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SORENTO(BL) > 2009 > G 3.8 DOHC > Automatic Transaxle System

Automatic Transaxle System > General Information > Specifications (A5SR2)

SPECIFICATION
Type A5SR1 A5SR2
Driving system 2WD/ 4WD
Type 3 elements, 1 stage, 2 phase
T/CON Identification inscription [Nominal diameter (mm)] 8 (Φ250) 8 (Φ260)
Stall torque ratio 1.76 1.84
Remote control flow transmission (Cable
Manipulating system
method)
P Fix output axle (Engine start allowed)
R Reverse
Shift position
N Neutral (Engine start allowed)
D 1↔2↔3↔4↔5
1st 3.827
2nd 2.368
3rd 1.520
Gear ratio 4th 1.000
5th 0.834
Reverse 2.613
Final gear ratio 3.333
Control method Electronic control
Transmission
Lock-up control Equipped
Operating fluid pressure control Equipped
Real time feedback transmission
Equipped
control
Function Transmission pattern auto change
Equipped
control
Self-diagnosis control Equipped
Fail-safe function Equipped
Sports mode function Equipped
Speedometer gear teeth (drive/driven) 6/14
Type Trochoid oil pump
Oil pump
Driving system Engine drive
APOLLOIL ATF RED-1K or Kia Genuine
The recommended
ATF oil Red-1
Quantity 10ℓ(10.57 US qt, 8.8 lmp.qt)
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Automatic Transaxle System > Automatic Transaxle System > Flow Diagram (A5SR2)
VALVE BODY fluid pressure circuit diagram

* Refer to body valves for L(number) valve name.

1st gear
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2nd gear
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3rd gear
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4th gear
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5th gear (lock-up)

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5th gear
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P&N range
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R range
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Automatic Transaxle System > Automatic Transaxle System > Description and Operation (A5SR2)
DESCRIPTION
The A5SR1/2 is a 5-speed, electronically controlled transmission featuring sports mode shifting. The control valve
assembly features an integrated electronic control unit.

A5SR1/ 2
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Item Contents
Improved - Integrated control over engine and A/T (CAN communication control) system employed
transmission feel - Turbine sensor 1.2 employed
- Real time feedback control at all phases applied
Improved driving - Sports mode function employed
- Gear ratio extension
Improved fuel - Coast lock-up employed
consumption - Full range lock-up employed (Larger lock-up zone)
- E-flow torque converter employed (Improved driving efficiency)
- Small transmission power train employed
Improved safety - Transmission lock apparatus (P range maintenance apparatus affixed) employed
Improved
- Electronic system diagnosis tester (hi-scan) counterpart
maintenance

MAJOR COMPONENTS AND THEIR FUNCTIONS

Part name Acronyms Function
Front brake F/B Fastens the front sun gear
Engages the input shaft, with the middle annulus gear and the
Input clutch I/ C
front annulus gear
Direct clutch D/C Engages the rear planetary carrier with a rear sun gear
High & low reverse clutch H&L R/C Engages the middle sun gear with the rear sun gear
Reverse brake R/B Fastens the rear planetary carrier
Forward brake FWD/B Fastens the middle sun gear
Low cost brake LC/B Fastens the middle sun gear
Allows the rear sun gear to turn freely forward relative to the
1st one-way clutch 1st OWC
mid sun gear but fastens it for reverse rotation
Allows the mid sun gear to turn freely in the forward direction
Forward one-way clutch FWD OWC
but fastens it for reverse rotation
Allows the front sun gear to turn freely in the forward direction
3rd one-way clutch 3rd OWC
but fastens it for reverse rotation

COMPONENTS
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OPERATION
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OPERATING PRINCIPLES OF EACH RANGE

1. N range
Since the forward and reverse brakes are released, driving force of input shaft is not transmitted to output shaft.
2. P range
A. Since the forward and reverse brakes are released, as those in the N range, driving force of input shaft is not
transmitted to output shaft.
B. Parking pawl that is linked with select lever parking gear meshes with and fastens output shaft mechanically.
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3. D, M2, M3, M4, M5 range 1st speed
A. Fastens the front brake.
B. The front brake and the forward one-way clutch regulate reverse rotation of the mid sun gear.
C. The 1st one-way clutch regulates reverse rotation of the rear sun gear.
D. The 3rd one-way clutch regulates reverse rotation of the front sun gear.

* POWER FLOW
Input shaft→Front internal gear→Front carrier→Rear internal gear→Rear carrier→Middle internal gear→Middle
carrier→Output shaft
4. D, M3, M4, M5 range ratio 2nd
A. Fasten the front brake.
B. The front brake and the forward one-way clutch regulate reverse rotation of the mid sun gear.
C. The 3rd one-way clutch regulates reverse rotation of the front sun gear.

The direct clutch is coupled and the rear carrier and the rear sun gear are connected.
* POWER FLOW
Input shaft→Front internal gear→Front carrier→Rear internal gear→Rear carrier→Rear carrier→Middle internal
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gear→Middle carrier→Output shaft
5. D, M3, M4, M5 range 3rd speed
A. Fastens the front brake.
B. The 3rd one-way clutch regulates reverse rotation of the front sun gear.

C. The high & low reverse clutch is coupled and the middle and rear sun gears are connected.
* POWER FLOW
Input shaft→Front internal gear→Front carrier→Rear internal gear→Rear carrier→Rear carrier→Middle internal
gear→Middle carrier→Output shaft
6. D, M4, M5 range 4th speed
A. The front brake is released and sun gear turns freely forward.
B. The input clutch is coupled and the front and middle internal gears are connected.

C. Driving force is conveyed to the front internal gear, the middle internal gear, and the rear carrier and the three
planetary gears rotate forward as a unit.
* POWER FLOW
Input shaft→Front internal gear→Front carrier→Rear internal gear→Rear carrier→Middle internal carrier→Middle
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carrier→Output shaft
7. D, M5 range 5th speed
A. The front brake fastens the front sun gear.
B. The direct clutch is released and the rear carrier and rear sun gear are disconnected.

* POWER FLOW
Input shaft→Front internal→Front carrier→Rear internal input shaft→Middle internal→Rear carrier→Rear sun
gear→Middle sun carrier→Middle carrier→Output shaft
8. R range
A. The front brake fastens the front sun gear.
B. The high & low reverse clutch is coupled and the middle and rear sun gears are connected.
C. The reverse brake fastens the rear carrier.

* POWER FLOW
Input shaft→Front internal→Front carrier→Rear internal→Rear sun gear→Middle sun gear→Middle carrier→Output
shaft
CONTROL SYSTEM DIAGRAM
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MAIN COMMUNICATION SIGNAL

Input to ECM(CAN) Output to ECM(CAN) Input from external sys. Output to external sys.
- - A/T driving mode SW Self-diagnosis indicator
Range signal
Engine torque signal Output revolution signal Sports mode SW
(P, R, N, D)
Engine revolution signal Turbine sensor signal Up SW Range signal
Torque reduction
- Down SW Reverse lamp signal
request signal
Accelerator opening signal Stop lamp SW
4 x 4 Low signal

LINE PRESSURE CONTROL

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• If the engine control unit sends the input torque signal equivalent to the engine driving force to the A/T control
unit (TCM), the A/T control unit (TCM) controls line pressure solenoid.
• This line pressure solenoid controls the pressure regulator valve as the signal pressure and adjusts the pressure
of theoperating oil discharged from the oil pump to the line pressure most appropriate to the driving plate.

LINE PRESSURE SYSTEM DIAGRAM

Line pressure control based on line pressure characteristic pattern of A/T control unit (TCM)
• A/T control unit (TCM) has stored in memory a number of patterns for the optimum line pressure characteristics
according to driving conditions.
• In order to obtain the most appropriate line pressure characteristic to meet the current driving state, the TCM
controlsthe line pressure solenoid current valve and thus controls the line pressure.
- Normal line pressure control.
Each clutch is adjusted to the necessary pressure to match the engine drive force.

- Back-up control (Engine brake)

Line pressure according to speed is set during shift down by select operation while driving.
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- During shift change
Set to line pressure that is necessary for shift change. Therefore, line pressure characteristic is set according to input
torque and shift types.

- At low fluid temperature

When the A/T fluid temperature drops below the prescribed temperature, in order to speed up the action of each
friction element, the line pressure is set higher than the normal line pressure characteristic.

Shift control
• The clutch pressure control solenoid is controlled by the signals from the switches and sensors. Thus the clutch
pressure is adjusted to be appropriate to the engine load state and vehicle driving state. It becomes possible to
finely control the clutch hydraulic pressure with high precision and a smoother shift change characteristic is
attained.

SHIFT CONTROL SYSTEM DIAGRAM

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Shift description
Controls clutches with optimum timing and fluid pressure in response to engine speed, engine torque information,
and etc.

Lock-up control
Lock-up control is to enhance delivery efficiency by preventing the torque converter from slipping, engaging the
lock-up piston into the torque converter.
It operates lock-up solenoid control in response to a signal from A/T control unit (TCM) and lock-up control
valve behavior control, engages or releases the lock up piston of the torque converter.

LOCK-UP OPERATING CONDITION TABLE

Lock-up control valve control

• In the lock-up control valve, there is operating fluid pressure circuit linked into the lock-up piston and lock-up
solenoid operates valve shift in response to a signal from the A/T control unit.
• Operating fluid pressure circuit that is applied to the lock-up piston chamber is controlled with the release or
apply sides.

LOCK-UP CONTROL SYSTEM DIAGRAM

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Lock-up released
• In the lock-up control valve, there is operating fluid pressure circuit connected into the lock-up piston and lock-
up solenoid operates valve shift in response to a signal from the A/T control unit.
Therefore, the lock-up piston is not coupled.
Lock-up applied
• During the lock-up applied status, lock-up apply pressure is generated having the lock-up control valve to L/U
by the lock-up solenoid.
Therefore, press the lock-up piston to be coupled.
Smooth lock-up control
• A/T control unit (TCM) controls current value that is output to the lock-up solenoid when shifting lock-up
applied state from lock-up released state.
Therefore the lock-up clutch is temporarily set to half-clutched state when shifting the lock-up applied state to
reduce the shock.
Half-clutched state
• Changes current value that is output to the lock-up solenoid from A/T control unit (TCM) to gradually increase
lock-up solenoid pressure.
In this way, the lock up apply pressure gradually rises and while the lock-up piston is put into half-clutched
status, the lock-up piston operating pressure is increased and the coupling is completed smoothly.

Engine brake control

• The forward one-way clutch delivers driving force from the engine to the rear wheel but reverse driving from
the wheel drive is not delivered since the one-way clutch is idling.
Therefore low coast brake solenoid is operated to prevent the forward one-way clutch from idling so that the
engine brake is operated in the same as before.

ENGINE BRAKE CONTROL SYSTEM DIAGRAM

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• The operation of the low coast brake solenoid switches the low coast brake switch valve and controls the
coupling and releasing of the low coast brake.
The low coast brake reducing valve controls the low coast brake coupling force.

CONTROL VALVE
Control valve functions
Valve name Function
Regulates line pressure to the optimum pressure (torque converter operating
Torque converter regulator valve pressure) to prevent pressure applied to the torque converter from being
excessive.
Pressure regulator valve
Regulates oil pump discharge pressure to the optimum pressure (line pressure)
Pressure regulator plug
in response to the driving conditions.
Pressure regulator sleeve
Regulates line pressure to the optimum pressure (front brake pressure) to be
Front brake control valve
applied to the front brake during the front brake apply.
Regulates pressure applied to the accumulator piston, and the low coast
Accumulator control valve reducing valve (accumulator control pressure) inresponse to the driving
conditions (regulates clutch pressure at 1st, 2nd, 3rd, 5th gears).
Regulates line pressure to the regular pressure required by line pressure control,
Pilot valve A
shift control, and lock-up control (pilot pressure).
Regulates line pressure to the regular pressure required by shift control (pilot
Pilot valve B
pressure).
Provides the low coast brake reducing valve with line pressure during engine
Low coast brake switching valve
brake operation.
Regulates line pressure to the optimum pressure to be applied to the low coast
Low coast brake reducing valve
brake when the low coast brake is coupled.
N-R accumulator Produces the stabilizing pressure for when N-R is selected.
Direct clutch piston switching
Operates in 4th gear and switches the direct clutch coupling capacity.
valve
Regulates line pressure to the optimum pressure (high&low reverse clutch
High&low reverse clutch control
pressure) to be applied to the high&low reverse clutch when the high&low
valve
reverse clutch is coupled (regulates clutch pressure in 1st, 3rd, 4th, 5th gears).
Regulates line pressure to the optimum pressure (input clutch pressure) to be
Input clutch control valve applied to the input clutch when the inputclutch is coupled (regulates clutch
pressure in 4th, 5th gears).
Regulates line pressure to the optimum pressure (direct clutch pressure) to be
Direct clutch control valve applied to the direct clutch when the direct clutch is coupled (regulates clutch
pressure in 2nd, 3rd, 4th gears).
Lock-up control valve
Switches lock-up to operating or released.
Lock-up control plug
Also, by performing the lock-up operation transiently, lock-up smoothly.
Lock-up control sleeve
Torque converter lubrication Operates to switch torque converter, cooling, and oil path of lubrication system
valve during lock-up.
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Cool bypass valve Allows excess oil to by pass cooler circuit without being fed into it.
Line pressure relief valve Discharges excess oil from line pressure circuit.
N-D accumulator Produces the stabilizing pressure for when N-D is selected.
Delivers line pressure to each circuit in response to each select position.
Manual valve
Circuit to which line pressure is not sent drain.

SUB ROM unit

1. Installing location: The valve body upper part
2. Function: To obtain A/T fluid pressure stability by compensating for solenoid&valve body unit fluid pressure
differential.
3. Principle: Install additional ROM onto valve body of automatic transmission and input fluid pressure differential of
solenoid &valve body so that TCM reads the input data to perform fluid pressure compensation.
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4. Maintenance
(1) When replacing with a new TCM in the vehicle
A. TCM automatically reads SUB ROM DATA during I.G ON. At this time, shift range valve is off for
about 2.5 second.
(2) When replacing A/T (regardless of new or old ones) in the vehicle
A. Must erase SUB ROM DATA stored in TCM.
B. With the ignition ON (engine OFF), maintain 50% throttle opening in R range while using the TCU SUB
ROM RESET mode on the scan tool.
C. TCM reads SUB ROM DATA from a new A/T upon I.G ON again after I.G OFF.
(3) Moving TCM from vehicle A to another vehicle B
A. Perform the same way as in 2) above.

Automatic Transaxle System > Automatic Transaxle System > Troubleshooting (A5SR2)
TROUBLESHOOTING
DIAGNOSTIC TROUBLE CODES (INSPECTION PROCEDURE)
Check the Diagnostic Trouble Codes
1. Turn the ignition switch to OFF.
2. Connect the Hi-scan tool to the DLC connector for diagnosis.
3. Turn the ignition switch to ON.
4. Check the diagnostic trouble codes using the Hi-scan tool.
5. Read the output diagnostic trouble codes. Then follow the remedy procedures according to the "DIAGNOSTIC
TROUBLE CODE DESCRIPTION" on the following pages.

• A maximum of 10 diagnostic trouble codes (in the sequence of occurrence) can be stored in the
Random Access Memory (RAM) incorporated within the control module.
• The same diagnostic trouble code can be stored one time only.
• If the number of stored diagnostic trouble codes or diagnostic trouble patterns exceeds 10, already
stored diagnostic trouble codes will be erased in sequence, beginning with the oldest.
• If the same trouble code does not occur during 40 times continuously, memorized trouble code would
be deleted automatically when the ATF temperature reaches 50°C(122°F).

6. Delete the diagnostic trouble code.

7. Disconnect the Hi-scan tool.

DTC cleaning should only be done with the scan

tool.
Diagnostic trouble code table
No. Code Item MIL Remark
INTERNAL CONTROL MODULE MEMORY CHECK SUM
1 P0601 ●
ERROR
2 P0641 SENSOR REFERENCE VOLTAGE "A" CIRCUIT - OPEN ●
TRANSMISSION RANGE SENSOR CIRCUIT
3 P0705 ●
MALFUNCTION (PRND Input)
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TRANSMISSION FLUID TEMPERATURE SENSOR A
4 P0711 ●
RATIONALITY
TRANSMISSION FLUID TEMPERATURE SENSOR A
5 P0712 ●
STUCK OFF(HIGH INPUT)
TRANSMISSION FLUID TEMPERATURE SENSOR A
6 P0713 ●
STUCK ON(LOW INPUT)
A/T INPUT SPEED SENSOR CIRCUIT - OPEN or
7 P0716 ●
SHORT(GND)
8 P0717 A/T INPUT SPEED SENSOR CIRCUIT - NO SIGNAL ●
A/T OUTPUT SPEED SENSOR CIRCUIT - OPEN or
9 P0721 ●
SHORT(GND)
10 P0731 GEAR 1 INCORRECT RATIO ●
11 P0732 GEAR 2 INCORRECT RATIO ●
12 P0733 GEAR 3 INCORRECT RATIO ●
13 P0734 GEAR 4 INCORRECT RATIO ●
14 P0735 GEAR 5 INCORRECT RATIO ●
15 P0741 TORQUE CONVERTER CLUTCH STUCK OFF ●
TCC CONTROL SOLENOID VALVE CIRCUIT - OPEN or
16 P0743 ●
SHORT(GND)
PRESSURE CONTROL SOLENOID VALVE-A CIRCUIT -
17 P0748 ●
OPEN or SHORT(GND)
SHIFT SOLENOID "A(I/C SOLENOID)" CIRCUIT - OPEN or
18 P0753 ●
SHORT(GND)
SHIFT SOLENOID "B(Fr/B SOLENOID)" CIRCUIT - OPEN
19 P0758 ●
or SHORT(GND)
SHIFT SOLENOID "C(D/C SOLENOID)" CIRCUIT - OPEN or
20 P0763 ●
SHORT(GND)
SHIFT SOLENOID "D(H amp;amp;LR/C SOLENOID)"
21 P0768 ●
CIRCUIT - OPEN or SHORT(GND)
SHIFT SOLENOID "E(LC/B SOLENOID)" CIRCUIT - OPEN
22 P0773 ●
or SHORT(GND)
UP AND DOWN SHIFT SWITCH TO TRANSMISSION
23 P0819 X
RANGE CORRELATION
24 U0001 CAN COMMUNICATION BUS ●
25 U0100 LOST COMMUNICATION WITH PCM "A" ●

Automatic Transaxle System > Automatic Transaxle System > Repair procedures (A5SR2)
BASIC INSPECTION ADJUSTMENT
TRANSAXLE FLUID LEVEL
INSPECTION