f4aelk detail carens

F4AEL-K

- Sephia & Spectra- Shuma- Carens- Rio

2

Section View

INTRODUCTION

3

Overview

The F4AEL-K is an electronically controlled, 4-speed overdrive, automatic transaxle. It is very compact in design, yet it weighs nearly 200 pounds. It is a “true” 4-speed because 4th gear is designed into the transaxle and is not an addition.

Characteristics

The gear ratios for the four forward speeds and reverse are achieved using 5 multi-disc clutch packs mounted in two clutch drums, 1 one-way clutch, 1 band for 2nd and 4th gears, and a single compound planetary gear set. An additional one-way clutch reduces engine braking during deceleration in 4th gear. While the transaxles used on all Sephias are mechanically the same, electronic control varies depending on which engine is coupled to.

INTRODUCTION

4

Electronic Shift Control

INTRODUCTION

5

Electronic Shift Control

The TCM uses 4 solenoid valves to control the transaxle. Solenoids A, B and C control the shifts. An additional, DCC solenoid valve controls the damper (Torque converter) clutch. Some transaxle require the driver to manually select Power or Economy mode. The F4AEL-K transaxle’s TCM automatically chooses the shift pattern based on engine load and vehicle speed.

Linear (Pressure Control) Solenoid Valve

On 1998 and later Sephias, the cable-operated throttle valve, used on pre-1998 models, has been replaced by a duty-cycled, linear solenoid valve, This pressure control solenoid valve is controlled by the Transaxle Control Module (TCM), based on the inputs from various sensors.

In case of pre-1998 Sephias, the hydraulic line pressure should be adjusted.

INTRODUCTION

6

Linear (Pressure Control) Solenoid Valve

INTRODUCTION

7

Integrated Engine/Transaxle Control

INTRODUCTION

8

To ensure total control over the transaxle, the ECM and TCM share common data signals. They both use through a Serial Communications Link, or Data Bus. This system is called Torque Reduction Control, or TRC.

TRC provides smoother up and down shifts by :

• Momentarily shutting off #1 and #4 fuel injectors during up-shifting.

• Momentarily retarding ignition timing during down-shifting.

These actions improve shift feel by minimizing the torque and pressure variations during shifts. TRC is available when :

• Transaxle Range Switch is in “D”

• Engine speed is between 1,000 and 6,000rpm

• Engine is at least at half throttle (TPS value greater than 1.6 volts)

• Engine coolant temperature 140 (60 ) or greater.

Integrated Engine/Transaxle Control

INTRODUCTION

9

If a component of the electronic control system should fail, the Fail-Safe o

r “Limp” mode will allow the vehicle to be driven to the nearest repair facili

ty. Depending on the affected component, the transaxle will operate with

some degree of diminished performance and drive-ability will be affected.

When the transaxle is in full Fail-Safe mode, only 3rd gear is available in

Drive range. P, N, and R ranges “appear” to be unaffected, however shift

ing in and out of a forward gear or reverse will be more severe. While in

Fail-Safe mode, the O/D OFF lamp will flash to indicate that a malfunctio

n has occurred. In addition, the MIL will come on steady and the ECM w

ill store a DTC P1624, MIL request. (North America Only) Freeze Data c

aptured when this DTC sets will also be available.

Fail-Safe Operation

INTRODUCTION

10

F4AEL-K

Floor shift, O/D OFF

Type3elements 1stage 2phases, electronic

controlled lock-upStall RPM D: 2,080∼2,380 R: 2,080∼2,380

OWC 1Stall torque ratio 2.15

Forward 3Coasting 2

3 ―4 3Reverse 2

L＆R brake 4

Torqueconverter

Disc usageof clutch

and brake

Model

ATX control

F4AEL-K

Floor shift, O/D OFF

Type3elements 1stage 2phases, electronic

controlled lock-upStall RPM D: 2,080∼2,380 R: 2,080∼2,380

OWC 1Stall torque ratio 2.15

Forward 3Coasting 2

3 ―4 3Reverse 2

L＆R brake 4

Torqueconverter

Disc usageof clutch

and brake

Model

ATX control

INTRODUCTION

Specifications

10

11

A3E, A5E, A5D

Water cooling

Spec. (M-III) SK ATF SP-III

Quantity 5.9 L

TROCHOID

P-R-N-D-2-1Shift lever

Cooling system

Items

Oil

Oil pump type

A3E, A5E, A5D

Water cooling

Spec. (M-III) SK ATF SP-III

Quantity 5.9 L

TROCHOID

P-R-N-D-2-1Shift lever

Cooling system

Items

Oil

Oil pump type

Specifications

11INTRODUCTION

12

A3E, A5E, A5D

ACCUMULATOR, LINEAR SOL V/V

SOL V/V (ON/OFF)

Variable line pressure

ON/OFF 4EA, DUTY 1EA

2

4Accumulators

OWC

Hydraulic control

Items

Solenoid valves

Lock up control

Line pressure control

A3E, A5E, A5D

ACCUMULATOR, LINEAR SOL V/V

SOL V/V (ON/OFF)

Variable line pressure

ON/OFF 4EA, DUTY 1EA

2

4Accumulators

OWC

Hydraulic control

Items

Solenoid valves

Lock up control

Line pressure control

Specifications

12INTRODUCTION

13

1. V.F.S(Variable Force Solenoid valve) has been adopted to control the line pressure2. The logic for Power/Economy mode was built in TCM.

3. Shift lever position : P-R-N-D-2-1

4. Mode switch : O/D Off is operated

5. Shift lock mechanism : The brake pedal should be depressed at the P

range to start the engine

Main points

13INTRODUCTION

14

160,000km

1,280km - Oil seal and clutch is burned and carbon is accumulated

2,400km - Slip in clutch

8,000km - Oil seal is solidified

16,000km - Vanish

32,000km

80,000km

80°C

160°C

150°C

127°C

116°C

104°C

91°C

ATF temp. VS durability (Dexron III)

14INTRODUCTION

1515MECHANICAL CONTROL SYSTEM

3-4 clutchLR brake

OWC 1Reverse clutch

Coasting clutch

Forward clutch

2-4 brake

Small sun gear

Large sun gear

Short pinion

Long pinion

Gear Train

OWC 2


Gear Train

The gear train consists of a compound planetary gear set, an idler gear, a ring gear, and an output gear.

The compound planetary gear set contains two pinion gear sets (long and short), a small sun gear, a large sun gear and an internal gear. This arrangement allows the gear ratios to be varied by holding various members of the planetary gear set.

Operating Elements

The table lists the components that operate in each gear and range. This table can be helpful in isolating a problem to a specific component or group of components. At 3rd gear under the condition of vehicle speed 5km/h (3.1mph) or more , the fluid pressure to servo, but 2-4 brake band not applied due to pressure difference in servo. And OWC 1 at 4th gear is for just reducing of engine brake effect, but not transmitting power.

17

FWD Coast 3―4 Rev 2―4 L&R OWC1 OWC2

P

R

N

1st

2nd

3rd

4th ⊙

2nd

1st

GearRangeClutch Brake

1

P

R

N

O/DS/WOFF

O/DS/WON

D

2

FWD Coast 3―4 Rev 2―4 L&R OWC1 OWC2

P

R

N

1st

2nd

3rd

4th ⊙

2nd

1st

GearRangeClutch Brake

1

P

R

N

O/DS/WOFF

O/DS/WON

D

2

Operating Elements


18MECHANICAL CONTROL SYSTEMOperating Elements

Reverse clutch

Forward clutch

Coasting clutch


Structure

Parking gear


Structure

Large sun gear

Small sun gear


Structure

2-4 brake

22

Manual Control Lever

MECHANICAL CONTROL SYSTEM

The manual control lever is mounted on the transaxle case and is linked to the manual control valve in the valve body assembly and the parking assist lever through the manual shaft and manual plate.

A spring-loaded detent lever applies pressure to the manual plate to improve the shift feeling during manual gear selection.

23

Manual Control Lever PARKING

MECHANICAL CONTROL SYSTEM

When the manual control lever is moved to the park position, the notch in the manual plate makes contact with the stud on the parking assist lever. The movement of the manual plate and parking assist lever pushes the parking pawl into contact with the output shell, locking the transaxle output shaft.

24

Low & reverse brake

Coasting clutch

OWC 2

Small sun gear

Internal gear

Forward clutch

Large sun gear

Short pinion

2-4 brake 3-4 clutchOutput gear

Reverse clutch

OWC 1

Power Flow - R


30HYDRAULIC CONTROL SYSTEMOil pumpThe hydraulic control system consists of the oil pump, the control valve assembly, the accumulators, and the 2-4 band servo and 5 electro-hydraulic solenoid valves.

The oil pump is a trochoid type with a cast iron housing. The inner gear is driven by the torque converter through the oil pump drive shaft. The oil pump is not serviceable. If it is not operating properly, the transaxle must be replaced as an assembly. Do not remove or disassemble the pump as improper alignment during assembly will cause pump failure and could cause damage to the transaxle.

31HYDRAULIC CONTROL SYSTEMOil pump

32HYDRAULIC CONTROL SYSTEMOil FiltrationThe torque converter, oil pump and the transaxle’s internal parts are protected from foreign matter by an oil strainer, mounted to the control valve assembly and several filters and strainers inside of the valve body. Two magnets in the oil pan attract any metal particles present in the ATF.

33HYDRAULIC CONTROL SYSTEMValve Body Assembly

34HYDRAULIC CONTROL SYSTEMValve Body Assembly

The valve body assembly is mounted to the bottom of the transaxle case. It contains a manual control valve, a pressure regulator valve, three shift valves, two pressure reducing valves, a torque converter relief valve, a pressure bypass valve, a servo orifice valve, and a DC control valve. These components are housed in a 4-piece valve body assembly.

Memo

35HYDRAULIC CONTROL SYSTEMAccumulators

In order to ensure a smooth shift, operating component control valves work in conjunction with four accumulators, mounted in the transaxle case. The accumulator springs are calibrated to the characteristics of aparticular hydraulic circuit. The stop O-ring seal is replaceable, however a problem with an accumulator will require transaxle replacement.

36HYDRAULIC CONTROL SYSTEMAccumulators

37HYDRAULIC CONTROL SYSTEM2-4 Band Servo

38HYDRAULIC CONTROL SYSTEM

2-4 Band Servo

The 2-4 servo is mounted at the front of the transaxle case. It applies the 2-4 band in 2nd and 4th gear. When the transaxle shifts out of 2nd or 4th gear, the servo return spring retracts the servo piston, releasing the 2-4 band.

In addition, when pressure is removed from the servo, orifice check spring moves the orifice valve off of its seat, allowing ATF to return to the oil pan. These actions ensure that the 2-4 band is released as quickly as possible as the shift is made.

The servo retainer seal ring is replaceable, however a servo malfunction will require transaxle replacement.


Solenoid Valves

The solenoid valves convert electrical signals from the TCM into hydraulic pressure which acts on the shift or control valves. The solenoid valves are returned ON and OFF by the TCM.

Three solenoid valves are used to control the operating components. The operating components are fully applied when the solenoid valve is ON and fully released when the solenoid valve is OFF.

The DCC solenoid valve fully applies the damper clutch in 4th gear under normal conditions or in 3rd gear if the ATF temperature reaches 262 (128 ).

The resistances of the shift solenoids and DCC solenoid should be 14Ω to 18Ω.


Linear Solenoid Valve

On 1998 and later Sephias, the cable operated throttle valve has been replaced by a “duty-cycled”, pressure control, or linear, solenoid valve. This valve is duty-cycled by the TCM, based on throttle opening and vehicle speed.

This change improved serviceability (no line pressure adjustments), ensures smooth shifting through the vehicle’s entire operating range, and reduces accelerator pedal effort. It also allows an increase in pressure during high speeds or heavy loads to reduce slippage and improve the durability.

Line pressure control is performed during:• Up-shifts• Down-shifts• No Shift (Change in torque requirements during cruise)• Engagements (changing the position of the shift lever)

41HYDRAULIC CONTROL SYSTEMLine Pressure Control


Line Pressure Control

Quick Filling Pressure :

It ensures that operating components engage as soon as possible after a shift is made.

Pressure Ramp :

It is a function that ensures that operating components engage slowly and smoothly.

Characteristic Map :

It represents the changes in the shift pattern that occur due to throttle valve opening and vehicle speed variables.

The resistance of the linear solenoid should be 4.1Ω to 5.1Ω.

44

N-D accumulator

N-R accumulator

Line pressure

1-2 accumulator


Pressure Check Point

45

Line pressure

2-4 brake release

2-4 brake apply

1-2 accumulator

2-3 accumulator



46

2-3 accumulator

3-4 clutchDamper clutch releaseDamper clutch apply



48

T

C

M

OTS

Pulse generator

VSS

Inhibitor S/W

Brake S/W

OD OFF S/W

DCCSV

SCSV A, B, C

PCSV

Engine ECM

TPS

ECT

ENG. RPM T/RED ENG. Load

Communication

48ELECTRONIC CONTROL SYSTEM

49

Overview


The TCM controls automatic transaxle and damper clutch operation.

Through various sensor and driver inputs, it monitors, analyzes, then

controls shift timing, shift quality, line pressure, and damper clutch

operation through the solenoid valves. Unlike other transaxles that have

a Power/Economy switch, the TCM decides on which shift pattern to use

based on engine load and vehicle speed.

The TCM reacts to changes in temperature, vehicle speed, engine load,

gear selection and other operating conditions. It also interfaces and

shares common data information with the Engine Control Module (ECM)

over a serial communications link. If a fault signal is detected, the TCM’s

fail-safe mode allows the transaxle to operate in reverse and 3rd gear until

it can be brought in for service.

50

Sensors and Actuators

ELECTRONIC CONTROL SYSTEM

The TCM receives input signals from its sensors and outputs signals to its actuators. Some inputs are sent directly to the TCM whereas others are routed to the TCM from the ECM over a serial data link. The following is a list of the sensors and actuators used for transaxle control.

Items Function

Throttle position sensor Provides engine load data and throttle position.

Input/Turbine speed sensor Detects input shaft / turbine speed

Vehicle speed sensor Detects output shaft speed

Crankshaft position sensor Detects engine speed at the flywheel

Transaxle range switch Detects selector lever position

Stoplight switch Detects foot brake ON/OFF status

ATF temperature switch Detects ATF temperature using a thermistor

O/D OFF switch Detects Overdrive ON/OFF status

Items Function

Throttle position sensor Provides engine load data and throttle position.

Input/Turbine speed sensor Detects input shaft / turbine speed

Vehicle speed sensor Detects output shaft speed

Crankshaft position sensor Detects engine speed at the flywheel

Transaxle range switch Detects selector lever position

Stoplight switch Detects foot brake ON/OFF status

ATF temperature switch Detects ATF temperature using a thermistor

O/D OFF switch Detects Overdrive ON/OFF status

51



Items Function

Shift solenoid A Regulates hydraulic pressure to 1-2 shift valve

Shift solenoid B Regulates hydraulic pressure to 2-3 shift valve

Shift solenoid C Regulates hydraulic pressure to 3-4 shift valve

Damper clutch solenoid Regulates hydraulic pressure to damper clutch control valve

Linear solenoid valve Regulates hydraulic line pressure

O/D OFF light Indicates O/D status, fail-safe operation and DTC storage

Data link connector Provides service data to scan tool

Items Function

Shift solenoid A Regulates hydraulic pressure to 1-2 shift valve

Shift solenoid B Regulates hydraulic pressure to 2-3 shift valve

Shift solenoid C Regulates hydraulic pressure to 3-4 shift valve

Damper clutch solenoid Regulates hydraulic pressure to damper clutch control valve

Linear solenoid valve Regulates hydraulic line pressure

O/D OFF light Indicates O/D status, fail-safe operation and DTC storage

Data link connector Provides service data to scan tool

52



ATF temperature sensor

53

Idle 2,000RPM

Pulse Generator


54

C

P

U

12V

T C M

10KΩ

E C M

C

P

U

47KΩ

5V

100Hz

12V

54

Throttle Position Sensor


55

Idle 3,000RPM

55

Throttle Position Sensor (ECM -> TCM)


56

C

P

U

12V

T C M

10KΩ

E C M

C

P

U

47KΩ

200Hz

12V

5V

WTS

56

Engine Coolant Temperature


57

About 15 About 80

COLD HOT

57

Engine Coolant Temperature (ECM -> TCM)


58

C

P

U

12V

T C M

Cluster

VSS

IG1

5V


Vehicle Speed Sensor

59

Low speed High speed

59

Vehicle Speed Sensor


60

C

P

U

T C M

10KΩ

15KΩ

Brake switch

Brake lamp

－＋

20A STOP

Brake Switch


61

Torque Reduction (TCM -> ECM) : 1st-2nd gear up-shift


62

Engine RPM (ECM -> TCM)

idle 4,000RPM


63

Engine Load (ECM -> TCM)


A/C OFF, Brake ON A/C ON, Brake OFF

64

The Schedule of SCSV

Range SCSV A SCSV B SCSV C

P ON

R ON

ON

ON

ON ON

ON ON ON

VSS≤40km/h

VSS≥40km/h ON

ON ON

2 ON ON ON

L ON

Gear

Reverse

Parking

2nd.

1st.

3rd.

N

1st.

2nd.

4th.

D

VSS≤18km/h

VSS≥18km/h

Range SCSV A SCSV B SCSV C

P ON

R ON

ON

ON

ON ON

ON ON ON

VSS≤40km/h

VSS≥40km/h ON

ON ON

2 ON ON ON

L ON

Gear

Reverse

Parking

2nd.

1st.

3rd.

N

1st.

2nd.

4th.

D

VSS≤18km/h

VSS≥18km/h


65

SCSV A

SCSV C

SCSV B

SCSV B

Shift at the low speed

65ELECTRONIC CONTROL SYSTEMShift Control Solenoid Valve

66

SCSV A

SCSV C

SCSV B

SCSV B

Shift at the high speed

66

Shift Control Solenoid Valve


67

Reducing valve

Linear solenoid valve

Pressure regulator valve

Manual valve - R

Manual valveT./C solenoid valve

Lock-up

Oil pump

67HYDRAULIC CONTROL SYSTEMLinear Solenoid Valve

68



Idle RPM, N range

Idle RPM, N->D shift

69



Idle RPM, N->R shift

70

C

P

U

12V

O/D OFF SW (Momentary type)

T C M

1.8KΩ

OD Off Switch


71

C

P

U

12V

HOLD SW (Momentary type)

T C M

1.8KΩ

Hold Switch


72

C

P

U

12V

POWER SW (Alternative type)

T C M

1.8KΩ

Power Switch (Before 1998 models)


74

MLimit switch

B+ B+ IG1

STOP20A

P range

BTN 25A METER 10A

++-

-

BRAKE S/W

1

LOCK UNLOCK

Shift Lock


75

MLimit switch

B+ B+ IG1

STOP20A

P range

BTN 25A METER 10A

+-

BRAKE S/W

1

LOCK UNLOCK

Shift Lock (Unlock)


76

MLimit switch

B+ B+ IG1

STOP20A

P range

BTN 25A METER 10A

+ -

BRAKE S/W

1

LOCK UNLOCK

Shift Lock (Lock)


77

MLimit switch

B+ B+ IG1

STOP20A

P range

BTN 25A METER 10A

++-

-

BRAKE S/W

1

LOCK UNLOCK

Shift Lock (Except P Range)



Fail-Safe Mode

1) Vehicle speed sensor :

Shifting is normal. This is only a back-up speed sensor for the TCM. If the Input/Turbine Speed Sensor also fails (a rather unlikely scenario), all solenoids will cease to function (“total fail-safe”, 3rd gear only in “D” range)

2) Throttle Position Sensor :

• TCM considers throttle opening to always be 50 percent.

• Shifts from vehicle speed input to Input/Turbine Speed Sensor

• No damper clutch (torque converter clutch) lock-up

3) Input/Turbine Speed Sensor : Shifts to vehicle speed sensor input

4) Shift Signal / Torque Reduction Control : Shift is normal, shift quality will be firmer than normal.


Fail-Safe Mode

5) Shift Solenoid A, B or C :

• Remaining solenoids still function

• If all solenoids fail, transaxle may be manually shifted. (“total failsafe”)

6) Damper clutch solenoid : No damper clutch lock-up

7) Pressure Control Valve : Full line pressure at all times, shift quality very firm.


Damper Clutch Lock-up Condition

The damper clutch is engaged and disengaged by a DCC solenoid valve that is controlled by the TCM. Lock-up only occurs when the transaxle is in 4th gear. While the transaxle is operating normally the damper clutch will engage as long as the following conditions are met :

• The closed throttle position signal is NOT present.

• The stoplight switch is OFF.

• The transaxle is in 4th gear.

The normal operating temperature range for ATF is from 180 (82 ) to 210 (100 ). If the ATF is below normal operating temperature, the DCC will not engage. Should the transaxle fluid temperature exceed 262 (128 ), the ATF temperature sensor sends a signal to the TCM which then reverts to a High Temperature Fluid (HTF) mode causing the damper clutch to lock-up in 3rd gear, which will lower ATF temperature.


On-Board Diagnosis

The electronic control system includes a self-diagnostic routine that monitors the operation of the transaxle through the TCM. If faults are found, the TCM generates and stores a Diagnostic Trouble Code that causes the “O/D OFF” Indicator Light to flash and the MIL (North America only) to come ON steady. In addition the ECM will set a DTC P1624, MIL request, and will store the necessary Freeze data.


On-Board Diagnosis

When the “O/D OFF” Indicator Light is flashing, the O/D system function is not available. A fault of any of the following will cause the TCM to generate a DTC and to flash the O/D Indicator Light.

• ATF temperature sensor

• Vehicle speed sensor

• Transaxle range switch

• Shift solenoids A, B or C

• Input/Turbine speed sensor

• Damper clutch solenoid

• Damper clutch control system

• Pressure control solenoid

• Incorrect gear ratio

• Any condition that causes the transaxle to go into Fail-safe operation.

83A/T DIAGNOSISKIA 5-step diagnosis process

Step-1 Verify

Complete A/T Diagnosis WorksheetCheck fluid levelCheck for MIL on (N/A only)Check for O/D OFF light flashing

Step-2 Analyze

Check for unusual cinditions :* ATF appearance (OE ATF may appear reddish-orrange)* ATF Odor* Noises* Leaks* Electrical wiring and connections* Blown fusesRetrieve DTCs, pending codes, and freeze frame data

Step-3Find thecause

Road test with the A/T testerStall testTime lag testATF line pressure test

Step-4 RepairReplace unit and flush transaxle cooler and linesComplete diagnosis to determine cause ; then repair

Step-5 CheckRoad testCheck all related systemsCheck for new problems

Step-1 Verify

Complete A/T Diagnosis WorksheetCheck fluid levelCheck for MIL on (N/A only)Check for O/D OFF light flashing

Step-2 Analyze

Check for unusual cinditions :* ATF appearance (OE ATF may appear reddish-orrange)* ATF Odor* Noises* Leaks* Electrical wiring and connections* Blown fusesRetrieve DTCs, pending codes, and freeze frame data

Step-3Find thecause

Road test with the A/T testerStall testTime lag testATF line pressure test

Step-4 RepairReplace unit and flush transaxle cooler and linesComplete diagnosis to determine cause ; then repair

Step-5 CheckRoad testCheck all related systemsCheck for new problems

84A/T DIAGNOSIS

KIA 5-step diagnosis process

Use the same overall diagnostic method that you would follow for any other customer complaint. Use the handy flow chart to assist you in following the Kia 5-step diagnosis process.

Effective diagnosis requires knowledge of how a system is supposed to operate in order to determine when it is not operating correctly. There are five basic steps for diagnosis and repair. If you follow these steps in a systematic manner, you will usually find the cause of the problem the first time.

85A/T DIAGNOSIS

Verify the problem

Get an accurate description of the customer’s complaint. Determine if the concern is a normal condition or a valid failure. Sometimes a valid complaint exists, but the customer may describe the problem in a way that leads you down the wrong diagnostic path. Note the symptoms, but do not begin disassembly or testing until you have narrowed down the problem area. Check to see if any the O/D OFF or MIL lights are on or flashing. Write down important information on the sheet.

Before starting on a problem get as much information as possible about the problem. Sometimes problems in one system may cause another system to operate erratically or not operate at all. Often an operational check, including a road test with the customer is helpful. Don’t assume that you have an automatic transaxle problem. Be sure to check the engine and other drive train components for potential problems.

86A/T DIAGNOSIS

Analyze the problem

Once you have verified that a legitimate problem exists, you must determine whether the problem is related to some other obvious problem such as previous repairs, accident or add on aftermarket equipment such as a car alarm or audio system. If you satisfied that it is a system problem, it’s time to make some preliminary checks.

To eliminate the obvious, a visual inspection should always include these Basic items :

• Check all electrical connectors. These are one of the most frequent causes of problems in electronically controlled transaxles.

• Check fuses

• If you have a drive-ability complaint, be sure to check the throttle position sensor (TPS).

• Check the fluid level and condition in Park.

87A/T DIAGNOSIS

Analyze the problem

• Apply the parking brake before checking the transaxle fluid.

• An incorrect fluid level can cause anything from slippage or delayed engagement to a fail-safe condition.

• If the fluid level is low, be sure to check for leaks.

• If you suspect that there are metal particles in the fluid, pull the oil pan and have a closer look.

• Check the transaxle range switch adjustment.

• Check the mechanical linkage.

88A/T DIAGNOSIS

Find the cause

Formulate a simple and logical procedure to diagnose the condition. Check the diagnosis you made by doing tests. Test for the most likely cause of failure first based on the “Symptom related diagnostic procedure” or “Diagnostic index charts” in Service manual. Isolate electrical circuits using the diagrams shown in the ETM for the vehicle.

Currently, there are 23 possible automatic transaxle related DTCs that can be stored in the TCM’s memory and displayed on the Scan Tool. The scan tool will display three DTCs at one time. If additional DTCs are stored, a down arrow will show up in the display. The TCM will display DTCs in the order in which they occurred. One problem may set multiple DTCs. DTCs can be caused by mechanical problems as well as electrical problems. If the TCM fails, communication with the Scan Tool may not be possible. There are several engine related conditions that can cause the automatic transaxle to perform poorly. If the malfunction indicator light is ON or flashing, check for engine related DTCs that can affect automatic transaxle performance.

89A/T DIAGNOSIS

Find the cause

These would include, for example, TPS, CKP, and ECT related DTCs. The MIL will come on steady any time an automatic transaxle DTC is stored. At that time P1624, MIL request, will also be stored (North America only). Any freeze data will be stored under DTC P1624. According to TCM logic, the transaxle range trouble code (P0705) accompanies vehicle speed sensor trouble code (P1500). When you have this condition, repair P0705, check to see if it has been cleared, then check for DTC P1500.

Memo

90

Code Diagnosed circuit MIL

P0601 TCM ROM malfunction ON

P0604 TCM RAM malfunction ON

P0705 Transaxle range signal (P,R,N,D,2,1) malfunction ON

P0712 ATF temeprature sensor low ON

P0713 ATF temeprature sensor high ON

P0716 Input/Turbine speed sensor signal malfunction ON

P0717 Input/Turbine speed sensor circuit malfunction ON

P0726 Engine speed input signal malfunction ON

P0727 Engine speed input malfunction ON

P0731 Incorrect first gear ratio ON

P0732 Incorrect second gear ratio ON


P0601 TCM ROM malfunction ON

P0604 TCM RAM malfunction ON

P0705 Transaxle range signal (P,R,N,D,2,1) malfunction ON

P0712 ATF temeprature sensor low ON

P0713 ATF temeprature sensor high ON

P0716 Input/Turbine speed sensor signal malfunction ON

P0717 Input/Turbine speed sensor circuit malfunction ON

P0726 Engine speed input signal malfunction ON

P0727 Engine speed input malfunction ON

P0731 Incorrect first gear ratio ON

P0732 Incorrect second gear ratio ON

A/T DIAGNOSIS

The list of DTC for 1999 Sephia

91A/T DIAGNOSIS


P0733 Incorrect third gear ratio ON

P0734 Incorrect fourth gear ratio ON

P0740 Damper clutch system malfunction ON

P0743 Damper clutch system circuit malfunction ON

P0748 Linear solenoid electrical ON

P0753 Shift solenoid A electrical ON

P0758 Shift solenoid B electrical ON

P0763 Shift solenoid C electrical ON

P1121 TPS signal circuit from ECM to TCM ON

P1500 Vehicle speed signal malfunction ON

P1700 O/D lamp circuit malfunction OFF

P1800 Engine torque signal malfunction OFF


P0733 Incorrect third gear ratio ON

P0734 Incorrect fourth gear ratio ON

P0740 Damper clutch system malfunction ON

P0743 Damper clutch system circuit malfunction ON

P0748 Linear solenoid electrical ON

P0753 Shift solenoid A electrical ON

P0758 Shift solenoid B electrical ON

P0763 Shift solenoid C electrical ON

P1121 TPS signal circuit from ECM to TCM ON

P1500 Vehicle speed signal malfunction ON

P1700 O/D lamp circuit malfunction OFF

P1800 Engine torque signal malfunction OFF

The list of DTC for 1999 Sephia

92A/T DIAGNOSIS

Mechanical / Hydraulic Diagnosis

Before performing mechanical/hydraulic testing, make sure that the mechanical linkage is adjusted properly. Once these adjustments are checked, warm the engine to normal operating temperature and perform the following tests :

• Time lag test

• Torque converter stall test

• Hydraulic line pressure test

• Road test with Kia automatic transaxle tester

In order to prevent damage to the engine and/or transaxle, it is very important to check the engine oil, coolant level, and the automatic transaxle level before performing any pf these tests.

93A/T DIAGNOSIS

Time lag test

The time lag test checks the time lag or lapse before a shift shock is felt. This test checks the condition of the N-D, 1-2, N-R accumulators, forward and one-way clutches, 2-4 brake band and the low and reverse brake. In this test, with the engine warmed to normal operating temperature and at idle, you will hold your foot on the brake and move the shift lever to neutral, shift to drive then back to neutral. Next you’ll move the shift lever to reverse and back to neutral. The times between neutral and drive and neutral and reverse should be less than one second and should be about equal.

If one or both of the times seem excessive, retime them using a stopwatch. If the shifts are too slow or too fast, refer to the “Evaluation of time lag test” in service manual for a list of probable causes.

94A/T DIAGNOSIS

Torque converter stall test

The torque converter stall test is performed by warming the engine to normal operating temperature, then “brake torquing” the transaxle in each gear while observing engine RPM on the scan tool or the vehicle’s tachometer. The stall test will help you determine if there is slippage of operating components or a malfunction of hydraulic components.

The stall speed readings from each gear position are compared to the standard values given in service manual. If the readings are incorrect, the probable cause is given in “Evaluation of stall test O/D OFF system chart” in service manual. In order to obtain the most accurate results, from your stall test, it is highly recommended that you connect the Kia Automatic Transaxle Tester and use it to change gear positions instead of the gear shift lever selection. This method eliminates problems that could be caused by an external electrical problem.

To help prevent transaxle damage, do not hold down the accelerator pedal for more that 5 seconds. Allow sufficient cooling time by allowing

95A/T DIAGNOSIS

Torque converter stall test

the engine to idle for at least one minute between stall tests. As a general rule, if the stall speed is too low, look for an engine out of tune or a slipping one-way (sprag) clutch in the torque converter. If the stall speed is too high or the torque converter won’t stall, look for a problem with the operating components or the internal hydraulic components.

Hydraulic line pressure test

The hydraulic line pressure test is performed by connecting pressure gauge set, or equivalent, to the line pressure inspection port on the transaxle case. With the engine and transaxle at normal operating temperature, the line pressure is checked at idle and at stall speed in each gear.

If the transaxle tester is connected, make sure that the gear selection switch remains in the normal position during testing. If the gear selection switch is in any of the manual shift positions, the transaxle will be in fail-safe mode and the line pressure will be maximum.

96A/T DIAGNOSISHydraulic line pressure test

97A/T DIAGNOSISHydraulic line pressure test

The pressure readings obtained are compared to the standard values shown on the specified line pressure chart in service manual. Readings that are out of specifications can be compared to the Evaluation of pressure test in service manual to determine the probable cause. Whenever you finish performing a hydraulic line pressure test, you must install a new square head pipe plug, and check for leaks.

Memo

98A/T DIAGNOSISRepair the problem

If you have followed a logical diagnosis procedure, you should have isolated the problem to a specific area of the vehicle. Because we want to assist you in returning the car to your customer as soon as possible, only a limited number of components can be repaired or replaced at the dealership.

ATF level and condition

If the fluid has air bubbles, these are caused by overfilling the transaxle. They can cause future problems such as overheating, oxidation, and varnishing. If the fluid looks milky pink it is contaminated with water or coolant. Test the cooler for leaks, repair or replace as necessary, then replace the transaxle and flush the cooler and lines. Check for debris on the dipstick. This can include dirt, friction material,and metal particles. If the fluid is blown or black it indicates overheating or it is contaminated with dirt and friction material from worn components. It metal particles are present, replace the transaxle, then flush the cooler and lines.

99A/T DIAGNOSISATF level and condition

If the fluid is dirty, with no performance concerns, replace the oil strainer and flush the cooler and lines. Then fill the transaxle to the proper level with SP-III ATF. If the fluid is OK, but the level is low, fill the transaxle with SP-III. Depends on the area, the automatic transaxle fluid used in Kia vehicles at the factory is a slightly different color than the ATF used in other vehicles of competitors. Therefore be sure that you are familiar with the natural color of the Kia fluid.

Noise complaints

If the problem is a noise complaint caused by a driveline component, you should refer to the service manual to repair or replace it. If the noise is from the transaxle and/or torque converter replace them with re-manufactured components and flush the ATF cooler.

100A/T DIAGNOSISPerformance complaints

If you followed the Kia 5-step Diagnostic Process correctly, you should have enough data to decide whether a performance problem is caused by the engine, chassis (brakes, driveline, etc.), automatic transaxle, or the electrical system. If the problem is not related to the automatic transaxle, you’ll need to find the necessary diagnosis information in the applicable sections of the service manual or ETM for the vehicle.

When the transaxle has a mechanical, hydraulic, or an internal electrical problem, such as a solenoid valve, replace the malfunctioned parts and flush the ATF cooler. Then fill it with fresh SP-III. If the transaxle has an external electrical or mechanical linkage problem, follow the procedures in service manual. For electrical wiring or connector repair, follow the guidelines in the ETM.

101A/T DIAGNOSISCheck the repair

Verify that the repair corrected the problem by performing the system checks under the conditions documented in the customer complaint. Operate any related systems. Make sure no new problems turn up and the original problem does not recur. If DTC’s were stored, make sure that they are erased and that they do not reset.

Memo

102A/T DIAGNOSISGST

103A/T DIAGNOSISGST

104A/T DIAGNOSISGST

Where is P, N, R range status ?

CARENS

105A/T DIAGNOSISGST CARENS

106A/T DIAGNOSISGST CARENS

107A/T DIAGNOSISGST

Creep condition ?

CARENS

108A/T DIAGNOSISGST

4th gear is required for damper clutch operation.

CARENS

109A/T DIAGNOSISGST

If solenoid valve connector is disconnected, fail-safe (3rd gear holding) is activated and damper clutch is prohibited.

CARENS

110A/T DIAGNOSISGST

If solenoid valve connector is disconnected, duty ratio of VFS is fixed by value when the connector is removed.

CARENS

111A/T DIAGNOSISGST

If solenoid valve connector is disconnected, duty ratio of VFS is fixed by value when the connector is removed.

CARENS

112A/T DIAGNOSISGST

If solenoid valve connector is disconnected, 5 DTC are displayed and warning lamp is flushed.

CARENS

113A/T DIAGNOSISGST

If TR switch is disconnected during driving, 3rd gear holding is activated and lock-up is prohibited.

CARENS

114A/T DIAGNOSISGST

As engine torque increases, VFS duty ratio also increases.

CARENS

115A/T DIAGNOSISGST

If TPS is zero percent (idle) at forward range, brake switch signal does not affect VFS duty ratio.

CARENS

116A/T DIAGNOSISGST

TPS signal increases up to 100%

CARENS

117A/T DIAGNOSISGST

If input/turbine speed sensor is disconnected, OD is prohibited and warning lamp is flashed. 1st gear is available. (It means not ‘3rd gear holding’)

CARENS

118A/T DIAGNOSISGST

Manual shift is possible but lock up is prohibited.

CARENS

119A/T DIAGNOSISGST

DTC is displayed when VS reaches 40km/h or more. VSS signal becomes input speed for gear shifting but there is a little bit shift shock.

CARENS

120A/T DIAGNOSISGST

VSS DTC is displayed when input speed reaches 600rpm or more at forward range.

CARENS

121A/T DIAGNOSISGST

When VSS is disconnected, gear shifting is normal including OD.

CARENS

122A/T DIAGNOSISGST

When VSS is disconnected, gear shifting is normal including lock-up.

CARENS

123A/T DIAGNOSISGST

When VSS is disconnected, VFS is operated normally.

CARENS

124A/T DIAGNOSISGST

When VSS is disconnected, manual shift is possible.

CARENS

125A/T DIAGNOSISGST

If both VSS and input/turbine speed sensor are opened, 3rd gear holding is activated and manual shift is impossible.

CARENS

126A/T DIAGNOSISGST

VFS is anyway operated but there is some shift shock. Reverse gear is possible.

CARENS

127A/T DIAGNOSISWaveform

Engine speed at idle rpm and P range

CARENS


Engine speed at 4,000rpm and P range

CARENS


TPS from ECM to TCM at idle rpm and P range

CARENS


TPS from ECM to TCM at 3,000 rpm and P range

CARENS


TPS from ECM to TCM at IG ON.

CARENS


ECT signal from ECM to TCM while engine cranking. Frequency and duty ratio is changed comparing with IG ON condition.

CARENS


Engine load (torque) signal from ECM to TCM at A/C off, brake off and D range

CARENS


Engine load (torque) signal from ECM to TCM at A/C on, brake on and D range

CARENS


Torque reduction request signal from TCM to ECM at WOT in D range.

CARENS


Torque reduction request signal : Trigger and foot brake load are required.

CARENS


SCSV A : Always ON except 1st gear.

3rd gear

CARENS


SCSV A : OFF when 3rd gear engaged and VS is lower than 40km/h. Why ?

3rd gear

CARENS


SCSV B : 1st ,2nd gear is ON, 3rd, 4th gear is OFF

3rd gear

CARENS


SCSV C : OFF in case of 3rd gear only.

3rd gear

CARENS

141

* HYDRAULIC CIRCUIT DIAGRAM

* ELECTRICAL WIRING DIAGRAM

APPENDIX

Hydraulic circuit diagram - R range

MN

K

18 36 37 17 8 45 54 55 26 10 12 28 30 33 32 4 22 21 5 34 6 42 44 16 23 38 51 40 41 50 25

P/N

ran

ge

S

ran

ge

IGL ra

ng

e

TE

ST

BR

AK

E S

/W

OD

OF

F L

AM

P

D ra

ng

e

OD

OF

F S

/W

IG BB

GN

D(L

OG

)

SO

L.1

SO

L.2

SO

L.3

Lo

ck

-up

SO

L

Cluster

ECM

OD

OF

F S

/W

BR

AK

E S

/W

OT

SG

ND

PC

SV

GN

D(P

OW

)

VS

S

SP

G

SP

SH

EL

D

TP

S

T/R

ED

RP

M

EN

G.

LO

AD

K-L

INE

FA

IL

B

ST

IG1

SCHEMATIC DIAGRAM

TC

M

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