. 50 mV 22mV OTS/PG-B

Oil Temp.
14 Idle Analog 0.5V ~ 4.5V 2.5V at 60.0°C
Sensor_ATM

15 N.A - - - -

16 N.A - - - -

1 N.A - - - -

2 N.A - - - -

(Commnicatio
Recessive 2.0 ~ 3.0V 2.51V
3 CAN_HI Pulse speed :
Dominant 2.75~4.5V 3.52V
500kbps)

(Commnicatio
Recessive 2.0 ~ 3.0V 2.48V
4 CAN_LO Pulse speed :
Dominant 0.5~2.25V 1.49V
500kbps)

P Range P Position V_BAT 13.8V

5 DC
Selection Otherwise Max. 1.0V 21mV
C24-3
N Range N Position V_BAT 13.8V
6 DC
Selection Otherwise Max. 1.0V 21mV

SPT Select Select Position V_BAT 14.1V

7 DC
Selection Otherwise Max. 1.0V 21mV

SPT Down Down Position V_BAT 13.9V

8 DC
Selection Otherwise Max. 1.0V 26mV

Release Max. 0.5V 13.4V

9 Brake SW(N.O) DC
Push V_BAT 0.0mV

10 N.A - - - -

11 N.A - - - -

HI : V_BAT 14.4V
12 LR Solenoid Shifting Pulse
LO : Max . 1.0V 0.27V

C24-3 HI : Min
(Commnicatio
GST V_BAT＊ 70% 11.3V
13 Diagnosis "K" Pulse speed:
communication LO : Max. 0.21V
10.4kbps)
V_BAT＊30%
 14 N.A - - - -

15 N.A - - - -

R Range R Position V_BAT 13.4V

16 DC
Selection Otherwise Max. 1.0V 0mV

D Range D Position V_BAT 13.8V

17 DC
Selection Otherwise Max. 1.0V 28mV

Up Position V_BAT 13.9V

18 SPT Up Selection DC
Otherwise Max. 1.0V 21mV

19 N.A - - - -

20 N.A - - - -

RLY Off Max. 1.0V 0.0mV

21 RLY A/T Control DC "S2"
RLY On V_BAT 12.8V

22 GND_Sensor Idle DC Max. 50 mV 8mV TCM Signal

Automatic Transaxle System > Automatic Transaxle System > Troubleshooting

(F4A42-2)

Troubleshooting

How To Use Scan Tool

Instruction
With the advent of electronic control vehicles, the system efficiency increases with the complexities,
as you would realize.
As medical diagnostic devices do, the advanced testers can help identify and fix the problems.
The scan tool can provide you with the versatile and user friendly monitoring capabilities.

Scan Tool Function

Scan tool offers the following functionality:
Diagonstic trouble codes
Freeze frame data
Current data
Actuation test

How To Connect
For vehicles with 16 pin Data Link Connector(DLC), power is supplied from the DLC terminal through
the DLC CABLE without the need for an additional power supply.
For connections between the Hi-scan and these vehicle data link terminals the DLC CABLE 16 is all
that is required.
How To Select Vehicle And System
Operation Flow
1. Select "HYUNDAI VEHICLE DIAGNOSIS"

2. Select "VEHICLE NAME"

3. Select "AUTOMATIC TRANSAXLE SYSTEM"

Basic Application
Having connected and turned on scan tool, the vehicle and system selection must be made from the
1.0 HYUNDAI VEHICLE DIAGNOSIS SCREEN.
The support functions vary according to vehicles. Therefore, the correct selection must be made.
Selection may be made by scrolling up or down the screen and pressing ENTER, or by using the
numeric keypad to select the appropriate option number and pressing ENTER.

How To Read Dtc

Operation Flow
1. Select vehicle and system
(Refer to How to select vehicle and system)
2. Select 1.1 DIAGNOSTIC TROUBLE CODES
Mode Application
At this level, Diagnostic trouble codes(DTC) are displayed for the selected TCM.

How To Erase DTC

Operation Flow
1. Select "1.1 DIAGNOSTIC TROUBLE CODES"
(Refer to How to read DTC)
2. Select "ERAS" key on the Diagnostic Trouble codes mode.
3. Select "1.2.2. ERASE FAULT CODE"
Mode Application
"ERAS"
This soft function key will clear the DTC currently held in the memory of the selected TCM.
If this option is selected, a message requesting confirmation of the ERAS request will be displayed.
The YES or NO key should be used to confirm or cancel the request to clear the current DTC.

DTC Troubleshooting Index

TCM DTCs
DTC No. Description MIL * Remark

P0560 Back-Up BATTERY LINE OPEN OFF

P0605 EEPROM Abnormal OFF

P0703 BRAKE SWITCH CIRCUIT OFF

P0707 TRANS.RANGE SENSOR-LOW ON

 P0708 TRANS.RANGE SENSOR-HIGH ON

P0711 FLUID TEMPERATURE.SENSOR RATIONALITY OFF

P0712 FLUID TEMPERATURE.SENSOR CIRCUIT-LOW ON

P0713 FLUID TEMPERATURE.SENSOR CIRCUIT-HIGH ON

P0715 INPUT SPEED SENSOR CIRCUIT ON

P0720 OUTPUT SPEED SENSOR CIRCUIT ON

P0731 Gear 1 Incorrect Ratio ON

P0732 Gear 2 Incorrect Ratio ON

P0733 Gear 3 Incorrect Ratio ON

P0734 Gear 4 Incorrect Ratio ON

P0736 REVERSE INCORRECT RATIO ON

P0741 Torque Converter Clutch Circuit Stock off ON

P0742 Torque Converter Clutch Circuit Stock on ON

DCC(TCC) Solenoid - Open or ground short(Torque Converter

P0743 ON
Clutch Circuit Electrical)

P0750 LR Solenoid - Open or ground short(SCSV "A" CIRCUIT MAL.) ON

P0755 UD Solenoid - Open or ground short(SCSV "B" CIRCUIT MAL.) ON

P0760 2ND Solenoid - Open or ground short(SCSV "C" CIRCUIT MAL.) ON

P0765 OD Solenoid - Open or ground short(SCSV "D" CIRCUIT MAL.) ON

P0885 A/T RELAY CIRCUIT MAL ON

P1500 VEHICLE SPEED SENSOR CIRCUIT ON

U0001 CAN COMMUNICATION BUS OFF OFF

U0100 NO ID From ECU OFF

*: Malfunction Indication Lamp(MIL) will not be turned ON or blinked by only TCM DTCs. If MIL is on
or blinking, check the fuel or emission system.

Service Data List(with Scan Tool)

No. Item Name Unit Data Data Description Failure

700
1 ENGINE RPM rpm Current Engine rpm 0 rpm
rpm

2 VEHICLE SPEED km/h 0km/h Current Vehicle speed 0km/h

THROTTLE
3 % 12.5% Current TPS open angle 0%
P.SENSOR
 700 Input speed rpm. Always output
4 INPUT SPEED(PG-A) rpm 0 rpm
rpm rpm when turning start ON

OUTPUT SPEED(PG- Output speed rpm. Always output

5 rpm 0 rpm 0 rpm
B) rpm when driving

DCC(TCC) SOLENOID Control 0% → 100% when

6 % 0%
DUTY operating Damper Clutch

DAMPER CLUTCH 260

7 rpm Current Damper clutch slip ratio 0 rpm
SLIP rpm

Control 100% → 0% when

8 LR SOLENOID DUTY % 100% 0%
operating brake

Control 100% → 0% when

9 UD SOLENOID DUTY % 100% 0%
operating clutch

2ND SOLENOID Control 100% → 0% when

10 % 100% 0%
DUTY operating clutch

Control 100% → 0% when

11 OD SOLENOID DUTY % 100% 0%
operating clutch

12 OIL TEMPERATURE °C 40°C Current Oil temperature 80°C

N,P,REV/1st
13 SHIFT POSITION D Current shift position P, N
G/…/5th G

TRANSAXLE RANGE
14 P,N/R/D/SPORTS D Current shift lever position P, N
SW

15 HOLD/STD SWITCH -/-/HOLD/STD - -

OFF/ON/-/NOT
16 A/CON SWITCH OFF -
SUPP

OFF/ON/-/NOT
17 IDLE STATUS ON When idling, ON
SUPP

OFF/ON/-/NOT
18 BRAKE SWITCH ON When braking, ON
SUPP

OFF/ON/-/NOT
19 CRUISE SWITCH
SUPP

SPORT MODE OFF/ON/-/NOT

20 ON When selecting sport mode, ON
SELECT SW SUPP

OFF/ON/-/NOT When Selecting Sport mode up,

21 SPORT MODE UP SW ON
SUPP ON

SPORT MODE DOWN OFF/ON/-/NOT When selecting sport mode

22 ON
SW SUPP down, ON

A/T CONTROL RELAY

23 V 12.9V 0V
VOLT
24 ENGINE TORQUE % 20%

A/B/C/D is control mode, F is

25 HIVEC MODE A/B/C/D/-/F F F
release mode

HIVEC -SAT(Siemens Adaptive Transmission Control) Mode (Shift Patten)

Shift patten Description(Help) Scan Display

ECONOMY Economy Driver shift patten for flat road A

MEDIUM Shift patten for medium road B

SPORTS Shift patten for sportyt road C

LOAD 1 Shift patten for low land, slow grade and slope D

LOAD 3 Shift patten for downhill road F

Actuator Inspection
No Item Name Actuator Driving Condition

1 LR SOLENOID(SCSV A)

2 UD SOLENOID(SCSV B)

3 2ND SOLENOID(SCSV C)
1. IG Key ON
4 OD SOLENOID(SCSV D) Driving solenoid valve 2. Inhibitor SW normal
indicated by Scan tool for 5 3. P range
TORQUE CONVERTER SOLENOID sec. 4. Vehicle speed
5
VALVE (Other solenoid valve is not 0km/h
continuity) 5. Engine stop
6 1ST SHIFT INDICATOR LAMP Blinking for 3 sec. 6. No failure
7. TPS < 1V
7 2ND SHIFT INDICATOR LAMP

8 3RD SHIFT INDICATOR LAMP

9 4TH SHIFT INDICATOR LAMP

10 A/T CONTROL RELAY OFF for 3 sec.

11 INTELIIGENT SHIFT PROHIBIT Prohibit until IG off

Torque Converter Stall Test

This test measures the maximum engine speed when the selector lever is in the D or R position. The
torque converter stalls to test the operation of the torque converter, starter motor, one-way clutch
operation, the holding performance of the clutches, and brakes in the transaxle.

Do not let anybody stand in front of or behind the vehicle while this test is being carried out

1. Check the automatic transmission fluid level and temperature, and the engine coolant temperature.
 A. Fluid level : At the HOT mark on the oil level gauge
B. Fluid temperature : 80~100°C
C. Engine coolant temperature : 80~100°C
2. Prevent all the wheel from moving during the test.
3. Pull the parking brake lever up, with the brake pedal fully depressed.
4. Start the engine.
5. Move the selector lever to the "D" position, fully depress the accelerator pedal and take a reading of
the maximum engine speed at this time.

• The throttle should not be left fully open for any more than five seconds.
• If carrying out the stall test two or more times, move the selector lever to the "N" position
and run the engine at 1,000 r/min to let the automatic transaxle fluid cool down before
carrying out subsequent tests.

6. Move the selector lever to the "R" position and carry out tue same test again.

Torque Converter Stall Test Conclusion

1. Stall speed is too high in both "D" and "R" ranges
A. Low line pressure
B. Low & reverse brake(B) slippage
2. Stall speed is to high in "D" range only
A. Underdrive clutch(C) slippage
3. Stall speed is too high in "R" range only
A. Reverse clutch(A) slippage
4. Stall speed too low in both "D" and "R" ranges
A. Malfunction of torque converter(D)
B. Insufficient engine output

Hydraulic Pressure Test

1. Warm up the engine until the automatic transaxle fluid temperature is 80-100°C.
2. Jack up the vehicle so that the wheels are free to turn.
3. Connect the special tool (oil pressure gauge) to each pressure discharge port.
4. Measure the hydraulic pressure at each port under the conditions given in the standard hydraulic
pressure table, and check that the measured values are within the standard value ranges.
5. If a value is outside the standard range, correct the problem while referring to the hydraulic
pressure test diagnosis table.
Standard Hydraulic Pressure Test
Measurement condition Standard hydraulic pressure kPa (psi)

Under Low and

Selector Engine Reverse Overdrive Second Torque
Shift drive reverse
lever speed clutch clutch brake converter
position clutch brake
position (rpm) pressure pressure pressure pressure
pressure pressure

310-390 250-350
P - 2,500 - - - -
(45-56) (36-56)

1,270- 1,270- 500-700

R Reverse 2,500 - 1,770 - 1,770 - (185-
(185-256) (185-256) 256)

310-390 250-390
N 2,500 - - - - -
(45-56) (36-56)

1,010- 1,010-
500-700
1st gear 2,500 1,050 - - 1,050 -
(73-101)
(146-152) (146-152)

1,010- 1,010-
500-700
2nd gear 2,500 1,050 - - - 1,050
D (73-101)
(146-152) (146-152)

590-690 590-690 450-650

3rd gear 2,500 - - -
(85-100) (85-100) (65-94)

590-690 590-690 450-650

4th gear 2,500 - - -
(85-100) (85-100) (65-94)

※ The values are subject to change according to vehicle model or condition

Oil Seal Location

Hydraulic Pressure Test Diagnosis Table
Trouble symptom Probable cause

All hydraulic pressures are high Incorrect transmission control cable adjustment
 Malfunction of the regulator valve

All hydraulic pressures are low Incorrect transmission control cable adjustment

Malfunction of the oil pump

Clogged oil filter

Clogged oil cooler

Malfunction of the regulator valve

Malfunction of the relief valve

Incorrect valve body installation

Hydraulic pressure is abnormal in "R" range Malfunction of the regulator valve

only
Clogged orifice

Incorrect valve body installation

Hydraulic pressure is abnormal in "3" or "4" Malfunction of the regulator valve

range only
Clogged orifice

Incorrect valve body installation

Malfunction of the overdrive solenoid valve

Malfunction of the overdrive pressure control valve

Malfunction of the regulator valve

Malfunction of the switch valve

Clogged orifice

Incorrect valve body installation

Only underdrive hydraulic pressure is Malfunction of the oil seal K

abnormal
Malfunction of the oil seal L

Malfunction of the oil seal M

Malfunction of the underdrive solenoid valve

Malfunction of the underdrive pressure control valve

Malfunction of check ball

Clogged orifice

Incorrect valve body installation

Only reverse clutch hydraulic pressure is Malfunction of the oil seal A

abnormal
Malfunction of the oil seal B

Malfunction of the oil seal C

 Clogged orifice

Incorrect valve body installation

Only overdrive hydraulic pressure is abnormal Malfunction of the oil seal D

Malfunction of the oil seal E

Malfunction of the oil seal F

Malfunction of the overdrive solenoid valve

Malfunction of the overdrive pressure control valve

Malfunction check ball

Clogged orifice

Incorrect valve body installation

Only low and reverse hydraulic pressure is Malfunction of the oil seal I
abnormal
Malfunction of the oil seal J

Malfunction of the low and reverse solenoid valve

Malfunction of the low and reverse pressure control

valve

Malfunction of the switch valve

Malfunction of the fail safe valve A

Malfunction of check ball

Clogged orifice

Incorrect valve body installation

Only second hydraulic pressure is abnormal Malfunction of the oil seal G

Malfunction of the oil seal H

Malfunction of the oil seal O

Malfunction of the second solenoid valve

Malfunction of the second pressure control valve

Malfunction of the fail safe valve B

Clogged orifice

Incorrect valve body installation

Only reverse clutch hydraulic pressure is Malfunction of the oil cooler

abnormal
Malfunction of the oil seal N

Malfunction of the damper clutch control solenoid

 valve

Malfunction of the damper clutch control valve

Malfunction of the torque converter pressure control

valve

Clogged orifice

Pressure applied to non operating element Incorrect valve body installation

Incorrect transmission control cable adjustment

Malfunction of the manual valve

Malfunction of check ball

Incorrect valve body installation

Automatic Transaxle System > Automatic Transaxle System > Repair

procedures (F4A42-2)

Service Adjustment Procedure

Automatic Transaxle Fluid
Inspection
1. Drive the vehicle until the fluid reaches normal operating temperature [70~80°C(158~176°F)].
2. Place the vehicle on a level surface.
3. Move the selector lever through all gear position. This will fill the torque converter and the hudraulic
system with fluid and move the selector lever to the "N" (Neutral) position.
4. Before removing the oil level gauge, wipe all contaminants from around the oil level gauge. Then
take out the oil level gauge and check the condition of the fluid.

If the fluid smells as if it is burning, it means that the fluid has been contaminated by fine
particles from the bushes and friction materials, a transaxle overhaul may be necessary.

5 Check that the fluid level is at the HOT mark on the oil level gauge. If the fluid level is low,
. automatic transaxle fluid until the level reaches the "HOT" mark.

Auto transaxle fluid:

DIAMOND ATF SP-III, SK ATF SP-III
Quantity : 7.8ℓ (8.2 US qt, 6.9 lmp.qt)

Low fluid level can cause a variety of a abnormal conditions because it allows the pump to take
in air along with fluid. Air trapped in the hydraulic system forms bubbles, which are
compressable. Therefore, pressures will be erratic, causing delayed shifting, slipping clutches
and brakes, etc. Improper filling can also raise fluid level too high. When the transaxle has too
 much fluid, gears churn up foam and acuse the same conditions which occur with low fluid
level, resulting in accelerated deterioration of automatic transaxle fluid. Ineither case, air
bubbles can cause overheating, and fluid oxidation, which can interfere with normal valve,
clutch, and brake operation. Foaming can also result in fluid escaping from the transaxle vent
shere it may be mistaken for a leak.

6. Insert the oil level gauge(A) securely.

When new, automatic transmission fluid should be red. The red dye is added so the assembly
plant can identify it as transmission fluid and distinguish it from engine oil or antifreeze. The red
dve, which is not an indicator of fluid quality, is not permanent. As the vehicle is driven the
transmission fluid will begin to look darker. The color may eventually appear light brown.

Replacement
If you have a fluid changer, use this changer to replace the fluid. If you do not, replace it using by the
following procedure.
1. Disconnect the hose, which connects the transmission and the oil cooler which is within the radiator
only in 2.0L engine(2.7L-the oil cooler is sperated).
2 Start the engine and let the fluid drain out.
.
Running conditions : "N" range with engine idling.

The engine should be stooped within one minute after it is started. If the fluid has all drained out
before then, the engine should be stopped at that point.

3. Romove the drain plug from the bottom of the transmission case to drain the fluid.
4 Install the drain plug via the fasket, and tighten it the specified torque.
.
Tightening torque :
29 ~ 34Nm (290 ~ 340 kgf·cm, 21.4 ~ 25.1 lb-ft)

5. Pour the new fluid in through the oil filler tube.

 Stop pouring if the full volume of fluid cannot be poured in.

6. Repeat the procedure in step (2).

Check the old fluid for contamination. If it has been contamination. If it has been contaminated,
repeat the steps (5) and (6).

7. Pour the new fluid in through the oil filler tube.

8. Reconnect the hose, which was disconnected in step (1) above, and firmly replace the oil level
gauge.(In case of this "replace", this means after wiping off any dirt around the oil level gauge,
insert it into the filler tube.)
9. Start the engine and run it at idle for 1~2 minutes.
10. Move the select lever through all positions, and then move it to the "N" position.
11. Drive the vehile until the fluid temperature rises to the normal temperature (70~80°C(158~176°F)),
and then check the fluid level again. The fluid level must be at the HOT mark.
12. Firmly insert the oil level gauge(A) into the oil filler tube.

Automatic Transaxle System > Automatic Transaxle System > Automatic

Transaxle > Repair procedures (F4A42-2)
Removal
1. Remove the air duct.
2. Remove the battery.
3. Remove the battery tray.
4. Remove the air cleaner assembly.
5. Rmove the intercooler inlet pipe.
6. Disconnect the connectors relevant to a transaxle.

7. Disconnect the ground earth wire.

8. Remove the bolt(B) which mounts the clutch release cylinder(A) to the inhibiter switch.
9. Detach the clutch release cylinder(B) clip(A).

10. Detach the hoses(A), loosening the oil cooler hose clamps.

11. Using SST(09200-38001), support the engine.

12. Remove the trasaxle mounting bracket bolts(A).

13. Remove the transaxle upper mounting bolts(A).

14. Remove the bolts which mount the transaxle to the front sub frame.
15. Lift up the vehicle.
16. After removing the oil drain plug(A), Drain the fluid.

17. Support the transaxle with a jack.

18. Remove the steering column bolt(See 'ST' group).
19. Remove the driveshafts (See 'DS' group-'DRIVESHAFT').
20. Remove the bolt(A) which mount the transaxle to the rear sub-frame.
21. Remove the sub-frame. If it is 4 wheel 1 drive vehicle(4WD), remove the propeller shaft first(See
'DS' group-'PROPELLER SHAFT').

22. Remove the transaxle lower mounting bolts.

23. Remove the transaxle assembly.
Installation
1. Installation is in the reverse order of removal.
2. After installation, reset the adaptive learning value of the TCM(Refer to TSB No.HT2005041303).

Automatic Transaxle System > Automatic Transaxle Control System > Shift
Lever > Repair procedures (F4A42-2)

Removal
1. Remove the shift lever knob(A).

2. Remove the console cover(B), disconnecting the shift lever connector(A).

3. Seperate the lever assembly(B) from the facia bracket assembly(A).

4. Disconnect the cable interlinked to lever assembly.
5. In case of 4WD vehicle, discconnect the 4WD ECM connector(A).

6. Remove the facia bracket assembly.

Installation
1. Install the facia bracket assembly.
2. In case of 4WD vehicle, connect the 4WD ECM connector(A).
3. Connect the cable interlinked to lever assembly.
4. Install the lever assembly(B) to the facia bracket assembly(A).

5. Install the console cover(B) fixing the shift lever connector(A) on it.
6. Install the lever conver(B) completely connecting the terminals.
7. Install the shift lever knob(A).

Inspection

Check Points Of Shift Lock System

1. With shift lever at P position and brake pedal not depressed. Push button cannot be operated.
(Shift lever cannot be shifted to other positions from P) Push button can be operated at the
positions except P.
2. With IG key at the position other than "LOCK" (May be at "ACC") and brake pedal stroke 15~25mm
(With shift lever at P position). Push button can be operated and shift lever can be shifted smoothly
to other from P.
3. With brake pedal not depressed. Shift lever can be shifted smoothly to "P" positions from other
positions.
4. Brake pedal must be operated smoothly without catching at all positions.

Adjusting Procedure For "P" Shift Lock Cable

1. Check that each lock cam is shown below.
2. Install shift lock cable in position according to this DWG. In this case, shift lock cable must be fixed
to brake pedal in position.
3. Temporarily install shift lock cable to A/T lever assy as shown below. Securely insert cable end into
fixing point of shift lock cam.

4. Doing the work of 3. slightly pull outer casing of shift lock cable to direction "E" to stretch cable. In
this case, shift lock cam must not move.
5. After checking portion of cable end touches cable fixing pin of shift lock cam. Fix outer casing with a
nut.
6. Check the installation condition of the shift lock cam.

Check Points Of Key Interlock System

1. With IG.KEY at "LOCK" position and brake pedal depressed, push button cannot be operated.
2. IG.KEY must be not turned to "LOCK" position
3. When shift lever shifted to "P" position again, IG.KEY must be turned to "LOCK" position smoothly.

Adjusting And Install Precedure For Key Inter Lock Cable

1. Install key inter lock cable in position according to this drawing.
2. After assembling C/PAD module and inserting the key into the lock cylinder, insert the lock cylinder
 into the lock body thorugh the C/PAD key hole with "ACC" condition.
3. After assembling key inter lock cable and lock body assembly, fix the key inter lock cable with set
screw.
4. Change the key "LOCK" state and check the AT lever is located at "P" position. At this time, slightly
push the KEY LOCK CAM to direction "Q"
5. After setting the key inter lock cable, fix the cable with nut. At this moment, the key inter lock cable
shall not be pulled the direction "Q".