General System Description

GENERAL DESCRIPTION
This transaxle is a conventional transaxle in that it uses hydraulically applied clutches to shift a planetary gear train. However, the electronic control system replaces some of the mechanical and hydraulic components used in conventional transaxles.

FUNCTIONAL OPERATION
This transaxle has an electronic control system. This system performs its functions based on continuous real-time sensor feedback information. The control system automatically adapts to changes in engine performance to provide consistent shift quality. The control system ensures that clutch operation during upshifting and downshifting is more responsive without increased harshness.

The Transmission Control Module (TCM) continuously checks for electrical problems and some hydraulic problems. When a problem is sensed, the control module stores a diagnostic trouble code. Six of these codes cause the transaxle to go into "limp-in" or "default" mode.

Once the Diagnostic Readout Box (DRB) scan tool is in the transaxle portion of the diagnostic program, it constantly monitors the transmission control module to see if the system is in limp-in mode. If the transaxle is in limp-in, the DRB will flash the red LED.


GEAR RATIOS
- Forward ratios of 2.551, 1.488, 1.00, and 0.685 with torque converter clutch application available in 2nd, direct or overdrive gear;

- Reverse ratio is 2.176.

GEAR SELECTION
Conventional six position shift lever: P, R, N, D, 3, and L.

SHIFTING AND TORQUE CONVERTER LOCK-UP
When D is selected the transaxle shifts normally through all four speeds with torque converter clutch engagement in overdrive.

- This position is recommended for most driving.

The 3 position is tailored for use in hilly or mountainous driving.

- When 3 is selected, the transmission uses only 1st, 2nd, and direct gears with 2nd-direct shift delayed to 40 mph or greater.

- When operating in 3 or L positions torque converter clutch engagement occurs in direct gear for improved transmission cooling when towing trailers and on steep grades.

NOTE: If high engine coolant temperature occurs the torque converter clutch will also engage in 2nd gear.

The L position provides maximum engine braking for descending steep grades.

Unlike most transaxles. upshifts are provided to 2nd or direct gear at peak engine speeds, if the accelerator is depressed.

- This provides engine over-speed protection and maximum performance.