3 Manual/AutoVehicleEngineTypeRemarks MT FCU-1.5 M5CF2 XDU-1.5 MC U-1.5 Alpha-IIM5CF1 TBU1.5M5CF2 HD Gamma 1.6M5CF1 Beta II 2.0M5CF2 U1.6M5CF3 AT HD Gamma 1.6A4CF1PCM (Bosch) Beta II 2.0A4CF2PCM (Siemens) U1.6A4CF2TCM (Bosch) * In this material only New Alpha transmission will be introduced. Power Train Variation
4 VehicleEngineTypeFGRMark HD Gamma 1.6A4CF14.375A43AD Beta 2.0 A4CF B48CD U 1.6 CRDI3.532D45JD * To distinguish Transmission, you can use stamping mark on top of transmission. Even same type of transmission is used, FGR and some components can be possibly different. Choose correct one whenever you replace auto transmission. Notice : FGR can be changeable without any notice. Stamping Mark
6 ItemsA4CF1A4CF2A4AF3 Engine GammaBeta II 2.0U 1.6Alpha II Torque (kg m) Number of OWC 1 Number of Clutch 3 Number of Brake 2 Centrifugal Balance Chamber 3 (UD, OD, Reverse Clutch) 1 (Frt. Clutch) Accumulator 4(UD,OD,2 nd,RVS)1 Solenoid valves 6 (PWM-5, VFS-1) 6 (On,Off-3, PWM-3) Gear Shift Position 7 Range with 3th Position Switch6 with O/D switch Comparison Specification
7 ItemsA4CF1A4CF2A4AF3 Overall Length 379mm390.5mm Weight 71.9kg76kg T/Con. Size (Φ) 236mm230mm 1 st Gear Ratio nd Gear Ratio rd Gear Ratio th Gear Ratio Reverse Gear Ratio Oil Diamond SP III Oil Capacity 6.2 L6.7 L Comparison Specification
8 Main Features Long travel damper clutch Flat & Long Travel type torque converter Full line pressure control (VFS) High capacity oil pump (Alloy Material) Flexible Printed circuit (FBC) used Hall type PG-A and PG-B Eliminating VSS (PGB is used alternatively) Grinding type gears (Reducing NVH)
10 Torque Converter (A4AFx) (A4CFx) 9 12˚ 17 20˚ Reducing Thickness by 5mm Adapting long travel damper spring (A4CFx) (A4AFx)
11 Disc Type Return Spring (L/R Brake) Type Performance Curve Advantage Reaction Force is constantly held during lifetime. Reaction Force is gradually decreased. DiscSpring T F T
12 Reducing the supplying oil for differential gear Reducing friction loss by differential gear rotation Increasing lubrication efficiency holding T/M oil in bottom side Oil Separator
13 Valve Body Valve body and spool valve are from Alloy Full line pressure control Individual Clutch to Clutch Control A B A C E D A A * To remove the valve body, - A type (6x30mm) : 17EA - B type (6x35mm) : 1EA - C type (6x40mm) : 1EA - D type (6x55mm) : 1EA - E type (6x60mm) : 1EA
14 PCSV - A : O/D or LR Solenoid PCSV - B : 2/4 or REV Solenoid PCSV - C : UD Solenoid PCSV - D : Damper Clutch Solenoid On/Off Sol V/V : Switching PCSV – A from LR to O/D (Switch on – LR engaged, off- O/D engaged) VFS Solenoid Solenoid Valve * Each solenoid can be interchangeable except VFS (Variable Force Solenoid)
15 Accumulator Each Spring can be interchangeable except white one UD (two springs with white color) OD (one spring with yellow color) 2nd (two springs with yellow color) L/R (one spring with yellow color)
16 Hydraulic Pressure Checking Port * Totally 8 checking ports are used. - UD : UD Clutch - RED : Reducing Pressure - L/R : L/R Brake - O/D : O/D Clutch - DA : Damper Clutch - 2 nd : 2 nd Brake - LUB : Lubrication Pressure - REV : Reverse Clutch DA UDL/R LUB REDO/D2ND REV
18 * Advantage : To improve fuel consumption reducing unnecessary high pressure so as to decrease fuel consumption rate. VFS (Variable Force Solenoid) ComparisonPurpose TPS Gear Line pressure (bar) Pump Line pressure Solenoid valve Pump Controlled pressure Line pressure Line pressure (bar) Regulator valve Optimum line pressure Improved efficiency Lower fuel consumption Unnecessary high pressureOptimum pressure
19 VSS (Vehicle Speed Sensor) VSS is eliminated in A4CFx. Instead of this, output speed sensor (PGB) is used for TCM. After filtering from output speed sensor, TCM send its speed information to cluster visa designated terminal. In case of engine management, frt. wheel speed sensor is used for vehicle speed acquisition like MC.
20 Shift Lever & 3 rd Gear Position Switch (A4CFx in HD)(A4AFx in MC) In case of MC, it has O/D on or off switch in shift lever. Unlike this, HD has 3 position sensor instead. When you push shift lever from D position to right side 3 position, shift down to 3 rd gear happens from over driving (4 th gear) and turn 3position lamp in cluster.
21 Shift Lever & 3 rd Gear Position Switch * To disassemble shift lever, first pushing chrome cover down with twisting, then release the screw. * 3 gear position switch in installed just bottom side of the shift lever assembly. It has 3 terminals. One is for D input to TCM, another is for 3 input and the last is for cluster.
23 FPC (Flexible Printed Circuit) Harness 10P CONN INLINE CONNVFS PCSV CONN OTS 10P CONN INLINE CONN VFS PCSV CONN OTS * To increase manufacturing efficiency and save space in solenoid valve, flexible printed circuit type harness is used. (Reducing weight by 30%) (OTS) (F4CFx)(F4AFx)
24 ItemsSolenoid Valve(0%:On, 100%:Off) RangeOperation PCSV-A (OD&LR) PCSV-B (2ND&RVS) PCSV-C (UD) PCSV-D (DCCSV) ON/OFF SOL. P, N LR OFFON OFFON D-1 UD ON OFF D-2 UD, 2ND ONOFF ONOFF D-3 UD, OD OFFONOFFONOFF D-4 OD, 2ND OFF ON OFF REV LR, RVS OFF ONOFFON 2 UD, 2ND ONOFF ONOFF LOW UD, LR OFFONOFF ON Operation Chart
25 Input & Output Input PCM ( TCM ) Battery Power GND PG-A & PG-B OTS Inhibitor Switch 3rd Gear Position Switch O/D off Request (Cruise) Can Communication VFS PCSV – A(LR&OD) PCSV – B(2nd&REV) PCSV – C(UD) PCSV – D(DCC) SCSV – A (On/Off) 2nd & L Input (Cruise) Cluster Vehicle Speed Output
26 PCM(TCM) Installation * Gamma & Beta engines case, PCM type TCU controller is used and installed in engine room compartment. U1.6 CRDIs case, ECM and TCM are separated. Unlike ECM which is installed in engine compartment, TCM is position in passenger compartment near to in-panel junction box. Gamma & BetaU 1.6 CRDI
27 Pin Connection with Gamma Engine PinDescriptionPinDescription 1 GND (PCM) 68 Inhibitor L input 3 GND (Solenoid) 70 GND (VFS) 4 Voltage Supply for TCM 71 PCSV-A(LR & O/D) 5 Voltage Supply for TCM 72 PCSV-B (2 nd & RVS) 26 On/Off Solenoid 80 GND (OTS) 27 PCSV-D (DCC) 82 GND (PG-B) 47 2 & L Position to Cruise 83 GND (PG-A) 48 Gear Information (Duty) to Cluster 86 Input Brake Switch (TCM) 49 Output Vehicle Speed to Cluster 88 Inhibitor R Input 57 OTS (Oil Temperature Sensor) 89 Inhibitor 2 nd Input 60 Output Speed Sensor (PGB) 90 Inhibitor 3 rd Input 61 Input Speed Sensor (PGA) 91 Inhibitor N Input 65 O/D off Request form Cruise 92 GND (TCM) 66 Inhibitor D input 93 VFS Control 67 Inhibitor P input 94 PCSV-C (UD)
28 Pin Connection with Beta Engine PinDescriptionPinDescription 1 Power Supply (TCM) 20 GND (TCM) 2 Power Supply (TCM) 34 GND (TCM) 4 Power Supply (VFS) 35 GND (TCM) 6 Inhibitor P Input 38 Brake Switch 7 Inhibitor R Input 39 O/D Off Request from Cruise 8 Inhibitor N Input 46 PCSV-A (LR & O/D - Control) 9 Inhibitor D Input 48 PCSV-C (UD - Control) 10 Inhibitor 3 Input 49 Power Supply (Solenoid) 11 Inhibitor 2 Input 50 Power Supply (Solenoid) 12 Inhibitor L input 52 2 or L Gear Information to Cruise 14 Auto Cruise On/Off Input 53 Vehicle Speed Output to Cluster 15 GND (PG-A) 54 OTS (Oil Temperature Sensor) 16 On/Off Solenoid (- Control) 55 GND (OTS) 17 PCSV-B(2 nd & RVS – Control) 56 Output Speed Sensor (PG-B) 18 PCSV-D(DCC – Control) 57 GND (PGB) 19 VFS ( - Control) 58 Input Speed Sensor (PG-A)
29 Pin Connection with U 1.6 CRDI PinDescriptionPinDescription 1Power Supply (TCM)23Inhibitor R Input 2Power Supply (TCM)24Inhibitor P input 3GND (TCM)35Shield for CAN 4GND (TCM)36CAN High 5GND (Solenoid Valve)37CAN Low 6PCSV-A (LR & O/D)38K Line 7PCSV-B (2 nd & RVS)42O/D Off Request from Cruise 8PCSV-C (UD)44GND (VFS) 9PCSV-D (DCC)512 or L Gear Information to Cruise 10On/Off Solenoid Valve53Vehicle Speed Out to Cluster 12Power Supply (TCM)58OTS (Oil Temperature Sensor) 14VFS Control (+)59GND (PG-B) 17Brake Switch Input (TCM)61Output Speed Sensor (PG-B) 18Inhibitor L Input62Input Speed Sensor (PG-A) 19Inhibitor 2 Input74GND (OTS) 20Inhibitor 3 Input78GND (PG-A) 21Inhibitor D Input80Shield for PG-B 22Inhibitor N input81Shield for PG-A
30 Input (PG-A) and Output Speed Sensor (PG-B) Input speed sensor is signaled from O/D clutch retainer. This is alternatively used for VSS information when output speed sensor has any failure. Output speed sensor is captured from transfer driven gear. Both input and output speed sensor are from hall IC type which signals with digital wave. When both sensors have failures, cluster speedometer doesnt work since main input for this is from these sensors (Main is output speed sensor)
31 PG-A & PG-B Waveform PG-A PG-B PB-A & PG-B are from hall IC type. Checking methods are the same with Hivecs. You can check with current data or measure the waveform from the sensors. After receiving signal information, TCM sends VSS to cluster. VSS (From PCM to Cluster)
32 PG-A & PG-B Failure * When PG-A or PG-B failure is detected, electrically gear shifting is held in 3 rd range but possibly 3 rd to 2 nd shifting is allowed. A to B : 1.08s Failure Detected
33 OTS (Oil Temperature Sensor) * When OTS failure is detected, OTS current data sets to 80.
34 GND Solenoid Valve (Bosch vs Siemens) UD 2nd OD LR DCC VFS UD(-) (PCSV-C) 2nd(-) (PCSV-B) LR&OD(-) (PCSV-A) On/Off(-) DCC(-) (PCSV-D) Power Siemens (Beta 2.0) VFS(-) Bosch (Gamma & U1.6 CRDI) UD 2nd OD LR DCC VFS UD(+) (PCSV-C) 2nd(+) (PCSV-B) LR&OD(+) (PCSV-A)z On/Off(+) DCC(+) (PCSV-D) VFS(+) Power
35 Solenoid Valve Current Control VFS PCSV & SCSV
36 UD Solenoid V/V On/Off Solenoid V/V VFS Solenoid V/V Solenoid Valve Waveform * In case of Bosch Control, all solenoid valve are controlled with +. It means PCM(TCM) supplies solenoid operating voltage. Unlike Bosch, Siemens PCM controls - which modulates ground line. When Solenoid V/V doesnt work (grounded), operating pressure is applied and element is working.
37 P-R-N-D Shifting P R N D * After ignition, solenoid failure checking is done within 300ms for 80ms. When solenoid related failure is detected, it goes to 3 rd gear holding soon.
38 Solenoid Valve Fail (3 rd Gear Fixed) A to B : 1.8s * SCSV solenoid valve shorts to ground during driving under 3 rd gear resulting in mechanical 3 rd gear fixed condition.
39 3 rd Position Input (O/D Off) * In stead of O/D off switch in MC (A4AFx), HD utilizes 3 rd position. When this signal inputs to PCM(TCM), shift down is down from 4 th to 3 rd. Driving with 4th 3 rd Input Shift Down to 3 rd
42 TCM CAN Bus CAN_Low CAN_High CAN_L CAN_H Resistance In J/Box (120 Ω) ECM (120 Ω) Can Communication * Between ECM and TCM especially in U 1.6 liter outside CAN communication is used. (Gamma and Beta II : Internal CAN) When CAN system error happens, following values go to fail safe like - Engine rpm : Engine Torque : 63% - A/Con. S/W : Off - Throttle Position : 50%